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2011_Subaru_WRX_STi.zip (436 KB)

The ubiquitous star of the World Rally Championship circuit and edgy X-game competition has brought even more excitement and performance to the model you and I can call a daily driver.

In 2008, Subaru redesigned and rebuilt the Impreza lineup. In 2009, the WRX team worked toward a goal termed "Kyo-Ka" (translated from Japanese as "strengthening") to make the Impreza model even more appealing to factory tuner aficionados. For 2011 buyers now have a choice of two body styles for the first time ever with the STi logo on them.

A “wide and low” four-door sedan model returns to accompany the five-door sportwagon and with it the return of the big wing spoiler on back.

Building up from the all-new platform, Subaru engineers have given the 2011 WRX STi significantly enhanced suspension tuning, stiffer spring rates, larger stabilizer bars and re-tuned suspension damping. They have also added a new damper valve to the steering gearbox for improved steering feel and better response.

The model is better balanced as well, thanks to lowering the engine mounting height, and of course being a Subaru, WRX features standard symmetrical all-wheel-drive keeping this little rocket glued to road at all times. If you were to look up "corners on a dime" in wikipedia they would probably have a picture of the Impreza WRX STi listed there.

Subaru's great little 2.5-liter "Boxer" four-cylinder engine cranks out a beefy 305 horsepower and 290 lb. ft. of torque and takes full advantage of the chassis and suspension upgrades for a real “showroom to track” experience. Fuel economy rolls in at 17 mpg city and 23 mpg highway.

While base Imprezas can be ordered with an automatic transmission, the six speed manual gearbox with triple-cone synchronizers on the low gears is the only way to go for the STi. Shifts are solid and tight and the clutch will not wear out your left calf muscle even in stop and go traffic. The WRX manual transmission also features the automaker's anti-rollback technology so hill starts are a snap as well.

The driving experience in the STi is enhanced even more thanks to multi-mode driver controlled center differential on the AWD system as well as Subaru’s Intelligent Drive (SI-DRIVE) offering three settings – intelligent, sport and sport sharp – to match the demands of the driver and the moment.

Attaching the WRX STi to the roadway are 18-inch BBS alloys sporting sticky Dunlop summer performance rubber. Braking is accomplished thanks to the Brembo Performance Brake System that employs ventilated four-wheel discs at each corner along with Super Sport ABS technology to enhance stability under hard braking.

Inside we find a perfect blend of performance paired with comfort including leather sport bucket seating, power moonroof, HID headlamps, audio system with steering wheel mounted controls, Bluetooth and iPod connectivity, and our tester came with the GPS nav system.

Pricing for the 2011 Subaru WRX STi sedan begins at $37,345 with our test model arriving at $39,870.

Domo arigato Kyo-Ka.

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2011_Dodge_Durango_More_Than_M.zip (424 KB)

To say the 2011 Dodge Durango is the best yet is an understatement. Previous versions were a bit overweight and somewhat unrefined so improving the SUV would not take much.

For this makeover Dodge engineers went above and beyond. Choosing to begin with a clean slate, they tapped an architecture already in the pipeline from the days of corporate partnership with Daimler. The new Durango, as with the latest Grand Cherokee from Jeep, rides on the platform designed for the next Mercedes-Benz M-Class crossovers and boy do they benefit from it.

While retaining rear-wheel drive design the new platform sheds a bulky ladder frame opting for a rigid monocoque body structure for strength and stability. While featuring best-in-class towing (up to 7,400 lbs.) serious rock climbing in Moab may be out of the question, but just how many Durango customers were doing that in the first place?

As we have seen with other manufacturers this year (can you say Ford Explorer), the days of the ruggedly underpinned midsize SUV are over. This new design discipline (along with the upcoming strict fuel economy rules) has forced some to abandon larger powerplants. For Dodge (and Jeep) though, you can still get a HEMI.

Our recent test vehicle came with the new corporate V-6 Pentastar engine that is quickly winning accolades in every application. In the Durango the 3.6-liter DOHC unit produces 290 horsepower and 260 lb. ft. of torque with fuel economy rated at 16 mpg city and 23 mpg highway. It is backed by a five-speed automatic transmission.

As with Ford and GM, Dodge’s new breed of six-cylinder engines are finally capable of competing with the imports. Gone are the days of noise, vibration and harshness in the powertrain and (hopefully) here to stay is a slick, powerful, more fuel-friendly engine that does not conjure buyer remorse every time you stomp the gas pedal.

The new Durango is quiet, smooth, roomy, very stylish and includes an interior owners will no longer be ashamed of. You will want to invite your friends over with this one.

Slip behind the wheel and gratification is almost immediate. Onroad manners are quite impressive especially if you’ve driven a previous generation Durango. While ours was a 2WD rig Dodge does offer the Durango in 4WD form.

For 2011, Dodge offers the Durango in four models: Express, Crew, R/T, and Citadel. Despite being a “base” model, our Express tester was quite impressive. Pricing begins at $29,195 with ours arriving to the tune of just a tick over 30 grand. The new Durango from Dodge is impressive and saying it is the best one yet barely scratches at the surface.

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2011_Ford_F-150_V-6_and_V-8_Te.zip (727 KB)

When Ford rolled out its new powertrain lineup for the 2011 model F-150 pickups last fall they gave us autopressjocks a full day of driving the various engine offerings in a variety of situations. Most of that day was devoted to the new EcoBoost engine but since that time I have gotten a bit of seat time with the base V-6 and new 5.0 V-8 offerings.

As Ford has announced the disappearance of the Ranger pickup from their upcoming lineup they are hoping entry truck buyers will flock to a base F-150 outfitted with the new 3.7-liter V-6. Wearing truck attire the engine produces a peppy 302 horsepower, more than enough to achieve everyday duties in a pickup.

This powertrain setup is surprisingly smooth and quiet, as are all the new engine offerings in the F-150. Kudos to designers and engineers on this project as the 2011 Fords are the best F-Series yet.  As with the larger engines, the V-6 is backed by a six-speed automatic transmission helping it achieve 17 mpg city and 23 mpg highway.

The rig around the six was a 4x2 SuperCab (Ford’s designation for an extended cab which means almost four real doors) in XLT trim level. This is probably one of their more popular configurations. Pricing begins at $29,455 with our tester coming in at $32,525 after a chrome package, tow package and captains chairs are added on.

From there we stepped up into the 5.0 truck that was assembled into a 4x4 SuperCab rig sporting a bit more rugged FX4 trim.

The new V-8 spins out 360 ponies and produces 380 lb. ft. of torque, enough to achieve a tow rating of five tons. Sure, fuel economy suffers (dropping to 14 mpg city and 19 mpg highway in 4x4 running gear) but this is a great workhorse package, perfect for everyone from ranchers to woodsmen (and women). You won’t be racing any Mustangs but the pony car won’t be pulling your tandem-axle trailer either.

Pricing at this point begins at $36,625 and the model that adorned our driveway came rolling in at $39,550 thanks to an FX Luxury package upgrade. For many, the truck will never come out of four-wheel drive and the 5.0 will not be tasked with topping out the dyno gauges but it is certainly nice to know it is there when you need it, albeit at a price.

My only gripe with these trucks is they sent the FX4 with a gorgeous black leather interior package – maybe nice for going out on the town but getting in and out on a daily basis when thermometers read three digits can be a bit uncomfortable.

After spending a bit of time with the 2011 F-150s it is easy to see why Ford is still No. 1 in truck sales – these things are that good.

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2011_Land_Rover_LR4_Proves_Dis.zip (579 KB)

DNA testing of the new Land Rover LR4 would reveal that there is still a good bit of Big Blue Oval pulsing through its veins. The brand’s latest mid-size SUV may receive corporate mail from an Indian postmark but development of the LR4 in current form began back when Dearborn, Michigan was a frequent destination for Land Rover hierarchy.

The new LR4, as with its predecessor LR3, is a US-market designation. The platform is known globally (and previously here) as the Discovery Series, or Disco for short. And thanks to Ford, Disco is not dead! (Sorry, I have been waiting years to work that into an article.)

Yes, the new LR4 with its all-new powertrain and interior and chassis refinements is the most stunning and powerful midsizer for the brand yet. At the heart of the vehicle is another application of the great new 5.0-liter V-8 engine whose siblings are found in the likes of Mustang GT, Ford F-150 and even the new Jaguar XJL we tested recently.

For LR4 the five-point-OH cranks out 375hp and 375 lb. ft. of torque, enough to more than get this big box out of its own way. Mated to a slick six-speed automatic gearbox with CommandShift technology the new Rover offers very spirited driving especially in sport mode. No, this ride won’t be turning laps at Laguna Seca but perhaps hold its own a bit south of there at Baja.

While offering a most enjoyable and comfortable onroad experience, Land Rover vehicles live for the moment the pavement ends. This Rover, like its stablemates, features the Terrain Response System where the driver simply points the arrow on a knob in the center console to a symbol that looks like what is under the tires and it’s go time.

No matter what harsh elements are being experienced outside the interior of the LR4 bathes its occupants in luxury and comfort along with the latest technology. An awesome audio system complements a most capable navigation unit and the indash display can be set to show the vehicles offroad status at all times. Blind spot issues found in most SUVs are taken care of thanks to rearview camera (with optional 360-degree camera sight around the vehicle available) and rear park distance control.

Land Rover styling is truly unique and quite apparent in the LR4. While some may find its overly-boxy dimensions a bit polarizing the Discovery (LR) series has found quite a few fans globally.

OK, fuel economy is the biggest complaint in this rig as 12 mpg city and 17 mpg highway (on good days) as rather appalling for this segment especially given the new powertrain and what it offers in other applications but pushing a large refrigerator box down the road is not going to win any coefficient-of-drag competitions.

Pricing for the new LR4 in HSE trim begins at $47,650 with our tester coming in at just under 53 grand.

Driving the new Land Rover LR4 certainly proves that ‘Disco’ is not dead.