2012 Chrysler 200 Convertible

After a complete overhaul last year and a new name (it used to be the Sebring), the Chrysler 200 heads into 2012 with no significant changes.

Introduction

An uphill battle is generally not a recipe for victory, and the 2012 Chrysler 200 sedan has one on its hands, since it competes with some excellent midsize four-doors. Chrysler's thorough overhaul last year brought major improvements, particularly in regard to handling, interior quality, power and even image (the name change from Sebring to 200). But while the 2012 200 sedan is better equipped for battle, it's still ultimately outgunned.

The new 200 improves on the sloppy driving dynamics and crummy interior of its bland predecessor; it's pleasant to drive and features strong interior materials that few in the class can better. The available 283-horsepower V6 engine also boasts the most power in the class while returning respectable fuel economy. Another plus is sheet metal that's more stylish than that of the previous generation.

The 2012 Chrysler 200 is also available as a convertible, and the drop top earns a stronger recommendation than the sedan, since the convertible segment is smaller and less competitive. Compared to models like the Ford Mustang and Volkswagen Eos, the Sebring's cabin and trunk are enormous, and it packs in a lot of features for the money. You may not have too many choices among convertibles, but at least the 200 is a good one.

For the 200 sedan, however, going with a competitive rival would probably be a better choice. The 200 sedan has a smaller cabin and trunk than its competitors, and some of its in-car electronics are a little behind the times. These aren't huge drawbacks, but they're enough that we think the Ford Fusion, Honda Accord, Hyundai Sonata, Kia Optima, Toyota Camry andVolkswagen Passat are better picks overall.

Body Styles, Trim Levels, and Options

The 2012 Chrysler 200 is available in midsize sedan and convertible body styles. The sedan comes in an entry-level LX trim, while both can be had in Touring, Limited and S trims.

The LX sedan comes standard with 17-inch steel wheels, keyless entry, full power accessories, heated mirrors, cruise control, air-conditioning, a height-adjustable driver seat, a tilt-and-telescoping steering wheel, a 60/40 split-folding rear seat and a four-speaker sound system with a CD player, an auxiliary audio jack and steering wheel controls. An eight-way power driver seat and heated front seats are optional.

The Touring adds to or supplants the LX's amenities with 17-inch alloy wheels, an upgraded transmission, automatic headlamps, automatic climate control, a leather-wrapped steering wheel and shifter and a six-speaker sound system with satellite radio. The convertible features a power cloth top and six-way power front seats. The Cold Weather package adds heated front seats and remote ignition. Optional on both the LX and the Touring is the UConnect Voice Command package that contains Bluetooth, an iPod/USB audio interface and an auto-dimming mirror. A touchscreen audio interface that includes DVD audio playback and digital music storage is optional.

The Limited adds to or supplants the Touring's amenities with 18-inch wheels, foglamps and leather upholstery. Options include a navigation system with real-time traffic and a six-speaker Boston Acoustics sound system. The Limited convertible can be equipped with a retractable hardtop.

The 200 S differs from the otherwise identically equipped Limited with a standard V6 engine, dark exterior trim, a perforated leather-wrapped steering wheel and the Boston Acoustics sound system. A sunroof is optional on all sedans but the LX.

Powertrains and Performance

Every 2012 Chrysler 200 except the S trim comes standard with a 2.4-liter four-cylinder engine that produces 173 hp and 166 pound-feet of torque. A four-speed automatic is standard on the LX; a six-speed automatic is optional on the LX and standard on everything else. EPA-estimated fuel economy for the sedan is 21 mpg city/30 mpg highway and 24 mpg combined with the four-speed automatic, and 20/31/24 with the six-speed. The convertible returns an estimated 19/29/22.

A 3.6-liter V6 is optional on the Touring and Limited, and standard on the 200 S. It produces 283 hp and 260 lb-ft of torque. A six-speed automatic is standard. In Edmunds performance testing, a Limited sedan with this engine went from zero to 60 mph in 6.9 seconds. A so-equipped Limited convertible needed 7.5 seconds. Both times are on par for the class. EPA-estimated fuel economy is 19/29/22 for both body styles.

Safety

The 2012 Chrysler 200 comes standard with antilock brakes, traction and stability control, active head restraints and front side airbags. The sedan gets side curtain airbags, while the convertible gets front-seat-mounted side airbags with head protection.

In Edmunds brake testing, a Limited sedan came to a stop from 60 mph in a slightly longer-than-average 127 feet. A Limited convertible stopped in 121 feet.

The Insurance Institute for Highway Safety gave the 200 sedan the highest possible rating of "Good" in the frontal-offset, side-impact and roof-strength tests. The convertible also earned a "Good" rating in the frontal-offset and side-impact tests.

Interior Design and Special Features

The Chrysler 200's design team did a remarkable job last year of transforming the old Sebring's low-rent interior into something that's now fully competitive for the midsize sedan segment. The general dash design and control layout are pretty much the same as before, but because the materials are substantially better, the overall ambience is greatly improved. The 200 still lags behind its competitors (and even some of its Chrysler cousins) in terms of in-car electronics -- the older Chrysler touchscreen interface was unintuitive when it was new and hasn't grown better with age.

Another demerit is that the 200 is a bit smaller than its competition. This is noticeable in the backseat as well as in the front, which features a slightly odd elevated seating position to create more legroom. The sedan's 13.6-cubic-foot trunk is also a little on the small side.

However, if you're looking for a convertible with a comparatively roomy backseat, the 200 provides more room than most. It's the same with the trunk, which is enormous when the roof is raised and comparatively spacious with it lowered as well. Speaking of the convertible's roof, it can be either a conventional soft top or a more expensive retractable hardtop that promises better security and noise reduction. Either way, top operation is easy and takes about 30 seconds to lower. Wind noise is impressively subdued with the top up; we've found the convertible to be just a bit louder than the sedan.

Driving Impressions

The 2012 Chrysler 200 drives down the road with poise. The suspension provides a supple yet well-controlled ride, and handling is better than that of many other midsize sedans. The steering provides decent feedback, but isn't as responsive as the Accord's or the Fusion's. Performance with the 2.4-liter four-cylinder is unremarkable, but it should be adequate for most buyers when it's mated to the six-speed automatic transmission. The 3.6-liter V6 is quite energetic and is one of the most robust engines in the segment, delivering strong acceleration without a tremendous sacrifice in fuel economy.

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2013 Cadillac ATS Sedan

The 2013 Cadillac ATS is an all-new model.

Introduction

If you can't remember any small Cadillac sedans of the past, consider yourself lucky, as neither the Opel Omega-based Catera or Chevy Cavalier-based Cimarron offer particularly fond memories. Fortunately, all that matters now is the fact that the 2013 Cadillac ATS stands as an impressive entry in a class full of overachieving sport sedans.

It's no secret that the Cadillac folks have aimed the rear-wheel-drive ATS squarely at the well-rounded BMW 3 Series, which has defined the segment for years. The ATS's exterior dimensions essentially mirror those of the 3 Series, and the ATS offers fine build quality, feisty performance and an involving drive along with a supple ride, just like the benchmark Bimmer. Cadillac's newest model also offers a logical electronic interface with which to work all the handy interior convenience gizmos, which is a crucial component in this segment of luxury cars.

The Cadillac ATS stacks up well against its rival. On the road, it delivers excellent steering feel and an agile, well-balanced ride. Contributing to the sharp dynamics is the fact that this Caddy is the lightest car in its class (by 70-150 pounds, depending on trim). Further adding to the ATS's athleticism is its ideal 50/50 weight distribution between the front and rear wheels.

With a trio of engine choices available, the ATS's performance ranges from tepid to thrilling. The base 2.5-liter four serves as the price and fuel economy leader, although its 202-horsepower output lags behind the base engines found in the competition. Meanwhile, the turbocharged 2.0-liter inline-4 packs a solid midrange punch and is the only choice in the ATS range that can be had with a manual gearbox. With 321 hp, the energetic V6 offers a sweet soundtrack and is well-matched to a very responsive automatic transmission.

There are a few minor issues with the ATS. Enthusiasts may wish for a manual gearbox with the top engine, while the rear seats and trunk are less roomy than what some rivals offer. Of course, this segment isn't exactly bereft of talent, either. The 2013 BMW 3 Series still takes top honors by virtue of its superior base powertrain and slightly even more engaging driving dynamics, but it's also typically more expensive. We're also quite fond of the similarly well-rounded Audi A4, the refined Mercedes-Benz C-Class and value-packed -- if not as polished -- Infiniti G sedan. But overall, the 2013 Cadillac ATS is a very strong contender in the very, very competitive segment of compact sport sedans.

Body Styles, Trim Levels, and Options

The 2013 Cadillac ATS is a five-passenger, luxury-oriented sport sedan that is offered in four trim levels: base, Luxury, Performance and Premium.

Standard features on the base trim include 17-inch alloy wheels, heated mirrors, automatic headlights, cruise control, dual-zone automatic climate control, six-way power front seats with power lumbar, leatherette premium vinyl upholstery, a tilt-and-telescoping steering wheel, OnStar, Bluetooth phone connectivity and a seven-speaker Bose sound system with satellite radio, an iPod/USB interface and an auxiliary audio jack.

The Luxury trim adds run-flat tires, keyless entry/ignition, remote engine start, eight-way power front seats, front and rear park assist, a rearview camera, an auto-dimming rearview mirror, leather seating, driver memory functions, a 60/40 split-folding rear seat (with pass-through), HD radio, Bluetooth audio streaming and the CUE infotainment interface.

The Performance trim (not available with 2.5-liter engine) further adds dual exhaust outlets, a Driver Awareness package (forward collision alert, rear cross-traffic alert, lane departure warning, automatic wipers and rear seat side airbags), an active aero grille, xenon headlights, an upgraded 10-speaker Bose surround-sound audio system (with a CD player), front sport seats (with driver-side bolster adjustment) and a fixed rear seat with pass-through.

Stepping up to the Premium trim (not available with 2.5-liter engine) adds 18-inch wheels, a navigation system, a color head-up display and the 60/40 split-folding rear seat. An ATS Premium with rear-wheel drive also comes with summer tires, a sport-tuned suspension, adaptive suspension dampers and a limited-slip rear differential.

Many of the features that are standard for the upper trim levels are available as options on the lower trims. A few other optional packages are also available. The Driver Assistance package includes the features from the Awareness package and adds adaptive cruise control, blind-spot monitoring, collision preparation with brake assist, and the color head-up display. The Cold Weather package includes heated front seats and a heated steering wheel. The Track Performance package adds an engine oil cooler and upgraded brake pads. Other options include different wheels, a sunroof and a trunk cargo organizer.

Powertrains and Performance

The 2.5 models come with a 2.5-liter four-cylinder engine that produces 202 hp and 190 pound-feet of torque. The 2.0 Turbo models come with a turbocharged 2.0-liter four-cylinder rated at 272 hp and 260 lb-ft of torque. The 3.6 models come with a 3.6-liter V6 that cranks out 321 hp and 274 lb-ft of torque.

All ATS engines come matched to a six-speed automatic transmission except the 2.0 Turbo, which can also be had with a six-speed manual. Rear-wheel drive is standard across the board, with all-wheel drive optional for the 2.0- and 3.6-liter engines.

In Edmunds testing, a rear-drive ATS 3.6 Premium accelerated from zero to 60 mph in 5.7 seconds, an average time for a V6-powered car in this class.

EPA-estimated fuel economy for the ATS 2.5 stands at 22 mpg city/33 mpg highway and 26 mpg combined. Cadillac claims identical numbers for the 2.0-liter Turbo (with automatic transmission) and estimates of 19 city/28 highway for the 3.6-liter V6.

Safety

Standard safety features for the 2013 Cadillac ATS include antilock disc brakes, traction control, stability control, active front head restraints, front-seat side and knee airbags and full-length side curtain airbags. Also standard is OnStar, which includes automatic crash notification, on-demand roadside assistance, remote door unlocking, stolen vehicle assistance and turn-by-turn navigation. Optional are the aforementioned Driver Awareness and Driver Assistance packages.

In Edmunds brake testing, an ATS 3.6 Premium came to a stop from 60 mph in an impressively short 108 feet.

Interior Design and Special Features

Inside its cabin, the 2013 Cadillac ATS boasts a variety of high-quality materials, including tasteful wood and metallic accents. The available CUE infotainment interface features large icons and operates like an iPhone or iPad, which is to say you operate it by tapping, flicking, swiping or spreading your fingers -- making it familiar for many users. Furthermore, "Haptic" feedback lets you know when you've pressed a virtual button by pulsing when you touch it.

Up front, the seats do a nice job of holding one in place during spirited drives, and it's fairly easy to find a comfortable driving position. Oddly, the optional sport seats don't provide much more in the way of lateral support for the driver, despite their power-adjustable bolsters.

Rear-seat headroom is good, but knee room is tight for taller folks. Despite a wide opening, the ATS's trunk offers just 10.2 cubic feet of capacity ? downright stingy for this segment. Fortunately, some trims feature a 60/40 split-folding rear seat, which helps in this regard.

Driving Impressions

The 2013 Cadillac ATS is an impressive all-around performer, thanks to a poised ride, sure-footed cornering capability and excellent response from the steering and brakes. The 2.5-liter engine is smooth, but it delivers tepid acceleration compared to other entry-level powertrains, notably that of the BMW 328i. Opt for one of the other ATS engines, however, and you'll have no complaint, as they provide thrust more in keeping with this Cadillac's athletic personality. Although enthusiasts may lament the lack of a manual transmission for the V6, the six-speed automatic is hard to fault. Switched to Sport mode, this automatic knows just when to hold a gear and provides smooth, rev-matched downshifts right on time, every time.

Even with its sporting calibration, the Cadillac ATS takes neglected city streets in stride, absorbing the shock of potholes and broken pavement without upsetting the car or its occupants. As a result, the compact Cadillac makes for a fine daily driver that can also provide plenty of entertainment on a Sunday morning drive.

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2012 Mercedes-Benz CL-Class CL65 AMG

What's New for 2012

After significant updates last year, the Mercedes-Benz CL-Class carries into 2012 unchanged.

Introduction

Trivia question: What is the most expensive new Mercedes-Benz on sale this year? If you answered the gullwing SLS supercar, you'd be wrong. Starting a good $26,000 north of the flashiest Benz is the 2012 Mercedes-Benz CL65 AMG, the ultra-luxury grand touring coupe with a mind-blowing twin-turbo V12 under the hood. Maybe it won't get quite the same attention as the SLS, but the CL65 AMG and its lesser-engined comrades within the 2012 CL-Class lineup offer the sort of grand opulence that can be appreciated whether you're on a weekend back road drive, a 700-mile road trip or the daily slog to work.

As always, the CL is essentially the two-door version of the S-Class sedan. That means it shares its platform, engines and exquisite interior. Stylistically, though, the coupe differs with unique exterior design, long doors, a dramatically sloping greenhouse and Benz's trademark frameless and B-pillar-less side windows. The whole look was also reworked last year to add a welcome hint of aggression. The AMG models in particular look especially imposing, but still maintain their classy presence.

As for those engines, you don't need the CL65 to go fast. In Edmunds testing, the "base" model CL550 4Matic went from zero to 60 mph in 4.6 seconds, which is truly staggering for a car this big and heavy. On paper, the other engines are only a few tenths of a second quicker, but it's hard to quantify the difference their extra wallops of torque provide.

There are certainly other high-end luxury coupes begging for your attention. The Bentley Continental GT certainly has the size and opulence part down, though it's generally more expensive than the Benz. There's the Maserati GranTurismo, which is a more invigorating car to drive, but it can't match the Benz's comfort, size or immense feature content. The same can be said of the Aston Martin DB9 when compared to the CL's AMG models. It obviously comes down to one's preference. But frankly, it's hard to come up with a good reason why someone shouldn't buy a 2012 Mercedes-Benz CL-Class.

Body Styles, Trim Levels, and Options

The 2012 Mercedes-Benz CL-Class is a large, four-passenger coupe available in four trims that correspond with engine size: CL550 4Matic, CL600, CL63 AMG and CL65 AMG.

Standard equipment on the CL550 includes 18-inch wheels, adaptive air suspension, active bi-xenon headlights, LED running lights, a sunroof, a power rear window sunshade, keyless ignition/entry, a power trunk closer and front and rear parking sensors. Inside, you get leather upholstery and trim, heated and ventilated 10-way power front seats with four-way adjustable lumbar, front seat memory functions, ambient lighting, Bluetooth, Mercedes-Benz mbrace emergency telematics, the COMAND electronics interface, a navigation system, voice controls and an 11-speaker Harman Kardon surround-sound audio system with a six-CD/DVD changer, HD radio, satellite radio and an iPod interface.

The Premium 2 package adds a rearview camera, infrared night vision display and front seats with massage and active bolsters. The Driver Assistance package adds adaptive cruise control, crash detection and an automated braking system, a blind-spot warning system and a lane-departure warning system. The Sport package adds 19-inch AMG wheels and sport body styling. The Sport Package Plus One adds 20-inch AMG wheels, high-performance tires and the sport body styling.

The CL600 includes the Premium 2 and Driver Assistance packages, plus a V12 engine, 19-inch wheels, Active Body Control, a heated steering wheel, heated and ventilated eight-way power rear seats and a faux-suede headliner.

The CL63 AMG offers the same comfort, luxury and convenience features as the CL550, and offers the Premium 2 and Driver Assistance packages as options. However, the CL63 gets a more powerful twin-turbo V8, various AMG-tuned components (suspension, brakes, steering and exhaust), 20-inch AMG wheels, Active Body Control, AMG-specific styling tweaks, a sport steering wheel, different interior trim and front sport seats with adjustable bolsters and massage. The AMG Performance package (optional only on the CL63) adds a raised top speed, additional power and a carbon-fiber engine cover.

The CL65 AMG gets the same AMG components as the 63, but with the added benefit of the twin-turbo V12. It also gets all the same luxury and convenience features as the CL600.

Powertrains and Performance

The 2012 Mercedes-Benz CL550 4Matic is powered by a 4.7-liter twin-turbo V8 that produces 429 horsepower and 516 pound-feet of torque. A seven-speed automatic is standard. The CL550 is the only member of the CL-Class to get all-wheel drive -- the rest send their power to the rear wheels. In Edmunds performance testing, the CL550 went from zero to 60 mph in an impressive 4.6 seconds. EPA-estimated fuel economy is 15 mpg city/23 mpg highway and 18 mpg combined.

The CL600 gets a 5.5-liter twin-turbo V12 that produces 510 hp and 612 lb-ft of torque. An older five-speed automatic is needed to handle all that torque. Mercedes estimates that it will hit 60 in 4.5 seconds. EPA-estimated fuel economy is 12/18/14.

The CL63 AMG features a 5.5-liter twin-turbo V8 that produces 536 hp and 590 lb-ft of torque. With the AMG Performance package, those numbers increase to 563 and 664, respectively. AMG's seven-speed automated dual-clutch manual is standard. Mercedes estimates a 0-60 time of 4.4 seconds without the AMG package. Fuel economy stands at 15/21/17.

Finally, the CL65 AMG gets a 6.0-liter twin-turbo V12 capable of altering the earth's rotation with 621 hp and 738 lb-ft of torque. An AMG-tuned five-speed automatic is responsible for sending that power to the tires. Its 0-60 time is estimated at 4.2 seconds. EPA-estimated fuel economy is 12/18/14.

Safety

Standard safety equipment includes stability and traction control, antilock brakes with brake drying, active front head restraints, front and rear side airbags, side curtain airbags, a driver knee airbag and Mercedes-Benz mbrace emergency telematics.

Optional on the CL550 and CL63, but standard on the CL600 and CL65, are a rearview camera, infrared night vision display, a pre-crash detection and automated braking system, a blind-spot warning system and a lane-departure warning system.

In Edmunds brake testing, a CL550 4Matic came to a stop from 60 mph in 108 feet -- an excellent distance for such a large car.

Interior Design and Special Features

The CL boasts essentially the same elegant, luxurious cabin layout as the S-Class sedan. The supple materials, rich leather and gleaming polished wood are of the highest quality, and fit and finish is superb. Although the doors are large and heavy, they open easily and close tightly thanks to a power-operated closing assist feature. We also can't say enough about the lack of a B-pillar, which creates a sense of interior openness that very few cars with a fixed roof can match.

A wide range of steering wheel and seat adjustments, plus heated, ventilated and (optional) massaging front seats combine to make trips of any length comfortable in a variety of climes. The rear seats provide a fair amount of room for passengers, while in CL600 and CL65 guise they offer eight-way adjustment, heating and ventilation. Trunk capacity measures 13.5 cubic feet, which is more than enough for weekend bags and golf clubs.

Driving Impressions

You just don't expect something this big to be this quick, but the 2012 Mercedes-Benz CL-Class is a certifiable monster of power. Even the "base" CL550 delivers the sort of thrust that would've been restricted to lighter AMG models several years ago. All the other engines simply turn the dial up further, with the CL65 AMG topping out with its twin-turbo V12 and otherworldly 738 lb-ft of torque.

Of course, there's more to these cars than the engines. Each is an Autobahn-bred grand tourer capable of reeling off great distances with the utmost comfort. The CL's handling is respectable for a large coupe, especially with the Active Body Control suspension technology (standard on all but the CL550 4Matic), which suppresses body roll in corners. We would never describe the AMG models as athletic, but their responsiveness to inputs is nevertheless impressive given their size and impeccable ride quality.

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What's New for 2013

For 2013, the Audi Q7 receives a slight power increase for diesel-powered models and a minor shuffling of features.

Introduction

The market for luxury SUVs is crowded, and every manufacturer is trying hard to differentiate its vehicle from the rest. In typical Audi fashion, the 2013 Q7 is notable for its engaging driving dynamics, elegantly understated interior, cutting-edge electronics and the all-weather assurance of all-wheel drive.

As was the case last year, the 2013 Audi Q7 is offered with the choice of three different engines, including a powerful and slightly more economical turbocharged diesel. This year, however, the TDI diesel receives a slight bump from 225 horsepower to 240 hp. Also new for 2013 is the Audi Connect feature, which adds Google maps and local search functions, weather updates, gas prices and mobile WiFi connectivity.

Along with the new features and praiseworthy traits that carry over, so do the Q7's less favorable characteristics. Foremost, its oversized dimensions and heavy curb weight do not equate to an abundance of interior space. While having a third row of seats is certainly a useful feature, these quarters are quite cramped and suitable for small children only. Cargo capacity is also less than you'd expect from such a large SUV.

If cargo and passenger capacity aren't the biggest selling points for you, you might do better with the smaller Audi Q5; it's more affordable, yet engaging and upscale. If space is a priority, we would also recommend taking a look at the recently updated Mercedes-Benz GL-Class, Infiniti QX56 and Land Rover LR4, all of which provide greater space for third-row passengers and cargo. Choosing the 2013 Audi Q7 will come down to whether you can give up the extra space behind the second row, since the Q7 is a world-class luxury SUV in every other way.

Body Styles, Trim Levels, and Options

The 2013 Audi Q7 is a full-size, seven-passenger luxury SUV. It is available in Premium, Premium Plus and Prestige trims, with slight differences based on whether you opt for the TDI or 3.0T engines.

The Premium comes standard with 18-inch alloy wheels, rear parking sensors, roof rails, a power liftgate (with programmable opening angle), heated mirrors, automatic wipers, dual-zone automatic climate control, eight-way power front seats with heating and four-way lumbar, leather upholstery, a tilt-and-telescoping steering wheel, a sliding/reclining 40/20/40-split second-row seat and an auto-dimming rearview mirror. Electronic features include Bluetooth phone connectivity, Audi's Multi Media Interface (MMI) and an 11-speaker sound system with console-mounted six-CD changer, in-dash single-CD player, satellite radio and an iPod interface. The TDI Premium gets 19-inch wheels and additional exterior chrome trim.

The Q7 Premium Plus gains adaptive xenon headlights, LED running lights, a panoramic sunroof, a rearview camera, front parking sensors, auto-dimming and power-folding exterior mirrors, driver memory functions, Audi Connect (enhanced Web-based navigation, information and WiFi access), a navigation system and a Bose surround-sound audio system with HD radio and DVD audio capability. The Warm Weather package adds a deep-tint panoramic sunroof, four-zone automatic climate control and manual sunshades for the rear doors and tailgate.

The TDI Prestige adds 20-inch wheels, cornering lights, keyless ignition/entry, a blind-spot warning system, power tilt-and-telescoping steering wheel, ventilated front seats and the Warm Weather package. The 3.0T S line Prestige adds those extra items, plus a more powerful supercharged V6 than the other 3.0T trims, different 20-inch wheels, headlight washers and special S line exterior trim and styling flourishes. The S line items are available on the TDI Prestige in an option package. Other options for both Prestige trims include an adaptive air suspension, 21-inch wheels, adaptive cruise control, a corner-view camera (for merging out of a blind corner), a 14-speaker Bang & Olufsen surround-sound system and an S line package that adds special interior trim.

Some features offered on upper trim levels are available on lower trims. Optional on all trims are rear side airbags, a Towing package and a Cold Weather package, which adds heated rear seats and a heated steering wheel.

Powertrains and Performance

Powering the 2013 Audi Q7 3.0T Premium and Premium Plus is a supercharged 3.0-liter V6 that produces 280 hp and 295 pound-feet of torque. The 3.0T S line version of this engine increases power output to 333 hp and 325 lb-ft of torque. An eight-speed automatic transmission and all-wheel drive are standard.

In Edmunds performance testing, a 3.0T Premium went from zero to 60 mph in 6.9 seconds -- an average time for this segment. EPA-estimated fuel economy for both versions of the 3.0T is 16 mpg city/22 mpg highway and 18 mpg combined.

The Audi Q7 TDI is powered by a 3.0-liter turbodiesel V6 that produces 240 hp and a robust 406 lb-ft of torque. Fuel economy is estimated to be 17/25/20.

Safety

Standard safety features on the 2013 Audi Q7 include antilock brakes, stability and traction control, front seat side airbags, side curtain airbags and rear parking sensors. A rearview camera is standard on Premium Plus and Prestige trims, while a blind-spot warning system is standard on the Prestige. Second-row side airbags are optional on all trims.

In Edmunds brake testing, both the Q7 3.0T and TDI came to a stop from 60 mph in 132 feet, which is long for SUVs in this class. The Insurance Institute for Highway Safety gave the Q7 the highest rating of "Good" in both the frontal-offset and side crash tests.

Interior Design and Special Features

As is the case with nearly all Audis, the 2013 Audi Q7's interior receives high marks for its understated design and use of top-notch materials. The dash is clearly built around the driver, and controls are fairly easy to operate with some practice.

In terms of comfort, adult-sized passengers will be well accommodated in the first two rows. The third row, however, is suitable only for smaller children; most rivals provide quite a bit more space. Furthermore, cargo space falls short of the competition, with only 72.5 cubic feet of space with the second and third rows folded flat -- that's about the same as a Honda CR-V.

Driving Impressions

Although the 2013 Audi Q7 features full-time all-wheel drive, it is not well suited for off-road excursions. Instead, the Q7 is more at home supplying ample grip on slippery pavement or enhancing cornering prowess. The Q7's large dimensions and ponderous weight put a damper on maneuverability, particularly in tight parking spaces, but the available rearview camera eliminates much of the guesswork. Opting for the Prestige trim's air suspension broadens the Q7's appeal, as the driver can select a more luxurious or athletic setting.

The base 3.0T engine will likely suffice for a vast majority of drivers, while the more powerful S line delivers V8-like power without the fuel economy penalty. Our pick remains the TDI turbodiesel, with its prodigious torque and favorable fuel consumption.

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2012 Ford Focus Electric (Electric 1-speed Direct Drive)

Charging Into the Lead

Without question an electric vehicle's range, or lack thereof, is its defining characteristic. Everyone frets over it, and the very real phenomenon of range anxiety often scares potential EV customers away.

But range anxiety isn't really about range at all. The worry is really about how long it takes to recharge the car after the batteries are out of juice. Cut back on the time an EV spends leashed to a power cord and the hand-wringing becomes less vigorous.

The 2012 Ford Focus Electric has taken a giant step toward alleviating the issue. It not only delivers 76 miles of easily achievable range, it also offers a battery recharge time that's roughly half of the Nissan Leaf, its closest competitor.

Does that make this Ford EV anxiety-free? We put the new pure electric Focus to the test to find out.

How the Focus Charges So Fast
You know those charge points that plug into the side of electric vehicles? They're not really chargers; more accurately they're power supplies. In fact, the companies that make such charge stations make a point of calling their products Electric Vehicle Supply Equipment or EVSE.

That's because the actual charger resides under the hood of the car itself. This is where the business of monitoring the battery and controlling the speed of the charging process takes place, and it's the EV's own brain cells that are calling the shots.

The electrified vehicles we've tested to date — a list that includes the Nissan Leaf, Mitsubishi i MiEV, Mini E and the plug-in hybrid Chevrolet Volt — all carry onboard chargers rated at 3.3 kilowatts. But not the 2012 Ford Focus. Its charger is rated at 6.6 kilowatts, so it can cram twice the juice into its liquid-cooled and heated lithium-ion battery in a given chunk of time.

That's why the EPA rates the full recharge time at 4 hours for the Focus Electric's 23-kWh battery versus 7 hours for the 24-kWh battery in the Leaf. The EPA offers no decimal precision for these numbers, but our data suggests 3.6 hours for the Ford and something between 7.2 and 7.3 hours for the Leaf is more like it. We're talking half.

Makes the Best Use of Its Power
On top of its quick charge time, the Focus is also more efficient than the Leaf despite weighing 249 pounds more. The EPA says the Focus Electric should use 32 kWh of electricity every 100 miles compared to 34 kWh/100 miles for the Leaf. This in turn leads to the Ford's superior range (76 miles versus 73) despite its slightly smaller battery.

We found these numbers easy to beat, too. Our observed consumption (reminder: lower numbers are better here) was just 28.4 kWh/100 miles and our projected range — trip odometer plus distance-to-empty gauge reading — averaged 82.2 miles after factoring in more than a dozen charges. One staffer even cracked the windows instead of using the A/C and arrived home with 54.9 miles on the trip meter and 54 miles remaining. Add it up.

Efficient regenerative braking is key to the efficiency of the Focus, enabled in part by the Ford's larger electric motor-generator (107 kW versus 80 for the Leaf) and greater charging capacity. A handy gauge on the dash showed that almost every routine stop we made recovered 90-94 percent of the braking energy as electricity, with 100 percent recovery within easy reach by simply easing off the throttle a bit sooner and lengthening the braking zone somewhat. The brake pads, it would seem, could well last the life of the car.

Beyond the Battery Numbers
There is no such conservation when it comes to our 60-0-mph stopping distance test, where pads and rotors participate fully. Here the Focus Electric comes to rest in 126 feet, a dead heat with the Nissan Leaf and some 4 feet less than the last gasoline-powered Focus SEL we tested, which wore fractionally skinnier 215/70R17 all-season tires instead of the P225/50R17 rubber found here.

On the acceleration side, the 3,624-pound Focus EV benefits from its 143-horsepower (107 kW) electric motor to the tune of 9.6 seconds to 60 mph (9.3 with 1 foot of rollout as on a drag strip) and 17.2 seconds at 82.1 mph in the quarter-mile, just shy of its 84-mph governed top speed. The lighter Leaf trails with 9.9 seconds to 60 mph and 17.3 seconds and 78.0 mph at the stripe because its motor only musters 107 hp, not nearly enough to best the power-to-weight ratio of the Focus Electric.

The Ford's permanent magnet electric motor and attached coaxial single-speed transmission sits farther back than a gasoline engine, and the two-tier battery sits both below and behind the rear seat. Paradoxically, the Focus Electric gains a full 676 pounds relative to a Focus SEL but achieves a more desirable 49/51 weight distribution in the process.

Turns out this near-perfect balance is enough to offset the significant EV weight penalty, as the 2012 Ford Focus Electric posts the same 62.6-mph slalom time as the much lighter gas-powered SEL. Centrifugal force finally catches up on the skid pad, though, where the EV's larger orbital mass limits performance to 0.76g on its Michelin Energy Saver tires, down from 0.79g in the standard Focus.

Real-World Realities
In practice, the instant-on torque of the electric motor and the seamless quality of direct drive makes the Focus Electric feel willing, able and serene in suburbia. After all, it's less than a second slower than an automatic-equipped gasoline Focus and undeniably smoother. It's quiet, too, quieter even than many other EVs because the regenerative braking system doesn't emit much whine as it goes about its business.

Ford's recent success with electric power steering (EPS) in many of its models means it didn't have to step out of the box to implement good EPS here. The same 14.7-to-1 steering ratio is used, and the familiar Focus turn-in response and linearity remain intact. In terms of driving dynamics, there's no EV penalty.

The same is true of the interior, where the controls and dash layout are pure Focus. Some of the configurable animated instrument panel displays differ out of necessity, offering the sort of range and consumption feedback we really like in an EV, but that's as far as it goes. Ford has wisely gone without a unique shifter or implemented any oddball interior styling choices just for the sake of making its new EV "different."

But then there's the hatch area, where the two-tier battery exacts a notable toll on cargo capacity. The portion of the battery that's housed behind the seat consumes 9.3 cubic feet of space, leaving behind 14.5 cubes with the seats up. But this is a hatch, not a sedan, and even though the battery housing juts up like an inverted T-shaped Tetris piece there are still 35.5 cubic feet with the 60/40 seats folded.

Back to the Charging Issue
Published charge times assume an empty battery, an unlikely (and unwise) scenario that leads to a useless number because trip lengths vary and frequent daily charging is the norm. Our detailed test records reveal perhaps a more useful way to quantify the issue.

When we combined charging rate with vehicle consumption we found that the 2012 Ford Focus EV charges on 240-volt power at a "speed" of 20-26 mph, as in 26 miles of driving for every hour of charge time. The Nissan Leaf's battery, on the other hand, gains about 10-13 mph of 240V charge time.

With the Ford's fairly substantial charge rate we found we could go about our daily business of errands and commuting in the Focus Electric quite comfortably, as downtime between trips was rarely an issue. We didn't have to plan our day around a single overnight charge.

There is one crucial prerequisite that determines if you can take advantage of the Focus Electric's gonzo 6.6 kW onboard charger: You must be connected to 40-amp service if you want to use the 240V power supply. This is no problem at public charge ports, but home units come in multiple flavors, with the cheaper entry-level ones made for 20-amp circuits.

A few such lo-cal EVSE stations are out there, in some cases in the garages of early adopters who bought the first wave of EVs with 3.3 kW onboard charge capacity. Folks in this category wishing to upgrade to a 6.6 kW car like the Focus Electric (or 2013 Honda Fit EV) need to have a 40-amp charge station to achieve those speedy recharge rates. To this end Ford has partnered with Leviton to make sure prospective purchasers can get the charger they need.

A True Daily Driver
To this point we're convinced the 2012 Ford Focus Electric and its quicker 6.6 kW charger is an EV most people could live with and enjoy on a daily basis.

And by "most people" we mean folks who live 30 miles or less from work, folks who perhaps commute in light traffic that keeps them from cruising the whole way at 65-70 mph, a speed range that inhibits the overachieving performance we saw. Leadfoots should lop 5 miles off that commute radius, but even then we're including most people.

Importantly, "most people" also describes folks who have a second car they prefer for long trips. The Focus EV remains a home-bound runabout because the reality of range cannot be ignored, quicker charging notwithstanding.

What most people can't do is pay $39,995 for a compact hatchback, let alone a couple grand more for a proper Level 2 charger (and installation) to go with it. Yes, there's a $7,500 tax credit waiting out there, but after folding that in, the Focus EV will still cost you near $34,500. With a gasoline engine, the same car costs roughly $24,380.

But Ford doesn't need to sell to most people at this early stage. It's counting on well-heeled early adopters to meet its very modest sales goals.

To that end the 2012 Ford Focus Electric is a compelling choice that combines solid Focus driving manners and the allure of the EV driving experience with a usable range and efficiency. More importantly, it can offer that range with considerably less down time. That makes for much less "range anxiety" and much more real-world usability.

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2013 Hyundai Santa Fe SUV (2.0L 4-cyl. Turbo AWD 6-speed Automatic)

Hyundai's product assault has been incessant over the past few years. In rolling out the new third-generation 2013 Hyundai Santa Fe, the company completes a product overhaul as comprehensive and logistically complex as the recent Mars rover landing.

The launch of Hyundai's new midsize tall wagon-cum-CUV is, appropriately, no less convoluted. After all, this compact SUV will serve double duty in the automaker's lineup, poised to do battle with roughly a dozen competitors. Here's how the Santa Fe plans to do it.

Several Variants
The 2013 Hyundai Santa Fe Sport, seating five, replaces the current Santa Fe. In a few months, a longer-wheelbase version of the Santa Fe with three rows of seating will replace the largerHyundai Veracruz.

Like the existing Santa Fe, the new Santa Fe Sport will be available with two engines. A 2.4-liter normally aspirated direct-injected four is the base engine, while a turbocharged and direct-injected 2.0-liter four replaces the V6. Either engine can be had with front- or all-wheel drive, while a six-speed automatic is the only transmission offered. The long-wheelbase version of the new vehicle — known simply as the 2013 Santa Fe, sans Sport designation — will be available only with a 3.3-liter V6. Clear as mud?

Generating 264 horsepower at 6,000 rpm, the 2.0T cranks out 10 fewer ponies than this same engine in the Hyundai Sonata. The difference is chalked up to revised intake and exhaust routing and a unique engine calibration. More importantly, the Santa Fe delivers 269 pound-feet of torque between 1,750 and 3,000 rpm, so the shove is in the right place for a family hauler such as this one. In fact, the turbo engine generates more torque than the outgoing V6.

Though the new Santa Fe Sport carries nearly the same dimensions as the outgoing trucklet, it's stiffer and weighs considerably less — some 266 pounds were shaved by sweating the details of the chassis' design and expanded use of high-strength steels. Struts underpin the front end and a compact multilink suspension is found at the rear so as not to intrude on cabin space.

No Shortness of Breath
We drove a 2.0T-equipped AWD Sport through woodsy, hilly Park City, Utah, notable for its power-sapping 8,300-foot elevation. The thin air didn't faze the Santa Fe. Turbocharged engines generate their own atmosphere, so there was plenty of reserve thrust and immediate response any time the car was in motion. The 2.0T is a capable engine, doing its business without a lick of fuss or noise, convincingly nailing the coffin shut on the idea that a V6 is a requirement. As for the 2.4-liter engine, well, we didn't get to drive one of those, or a front-drive 2.0T.

On our drive, the Santa Fe was notable for its quietness. Aside from a faint wind rustle at the A-pillars, little noise comes between you and a conversation with passengers while at freeway speeds. The new chassis feels solid on the road, though the wide C- and D-pillars form a blind spot the size of Oklahoma. A caveat — the roads in this area are generally smooth, so we'll withhold final judgments on ride and noise suppression until we've wheeled this new CUV locally.

Curiously, the electric power steering has three calibrations that can be selected via a button on the steering wheel, all of which are fairly numb. While it could be argued that steering feel isn't high on the priority list of shoppers in the Santa Fe's bread-and-butter segment, we'll point out that the steering-feel-havin' Mazda CX-5 exists and feels considerably more precise from behind the wheel.

Part of our drive route included a loose gravel dirt road to show off the Santa Fe's new more capable AWD hardware. It operates transparently, aiding corner entry and exit by adjusting the amount of torque apportioned to the rear wheels. Still, like most modern crossovers, the Santa Fe is pavement-biased and will be found almost exclusively on freeways and in parking lots. It's no rock crawler, and that's OK.

More Efficient
Fuel economy is the payoff of the lighter chassis, improved aerodynamics and engines. Base 2.4-liter models return 22/33 city/highway mpg (21/28 with AWD), while the 2.0T models deliver 21/31 mpg (20/27 mpg with AWD).

The 4-5 mpg drop for AWD models in freeway conditions is odd, as the AWD system can completely disconnect power to the rear wheels in such conditions and adds just 137 pounds over the front-drive model. Nevertheless, the fuel economy of the new Santa Fe improves on that of the outgoing model in every guise and is among the more frugal in its class.

More Than Clever Math
Inside, the cabin is similarly sharply styled, with improved appointments. There's plenty of space in either row of seating, and the front seats offer respectable long-haul comfort, though the sliding, tilting backseat is on the flat side to accommodate its 40/20/40 folding ability.

In typical Hyundai fashion, features abound. Beyond the long list of standard equipment, options include navigation, a heated steering wheel, panoramic sunroof, dual-zone climate control, a rearview camera, even heated rear seats.

Prices with destination start at $25,275 for a base 2.4 and $28,525 for the 2.0T — add $1,750 for AWD — and rise quickly from there. Adding navigation or the panoramic sunroof to a 2.4-liter model requires three packages totaling $6,600 (or two packages totaling $5,350 on 2.0T variants). There are a lot of other features included in the packages, but flexibility is not one of them.

At this price point, the 2013 Hyundai Santa Fe Sport lines up directly with segment leaders like the Ford Escape and Honda CR-V. The former also offers a 2.0-liter turbocharged four-cylinder, while the latter simply does everything well. The newer, cleverer 2013 Santa Fe measures up favorably to both. If it can deliver on its excellent mileage numbers and remain as quiet as it did on the roads of rural Utah, this Santa Fe could be yet another well-executed piece of Hyundai's grand plan to compete head on with its foreign and domestic rivals.

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2013 Mitsubishi Outlander

Introduction

The formula for a successful compact crossover is simple: plenty of space for five passengers and their stuff, lots of utility, fuel economy that makes the old Tahoe a distant memory and inoffensive, unremarkable design. The 2013 Mitsubishi Outlander -- the end of the line for the current-generation model -- nails much of those criteria with the exception of the last. With its sharply creased exterior styling, the Outlander was not designed to slip quietly through the school drop-off area.

Assertive styling and handling have made the Outlander a solid outside pick in years past, but we expect the redesigned model due in late 2013 to get in step with today's leading crossovers by offering greater versatility, a nicer cabin and higher fuel economy.

In the meantime, the Outlander remains a good choice for buyers with performance-oriented criteria, including sporty handling and V6 power. The 2013 Mitsubishi Outlander is also among the roomiest cargo haulers in its class, and it offers plenty of standard and optional features, including a rear-seat entertainment system as well as a navigation system and 40GB music server.

The Outlander's fateful flaw, however, is its cabin, which is functional in a sporty sort of way yet doesn't offer the premium aspect of the competitors in this class. The Outlander's puny, rickety third-row seat is another drawback. Although the Outlander is billed as a compact crossover with seating for up to seven passengers, you'd never put friends back there unless you wished to end the friendship. The area is cramped and the seat itself is lightweight and flimsy. Kids won't fare much better, either.

The Outlander doesn't get the attention it deserves, though. It's one of a handful of small crossovers to offer a V6 option, which increases towing capacity to 3,500 pounds. Its tail/liftgate combination is surprisingly useful. And the Outlander handles more like its quick-witted Lancer Evolution relative than comparable cushy crossovers.

At the same time, the Outlander has been outpaced in a segment that evolves quickly. The Honda CR-V and Ford Escape were both recently redesigned, and the Toyota RAV4 should bow later this year with new sheet metal and hardware. The spacious Chevrolet Equinox, the handsome Kia Sorento and new Mazda CX-5 are also all worthy considerations. Overall, we like the Mitsubishi Outlander but we also think the majority of small crossover shoppers will likely be happier with one of the aforementioned rivals.

Body Styles, Trim Levels, and Options

The 2013 Mitsubishi Outlander is available in three trim levels: ES, SE and GT.

The entry-level ES is equipped with a four-cylinder engine and comes standard with 16-inch steel wheels, roof rails, heated side mirrors, LED taillamps, air-conditioning, cruise control, remote keyless entry, full power accessories, a leather-wrapped steering wheel with audio controls, cloth upholstery, reclining rear seats and a six-speaker sound system with a CD player and an auxiliary audio input jack.

The SE adds 18-inch alloy wheels, foglights, turn signals in the mirrors, keyless ignition/entry, upgraded gauges and upholstery, automatic climate control, heated front seats, sliding second-row seats, third-row seats, steering-column-mounted paddle shifters, a six-disc CD changer and the Fuse hands-free link system that integrates voice controls for iPod and Bluetooth devices.

All Outlander GT models are powered by a 3.0-liter V6 and come with all the above-mentioned features plus automatic xenon headlights, automatic wipers, satellite radio, chrome accents and soft-touch dash and door trim. The AWD GT also includes an active front differential, hill start assist and an advanced AWD mode selector.

SE models are eligible for the Premium package, which adds a sunroof, an auto-dimming rearview mirror, a rearview camera, a nine-speaker Rockford Fosgate premium sound system with satellite radio and the soft-touch interior trim. The Touring package is offered on GT models; it features most of the amenities in the Premium package and adds leather upholstery (front- and second-row seats), heated front seats and a power-adjustable driver seat.

A hard-drive-based navigation system with real-time traffic and digital music storage is available as a stand-alone option for all trims, as are rear parking sensors, LED interior lighting, a tow hitch and harness, a rear entertainment system and remote engine start.

Powertrains and Performance

The Mitsubishi Outlander ES and SE are powered by a 2.4-liter four-cylinder engine that makes 168 horsepower and 167 pound-feet torque. The GT has a 3.0-liter V6 that's good for 230 hp and 215 lb-ft of torque. Four-cylinder Outlanders come standard with a continuously variable transmission (CVT), while the V6-powered GT uses a traditional six-speed automatic. Both have manual-shift capability.

All-wheel drive is offered as an option on the SE and GT, while the ES is front-wheel-drive only. The AWD system offers different driver-selectable modes to optimize traction in varying conditions. The GT's all-wheel-drive system features an improved front differential, plus additional driving modes.

In Edmunds testing, the Outlander GT accelerated from zero to 60 mph in 7.9 seconds, which is about average for a V6-equipped crossover SUV in this segment. EPA fuel economy estimates for the 2WD Mitsubishi Outlander are 23 mpg city/28 mpg highway and 25 mpg combined with the four-cylinder engine, and 19/26/22 with the V6. The AWD four-cylinder gets 22/27/24 mpg, while the AWD V6 gets 19/25/21 mpg.

Safety

All major safety features are standard on the Outlander, including antilock disc brakes, stability and traction control, front-seat side airbags and full-length side curtain airbags. Whiplash-reducing front head restraints are also standard.

In the Insurance Institute for Highway Safety's frontal-offset and side-impact crash tests, the Outlander earned the top rating of "Good." In roof-strength tests, the crossover scored an average rating.

Interior Design and Special Features

The Outlander's cabin feels distinctly austere and masculine, all square lines and clean surfaces devoid of the accents and flourishes seen in rivals striving for a more premium environment. On one hand, the interior's unadorned utility complements the Outlander's more rugged, all-weather credentials. You probably won't cringe if you scuff the door panel with a Leatherman. Outlander GT models step it up a bit with soft-touch upper instrument panel and door trim, with eye-catching double-stitch accents. But folks considering one of the other, more mainstream trims will wonder why the cabin is not as nice as that seen in a Ford or Kia.

The Outlander's steering wheel tilts but doesn't telescope, something taller drivers should consider. The Fuse system allows you to make phone calls and access your iPod via voice commands, and is relatively intuitive to use.

SE and GT models come with a third-row seat that works in a pinch, but is too slight and ineffectual for regular use. Small, cramped and located uncomfortably close to the tailgate glass, this mini jump bench is also remarkably ill-padded. On the plus side, the Outlander offers a unique flip-down tailgate capable of supporting up to 440 pounds. With the second- and third-row seats folded, total cargo space measures nearly 73 cubic feet -- significantly more than the CX-5 and Escape, slightly more than the CR-V and about even with the RAV4.

Driving Impressions

When it comes to driving dynamics, the 2013 Mitsubishi Outlander is among the most enjoyable picks in its segment. Its handling limits are noticeably higher than the typical crossover's, its steering is pleasantly weighted and its suspension is tuned to deliver athletic handling that doesn't come at the expense of comfort. While the Outlander's V6 isn't as powerful as those in the Kia Sorento or Toyota RAV4, it delivers brisk acceleration. As an added bonus, the all-wheel-drive system ably keeps the car planted on loose road surfaces like sand and snow.

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