2012 Range Rover Evoque Review (Page 1)

Pros:

• Legendary Range Rover all-terrain capability
• Same adaptive damping system as a Ferrari provides excellent ride quality
• Buttery-soft leather seats for all-day comfort
• Extensive list of customizable options
• Roomy for a small SUV
• Tiny 2.0 engine is efficient, powerful and torquey from 1750 rpm
• Excellent driving position and fun to drive with great balance of on road and off road handling

Cons:

• Oversized outside view mirrors
• Small number available worldwide for its first year of production
• visibility out of side rear windows is less than normal

The 2012 Range Rover Evoque is a compact, luxury crossover that offers premium levels of craftsmanship, luxury, performance and renowned Land Rover all-terrain capability. Available as a coupe or 5-door model, the Evoque will be in high demand as only 2200 units are being built and sold worldwide in its first year of production which begins this summer.

CarReview was invited to test drive the new Evoque on the city streets of San Francisco. Granted, the potholes and broken asphalt of a concrete jungle are not considered a true test of the Evoque�s off-road capabilities, but it was a good proving ground to show off how well the Evoque can maintain a comfortable ride on roads that could qualify on the list of top ten worst maintained roads in the U.S.

Fortunately, our cars were equipped with the optional MagneRide� adaptive damping system, which is almost the same hardware used in Ferraris. Essentially, the damping system quickly reacts to conditions so that big bumps and frenetic cornering are handled with superior finesse, but also loosens to allow the ride to stay cloud-soft when conditions are not so demanding. When in action, harsh ridges and potholes are smothered with luxury-car quietness.

Scooting around the city, we found outward visibility is very good for the driver. The opera windows on the C-pillar aid the driver when changing lanes or maneuvering in tight spots. The only thing hindering visibility is the overly large outside mirrors which can block your view at the 11 o�clock position.

Power comes from a 2.0-liter direct-injection turbocharged 4-cylinder engine which pumps out a prodigious 240 horsepower and can giddy-up from zero to 60 in 7.1 seconds. Not bad for a crossover that has all-terrain capability and can wade through water up to 19 inches without suffocating.

Combined city and highway fuel economy for the turbocharged gas engine is 27 mpg overall. EPA estimates have not been released, yet. Premium gas (91 octane) is recommended to keep the peppy 4-cylinder engine happy.

CarReview.Com

2012 Mercedes-Benz SLK 350 Review (Page 2)

Ergonomics in the SLK are well thought out. A simplified heating and cooling system allows driver and passenger to monitor and alter temperature independently of one another. The flat-bottom steering wheel allows tall drivers more thigh room. The tinted Panorama Roof, which adds $500 to the list price, contributes perpetual airiness to a cabin that would otherwise feel claustrophobic. The 8-way adjustable seats are stunningly tailored, and heated, if you opt for the Premium 1 Package, a $2,590 option that includes neck-level heating ducts, SIRIUS radio, MP3/iPod compatibility, and an infrared remote roof control.

Even equipped with all those options, the SLK is a bargain Benz, with a bottom line of just $67,565. It will provide superlative all-weather transport for 2, with the added opportunity of top-down enjoyment when conditions permit. Thanks to its 302 hp V6, it will sprint from 0-60mph in 5.4 seconds and clock a top speed of 155mph. When driven with restraint, the SLK is quieter than a church mouse, but when you lay into the aluminum-ribbed throttle pedal, the twin tip chrome exhausts play a tune more like a church organ. While the SLK shares its high quality genes with stuffier, vastly more expensive Benz products, it�s definitely the rebel of the bunch.

2012 Mercedes-Benz SLK350
Engine: 3.5 liter DOHC, 24 Valve V-6
Horsepower: 302 at 6,500rpm
Torque: 273 lb.-ft. at 3,500rpm
Fuel Consumption: 19 MPG City/26 MPG Highway
Price as Tested: $67,565

CarReview.Com

2012 Mercedes-Benz SLK 350 Review (Page 1)

By David Colman

The Carreview Window Sticker
Specs: $67k price, 302 HP, 19/26 Mileage and 0-60 in 5.5 seconds
Pros:

• The best SLK styling in years
• Slingshot Acceleration and excellent handling
• Custom Tailoring
• Slick Roof with on-the-fly adjustable tint
• A roadster that appeals to many of the buyer�s instincts

Cons:

• Lack of Storage
• No Manual Tranny
• Steep price of $67k

The Review:

The SLK is the closest thing Mercedes makes to a sports car. It is small, nimble and fast, seats only two, and functions as a convertible or a closed coupe. The SLK is a stunning piece of design. You can learn more about a car�s true mettle if you wash and dry its metal. In the process of cleaning the SLK for a photo shoot, I marveled at the complexity of its shape. This roadster has more flutes than a champagne glass. In fact, you can hardly find a single flat plane on the entire body. The bodywork looks muscular and buffed, with short overhangs fore and aft, and bulging fenders to accommodate the beefy tires and AMG alloys. 7.5 inch front rims carry 225/40ZR18 Pirelli P Zero rubber, with 8.5 inch back rims equipped with 245/35ZR18 Pirellis. The simple AMG 5-spoke rims are part of a $2,500 Sport Package that includes appealing �Sport Body Styling� plus haunting interior illumination in �SOLAR red.�

What prevents the SLK from full sports car status is lack of manual transmission availability. Like so many other manufacturers, Mercedes sees no point in Federalizing a separate (manual) gearbox for a customer take rate of 5 or 10 percent. Still, those are the very customers who will buy an Audi TTS or Porsche 911 expressly because those companies offer them the choice to shift gears by depressing a cutch pedal. Not that the SLK�s 7-speed automatic is a bad piece of engineering. To the contrary, it offers the driver Efficiency, Sport and Manual modes, while providing small steering wheel-mounted paddles to control up and down changes. Even so, the SLK is less driver-involving than it could be with a slick stick shift.

Packaging is tight in this baby Benz, Pretty much anything you carry on an outing will need to store in the compact trunk because there�s almost no ancillary storage in the cockpit, save two small door pockets, a lockable cubby between the seats, and the glovebox. There is absolutely no storage behind the seats. If you chose to retract the nifty folding hardtop, available trunk space becomes even more circumscribed. Use of the folding hardtop restricts you to a small central bin in the trunk, fitted with a latchable lid. Weekend outings for 2 will require backpack-size take-alongs.

CarReview.Com

2012 Jeep Wrangler Rubicon 4X4 Review (Page 2)

Another Take on the Jeep Rubicon by staff writer David Colman

After driving a host of increasingly complicated vehicles that are over-burdened with technology, I reveled in the absolute simplicity and honesty of the latest Jeep Wrangler. Blissfully absent from this Jeep are such unnecessary and expensive contrivances as lane departure warning, pedestrian avoidance software, radar cruise control, and automatic braking. Pay attention to your driving and you won�t miss a single one of these aids that distance and distract you from the task of driving. If you enjoy controlling your vehicle, then you�ll enjoy the technology-free, immediate feedback the Jeep provides.

Let�s start with the Wrangler�s handling. It�s super-quick steering responds immediately to the most minute input at the new, thick-rimmed steering wheel. At first this trait, magnified by the balloon-sized 255/75 R17 BF Goodrich Mud-Terrain T/A tires, is disconcerting. You�ll find yourself weaving all over the road. The �Baja Champion� emblazoned front tires seem inclined to follow every rut, causing you to over-correct for this tendency. But once you become used to the sensitivity level required, you relax your death grip on the wheel, and learn to enjoy the level of involvement required.

The Jeep Owner�s Manual is quick to remind you that the Wrangler, due to its tall stance and generous ground clearance, does not handle like a sports car, suggesting �If at all possible, avoid sharp turns or abrupt maneuvers.� But thanks to its short wheelbase, the Jeep is surprisingly agile on pavement and fun to drive on twisting roads. For off-road travel, the Rubicon features a front sway bar which can be disconnected to provide more traction when trailing in the outback. A dashboard-mounted switch left of the steering column, allows you to access this handy feature on the fly. Next to the sway bar switch is an axle lock switch which permits you to lock both rear wheels for maximum grip on uneven surfaces. Because the Rubicon is designed for drivers with serious off-road aspirations, this Jeep boasts a Rock-Trac transfer case with a 4:1 final drive ratio.

 

Adding spice to the mix is a torquey, 3.6 liter Pentastar V-6 engine, new for 2012, that produces 285 horsepower and 260 lb.-ft. of torque. A notchy 6-speed manual gearbox is standard. Replacing the previous model�s 4 speed automatic transmission is a new 5-speed automatic W5A85D gearbox that adds $1,125 to the sticker price. The 24 valve V6, despite being 200cc smaller than last year�s 3.8 liter V6, depends on variable valve timing to improve passing performance and fuel consumption over its predecessor. Whereas last year�s automatic transmission Jeep returned 15 MPG City and 19 MPG Highway, the 2012 model posts figures of 17/21.

Jeep has also upgraded the interior fittings. Especially nice touches are the totemic Jeep grill sunshade printed on the windshield between the sun visors, and the discreetly incised �Since 1941� logo on the passenger grab bar. The front seats are nicely upholstered in leather, heated, and plenty supportive, even when bouncing around the outback. Visibility in all directions is refreshingly good, even though the rear seat headrests, back wiper, and full size spare obscure direct rear vision. Friends who hitched rides in the bench-style 60/40 folding rear seat reported no problems beyond those posed by difficult ingress/egress. If you plan to carry 4 regularly, then opt for the 4-door version of the Rubicon. The nifty hardtop removes in 3 separate sections to convert the Wrangler from coupe to convertible. In sum, the Wrangler Rubicon is a marvelously idiosyncratic vehicle that has lost none of its charm since 1941, but rather gained a lot of everyday practicality in the intervening years.

2012 Jeep Wrangler Rebicon 4X4
Engine: 3.6 liter, 24 valve, DOHC V-6 with VVT
Horsepower: 285hp
Torque: 260 lb.-ft.
Fuel Consumption: 17 MPG City/21 MPG Highway
Price as Tested: $34,625

For: Elemental, Effective, Legendary
Against: High Step-In, Poor Rear Seat Access

CarReview.Com

2012 Jeep Wrangler Rubicon 4X4 Review (Page 1)

 

Introduction by Francis Cebedo:

I took this Jeep to my daily grind of work and picking up the kids for a few days and it didn�t do so well. On the freeway it is a bit rough and darty. Keeping it in the lane was a bit of a challenge as the vehicle was easily persuaded to move to adjacent lanes when hitting bumps and imperfections at speeds over 70 mph.

Picking up the kids,  they couldn�t get in the back seat as they couldn�t push the seats forward and the opening to get in back was tiny even for active youngsters.  I took this vehicle mountain biking but  there was hardly any space in the back to put my bike.  So I took the heavy rear eats out and it was better space-wise but only slightly. Finally, I took the front roof off to get some sun but then all the cold wind seemed to descend in to the cabin at highway speeds. Even the mighty heater and heated seats had a hard time of keeping me warm.

Off-roading in Hollister Hills, CA

That�s when I decided to take this car off-roading.  This is the Rubicon, 2-door so it should feel right at home on an off-road jamboree. It is 2-door so it is short wheelbase and ideal for keeping the tires in contact with the ground. The tires are massive 31 inch with meaty rubber. Other trail worthy features are:

• High ground clearance
• Heavy duty front and rear Dana axles
• Rock rails for true underside protection, skid plates all around the under side
• Electronic front sway bar disconnect � gives 20% more suspension articulation to keep the wheels on the ground.
• Electronic locking front and rear differentials.
• Removable roof, doors, rear seat to lighten up the vehicle

So all these features did not make sense for rushing down the 101 freeway or picking up the kids from school.  But when we went to the off-road park, every feature started to make sense. The Jeep would get stuck, I would press a button and off I went.  At first, I was intimidated as I was in a group of heavily modified jeeps and Toyotas. In addition, my experience level with off-roading was bascially zero.  But every hour that went by, I uncovered the layers of the true off-roading prowess of the Jeep Rubicon.  It had much more capability than what the trails offered today or what my courage could handle. It was an amazing taste of what the Jeep Rubicon could truly handle.

Models:
Wrangler Sport � $22, 045
Wrangler Sport S � $24, 290
Wrangler Sahara � $27, 970
Wrangler Rubicon � $29, 995
��������
 CarReview.Com

2012 Mazda CX-9 Review (Page 2)

Handling

A rigid unibody chassis, stiffly-sprung independent multi-link suspension front and rear and a clever all-wheel-drive system all work together to give the CX-9 a tight, responsive feel compared to most vehicles in its class. Steering input is more performance car than schoolbus, the ride is on the firm side, and you can feel what�s going on with all four 20-inch alloy wheels. That lumbering, vague feel you get from behind the wheel of most vehicles in this size? It�s been replaced with a sensation of being connected with the road, and in control.

But it�s still no sports car. Push the CX-9 into a corner too fast and you�ll get the understeer you�d expect. Try to chase that smirking, BMW 3-series neighbor up a windy road and you�ll still fall woefully behind, but you�ll have more fun doing it than you might normally expect.

Styling

SUV�s tend to fall into two categories: those that impersonate trucks, and those that impersonate cars. The CX-9 falls into the latter group. Styling is best described as clean and subtle. There are no clumsy design cues that stand out, so much that it borders on bland for some. Overall it looks nice but somewhat forgettable design. If you�re looking for a car that stands out, the CX-9 will leave you wanting more.

Value

We reviewed the top-of-the-line Grand Touring model with a sticker price after options and assorted fees of nearly $40,000. At this price the CX-9 comes with 20-inch alloy wheels, xenon headlights, rain-sensing windshield wipers, power lift gate, three-position memory for the driver seat, keyless ignition/entry, a potent Bose stereo, a navigation system with a back-up camera and real-time traffic, blind-spot warning system and a rear DVD entertainment system. Two-stage heated seats are not cooled like on some premium vehicles. Given the features, driving experience and overall feel of the CX-9 we�d say lives up to its price tag. Offerings from Acura, Lexus and German competitors will definitely be even more well-equipped and luxurious, but they�ll also cost more. Best of all, the frugal shopper can get a stripped-down CX-9 for around $30,000. At this price it lacks the gadgets but still retains the great motor, transmission and well-designed suspension and steering that�s really the soul of the CX-9.

Who should buy it? 

If you�re looking for CUV with room for seven that drives like a well-appointed cloud, the CX9 might not offer the pillow-plush ride you�re looking for. But if you live atop a windy road, need a large vehicle but secretly harbor sports car fantasies, the CX9 isn�t going to hang with your neighbor�s BMW 3-series, but it�s likely the closest you�ll get in a vehicle in this class and price bracket.

Conclusion 

Mazda provided what they promised in their ads�a large people hauler that feels less barge-like than its competitors. The line offers a broad range of options including most of the premium technology add-on�s available on many luxury cars, and the styling, though subtle and bordering on minivan-esque, won�t look dated in two years. It�s a well-equipped, well-built and all-around quality vehicle that should be on the short list of anyone shopping in this segment.

	Build	Interior	Performance	Handling	Styling	Value	Overall
Rating	4.25	4.0	4.0	4.25	3.75	3.75	4.0/B

CarReview.Com

2012 Mazda CX-9 Review (Page 1)

Sean reviews the 2012 Mazda CX9

I�m a sports car guy. And therefore the prospect of a week in a massive SUV with third-row seating carries just slightly more appeal than stabbing myself in the leg with a dinner fork. But when the CX-9 showed up at our offices I was intrigued. After all, it�s a Mazda, built by the same great minds who created the iconic Miata and RX-7, and they promise �the soul of a sportscar� is instilled in their line of SUV�s.

Pros:

• Sleek, understated styling in and out.
• Handles and drives like a slightly smaller, lighter vehicle.
• Seats seven comfortably.

Cons:

• Still not small or light.
• Modest gas mileage.
• Sleek and understated may also be bland.

Driving Impressions

Mazda�s lofty claim that a seven-seat, 4,000lb pseudo-truck is designed to handle well is not far from saying a sumo wrestler was trained as a ballet dancer�it might be true to some degree but you still shouldn�t get your hopes up. And this definitely applies to the CX-9. With big wheels and tires, tall ride height and seating position, there�s no denying that you�re behind the wheel of an SUV�body roll and brake dive are still present�but Mazda worked hard to sharpen the reflexes of the CX-9 to a more acceptable level. Good visibility and a better-than-average sense of where the CX-9�s corners are help with tight mall parking situations. Compared to many vehicles in this class, the CX-9 felt almost as smooth and plush but notably less cumbersome.

 

Build

We�re generally impressed with Mazda build quality and the CX-9 is no exception. There�s not much on this car that hints at cost cutting. Doors close with a muted, health thump. The ride is quiet with no wind noise or rattles, and the engine noise, though noticeable when driving hard, is a pleasing tone. Interior materials are all good choices, though the leather seats feel somewhat rubbery.

Interior Comfort and Ergonomics 

With this much room it�s no surprise that the spacious CX-9 is plenty comfortable. The seats are flat and only semi-supportive in terms of bolstering, but that�s what you�d expect for a vehicle in this class. There�s room to improve in the ergonomics department, as my average-length arms had to stretch to reach many of the center dash controls. Storage options were quirky, with a surprising lack of cubbies for wallets and phones, and center console doors that open outwards towards the occupants, making access awkward.

Performance

Under the hood lurks a smooth-running V6 that churns out 273hp and 270ft/lb of torque. A 6-speed automatic transmission is quick to downshift and happy to hold a gear up to the 6,000rpm redline. There�s a manual shift mode but it�s sluggish and not worth the trouble. The engine and transmission connect to an all-wheel-drive system that lends confidence on wet or snowy roads. Between the torque, gearing and AWD system you can mash the throttle and trust the CX-9 to dart into traffic with nary a hint of wheel spin or drama, and for a large vehicle it packs a surprising punch that compliments the tight chassis well.

CarReview.com