Honda Recalls 2012 Accord, 2012 Crosstour, 2011-2012 Ridgeline

Honda has issued two recalls today -- one for the 2012 Accord and 2012 Crosstour, and another for the 2011-2012 Ridgeline. 

The 2012 Accord and Crosstour recall is the most worrisome of the two. According to a bulletinfrom the National Highway Traffic Safety Administration, Accords and Crosstours from the 2012 model year may have been built with a faulty inflator for the side-curtain airbag on the passenger's side. As a result, those airbags may not deploy during a crash, seriously increasing the risk of injury to vehicle occupants.

Thankfully, the size of this recall is fairly small, including only 347 units to date. (Given the popularity of the Accord, the recall could've been much larger a few months down the road.) Hondaexpects to notify owners of affected vehicles about the recall by next Friday, February 10. At that time, they'll be able to take their vehicles to a Honda dealer, who will inspect the airbag system and replace inflators as necessary, free of charge.

If you have questions about the 2012 Accord and Crosstour recall, we encourage you to ring Honda Customer Service at 800-999-1009, or call the NHTSA at 888-327-4236 and ask about recall campaign #12V030000.

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The 2011-2012 Ridgeline recall centers around the Ridgeline's spare tire, which has come withinaccurate inflation information on the attached placard. If owners use the spare tire and it's improperly inflated, the tire could fail, leading to an accident. Approximately 206 Ridgelines are included in this recall.

Honda has already begun sending out notices to Ridgeline owners, so if you have one of the recalled vehicles in your garage, you should receive something in the mail very soon. At that time, you can take your Ridgeline to a Honda dealer, who will amend or replace the tire information placard free of charge. 

Should you have additional questions about the Ridgeline recall, call Honda Customer Service at 800-999-1009, or ring up the NHTSA at 888-327-4236 and ask about recall campaign#12V025000.

2012 Jaguar XJ - Review

Jaguar's come a long way from its baroque recent past. Starting with the 2007 XJ and proceeding with the 2009 XF, its cars transformed from museum pieces into striking works of art. The big XJ sedan underwent the change in life in 2011, and this year it's back in all its glory.

The formerly frumpy XJ is now all about chic, and it's clear the do-or-die ethos inside Jaguar was the only thing that could have brought us the stunning, sexy XJ. Part Aston and part XF, the biggest Jaguar is now its boldest offering, with a prominent mesh grille, and a roofline that looks as strong and delicate as an arched bridge. Some of the details win, and some elude us: the blacked-out rear roof pillar should be brushed aluminum, which is what the XJ is made of. And the rear end is so elemental, it's almost understyled, with long, thin taillamps draped down the decklid in a fussy, arty way. Inside, the XJ's Hollywood all the way, with bubbly air vents, a pop-up transmission controller and wide panels of wood trim on concave door panels. It distills lots of current Jaguar themes, but sometimes the materials don't hold up as well to the touch as they do to the eyes.

With a six-speed automatic delivering power from a V-8 engine, with or without supercharging, the rear-drive XJ has a lightness and a dynamic edge compared to its rivals, mostly stemming from the actual light weight of its aluminum architecture. We're entertained as hell by its demeanor, even if it's the base 385-horsepower V-8 in the XJ and XJL. Throw on the supercharger, and let the good times whine to 470 hp or even 510 hp in the Supersport, and we're all in. The base car cuts down 0-60 mph runs in 5.4 seconds; with the supercharged 470-hp engine, it's down to 4.9 seconds. The Supersport nails them flat at 4.7 seconds. All versions are limited to a top speed of 155 mph, but new Sport and Speed packs with new aero tweaks are allowed to venture up to 174 mph, where you'll find unlimited Audis and BMWs and Benzes, not coincidentally.

That aluminum structure builds in a deft handling edge that's purer than in some other luxury cars. The XJ lacks some of the endless electronic modulations that bedevil some German sedans, though there are sport buttons for both the electronic shocks and the engine/transmission/steering combination. The Brit's better for it, as the XJ has more predictable reflexes, without the wild handling tangents of its competition.Big ventilated disc brakes with anti-lock, brake drying and good pedal feel match the XJ's crisp new feel, and Z-rated tires of up to 20 inches stick tenaciously. The long-storied ride isolation of Jaguar is history, replaced by an athletic, taut feel.

Even the XJ's seats play a role in that feel, and so does the daring roofline. Together, the physical closeness of the XJ's interior makes it feel more sporting. The seats are firmer and flatter, with more adjustments and heating and ventilation, but there's less head and leg room in front and, especially, in back. It's tight at the knees on either side of the front console, but leg room is lavish, especially on long-wheelbase cars. The sunroof slims down headroom in front, and in back, the XJ really isn't comfortable for adults six feet tall or more. Trunk space is the largest in the class, but smaller than the bin in the Ford Taurus.

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested the new sedan. The new car also sports six airbags, anti-lock brakes, traction and stability control, as before. There's a blind-spot alert system built into each XJ, and adaptive cruise control is option. A rearview camera is standard.

The 2012 Jaguar XJ comes in four versions: base 385-hp trim, in either short- or long-wheelbase bodies; with a supercharger, 470 hp, and a long wheelbase; and as an XJ Supersport, with 510 horsepower and a $3000 surcharge if you want to supersize into the long-wheelbase version. All cars come with a panoramic sunroof; an AM/FM/CD/DVD/MP3/HD/Sirius/30GB hard drive audio system; USB connectivity and Bluetooth stereo audio; a navigation system with voice control; and automatic climate control. The XJL versions add a four-zone climate control; all cars get ventilated front and heated rear seats, while massaging front seats and ventilated rear seats are standard or available on all versions. We'd demand the thrillingly clear 1200-watt Bowers & Wilkins audiophile system, but wonder if its bass is enough for today's listeners. Best of all the features--and standard--is Jaguar's service plan, which pays for everything except gas and tires for the first five years or 50,000 miles of use.

2012 Jaguar XJ - Review

Jaguar's come a long way from its baroque recent past. Starting with the 2007 XJ and proceeding with the 2009 XF, its cars transformed from museum pieces into striking works of art. The big XJ sedan underwent the change in life in 2011, and this year it's back in all its glory.

The formerly frumpy XJ is now all about chic, and it's clear the do-or-die ethos inside Jaguar was the only thing that could have brought us the stunning, sexy XJ. Part Aston and part XF, the biggest Jaguar is now its boldest offering, with a prominent mesh grille, and a roofline that looks as strong and delicate as an arched bridge. Some of the details win, and some elude us: the blacked-out rear roof pillar should be brushed aluminum, which is what the XJ is made of. And the rear end is so elemental, it's almost understyled, with long, thin taillamps draped down the decklid in a fussy, arty way. Inside, the XJ's Hollywood all the way, with bubbly air vents, a pop-up transmission controller and wide panels of wood trim on concave door panels. It distills lots of current Jaguar themes, but sometimes the materials don't hold up as well to the touch as they do to the eyes.

With a six-speed automatic delivering power from a V-8 engine, with or without supercharging, the rear-drive XJ has a lightness and a dynamic edge compared to its rivals, mostly stemming from the actual light weight of its aluminum architecture. We're entertained as hell by its demeanor, even if it's the base 385-horsepower V-8 in the XJ and XJL. Throw on the supercharger, and let the good times whine to 470 hp or even 510 hp in the Supersport, and we're all in. The base car cuts down 0-60 mph runs in 5.4 seconds; with the supercharged 470-hp engine, it's down to 4.9 seconds. The Supersport nails them flat at 4.7 seconds. All versions are limited to a top speed of 155 mph, but new Sport and Speed packs with new aero tweaks are allowed to venture up to 174 mph, where you'll find unlimited Audis and BMWs and Benzes, not coincidentally.

That aluminum structure builds in a deft handling edge that's purer than in some other luxury cars. The XJ lacks some of the endless electronic modulations that bedevil some German sedans, though there are sport buttons for both the electronic shocks and the engine/transmission/steering combination. The Brit's better for it, as the XJ has more predictable reflexes, without the wild handling tangents of its competition.Big ventilated disc brakes with anti-lock, brake drying and good pedal feel match the XJ's crisp new feel, and Z-rated tires of up to 20 inches stick tenaciously. The long-storied ride isolation of Jaguar is history, replaced by an athletic, taut feel.

Even the XJ's seats play a role in that feel, and so does the daring roofline. Together, the physical closeness of the XJ's interior makes it feel more sporting. The seats are firmer and flatter, with more adjustments and heating and ventilation, but there's less head and leg room in front and, especially, in back. It's tight at the knees on either side of the front console, but leg room is lavish, especially on long-wheelbase cars. The sunroof slims down headroom in front, and in back, the XJ really isn't comfortable for adults six feet tall or more. Trunk space is the largest in the class, but smaller than the bin in the Ford Taurus.

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested the new sedan. The new car also sports six airbags, anti-lock brakes, traction and stability control, as before. There's a blind-spot alert system built into each XJ, and adaptive cruise control is option. A rearview camera is standard.

The 2012 Jaguar XJ comes in four versions: base 385-hp trim, in either short- or long-wheelbase bodies; with a supercharger, 470 hp, and a long wheelbase; and as an XJ Supersport, with 510 horsepower and a $3000 surcharge if you want to supersize into the long-wheelbase version. All cars come with a panoramic sunroof; an AM/FM/CD/DVD/MP3/HD/Sirius/30GB hard drive audio system; USB connectivity and Bluetooth stereo audio; a navigation system with voice control; and automatic climate control. The XJL versions add a four-zone climate control; all cars get ventilated front and heated rear seats, while massaging front seats and ventilated rear seats are standard or available on all versions. We'd demand the thrillingly clear 1200-watt Bowers & Wilkins audiophile system, but wonder if its bass is enough for today's listeners. Best of all the features--and standard--is Jaguar's service plan, which pays for everything except gas and tires for the first five years or 50,000 miles of use.

2012 Hyundai Equus - Review

Hyundai's Equus sedan is in its second year of irritating the likes of Lexus and Infiniti. A luxury sedan with all the credibility of an LS 460 or an M37, the Equus can also go toe to toe with the large luxury sedans from Germany in features and finishes--while undercutting them by thousands on its pricetag. The Equus may not deliver the prestige or the handling of the best vehicles in its class, but it's a striking bargain for those who don't mind a more softly sprung luxury sedan, or a great deal.

The Equus doesn't have the daring styling that the younger, cheaper Hyundai Sonata and Elantra share. It's more a mishmash of familiar cues, from cars like the Mercedes-Benz E-Class and Lexus LS. The distinctiveness of other Hyundais is muted here: it's a car designed for different priorities, aimed more at pleasing Korean executives in the home market than winning over new North Americans to the Hyundai fold. It's still a fine-looking car, with an upswept tail and tapered side glass, and a maturity that follows through in the cabin. Inside its vault doors, the Equus is very much a convincing luxury car, with more Lexus and Mercedes cues interwoven with its own themes--like the winged metallic trim that surrounds the dash vents, and is echoed in the Equus' logo on its hood and on its LCD touchscreen during start-up mode.

In its first year on sale, the U.S. Equus shared a powertrain with the smaller Genesis sedan. For 2012, the bigger Hyundai V-8 is standard on all Equus sedans, while it's offered on just one Genesis trim level. The 5.0-liter V-8 is rated at 429 horsepower in the Equus, and with 376 pound-feet of torque as well, the Equus bests the LS 460 and the Benz S550 in output. It's teamed with a new eight-speed automatic that only adds to the heady rush of power that shaves a tick or two off the Equus' mid-six-second 0-60 mph times. The new engine also sounds a bit richer, with a more mellow and rounder exhaust note. The old Equus never really strained to deliver power, but what luxury-car shopper will turn down 44 extra horsepower? Fuel economy does dip slightly with the new drivetrain to 15/23 mpg--and when it comes down to the standard measure of ultra-luxury sedans, the Equus' controlled ride and sweet steering are well shy of the marks set by the latest BMW 7er and Benz S-Class, even the Infiniti M37, though to us, it's a toss-up as to whether the Equus handles better than the Lexus LS.

Inside, the Equus gives up little ground on features or room. Front passengers face a dash slathered in leather and birch or walnut trim, framing a big LCD screen that displays audio and navigation functions; a knob-style controlled, like iDrive and COMAND, dials up different radio stations, ambient temperatures, or destinations. Back-seat drivers get the best treatment: there's an airline-style right passenger seat that reclines on some versions, and it comes with an extendable footrest--but the Equus doesn't quite have enough spread-out leg room to extend the footrest far enough. Our Equus is actually the short-wheelbase version, and Hyundai hasn't confirmed we'll ever get the long-wheelbase version. The same seat can have Shiatsu-style massage functions as well, so you'll probably get over the tight toe room--but the passenger on the left side will be out of luck, as the features aren't offered on that chair.

Other luxury features on the Equus include standard Lexicon audio; adaptive cruise control; ventilated front seats, and leather upholstery. A lane-departure warning system is a new option this year: it sounds an alert when the Equus crosses lanes for more than a second, and tugs the seatbelt when the car crosses over for more than three seconds. Other safety features like Bluetooth and a rearview camera are included for free.

Also free is the Equus' white-glove service. Instead of visiting a dealer, owners can simply schedule a pick-up and loaner car through a mobile app. In the first year of sales, Hyundai gave out free Apple iPads to owners; the 2012 models get a full paper owner's manual instead. We'll take the lavish treatment over a free tablet over the Equus' lifetime, thanks--and we'd definitely consider a sub-$60,000 Equus if the Lexus LS topped our new-car shopping list, because the new big Hyundai is a plush, credible four-door that brings ultra-luxury amenities down to the semi-well-heeled masses.

2012 Hyundai Equus - Review

Hyundai's Equus sedan is in its second year of irritating the likes of Lexus and Infiniti. A luxury sedan with all the credibility of an LS 460 or an M37, the Equus can also go toe to toe with the large luxury sedans from Germany in features and finishes--while undercutting them by thousands on its pricetag. The Equus may not deliver the prestige or the handling of the best vehicles in its class, but it's a striking bargain for those who don't mind a more softly sprung luxury sedan, or a great deal.

The Equus doesn't have the daring styling that the younger, cheaper Hyundai Sonata and Elantra share. It's more a mishmash of familiar cues, from cars like the Mercedes-Benz E-Class and Lexus LS. The distinctiveness of other Hyundais is muted here: it's a car designed for different priorities, aimed more at pleasing Korean executives in the home market than winning over new North Americans to the Hyundai fold. It's still a fine-looking car, with an upswept tail and tapered side glass, and a maturity that follows through in the cabin. Inside its vault doors, the Equus is very much a convincing luxury car, with more Lexus and Mercedes cues interwoven with its own themes--like the winged metallic trim that surrounds the dash vents, and is echoed in the Equus' logo on its hood and on its LCD touchscreen during start-up mode.

In its first year on sale, the U.S. Equus shared a powertrain with the smaller Genesis sedan. For 2012, the bigger Hyundai V-8 is standard on all Equus sedans, while it's offered on just one Genesis trim level. The 5.0-liter V-8 is rated at 429 horsepower in the Equus, and with 376 pound-feet of torque as well, the Equus bests the LS 460 and the Benz S550 in output. It's teamed with a new eight-speed automatic that only adds to the heady rush of power that shaves a tick or two off the Equus' mid-six-second 0-60 mph times. The new engine also sounds a bit richer, with a more mellow and rounder exhaust note. The old Equus never really strained to deliver power, but what luxury-car shopper will turn down 44 extra horsepower? Fuel economy does dip slightly with the new drivetrain to 15/23 mpg--and when it comes down to the standard measure of ultra-luxury sedans, the Equus' controlled ride and sweet steering are well shy of the marks set by the latest BMW 7er and Benz S-Class, even the Infiniti M37, though to us, it's a toss-up as to whether the Equus handles better than the Lexus LS.

Inside, the Equus gives up little ground on features or room. Front passengers face a dash slathered in leather and birch or walnut trim, framing a big LCD screen that displays audio and navigation functions; a knob-style controlled, like iDrive and COMAND, dials up different radio stations, ambient temperatures, or destinations. Back-seat drivers get the best treatment: there's an airline-style right passenger seat that reclines on some versions, and it comes with an extendable footrest--but the Equus doesn't quite have enough spread-out leg room to extend the footrest far enough. Our Equus is actually the short-wheelbase version, and Hyundai hasn't confirmed we'll ever get the long-wheelbase version. The same seat can have Shiatsu-style massage functions as well, so you'll probably get over the tight toe room--but the passenger on the left side will be out of luck, as the features aren't offered on that chair.

Other luxury features on the Equus include standard Lexicon audio; adaptive cruise control; ventilated front seats, and leather upholstery. A lane-departure warning system is a new option this year: it sounds an alert when the Equus crosses lanes for more than a second, and tugs the seatbelt when the car crosses over for more than three seconds. Other safety features like Bluetooth and a rearview camera are included for free.

Also free is the Equus' white-glove service. Instead of visiting a dealer, owners can simply schedule a pick-up and loaner car through a mobile app. In the first year of sales, Hyundai gave out free Apple iPads to owners; the 2012 models get a full paper owner's manual instead. We'll take the lavish treatment over a free tablet over the Equus' lifetime, thanks--and we'd definitely consider a sub-$60,000 Equus if the Lexus LS topped our new-car shopping list, because the new big Hyundai is a plush, credible four-door that brings ultra-luxury amenities down to the semi-well-heeled masses.

2012 BMW 1-Series - Review

BMW's smallest offering in the U.S., the 1-Series, carries forward into 2012 with a few tech upgrades but otherwise unchanged fundamentals, including its pair of engines and trims. That's not a bad thing, however, as the 1-Series continues to be one of the most impressive entry-level luxury sports cars on the road. 

Technically, there are three 1-Series offerings right now, including the 2012 128i, the 2012 135i, and the 1-Series M Coupe. The M Coupe, however is nominally a 2011 model, despite just going on sale in the last few months. 

Both of the non-M models share similar styling, and are available in coupe and convertible form. The styling is crisp and clean, with the 135i showing a little more sport and aggression in its basic configuration, but the overall impact of the 1-Series' look has a tendency to fall into love-it or hate-it classification for many. Inside, the 1-Series can be a bit drab, with a functional but simple dash and center stack, a predominantly black finish in base trim, and perhaps more plastic than you'd expect in a luxury car, but upgrades and custom elements can change this--for a price.

Comfort inside the 1-Series is generally good, though the back seat is very tight for adults. The front seats are well-bolstered and offer fair head and leg room, though some may find the seats too well-bolstered. Controls can be over-abundant and confusing, but once learned, BMW's system makes logical--if not intuitive--sense. Storage space in the cabin is somewhat limited, but the trunk is decently sized.

Power is never short in the 1-Series, with the 128i generating 230 horsepower from its naturally-aspirated 3.0-liter in-line six-cylinder engine. The 135i adds a twin-scroll turbocharger to boost power to 300 horsepower. The 1-Series M Coupe outranks both, with sizzling performance from its two turbos and 335 horsepower. Both of the standard 1-Series models are fun, quick cars, with sharp reflexes balanced against good ride quality. An optional M Sport package can sharpen both the appearance and the handling. The 128i is available with either a six-speed manual transmission or a six-speed automatic, while the 135i can be had with a seven-speed dual-clutch in place of the automatic. 

Features abound in the 1-Series, a BMW strong suit that's in full effect here despite the entry-level positioning. From BMW's iDrive infotainment system to high-end leather and wood interior upgrades, parking sensors to heated seats and steering wheel, there's something for almost everyone, particularly lovers of luxury. Many options are available a la carte, but some are grouped into packages; one thing to be aware of is that the 128i's $30,000 base price can quickly rocket into the mid-$40,000 range or higher with extensive upgrades. 

Safety is no sweat for the 1-Series, though the NHTSA and IIHS haven't rated the 2012 model. Standard safety equipment includes: advanced front and side airbags for driver and passenger; front and rear head protection systems; pre-tensioning safety belts; anti-lock brakes; a crash sensor that shuts off fuel flow, kills the engine, and unlocks the doors; and a computer system that integrates deployment of both active and passive safety systems when it senses a crash. Optional safety extras include an anti-theft alarm system, rear parking sensors, xenon headlights, automatic high-beams, and BMW Assist roadside assistance services.

2012 BMW 1-Series - Review

BMW's smallest offering in the U.S., the 1-Series, carries forward into 2012 with a few tech upgrades but otherwise unchanged fundamentals, including its pair of engines and trims. That's not a bad thing, however, as the 1-Series continues to be one of the most impressive entry-level luxury sports cars on the road. 

Technically, there are three 1-Series offerings right now, including the 2012 128i, the 2012 135i, and the 1-Series M Coupe. The M Coupe, however is nominally a 2011 model, despite just going on sale in the last few months. 

Both of the non-M models share similar styling, and are available in coupe and convertible form. The styling is crisp and clean, with the 135i showing a little more sport and aggression in its basic configuration, but the overall impact of the 1-Series' look has a tendency to fall into love-it or hate-it classification for many. Inside, the 1-Series can be a bit drab, with a functional but simple dash and center stack, a predominantly black finish in base trim, and perhaps more plastic than you'd expect in a luxury car, but upgrades and custom elements can change this--for a price.

Comfort inside the 1-Series is generally good, though the back seat is very tight for adults. The front seats are well-bolstered and offer fair head and leg room, though some may find the seats too well-bolstered. Controls can be over-abundant and confusing, but once learned, BMW's system makes logical--if not intuitive--sense. Storage space in the cabin is somewhat limited, but the trunk is decently sized.

Power is never short in the 1-Series, with the 128i generating 230 horsepower from its naturally-aspirated 3.0-liter in-line six-cylinder engine. The 135i adds a twin-scroll turbocharger to boost power to 300 horsepower. The 1-Series M Coupe outranks both, with sizzling performance from its two turbos and 335 horsepower. Both of the standard 1-Series models are fun, quick cars, with sharp reflexes balanced against good ride quality. An optional M Sport package can sharpen both the appearance and the handling. The 128i is available with either a six-speed manual transmission or a six-speed automatic, while the 135i can be had with a seven-speed dual-clutch in place of the automatic. 

Features abound in the 1-Series, a BMW strong suit that's in full effect here despite the entry-level positioning. From BMW's iDrive infotainment system to high-end leather and wood interior upgrades, parking sensors to heated seats and steering wheel, there's something for almost everyone, particularly lovers of luxury. Many options are available a la carte, but some are grouped into packages; one thing to be aware of is that the 128i's $30,000 base price can quickly rocket into the mid-$40,000 range or higher with extensive upgrades. 

Safety is no sweat for the 1-Series, though the NHTSA and IIHS haven't rated the 2012 model. Standard safety equipment includes: advanced front and side airbags for driver and passenger; front and rear head protection systems; pre-tensioning safety belts; anti-lock brakes; a crash sensor that shuts off fuel flow, kills the engine, and unlocks the doors; and a computer system that integrates deployment of both active and passive safety systems when it senses a crash. Optional safety extras include an anti-theft alarm system, rear parking sensors, xenon headlights, automatic high-beams, and BMW Assist roadside assistance services.

Jeep Compass And Patriot Replacement Delayed Until 2014

According to Automotive News Europe, the SUV planned to replace both the Jeep Compass and Patriot, has been delayed until 2014.

Originally intended to go into production in 2013, the code-named B-SUV has been delayed so that Fiat can expedite engineering on its European products, like the Sedici compact. The delay also means a one-billion-Euro expansion of Fiat's Mirafiori plant will be pushed back to late 2013. The delays come after Fiat performed a spending review regarding future investments.

The B-SUV is reported to be smaller than both the current Jeep Compass and Patriot, and will be sold in both the United States and in Europe, along with other markets.

We'll continue to bring you news as more details trickle out regarding the B-SUV, until then make sure to read our latest reviews of the 2012 Jeep Compass and Jeep Patriot.

Jeep Compass And Patriot Replacement Delayed Until 2014

According to Automotive News Europe, the SUV planned to replace both the Jeep Compass and Patriot, has been delayed until 2014.

Originally intended to go into production in 2013, the code-named B-SUV has been delayed so that Fiat can expedite engineering on its European products, like the Sedici compact. The delay also means a one-billion-Euro expansion of Fiat's Mirafiori plant will be pushed back to late 2013. The delays come after Fiat performed a spending review regarding future investments.

The B-SUV is reported to be smaller than both the current Jeep Compass and Patriot, and will be sold in both the United States and in Europe, along with other markets.

We'll continue to bring you news as more details trickle out regarding the B-SUV, until then make sure to read our latest reviews of the 2012 Jeep Compass and Jeep Patriot.

2012 Audi R8

Unique in Audi's range as a mid-engine supercar, the R8 has built its reputation from scratch in just a few short years. Despite not having the track record of Lamborghini or Ferrari in supercar construction, Audi has put the Italians and everyone else on notice.

For 2012, the R8 is available in three core guises: theSpyder (convertible), Coupe, and R8 GT. The Spyder and Coupe are two takes on the standard R8, while the GT sharpens both looks and performance to the next level. All three share the same basic low-slung, cabin-forward, athletic-haunched stance, however, as well as the same key styling elements, like the aggressive front end, the side "blades," and the brow-like LED daytime running lights.

The Coupe and Spyder are both available with a choice of either a 4.2-liter V-8 rated at 430 horsepower or a 5.2-liter V-10 good for 525 horsepower. Either will provide exhilarating performance, but the big V-10 is the way to go if you're hankering for real speed. Of course, the most focused of the group, the R8 GT, is an even better choice in that regard, generating 560 horsepower from a tuned version of the same V-10, with less weight, a more focused setup, and better overall handling.

All R8s handle very well, however, owing to their rear-biased quattro all-wheel drive, mid-engine weight distribution, and finely tuned magnetic-ride suspension settings. 

Inside, the R8 is surprisingly roomy, with tall drivers finding no fault in space available. Materials are high-quality, the design is modern and appealing, and all of the Audi technology and convenience options you'd expect are available, including MMI navigation with real-time traffic, Bluetooth, and a high-end audio system.

As for safety, the 2012 Audi R8 hasn't been tested by the NHTSA or IIHS, but it offers a wide range of standard and optional safety equipment, including driver and passenger dual-stage airbags, side airbags, knee airbags, head and thorax airbags, stability control, parking system with rearview camera, hill hold assist, and a body shell designed to distribute and absorb crash energy.

2012 Toyota Prius

For more than a decade, the Toyota Prius has been the public face of hybrid cars. A new, third-generation model was completely redesigned for 2010 to offer more features and even higher gas mileage. Now, for 2012, the Prius name expands beyond the iconic hatchback to include two new models.

The 2012 Toyota Prius hatchback hardly meddles with the pattern established in 2004: It's a five-door hatchback with a high tail and a split rear window. It's the most aerodynamic shape for a five-passenger mid-size car, and the Prius has one of the lowest drag coefficients of any car on the market--all in the service of fuel economy, which the EPA rates at a combined 50 mpg.

Inside, the styling is Space Age, complete with a "flying buttress" console that offers storage space underneath, though it can be hard to get to. The dashboard splits information into two areas: an Information Center mounted high and close to the windshield base, and more conventional instruments behind the wheel closer to the driver. Plastic surfaces are mostly hard, but the effect is distinctive if hardly luxurious.

The 1.8-liter engine is paired with Toyota's Hybrid Synergy Drive, which uses a pair of motor-generators that can power the car solely on electricity (at speeds up to 30 mph), add torque to supplement the engine power, and recharge the battery pack during engine overrun or braking. The combined output of the engine and hybrid system is 134 horsepower.

The 2012 Toyota Prius hardly handles in a way to gladden the hearts of sports-car drivers. The 0-to-60-mph time is just under 10 seconds, and the continuously variable nature of the hybrid system means engine noise isn't proportional to road speed--which can take some getting used to for new drivers. The electric power steering is lifeless and numb (as it seems to be on all Toyota models that use it), but it responds fine and the car gets itself around corners adequately. The blending of regenerative braking with the all-disc friction brakes is excellent, and Toyota's had longer experience than any other maker in refining it.

With the interior volume of a mid-size car, the Toyota Prius hatchback offers plenty of space for four adults, or five if the back-seat passengers are willing to stagger their shoulders. Rear-seat legroom benefits from hollowed-out front seatbacks, but in front, the seat padding is skimpy and the hard-plastic center console cuts into knee room for taller drivers.

The 2012 Toyota Prius fits seven airbags as standard, along with the usual array of anti-lock brakes, stability and traction control, and a tire-pressure monitoring system. Radar-based adaptive cruise control, a rear-view camera, and a lane-departure warning system are all optional, as is a "Safety Connect" system to alert first responders after a crash. The much-publicized Intelligent Parking Assist, which controls the steering wheel to help parallel-park a Prius using the car's cameras--though the driver must brake--is a step in the right direction, though Ford's system is better.

For 2012, the Prius five-door comes in four trim levels: Two, Three, Four, and Five. There's an ultra-stripped-down base-level Prius One, but it's only for fleet purchase, and civilians can't buy it. The lowest-level Two and Three models are priced in the low twenties, but the highest-spec trim levels--with either the Technology Package or the first-in-your-neighborhood solar moonroof panel, which runs a small ventilation fan to cool the cockpit when the Prius is parked--will go upwards of $30,000.

Notable features include the Touch Tracer steering-wheel controls, which let drivers swipe and navigate through menus displayed in the Information Display, keeping their eyes closer to the road ahead than if they focus on the close-in cluster. Remote air conditioning, LED headlamps, Bluetooth, and a navigation system are also available.

The biggest Prius news for 2012 is the addition of two new models. The first is the 2012 Toyota Prius V wagon, which offers far more load space, all the traditional Prius virtues, and a combined EPA gas-mileage rating of 42 mpg. After a series of delays due to the 2011 earthquake and tsunami in Japan, it went on sale late in 2011.

Coming in the early part of 2012 is the Toyota Prius Plug-In Hybrid, the first mass-market Toyota to plug into the electric grid to recharge its battery pack. It's virtually identical to the Prius five-door hatchback on the outside, but its battery pack holds three times as much energy, and plugging it in to recharge gives it 8 to 13 miles of all-electric range against the 1 or 2 miles provided by the standard model. Note, however, that unlike the Chevrolet Volt range-extended electric car, the electric range may not be continuous--the plug-in Prius will switch on its engine at any point it needs more power than the batteries can deliver. The EPA hasn't yet rated the Prius Plug-In Hybrid, and like all blended plug-in hybrids, its real-world mileage will depend entirely on how much it's used in all-electric mode.

2012 Toyota Prius

For more than a decade, the Toyota Prius has been the public face of hybrid cars. A new, third-generation model was completely redesigned for 2010 to offer more features and even higher gas mileage. Now, for 2012, the Prius name expands beyond the iconic hatchback to include two new models.

The 2012 Toyota Prius hatchback hardly meddles with the pattern established in 2004: It's a five-door hatchback with a high tail and a split rear window. It's the most aerodynamic shape for a five-passenger mid-size car, and the Prius has one of the lowest drag coefficients of any car on the market--all in the service of fuel economy, which the EPA rates at a combined 50 mpg.

Inside, the styling is Space Age, complete with a "flying buttress" console that offers storage space underneath, though it can be hard to get to. The dashboard splits information into two areas: an Information Center mounted high and close to the windshield base, and more conventional instruments behind the wheel closer to the driver. Plastic surfaces are mostly hard, but the effect is distinctive if hardly luxurious.

The 1.8-liter engine is paired with Toyota's Hybrid Synergy Drive, which uses a pair of motor-generators that can power the car solely on electricity (at speeds up to 30 mph), add torque to supplement the engine power, and recharge the battery pack during engine overrun or braking. The combined output of the engine and hybrid system is 134 horsepower.

The 2012 Toyota Prius hardly handles in a way to gladden the hearts of sports-car drivers. The 0-to-60-mph time is just under 10 seconds, and the continuously variable nature of the hybrid system means engine noise isn't proportional to road speed--which can take some getting used to for new drivers. The electric power steering is lifeless and numb (as it seems to be on all Toyota models that use it), but it responds fine and the car gets itself around corners adequately. The blending of regenerative braking with the all-disc friction brakes is excellent, and Toyota's had longer experience than any other maker in refining it.

With the interior volume of a mid-size car, the Toyota Prius hatchback offers plenty of space for four adults, or five if the back-seat passengers are willing to stagger their shoulders. Rear-seat legroom benefits from hollowed-out front seatbacks, but in front, the seat padding is skimpy and the hard-plastic center console cuts into knee room for taller drivers.

The 2012 Toyota Prius fits seven airbags as standard, along with the usual array of anti-lock brakes, stability and traction control, and a tire-pressure monitoring system. Radar-based adaptive cruise control, a rear-view camera, and a lane-departure warning system are all optional, as is a "Safety Connect" system to alert first responders after a crash. The much-publicized Intelligent Parking Assist, which controls the steering wheel to help parallel-park a Prius using the car's cameras--though the driver must brake--is a step in the right direction, though Ford's system is better.

For 2012, the Prius five-door comes in four trim levels: Two, Three, Four, and Five. There's an ultra-stripped-down base-level Prius One, but it's only for fleet purchase, and civilians can't buy it. The lowest-level Two and Three models are priced in the low twenties, but the highest-spec trim levels--with either the Technology Package or the first-in-your-neighborhood solar moonroof panel, which runs a small ventilation fan to cool the cockpit when the Prius is parked--will go upwards of $30,000.

Notable features include the Touch Tracer steering-wheel controls, which let drivers swipe and navigate through menus displayed in the Information Display, keeping their eyes closer to the road ahead than if they focus on the close-in cluster. Remote air conditioning, LED headlamps, Bluetooth, and a navigation system are also available.

The biggest Prius news for 2012 is the addition of two new models. The first is the 2012 Toyota Prius V wagon, which offers far more load space, all the traditional Prius virtues, and a combined EPA gas-mileage rating of 42 mpg. After a series of delays due to the 2011 earthquake and tsunami in Japan, it went on sale late in 2011.

Coming in the early part of 2012 is the Toyota Prius Plug-In Hybrid, the first mass-market Toyota to plug into the electric grid to recharge its battery pack. It's virtually identical to the Prius five-door hatchback on the outside, but its battery pack holds three times as much energy, and plugging it in to recharge gives it 8 to 13 miles of all-electric range against the 1 or 2 miles provided by the standard model. Note, however, that unlike the Chevrolet Volt range-extended electric car, the electric range may not be continuous--the plug-in Prius will switch on its engine at any point it needs more power than the batteries can deliver. The EPA hasn't yet rated the Prius Plug-In Hybrid, and like all blended plug-in hybrids, its real-world mileage will depend entirely on how much it's used in all-electric mode.

2012 Subaru Forester

The 2012 Subaru Forester is a tall, boxy crossover wagon, carrying a rugged-looking, utility-like body over somewhat sturdier passenger-car underpinnings. To us, the Forester strikes a nearly ideal balance for Snow Belt small families—with an almost incredibly roomy interior, carlike handling, standard all-weather all-wheel drive (with good ground clearance), and exterior dimensions that make it just small enough for compact-only spaces.

The Forester hasn't changed all that much since 2009, when it received a complete redesign and gained a somewhat larger body, with slightly more rounded cues compared to its much-loved, more overtly boxy predecessor. In some respects, the Forester is the present-day Volvo 240 wagon—unabashedly utilitarian, with its squared-off corners and tall glass, yet a bit more sophisticated. The Forester is a little plain inside, but its rugged fabrics and easy-wipe surfaces will be a good fit for the understated, outdoorsy crowd.

Last year the Forester got an all-new base engine that produces the same max power as the unit it replaced—though it's a little more responsive, and should have lower maintenance. With the base five-speed manual transmission, performance is quick enough, but the wide ratios of the four-speed automatic remain one of the Forester's most significant drawbacks. XT variants get a little bit of WRX flavor, with a turbocharged four-cylinder with 224 horsepower and 226 pound-feet of torque; they move quickly but are again let down with the four-speed auto. 

Across the Forester lineup, handling remains its strength; it's by far the best-balanced, most dynamically proficient crossover, and the rather low seating position and low center of mass helps instill a stable feel on twisty roads and tight corners. Yet those who need to take on deep snow or a deep two-track to a camping spot will appreciate the 8.7 inches of ground clearance.

If you haven't been inside a Forester before, there's likely far more space than you would have anticipated. The front seating position is at a nice height (though the seats feel short and flat), while you can fit three across in back in a pinch. For 2012, all Forester models get height adjustment for the passenger seat as well as the driver's seat. The backseat folds flat, and the Forester has a lower cargo floor than some of the other vehicles in this class, lending a roomier feel and easier loading. Ride quality is mostly quite soft, yet road noise can be obtrusive on some surfaces, and it's certainly not quiet.

The Forester has a mixed reputation for safety. While its all-wheel drive system, combined with an excellent stability control system, make it very surefooted on snowy or wet roads, its achieved just three-star federal results for side impact. On the other hand, it's again an IIHS Top Safety Pick for 2012.

With either engine, top Touring models are distinguished by their HID headlamps, bright roof rails, dual-zone climate control, one-touch folding rear seatbacks, and electroluminescent instruments. Last year, the Forester got new audio systems, with integrated Bluetooth hands-free functions and an auxiliary jack, plus Bluetooth audio streaming, iPod controls, a USB port, and Sirius Satellite Radio compatibility. A TomTom navigation package—with a portable unit that can detach from the base—remains offered as a lower-priced option when paired with the All Weather Package, but the available nav system on Limited and Touring models now has a 6.1-inch display, voice-activated controls, iTunes tagging, and text-messaging capability.

2012 Subaru Forester

The 2012 Subaru Forester is a tall, boxy crossover wagon, carrying a rugged-looking, utility-like body over somewhat sturdier passenger-car underpinnings. To us, the Forester strikes a nearly ideal balance for Snow Belt small families—with an almost incredibly roomy interior, carlike handling, standard all-weather all-wheel drive (with good ground clearance), and exterior dimensions that make it just small enough for compact-only spaces.

The Forester hasn't changed all that much since 2009, when it received a complete redesign and gained a somewhat larger body, with slightly more rounded cues compared to its much-loved, more overtly boxy predecessor. In some respects, the Forester is the present-day Volvo 240 wagon—unabashedly utilitarian, with its squared-off corners and tall glass, yet a bit more sophisticated. The Forester is a little plain inside, but its rugged fabrics and easy-wipe surfaces will be a good fit for the understated, outdoorsy crowd.

Last year the Forester got an all-new base engine that produces the same max power as the unit it replaced—though it's a little more responsive, and should have lower maintenance. With the base five-speed manual transmission, performance is quick enough, but the wide ratios of the four-speed automatic remain one of the Forester's most significant drawbacks. XT variants get a little bit of WRX flavor, with a turbocharged four-cylinder with 224 horsepower and 226 pound-feet of torque; they move quickly but are again let down with the four-speed auto. 

Across the Forester lineup, handling remains its strength; it's by far the best-balanced, most dynamically proficient crossover, and the rather low seating position and low center of mass helps instill a stable feel on twisty roads and tight corners. Yet those who need to take on deep snow or a deep two-track to a camping spot will appreciate the 8.7 inches of ground clearance.

If you haven't been inside a Forester before, there's likely far more space than you would have anticipated. The front seating position is at a nice height (though the seats feel short and flat), while you can fit three across in back in a pinch. For 2012, all Forester models get height adjustment for the passenger seat as well as the driver's seat. The backseat folds flat, and the Forester has a lower cargo floor than some of the other vehicles in this class, lending a roomier feel and easier loading. Ride quality is mostly quite soft, yet road noise can be obtrusive on some surfaces, and it's certainly not quiet.

The Forester has a mixed reputation for safety. While its all-wheel drive system, combined with an excellent stability control system, make it very surefooted on snowy or wet roads, its achieved just three-star federal results for side impact. On the other hand, it's again an IIHS Top Safety Pick for 2012.

With either engine, top Touring models are distinguished by their HID headlamps, bright roof rails, dual-zone climate control, one-touch folding rear seatbacks, and electroluminescent instruments. Last year, the Forester got new audio systems, with integrated Bluetooth hands-free functions and an auxiliary jack, plus Bluetooth audio streaming, iPod controls, a USB port, and Sirius Satellite Radio compatibility. A TomTom navigation package—with a portable unit that can detach from the base—remains offered as a lower-priced option when paired with the All Weather Package, but the available nav system on Limited and Touring models now has a 6.1-inch display, voice-activated controls, iTunes tagging, and text-messaging capability.

2012 Hyundai Tucson

Compact crossovers--cute-utes, if you want--make up a crowded field, one with some strong sellers among them. The Ford Escape is 11 years old, and it's still a huge hit. Honda's CR-V lingers near the top ten of sales charts, too. For years, Hyundai's entry in the class was the underwhelming Tucson, but in 2010, it was redesigned to take on the best in the class.

The transformation couldn't be more dramatic, starting with the Tucson's daring sheetmetal. The Tucson actually arrived before the latest Sonata, Accent and Veloster hit the scene, and its "fluidic sculpture" theme predicted what was coming to those cars. It's a brash look for a company that thrived on conservative looks for a decade, dramatic, attention-seeking and attention-getting in its anti-SUV stance. There might be an inch of straight line in its silhouette, the rest given up to curves and surfacing that swells at the fenders and crests at the front and rear. The tail gets a little thick, and there's plenty of brightwork, and it all hangs together as well or better than a Nissan Rogue or an Acura RDX, even. The interior's just a shade less dramatic, with a big LCD screen and vertical blades of metallic trim knifing into bands of tightly grained, low-gloss black plastic.

The Tucson lineup is all four-cylinder, with a price-leading 2.0-liter with 165 horsepower in base versions, offered with either a five-speed manual transmission or a six-speed automatic. We've driven the manual transmission and liked its light shift action, but the automatic improves gas mileage to 23/31 mpg and has pretty clean gearchanges, too. Even better is the optional 2.4-liter four with 176 horsepower and only the six-speed automatic. That combination is good for an estimated 22/32 mpg, and moves the Tucson along at a measured pace with relatively low noise and vibration for a big four. The Tucson isn't quick--and as of yet doesn't have the turbo four found in the similar Kia Sportage--but it's a passable straight-line performer.

Handling is predictable, and the Tucson rides better than it steers. The slightly firm, settled ride on higher-end versions comes to base versions this year, in the form of more sophisticated shocks and retuned bushings. While the road manners are much better than the last Tucson, the new engine-speed-sensitive electric power steering is a weak spot. It brings with it a small turning circle, great for parking-lot squeezes, but the steering feel isn't as linear as the better electric systems from VW and Ford, and there's little direct feedback from road surfaces. 

It's more spacious than before as well, and the new Tucson bests some luxury crossovers for interior space. It's smaller by a good margin than the Honda CR-V and Subaru Forester, but four adults, especially those in front, will find ample room in all directions. The rear seat has just enough headroom for taller adults, and good leg room. Given the choice, we'd steer clear of the optional leather seats: the front leather buckets have short bottom cushions that tilt down at their leading edge, leaving them less comfortable than they could be.

The Tucson earns the IIHS' Top Safety Pick award, but the NHTSA hasn't crash-tested the latest version. Curtain airbags and stability control are standard, while Bluetooth and a rearview camera are available. Visibility is an issue in the Tucson: its heavily styled rear end has thick pillars and less glass than, say, a CR-V.

All versions have standard power windows, locks, and mirrors; cloth seats; remote keyless entry; air conditioning; and an AM/FM/XM/CD player with USB port. The options list has as many upscale features as some entry-luxury sedans. There's Bluetooth; telescoping steering; leather seating; heated front seats; steering wheel audio controls; a power driver seat; 17-inch wheels; automatic headlights; and dual-zone automatic climate control. More expensive options on the 2012 Tucson include a panoramic sunroof; premium audio; and a touchscreen navigation system fitted in tandem with Bluetooth streaming stereo audio and a rearview camera. Go whole-hog on the options, and the Tucson can reach $30,000.

2012 Subaru Outback

The 2012 Subaru Outback, largely unchanged in its third year, sits right in the mid-size sport utility class, though whether it's a wagon or a crossover utility can be endlessly debated. It competes with five-seat utilities from the Toyota Venza and Volvo XC60 to the brawnier but less capacious Jeep Grand Cherokee. The Outback's design offers space and real-world practicality--much more so than some of its competitors--along with good handling and high gas mileage. In some of the lower trim levels, it's also a remarkable value, saving buyers as much as $3,000 upfront.

Styling of the Subaru Outback includes what the company calls "SUV details," with thicker roof pillars, exaggerated wheel arches, and a chunkier look than its predecessors. It's 2 inches wider and a remarkable 4 inches taller than the previous model, but length stays the same despite almost 3 more inches in the wheelbase--which enlarges the rear door openings and makes the rear seat capacious indeed. At 8.7 inches, its ground clearance bests virtually any competitor, including Jeep's range-topping Grand Cherokee. The interior styling is less noticeable, with a swooping dashboard design that's pleasant without being particularly polarizing.

The 2012 Subaru Outback comes with all-wheel drive on every model, but it's lighter than most other AWD competitors. That means the 170-horsepower, 2.5-liter flat-four engine moves it along just fine when paired to the company's Lineartronic continuously variable transmission (CVT) or the six-speed manual gearbox offered on lower-end models as well. Subaru's CVT is one of the better examples of the breed, not too obtrusive under full-throttle acceleration but quick enough to move the car away from rest. The optional 256-hp, 3.6-liter flat-six engine comes only with a conventional five-speed automatic. That combination is smooth and quiet, and definitely gives better acceleration through its range. It's probably more fun to drive, but that comes at the cost of significantly lower gas mileage. The four with CVT is rated at 22 mpg city, 29 mpg highway, for a combined 24-mpg rating--but the best the six can do is a combined rating of just 20 mpg. The larger engine is offered only with the Premium and Limited trim levels.

One of the 2012 Outback's unexpected delights is the handling and roadholding. The 'boxer,' or horizontally opposed, engine keeps the center of gravity low, so that despite its high ride height, the Outback handles better than virtually any other crossover or wagon--and it drives like a car, not a truck. The feel from the electric power steering isn't tremendous, but the vehicle really comes into its own off road. As Subaru and its owners routinely demonstrate, the stiff structure, abundant wheel travel, and electronic control systems can take the Outback up slippery slopes and rutted trails that many other crossovers just can't handle.

There's copious front and rear legroom in the 2012 Subaru Outback, and the rear seat can accommodate nearly any size of adult in comfort, including headroom. There's no option for a third-row seat, however; if you need that, Subaru still offers its low-volume Tribeca crossover. The interior materials aren't particularly luxurious, with scuffable hard plastics on high-contact points like the lower door panels and center console, but they reflect the Outback's utilitarian, built-to-be-used side.

Build quality is good and everything seems well screwed-together. And if you're concerned about such things, all Subaru Outbacks sold in the U.S. are built in Indiana. The IIHS has rated the 2012 Subaru Outback a "Top Safety Pick."

For 2012, the Outback gets a new pair of audio systems, and even lower-line models can now be ordered with optional 17-inch alloy wheels and the All-Weather Package that includes heated front seats and door mirrors, and wiper de-icing. There are three trim levels--base 2.5i, Premium, and Limited--starting at a MSRP of just $23,295 and moving up to the mid-30s for the most tricked-out Limited model. Options include a 10-way power driver's seat; a power moonroof; dual-zone automatic climate control; and a Mobile Internet system that can turn the entire car into a mobile WiFi hot spot with the addition of a wireless cellular modem card. The optional navigation system is voice-activated and includes a reversing camera that displays on the 8-inch screen at the top of the center stack.

The new 2012 standard audio system is an AM/FM stereo with a single CD player and Bluetooth phone and audio connectivity, iPod control, USB and auxiliary jack as standard, and six speakers. Subaru Outbacks with that system are pre-wired for Sirius XM satellite radio, which can be installed by the dealer. The higher-end audio, optional on the Premium models and standard on the Limited, is a Harmon/Kardon system with a 4.3-inch LCD display, standard XM satellite and HD radio, and nine speakers including a sub-woofer.

2012 Subaru Outback

The 2012 Subaru Outback, largely unchanged in its third year, sits right in the mid-size sport utility class, though whether it's a wagon or a crossover utility can be endlessly debated. It competes with five-seat utilities from the Toyota Venza and Volvo XC60 to the brawnier but less capacious Jeep Grand Cherokee. The Outback's design offers space and real-world practicality--much more so than some of its competitors--along with good handling and high gas mileage. In some of the lower trim levels, it's also a remarkable value, saving buyers as much as $3,000 upfront.

Styling of the Subaru Outback includes what the company calls "SUV details," with thicker roof pillars, exaggerated wheel arches, and a chunkier look than its predecessors. It's 2 inches wider and a remarkable 4 inches taller than the previous model, but length stays the same despite almost 3 more inches in the wheelbase--which enlarges the rear door openings and makes the rear seat capacious indeed. At 8.7 inches, its ground clearance bests virtually any competitor, including Jeep's range-topping Grand Cherokee. The interior styling is less noticeable, with a swooping dashboard design that's pleasant without being particularly polarizing.

The 2012 Subaru Outback comes with all-wheel drive on every model, but it's lighter than most other AWD competitors. That means the 170-horsepower, 2.5-liter flat-four engine moves it along just fine when paired to the company's Lineartronic continuously variable transmission (CVT) or the six-speed manual gearbox offered on lower-end models as well. Subaru's CVT is one of the better examples of the breed, not too obtrusive under full-throttle acceleration but quick enough to move the car away from rest. The optional 256-hp, 3.6-liter flat-six engine comes only with a conventional five-speed automatic. That combination is smooth and quiet, and definitely gives better acceleration through its range. It's probably more fun to drive, but that comes at the cost of significantly lower gas mileage. The four with CVT is rated at 22 mpg city, 29 mpg highway, for a combined 24-mpg rating--but the best the six can do is a combined rating of just 20 mpg. The larger engine is offered only with the Premium and Limited trim levels.

One of the 2012 Outback's unexpected delights is the handling and roadholding. The 'boxer,' or horizontally opposed, engine keeps the center of gravity low, so that despite its high ride height, the Outback handles better than virtually any other crossover or wagon--and it drives like a car, not a truck. The feel from the electric power steering isn't tremendous, but the vehicle really comes into its own off road. As Subaru and its owners routinely demonstrate, the stiff structure, abundant wheel travel, and electronic control systems can take the Outback up slippery slopes and rutted trails that many other crossovers just can't handle.

There's copious front and rear legroom in the 2012 Subaru Outback, and the rear seat can accommodate nearly any size of adult in comfort, including headroom. There's no option for a third-row seat, however; if you need that, Subaru still offers its low-volume Tribeca crossover. The interior materials aren't particularly luxurious, with scuffable hard plastics on high-contact points like the lower door panels and center console, but they reflect the Outback's utilitarian, built-to-be-used side.

Build quality is good and everything seems well screwed-together. And if you're concerned about such things, all Subaru Outbacks sold in the U.S. are built in Indiana. The IIHS has rated the 2012 Subaru Outback a "Top Safety Pick."

For 2012, the Outback gets a new pair of audio systems, and even lower-line models can now be ordered with optional 17-inch alloy wheels and the All-Weather Package that includes heated front seats and door mirrors, and wiper de-icing. There are three trim levels--base 2.5i, Premium, and Limited--starting at a MSRP of just $23,295 and moving up to the mid-30s for the most tricked-out Limited model. Options include a 10-way power driver's seat; a power moonroof; dual-zone automatic climate control; and a Mobile Internet system that can turn the entire car into a mobile WiFi hot spot with the addition of a wireless cellular modem card. The optional navigation system is voice-activated and includes a reversing camera that displays on the 8-inch screen at the top of the center stack.

The new 2012 standard audio system is an AM/FM stereo with a single CD player and Bluetooth phone and audio connectivity, iPod control, USB and auxiliary jack as standard, and six speakers. Subaru Outbacks with that system are pre-wired for Sirius XM satellite radio, which can be installed by the dealer. The higher-end audio, optional on the Premium models and standard on the Limited, is a Harmon/Kardon system with a 4.3-inch LCD display, standard XM satellite and HD radio, and nine speakers including a sub-woofer.

2012 Subaru Tribeca

The Tribeca is Subaru's mid-size crossover—a little larger than the automaker's rugged Outback wagon, and as the name hints, a little more urbane in purpose. 

That's the idea, but in reality it's hard to see why to choose the 2012 Subaru Tribeca over the Outback if they're beside one another at the dealership. While at the time of its original launch, or even when it last got a major overhaul, for 2008, the Tribeca was not only larger but more advanced and luxurious than the Outback, but now they're about the same size, and the Tribeca's only key point of differentiation is its third-row seat—which the Outback, and many other crossovers its size do not have.

Updates to the Tribeca in recent model years have been kept to a minimum. In its current iteration, the Subaru Tribeca looks sleek and curvy, but not overtly so, and its styling details—at least on the outside—feel carefully calculated to offend no one. While the exterior of the Tribeca is quite unremarkable, the interior makes more of an impression. The curvy, once-futuristic cockpit-like interior of the original model remains; Its heavy-handed use of matte-metallic-finished plastics also feels very 2005, but its ambient lighting still adds a classy touch.

The 2012 Subaru Tribeca is powered by a 256-horsepower, 3.6-liter flat-six engine, with torque sent to all four wheels via a five-speed automatic transmission and a symmetrical all-wheel-drive system. Performance from the flat-six engine is respectable, but it's not up to par with some of the other strong V-6 crossovers in this class, like the Ford Edge. Gas mileage isn't especially good for this class, with the Tribeca returning 16 mpg in the city and 21 mpg on the highway. But push the Tribeca hard into a corner and you'll find one of the Tribeca's best attributes:  It has good body control and better steering than most other vehicles of this type. Plus, 8.4 inches of ground clearance and standard all-wheel drive can make this all-wheel-drive vehicle pretty impressive in deep snow.

There's nothing particularly noteworthy about the Tribeca's packaging—though it does fit three rows into a manageable footprint that's pretty easy to park. Inside, the second-row bench slides fore and aft and adjusts for rake, so it's easy for adults to get comfortable; but they'll also have to balance precious legroom with the third row. In front, the seats are supportive and actually come with some side bolstering, but some will find the curvature of the dash to cut in on knee space. Otherwise, ride quality is smooth and controlled, with the same standards of refinement as in 3.6R versions of the Legacy and Outback.

We feel confident in saying that the Tribeca is one of the safest picks among mid-size crossovers; it's scored excellent marks in Insurance Institute for Highway Safety's (IIHS) crash tests and was a Top Safety Pick for 2011. For 2012, Subaru has redesigned the head restraints; side-impact airbags for the front seats and side curtain airbags for first- and second-row passengers but not for third-row passengers remain standard. We still do recommend the rearview camera option, though.

The 2012 Tribeca remains offered in Premium, Limited, or Touring trims, with the touring model gaining a moonroof, a navigation system, and a reversing camera, all as standard features. The base Premium is generously equipped, too, with fog lights, 18-inch wheels, power driver and passenger seats, and heated front seats.

The Subaru Tribeca looks, inside and out, like a slightly more upscale take on the family wagon of our day—the mid-size crossover vehicle. That's to say, it's a little sleek and curvy, but not overtly so, and its styling details—at least on the outside—feel carefully calculated to offend no one.

It hasn't always been this way. When the Tribeca was first introduced about five years ago the model had a trend-setting snout, with rounded headlamps and a 'winged' grille inspired by Subaru's aircraft history. Turned out the design was very much love-it-or-hate-it (more the latter), so the Tribeca underwent a major overhaul for 2008, with a more conservative, anonymous front end that shoppers seem to like better.

While the exterior of the Tribeca is quite unremarkable, the interior makes more of an impression. A curvy, overtly futuristic (read, already feeling dated) cockpit-like interior of the original model remains; it's a handsome setup in the details, and its ambient lighting is especially extensive. But some might find a bit too much matte-metallic trim, and away from the instrument panel the interior feels nice but unremarkable.