With all the focus on new small car offerings in the US, it is easy to forget that Toyota was one of the trailblazers into that segment with the Yaris. Recently refreshed, is it still up to the task of defending the turf it grabbed early on? From the outside, we cant quite be so sure; the Yaris is starting to look a bit ‘dowdy’ when compared with the swoopy new Ford Fiesta and Mazda 2—especially in its most conventional, four doors n’ trunk configuration. But people don’t normally buy such cars for their looks, so inside we go. Things are quite nice herein: good quality materials that don’t feel cut-rate, tightly assembled (better, in fact, than most American-made Toyotas, all of which cost more). The seats offer plenty of support for long distance running, and the driving position is excellent—though the instruments, centered on the dash, take some getting used to. It is very roomy, too; Americans are downsizing their autos, and it time spent in the Yaris shows why Europeans have been content with such for years. Present and accounted for in the test vehicle (equipped with the Sport package) are all the essentials, and ...

Double-dip recession? Economists say the chances are slim, despite the drag on the world’s recover caused by the Euro-crisis. But American consumers aren’t so sure; slowing job creating and stock market volatility have had quite an effect on sales in May and June. New car sales figures for June were up only 14% over a dismal 2009; this caused the seasonally adjusted annual sales rate (SAARs) to drop from May’s 11.8 million units to 11.1. Last year’s was only 10.4 million, a far cry from the 16-17 million new cars, trucks, and SUVs sold before the recession. Winners were Chrysler, up 35% from its 2009 B/K levels, and big pickups, which were up 26% over last year. China continues to go great guns, helping companies like GM remain profitable. But that doesn’t mean much for the average American; data from the independent Conference Board shows almost a 10-point drop in consumer confidence from May to June—though it’s still above winter’s levels. Other independent surveys show that three quarters of US consumers think we’re in for a double-dip recession. Statistically, most economic recoveries suffer a pause somewhere around 12 months in, which correlates with what people are feeling. Neither ...

Infiniti has been targeting BMW since it began selling cars twenty years ago, and the G has been in many ways its most credible weapon in that war. Choosing between these two isn’t going to be easy. One’s reaction to a car’s appearance is subjective, so I wont spend much time on it, except to say that both the G37 and 335i really don’t look their best unless they are equipped with the sports package and its wheels and tires and are rear-wheel drive. Otherwise they look a bit tippy-toe and anemic, as the increased ride height of the AWD versions undercuts the sporty mien that a fast coupe should have. Inside, the Infiniti is more adventurous, with large, swooping forms. The BMW counters by being made from materials that at least seem more upmarket, and having a more usable rear seat (the G37’s rear window crunches down on back seaters’ heads) and a larger trunk that’s easier to access. The standard front seats in both are decent; the sports seats in the BMW provide more support when you’re reeling on it. Tech-wise, the latest generation of BMW’s iDrive control interface matches the intuitiveness of the Infiniti’s, but the ...

After spending a week at its wheel, I’m surprised that I don’t see more Mercedes GLK350s on our roads. There’s good value here in a vehicle that seems to offer the practicalities of the best-selling Lexus RX350, but with a dash more character. Perhaps the Benz doesn’t sell like the Asian segment leader because it’s shorter (by 9.5 inches), meaning that entry into the second row is tight. But it’ll still swallow a mountain bike without the need to remove a wheel, and overall it is quite comfortable for four. And the GLK’s interior is very well assembled, with some nicely beveled real burl wood, nicely turned-out leather, and soft-touch plastics—though vinyl seats and aluminum trim is standard fare. Interfaces and tech are current Benz; that is to say intuitive and thoughtfully configured. The RX350’s haptic interface does make these feel dated, however. I would say the Mercedes is a much more rewarding drive, even if its steering offers no more feel than that of the Lexus. Its ride is at least as good (on the standard 19” wheel/tire combo), and it handles with a lot more verve and better body control. The GLK350 also has a ...

The 2010 heavy duty Ram truck has undergone a major redesign, akin (though not identical) to that visited upon the half-ton model a couple years back. One of the most welcome changes is the replacement of the somewhat cramped Quad cab with a competitively sized Crew Cab; the ginormous Mega Cab remains as an option. Inside, the layout and class-leading quality mirror the Ram 1500, with supportive seats, logical control layouts, and a raft of enticing available options. Though the 3500 eschews the radical (for a pickup) coil sprung rear axle of the ½-ton, it too has gone to the suspension doctor. The result is much more precise steering and better control in corners, though a dually is still a lot of rig to herd. The Ram rides better unladen now, too—but still not as well as the Ford F350 or GM 3500s. But those two don’t have the venerated Cummins diesel, which has a reputation for train-like torque and reliability, and great fuel economy. It is now the only HD diesel that doesn’t have to use urea to clean up its exhaust in order to meet federal regs, meaning no expensive refills of what’s essential synthetic ...

Hyundai seems to get all the good press these days, but Kia—which it owns—is also going great guns. It was one of only three car companies last year to actually sell more cars in the US. Replacing the aging and generally unloved Spectra with the Forte no doubt contributed to Kia’s success. In any trim level it is a very good looking compact sedan, with a beveled taughtness that gives it an upmarket, confident presence. In topflight SX spec it looks even better, thanks to some tasty 17” wheels and low profile rubber. Inside, the classy vibe continues; the dash forms are pleasing to the eye, and assembly quality is excellent. If the general feel of the materials is hard and hollow, that’s the case in almost all the Forte’s competitors. Besides, you end up distracted by the cool ‘Supervision’ gauges and all the great standard conveniences, like USB, Bluetooth, and satellite radio. About the only genuine sour note were the front seats, which were covered in a very cheap grade of leather ($1000), which did nothing to increase their poor comfort quotient. At least the back bench was large and well shaped, ...

BMW has moved the edgy Z4 sports car upmarket into the ‘junior GT’ category somewhere between Mercedes’ SLK and SL models. Like them, it now comes only as a folding hardtop convertible, and therefore shares the strengths and weaknesses of that breed. BMW has done a commendable job of hiding the extra bodyside height necessitated by the roof mechanism, but its mass—alas—couldn’t be so easily disguised. Not that you can tell by the way the twin turbocharged sDrive35i model guns for the horizon; sixty is dispatched in just under five seconds, and that 300hp/300lb-ft engine’s fat midrange means there’s always urge when needed (there’s also a normally aspirated 255hp model, the sDrive30i). But in corners the Z4’s 3500 pounds mean it’s no longer the lithe and limber athlete it once was. Even the Sport model’s starchier underwear can’t keep it form resolutely understeering at the—admittedly high—limit. But judged as a grand tourer, this BMW makes more sense; the cockpit is much richer and roomier than of yore, and it is quiet, refined, and rides very well most of the time. As wonderful as the manual six-speed tranny is to stir, most will go for the new twin-clutch ...

Withdrawal pains are over for road racers and track addicts on the Front Range, now that High Plains Raceway is open. The four years we’ve waited since Second Creek closed seem worth it, so good is this new facility, which sprawls over 460 rolling acres just east of Byers off I-70. The track itself is a monster, with 15 flowing, rhythmic corners spread out over its 2.5-miles. But what makes it truly spectacular is the 340 feet of total elevation change per lap. The best tracks in the world, like Spa Francorshamps in Europe or America’s very own Laguna Seca, are legendary because the heart-in-mouth thrills of their rising and falling turns. No matter how many laps you run they still give a jolt of limbic-system juice as you’re variously compressed into the seat or go momentarily weightless. While drivers of all skill levels will enjoy the challenges of HPR, the special ingredient for us amateurs is how much run-off room the track layout gives; you’d have to be working very hard to wad up your car there, as any barriers are at a far remove from the action. This is the first road racecourse in the ...

Let’s work our way out from the inside. The new Sienna’s interior is a very, very habitable space. The middle row buckets tip forward, and slide fore and aft 26 inches, allowing occupants not only to lounge in comfort (especially if equipped with the optional La-Z-Boy-like ‘Long-Slide’ option), but they make access to the back row—which itself is quite comfortable—much easier for both kids and adults. All three rows are quite, meaning you can alternatively carry on conversations or hear babies scream better. The architecture of the dash is really quite engaging as well, though it makes for a bit of a reach to some of the controls, and color and trim choices like two-tone seats and contrast stitching are adventurous for the minivan segment. Toyota says this is necessary; we must re-engage toe 6000,000 buyers who have defected to more hip vehicles like SUVs and crossovers. The Sienna’s sheetmetal attempts this as well; it is more expressive, and the new SE model boasts a firmer suspension and other changes to keep dad happy while the kids are in daycare. He’ll find that indeed, the SE does handle with commendable acumen; it’s flat and hustles with surprising ...

Like Cadillac of late, Lincoln looks set to successfully reinvent its brand. Everything I’ve driven of late has exceeded my (admittedly low) expectations, most especially the MKT crossover. It shares much of its hardware with Ford’s Flex—which is excellent as well—though you’d never know it form outside or in. Flamboyant, swoopy sheetmetal that looks better in 3D than photos gives way to a sumptuous three-row cockpit of surprising quality. Highlights include instruments that are terrific updates of classic American themes and easy-to-use yet cutting edge tech, such as the Sync phone system, keyless go, remote start, next-gen navigation, and active park assist that actually works. The 3rd row folds flat into the floor, which is good, as the MKT’s sloping rear window limits headroom. And the second row bench (heated and cooled buckets are an available option) has no folding center row armrest; a cost-cutting measure thankfully absent elsewhere. The model I was impressed by was motivated by the terrific twin-turbo EcoBoost V6, channeling its 355 horses through the same impressively uprated 6-speed automatic as the Flex. Though there’s a normally-aspirated model, this is the one you’ll want: effortless passing power, and just-off-idle, arm-twisting torque ...