Mercedes recently unveiled its all new SL lineup, and while the technology it incorporates, such as an aluminum structure and body, are laudable, it doesn’t look the instant classic that the last several generations have been, either in photos, or—according to eyewitnesses—in the metal. So let us celebrate the current model, here in its best version, the SL63. The new one has a lot to live up to… That’s because the R230 series (introduced in 2003) was almost perfectly proportioned from the get-go. Its classic long-nose/short-tail look wasn’t upset by incorporating the folding metal roof of the smaller SLK, and it has aged very gracefully. A major facelift that brought a more aggressive front fascia in 2008 kept it contemporary, and continual mechanical updating made it competitive with newer rivals. On the SL63, things reach their apogee; the nose blends just that much better with the aero addenda, big wheels, and other details that distinguish the AMG model. Inside, it still looks great too, though there are some annoyances: the storage bins under the front of the seats make it hard for shorter occupants to get in and out, and the older COMAND infotainment system is dated. No matter; the plush surfacing ...

I had quite the negative experience with the Equinox’s fraternal twin, the GMC Terrain, a couple years back, so expectations weren’t high for time spent with this Chevrolet. At the end of a week driving it, though, I emerged surprised and pleased. That Terrain was motivated—if that’s the word—by a gutless, strident four cylinder engine. Not only did it lack power, but its fuel economy was abysmal. Despite strong EPA numbers of 20/29 with a combined rating of 23, we never got over 20.5mpg. You might think that was due to my lead-weighted foot, but not this time. That stellar number was achieved cruising down flat, strait interstates at legal(ish) velocities, on cruise control. Making it worse, four cylinder Terrains and Equinoxes get horrid electric-assist power steering. Not only does it have no real feel, but its highway tracking is nonexistent, requiring constant, fatiguing corrections from the driver. So you can imagine how excited I was to get into an Equinox. But as I settled into its well built, attractively designed cockpit, my negativity began to dissipate. I had forgotten how nice it was inside these GM crossover twins.  It sure didn’t hurt that this loaded LTZ model had sweet two-tone leather ...

As the owner of a classic Jeep CJ-7 I am in awe of this newest Wrangler. It has morphed into a vehicle that, as an adult, you can actually drive everyday without undue penalty, all while reveling in an slice of iconic American engineering, and without feeling like a pretender. For this latest Jeep is more capable off road than almost any of its illustrious predecessors. But as I kept it on pavement, let’s concentrate there. It still looks the business, from its butch stance to great details like the exposed door hinges. Inside, it’s amazing. Redesigned and upgraded last year, the new cockpit is well built of what feel to be high-quality materials (though ones that can still stand the weather when you leave the top off), and you can get most all the modern gizmos such as Bluetooth, iPod hookup, and nav, along with cozy-making features like heated seats and remote start. The leather seats in my Rubicon tester seemed silly though; they felt—and squeaked—just like the vinyl ones in my 1982 model. The other big change of late is the replacement of the gutless (yet fuel guzzling) old V6 for the new 3.6-liter Phoenix twincam engine. Its 285hp mean ...

As a previous owner of the last-generation Acura TL, I was aghast at what happened in 2008 when it was redesigned with the company’s bold (offensive?) ‘shield’ grill motif. Obviously, I wasn’t the only one: sales never met the company’s expectations, even though the TL range spread out to include an AWD version, featuring the company’s killer Super-handling’ torque distribution system, which insured great handling, regardless of the road’s condition. Acura has finally seen the handwriting, and in one of the more apropos usages of the term ‘ automotive facelift’, trimmed the TL’s prominent beak. They’ve also tidied up some of the tail end’s more triangular excesses. The result is a less polarizing, more refined look that should attract more buyers to what was—and remains—a great midpriced luxury/sports sedan. More substantive changes include adopting a six-speed automatic across the lineup (also comprising a front-drive TL with a smaller, less powerful engine). Teemed to the 305hp/273lb-ft engine, which benefits from friction reducing measures), the result is smoother revving, faster accelerating at 0-60 in 6.2 seconds according to Caranddriver [link] and better fuel ecomony: 18/26mpg. The TL’s interior remains a generally pleasing place to while away the hours, with supportive seats, high-quality materials, a really ...

When you arrive at LAX and they bring you to the small Chevy you’re going to be driving for the next few days through one of the most car-centric cities on earth, Los Angeles, excitement isn’t the emotion that normally stirs in an enthusiast’s breast. Especially when you see the staggering, ferociously cool 556hp Cadillac CTS-V wagon they’ve parked it next to. At least they’re the same color… Then you look closer, and realize how pert and well proportioned this Sonic is—even as a four door sedan. Normally, the “trunked” version of hatchbacks look odd and unnatural, but both the funkier five door hatch and this Chevrolet have curb appeal. Inside, what greets you is simply the best economy-car interior ever from the Bowtie brigade. Great style, quality on par with Asian rivals, nice comfy, adult-sized seats, and an original, motorcycle-influenced instrument package. Of course, the vehicle I had climbed into was an LTZ model, so it was pretty well equipped, but either way I was impressed. The way this Chevy goes down the road continues the quantum leap company made from the Cobalt to the Cruze, its bigger brother. Refined and quite, with good damping ironing out the worst of LA’s concrete slab-induced ...

The current RAV4 will be replaced soon, and I will miss it; here was perhaps the finest affordable, small crossover ever conceived. Especially for those of us living in places like Colorado, where the thin air saps significant horsepower, the need for a powerful engine to conquer the steep mountain passes, pull with authority, or just provide fun, is a great option. And its one that will no longer be available on this model’s replacement, who will be exclusively motivated by four cylinders. Sorely lacking will be the hot rodders’s favorite trick of stuffing a big motor—in this case, the great 268hp, 3.5-liter V6—in a small, light body (the RAV weighs several hundred pounds less than most competitors, despite offering more cargo room). Gone will be class-leading acceleration and real-world low-to-mid-20s fuel economy that beats most rivals. And despite the lack of mass, there’s no lack of refinement in the RAV4; the Limited model I tested felt like a mini-Lexus in the way it smoothed rough urban roads, and all its major controls—steering, throttle, brakes—all had a honed polished reminiscent of Toyota’s luxury brand. Seating comfort was likewise first-rate, though some of the materials inside show evidence of the cost-cutting that began ...

The current RAV4 will be replaced soon, and I will miss it; here was perhaps the finest affordable, small crossover ever conceived. Especially for those of us living in places like Colorado, where the thin air saps significant horsepower, the need for a powerful engine to conquer the steep mountain passes, pull with authority, or just provide fun, is a great option. And its one that will no longer be available on this model’s replacement, who will be exclusively motivated by four cylinders. Sorely lacking will be the hot rodders’s favorite trick of stuffing a big motor—in this case, the great 268hp, 3.5-liter V6—in a small, light body (the RAV weighs several hundred pounds less than most competitors, despite offering more cargo room). Gone will be class-leading acceleration and real-world low-to-mid-20s fuel economy that beats most rivals. And despite the lack of mass, there’s no lack of refinement in the RAV4; the Limited model I tested felt like a mini-Lexus in the way it smoothed rough urban roads, and all its major controls—steering, throttle, brakes—all had a honed polished reminiscent of Toyota’s luxury brand. Seating comfort was likewise first-rate, though some of the materials inside show evidence of the cost-cutting that began ...

In a nation of SUVs the idea of a wagon is radical. In a normal sedan or wagon you sit at a traffic light surrounded mainly by sheetmetal, punctuated by door handles and the tops of tires; you must look up to see the faces of those in the vehicles around you. But the reaction of those folk will be overwhelmingly positive if you’re inside the sleek Mercedes E350 wagon, especially if it is gussied up with the optional AMG body kit, hunkered down over lovely 18” split-spoke wheels. This commodious hauler, inheritor of a succession of upper crust rides such as the classic Benz W123 and 124 series, appeals to a very wide cross section of the US public, where it is very rare site—unlike in Europe, where the virtues of wagons receive much wider acceptance. Those include cargo capacity almost on par with that best-selling of luxury crossovers, the Lexus RX350, in a smaller, more maneuverable package, a rear-facing third row of seats that kids love, and a lower center of gravity that benefits handling. this is one tossable conveyance. About the only downside is ride that can be a bit busy for a luxury car, though it is on ...

A surprising thought occurred while I was driving the Infiniti M56x: it was like a Japanese version of Jaguar’s new XJ flagship. Both are sleek, boldly styled large sedans with some controversial elements. In the English car’s case, it’s the vertical tail lamps and the plastic-clad D-pillars; on the Infiniti, it’s the very voluptuousness of the forms, as compared to the predecessor’s more conventional sheetmetal. Inside both are very contemporary too, and wonderfully nice places to while away the miles. The same plumpness of form defies the instrument panel, center console, and other elements inside the M56x, and the optional silver-powdered Ash wood is simply stunning. The quilted stitch work on the sumptuous seats and doors doesn’t hurt either. Of course, there’s a large price difference between the cars (the M56x is more a competitor to the midrange Jaguar XF), and the intuitive, highly functional nature of the Infiniti’s infotainment system leaves the poorly executed XJ interface and virtual instruments far behind. Similarities arise in the way the two go down the road as well. Both have quick steering and aggressive turn in, lending an athletic air to such large sedans, and both suffer from brittle rides over many less-than-perfect surfaces. And ...

I had wanted a week with Audi’s smallest diesel (at least available Stateside) since I heard they were bringing it here, and I wasn’t disappointed. What a wonderful alternative to other premium fuel-sippers like the Lexus CT200h and HS250h and Lincoln MKZ hybrid. The two efforts from Lexus underwhelmed, what with their moaning transmissions and raucous engines, not to mention quality corner cutting, odd looks, and horrid electric power steering assist. Contrast that with the slick A3, especially when dolled up with the S-line appearance pak and lower, sports suspension and big 18” wheels. Inside the A3 trounces the others as well, with quality that appears more than skin deep and beautiful aluminum detailing. Size-wise the A3 is akin to the CT200h, which makes it a great urban runabout. Smaller people fit fine everywhere, and the hatch makes it a great small wagon, but it might be too tight for some of our corn-fed countrymen. The Lincoln is roomier inside, though its trunk limits ultimate cargo flexibility. The Lincoln drives better than the Japanese competitors, too, with lots of power and real-world fuel economy numbers close to its EPA ratings of 41/35. The Audi counters with 30/42, as diesels usually do better ...