When Suzuki released the country’s ‘least expensive AWD car’, as they marketed the SX4, those of us who live in snowy climes took note, as options to the ubiquitous Subaru lineup are always welcome. So I didn’t know what to make of things when they not only dropped the all-wheel drive, but the little Suzuki as well, lowering it down over its bigger, bolder 17” alloys. Looked kinda butch, in a Mini-esque way, which was enhanced by the subtly sporty body kit and rear spoiler. Would this be an American version of the hot hatch Swift they firm successfully sells in other markets—a cool little car that is used effectively in international rally racing? While perhaps not that hardcore, I think Suzuki is on to something. The tighter suspensions settings of this Sportback result in better handling and composure, yet the ride isn’t so stiff as to rule out comfortable urban use over gnarly tarmac. The revised 2-liter is smoother, pumps out more power (150hp/140lb-ft), and gets better fuel economy. It’s coupled to a new 6-speed manual which is light and precise (a new CVT auto is optional). And, with only front drive, this ...

It was only a matter of time, we all knew, before Ford flogged off Volvo to the Chinese. In this case, it is Geely who picks up the charismatic division. In theory Volvo gets lots of money to continue its comeback and the new owners get access to loads of cutting edge tech for their own offerings as well. Ford gets money to pay off its debt, and can continue to focus marketing and engineering resources on its core brand—the irony being that Mercury is pretty much a total waste of said resources, except as a sop to its dealers, who usually also carry Lincolns. Ford is estimated to get $1.8 billion for Volvo; in 1999 they paid $6.45 billion for the company. As sad as some of us in the industry might be to see the deal completed, Volvo’s fate is much better than that of their Swedish cousin, Saab, who looks set to join the growing list of storied brands that just cant compete in the new world order.

There are certain buying trends I’ve seen in my time as an auto broker (dating back to 1991). One of the most prominent is that sales typically slow down from late October through mid-December. This is reflected in recent data from the major auction companies and tracking firms. Auction company Adesa says September prices are down 2% from their peak in August (but still up over September of last year), and CNW Marketing Research says independent used car dealers sales were off 7% (an expected result with the end of Cash for Clunkers). Prices at Manheim—the world’s largest auction company—were still high in September, though they didn’t trend up like earlier in the year. Experts don’t expect them do stay down, either. There’s still a dearth of ex-rental ‘program’ vehicles, and the expected total of new car sales this year is off 25% or so, which means there are a lot less trade-ins out there.

‘Always a bridesmaid…’ may be the best summation I can think of for Nissan’s terrific Frontier. For literally decades, it’s been viewed by most as the next-best thing to Toyota’s pickup truck offerings. There have been times when the Nissan has been the better vehicle, too—but to no avail. Just like with the rivalry between the Ford and Chevy ½-ton trucks, suitors just seem to like the Tacoma more. Which is a terrible shame. The Frontier is the real deal: tough—it’s based on a fully boxed, shorted half-ton Titan frame and powered by a 261hp, 4.0-liter version of the robust VQ six-cylinder, its got the guts (281lb-ft of torque) to tackle most any job. That’s bolstered in the case of this PRO-4X offroad version, which features specially-tuned Bilstein dampers, skid plates, and an electronically-controlled limited-slip Dana rear axle. Yet the Frontier doesn’t suffer from the unremittingly agitated ride of the Tacoma TRD Off-road, smothering most rough stuff quite well—though some really bad urban blacktop can get its live rear axle hopping. Steering feel is on par with the Toyota, and they are both quiet and refined. The Nissan has a more upright stance, which makes ...

You know how many newer cars have those little built-in sunglass holders near the rearview mirror? They can be a good way to gauge how the vehicle's manufacturer feels about 'perceived quality', that imprecise term that basically means: how nice does a car seem to be made-and is a reflection on the priorities of the company that built it. There was a time when aspiring Japanese brands like Toyota and Lexus went to amazing ends to create that feeling of quality.  But no longer.  Now that Toyota is the world’s largest car company, okay seems good enough.  Instead of a completely soft-lined finish to that sunglass holder, we now get a little piece of rubber material to protect your Foster Grants.  If that were the only cost cutting on display, I wouldn’t take issue.  But there’s more (or less, as it were): cheaper finishes everywhere, from mismatched door trim colors (with sharp edges of flash on the Camry’s door pulls) to hollow and scratch-prone console plastics in $80,000-plus LX570s. And it’s not skin deep; making more money is the only justification for the Highlander forcing the driver to walk around to the passenger side to slide the middle row seat forward to ...