Caught Testing: 2013 Dodge Hornet hatchback - Spy Shots

Chrysler is in desperate need of some competitive small cars and Fiat looks ready to help the American automaker fill that gaping hole in its lineup. Based on Fiat’s new C-Evo chassis, this new Dodge midsize sedan/hatchback will be similar in size and shape to the current Alfa Romeo Giulietta—a 5-door hatch that competes with the VW Golf and Ford Focus.

Our spy photographers captured this test mule from nearly every angle. At the front is a pair of high-tech-looking headlamps, visible beneath the front mesh. This car also appears to have a chunkier grille opening than the Alfa—though Dodge officials have previously said the days of the brand’s crosshair grille are numbered. Cast your eyes back and you’ll notice some strange lines running along the center of the car, as well as the rear doors.

This extra sheet metal should make the Dodge noticeably wider and longer than the Giulietta. The rear of this prototype looks well proportioned, with the exception of those peashooter exhausts which look totally out of place in the rear bumper. Kudos for the cool “telephone dial” alloy wheels; long an Alfa trademark, could they add some Italian flair to the Dodge?
Dodge Hornet and Chrysler 100C
Expect Dodge to drop the Caliber name when this car arrives sometime in the middle of 2012. The awkward-looking economy-car/crossover never caught on, so it makes sense to make a fresh start with its replacement. Chrysler is also expected to receive a version of the Fiat/Dodge to slot beneath the 200 sedan. As for names, the Dodge Hornet (used on the brand’s funky little 2006 concept car) and Chrysler 100 seem pretty safe bets.

First Official Photos: 2012 Porsche 911 - First Look

Recent spy shots showed an all-new Porsche 911 in the snow, winter testing. Next came images of the car at the Nürburgring, circuit testing. And now, Porsche has released images of a slightly disguised 2012 Porsche 911 as it was testing in South Africa.
Porsche. Porsche. Porsche. The automotive world seems to be ablaze with all things 991, the internal designation for this new 911. But I guess that’s expected when news about something as iconic as the next-generation 911 breaks. So why would you, the dedicated Roadandtrack.com visitor, give two shakes about a South African appearance? Well, even though Porsche has not released any official details about the car, we have a good idea of what the next 911 will be when it makes its debut at the 2011 Frankfurt Auto Show in September.

To recap what you may have missed, the 991 retains the strong design cues of the 911. For styling critics who scream “evolve,” here’s our counter: If ain’t broke, don’t try to fix it. The sideview mirrors have been relocated (moved from the corner of the windows to the doors)—a seemingly new Porsche trend also evident on Cayman and Boxster prototypes. As for the headlights and taillights, like those 3-year-old twins with a kicking problem sitting behind you on a domestic flight, try to ignore them—they are merely translucent stickers with printed designs furtively placed as a facade. So are the vents on the rear quarter panels.
Here is where things get a bit more prophetic. The new 911 has grown, definitively. From what we’ve heard, the 991 is 2.2 in. longer than the outgoing 997, but gains favorable dimensions by means of a longer wheelbase (4 in.), shorter overhangs (1.3 in. front, 0.5 in. rear) and a lower roofline (0.5 in.). The base of the A-pillars has moved forward by 1.4 in. for a sharper windshield rake, but the coefficient of drag remains the same, at 0.29. While bigger usually means heavier, the new 911, thanks to increased use of high-strength steel, is said to be lighter than the previous model. Early figures have the 991 weighing 55 lb less than the 997.

The base engine for the new 2012 Porsche 911 is purportedly a direct-injected 3.4-liter flat-6 with 350 bhp, similar to the one found in the Boxster S. A trim level up, the Carrera S is said to come equipped with a direct-injected 3.8-liter flat-6 pumping out 400 bhp. Improvements to fuel efficiency are certain for either engine. Juicier still are rumors about a new transmission for the 991: a 7-speed manual. That’s right, seven glorious gears to physically shift through. Bless Porsche and their clutch-loving hearts. Look for the 7-speed dual-clutch PDK to return.

If that isn’t brain-whetting enough, several sources have stated that the next-gen 911 will utilize the KERS hybrid system. Derived from Porsche’s 24-hour endurance race efforts, the Kinetic Energy Recover System stores energy from braking and converts it to additional on-demand power via a flywheel. Think of the efficiency gains found on a Prius, but used instead for fun (i.e. extra performance). If you’re concerned any additional horsepower gain will be washed away by the net increase in weight, don’t fret. With the use of aluminum and high-strength steel, the forthcoming hybrid model is reported to be lighter as well. If you’re planning to purchase the 911 hybrid, prepare to wait: a KERS-equipped 911 won’t make it to showrooms until perhaps 2015.

2012 VW Beetle feature Gallery

If you think the 2012 VW Beetle looks like the old Beetle, well, you’d be right: from Super Beetles to New Beetles and Ragster concepts, this newest version of the automotive icon is inspired by a 73-year history. But make no mistake: 2012 ushers in a Beetle full of today’s key automotive features and technology, from three engine choices to Keyless Entry, an available panoramic sunroof, Fender Premium Audio and more. So yes – the aggressive style, the retro lines and planted look will get your attention.  But it’s the car that will make you want to drive. And drive.
Sporty. Dynamic. Bold. Since its debut at the 2011 New York International Auto Show, those have been just a few of the words used to describe the newly redesigned 2012 VW Beetle. Arriving here, however, at this new interpretation of a classic icon, is a story about drawing inspiration from the original Beetle and translating its unique style in a modern way. To do that, Volkswagen Brand Design Chief, Klaus Bischoff and team eschewed the design geometry defined by three semi-circles (front wing, rear wing, domed roof above it), gave the car a lower profile, a longer hood and a steeper front windshield. They also stretched the Beetle 3.3 inches wider and 6 inches longer, creating a more sporting, powerful appearance.

Another key to the design of the new 2012 VW Beetle is the rear spoiler, integrated into the design of the car with a black top and a body color under side. What that spoiler also hints at is the Beetle’s performance: the 2.0L TSI® turbocharged gasoline engine, pictured here, will be offered with a DSG 6-speed dual-clutch transmission. At 200 hp and 207 lb.-ft of torque, the turbo will be the sportiest Beetle offered  – though you’d be hard pressed to say no to the 2012 VW Beetle 2.0L TDI Clean Diesel, thanks to 140 hp and 236 lb.-ft of torque. The TDI Clean Diesel Beetle offers manufacturer estimates of 40 mpg highway, 29 mpg city, and 33 mpg combined. Also available is the 2.5L five cylinder engine, mated to a 5-speed manual transmission or optional 6-speed automatic. The five cylinder engine produces 170 hp and 177 lb.-ft of torque.
A quick glance at the styling of the back of the 2012 VW Beetle reveals its connection to Beetle heritage. This is, however, unmistakably a Beetle for today with dual exhaust, 19-inch wheels and available features such as a panoramic roof, keyless entry and personalization options such as colors, wraps and an annual theme model.

Inside, Beetle heritage cues continue with available painted or carbon-look dashboards, an additional glove box integrated into the dash and optional gauges (oil temperature, clock with stopwatch function and boost pressure gauge) located above the entertainment system. There’s also a split-folding rear seat.

Driving this newest Beetle is a decidedly modern experience, and one designed for drivers, from its engine choices and available 19-inch wheels to details such as an instrument panel arranged directly in front of the driver (tachometer, speedometer, fuel gauge) that provides all key information at a glance. The steering wheel is specially designed with optional painted accents in the spokes depending on the equipment line. Framed by two air vents, the selected audio/navigation system is optimally located in the driver’s visual field on the dashboard. Within easy reach, climate controls are situated just below.

Key premium features available on the 2012 VW Beetle include the Fender Premium Audio System, which adds an additional subwoofer and 400 watts of output power along with proprietary Panasonic® speaker technology that covers the cabin with directional sound from front door speakers and front dual voice coil speakers. Those choosing this sound system also receive adjustable interior ambiance lighting.

Raising Money to help the funny: VW donates a 21st Century Beetle for the American Comedy Fund

As the old saying goes, “Laugh, and the world laughs with you; cry, and you cry alone,” but with a little help from Volkswagen and the 2012 Beetle, The American Comedy Fund would like to change that.

The American Comedy Fund was established by MTV Networks and Comedy Central as the first-ever charitable fund dedicated exclusively to providing social services and emergency assistance to comedic performers in times of need.

Volkswagen is donating a 2012 Beetle to The American Comedy Fund. The all-new Beetle, which boasts a sleek new look, increased horsepower, new engine offerings and a higher fun-to-driving ratio, will be auctioned off on eBay Motors with all proceeds benefitting The American Comedy Fund.

Comedy Central is honoring comedy’s brightest stars in the Comedy Awards. The event airs Sunday April 10, 2011 on Comedy Central with simulcasts on Spike TV, CMT, LOGO, Nick at Nite, TV Land and VH1. Tune in to the Comedy Awards for special announcements about The American Comedy Fund and the auction for the 2012 Volkswagen Beetle.

2011 Mercedes-Benz CL63 AMG, an AutoWeek Drivers Log Car Review

EXECUTIVE EDITOR ROGER HART: This 2011 Mercedes-Benz CL63 AMG is a wolf in sheep's clothing. From the outside, it looks like your standard, everyday luxury ride. Nice wheels, big tires, sleek appearance. Under the hood lies the wolf, ready to pounce and eat anything it wants along the highway. Having this much horsepower underfoot is truly addicting, and I only need a short period of time to fully drink the Kool-Aid. The seven-speed gearbox makes sure you are always in the sweet spot. And it has all the goodies you could desire, with terrific seats, distronic cruise and a rockin' sound system, along with the electronic stuff like lane-departure control and night vision.
If there's a negative with this car, it would be the weight. Having just driven the C63, which is 1,000 pounds lighter, the CL63 feels a bit sluggish. And that is despite the fact that the C63 has 100 hp less than the CL63. Lighter is better.
As a side note, it would be wonderful if Mercedes could figure out exactly what "63" means in its nomenclature. Here, the 63 stands for a 5.5-liter biturbo. In the C63, it stands for a 6.2-liter naturally aspirated V8. So, go figure.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Wolf indeed. This car glides along quietly and unnoticed, until you grab a paddle, downshift and put your foot into the throttle. Then the exhaust roars to life, the engine pours it on and the car positively launches into space, regardless of whether you're driving 7 mph or 70 mph. It is highly advisable to be holding the wheel and paying close attention because things start happening fast. Really fast.
I haven't mastered all of the car's various systems, but punching up sport for the powertrain and sport for the active body control provides a noticeable upgrade in the car's responses and reactions. The ride stiffens, and even the notoriously dull Mercedes steering seems to perk up and provide much better road feel. It's all good.
At the other extreme, the car can be surprisingly docile, motoring along quietly in comfort mode where its fuel-saving, hybridlike engine stop-start function kicks in at full stops. I'm not sure someone spending this kind of money on a performance coupe is that worried about fuel economy. But if it makes everyone, including Mercedes, feel better and allows it to keep producing these AMG extreme machines, I'm all for it. Green can be good. In this case, green can be great.

ART DIRECTOR CHERYL L. BLAHNIK: I jumped out of a Kia into this 2011 Mercedes-Benz CL63 AMG, and what a difference! This car looks incredible with its long, sleek look, sporty and large, five-star wheels and four exhaust tips out back.
The interior offers living-room comfort with quality materials and perfect fit and finish throughout. The Command system was intuitive enough to control all of the entertainment and navigation functions.
As with anything with an AMG badge, this CL63 is fast. I love the power off the line, and the active bolsters in corners surprised me at first, but they do a great job keeping you in place. Another surprise was the active lane-keeping assist with the slight vibration through the steering wheel.
After my one night, it's hard not to want to drive this car. It's comfortable, packs good performance chops, looks good and is a blast to drive.

EDITORIAL INTERN BRAD CONSTANT: Bob is right about having to pay attention when you decide to step on the gas. I spent an afternoon in the CL63 AMG and the first thing that caught my attention was how easily the car approached triple digits on the speedometer. I put the hammer down getting onto the expressway expecting a pleasant push back into the seat. But instead I was brutally introduced to car's 536 hp. Before I knew it, I was flying by cars while joyfully laughing like a little kid who got his dream gift on Christmas morning.
After that surprise, I quickly backed off to a reasonable cruising speed and enjoyed the comfortable ride, awesome interior and, as Roger put it, rockin' sound system. But I still longed to hear the magnificent sound from the CL63's exhaust.
On the inside, the CL63 AMG doesn't disappoint. The seats are comfortable, the materials are high-quality and the goodies are entertaining. This is what I expected in a car that cost $157,985.
But the CL63 AMG does not seem practical to me. It has a bunch of power that can't legally be used and a price tag that rivals the cost of many suburban homes in the Detroit area.
With that said, I don't think that anyone buying this car would care about the practicality of the CL63 AMG. In most cases, a person buys this car because it's capable, looks good and is a blast to drive.
If you're in love with Mercedes, can afford the price and are looking to buy a great piece of machinery, then this is the car for you.

EDITOR WES RAYNAL: I pulled into the lot this morning in this 2011 Mercedes-Benz CL63 AMG and someone says to me, "That's all you." And you know what? They couldn't be more right. This car is all me.
This is like having your own private jet--one you fly yourself. A seamlessly fast enjoyable hot rod is what this is--exactly what a performance coupe should be, with the V8 growl to match. AMG's version of active body control offers agility and supreme luxury-car comfort. I do still think the steering is a bit lifeless, though.
It would be hard to find another car this fast and this refined.

NEWS EDITOR GREG MIGLIORE: After driving this Mercedes rocket, I fully buy into the myth and magic behind the letters AMG. Everything about this car says and feels luxurious. It's also one of the most powerful, all-conquering automobiles I've ever driven. As others note above, it's almost easy to be lulled by the plush finishings, gorgeous wood-colored accents and generally opulent cabin. But this 5.5-liter V8 is omnipresent, packing a smooth, effortless punch during acceleration and hard launches. Because the driver is so comfortable, the entire experience is addicting.
The steering is direct and responsive, offering true feel and feedback for nearly all maneuvers. The brakes offer a strong bite early in the pedal travel, and the chassis is tight though still plenty accommodating in most instances. I encountered just one time when the sporty nature washed out comfort, and that was when hitting a rut in the road and there was little give to the front suspension. It's a foible I could more than live with for the bearing and composure this chassis exudes in all other situations.
The looks are swoopy and sleek. I love the quads in back and the aggressive fascia up front. Open the roof wide, push down all the windows and the driver gets a truly energetic feel with the wind whipping through hair and skin and the radio cranked.
I did find the controls to be slightly confusing, simply because there is so much going on. I was able to switch off eco mode, which seems pointless for a car like this, and punch up the sport setting easily. The start/stop feature did work smartly at a light, too, for whatever that's worth.
But all that really matters here is the engine. Again, it's a rocket. Power comes on low in the band, and it's easily and adeptly distributed as the driver lays on the throttle. It's almost surreal how fast one can make this car go with less than 3,000 rpm. Of course, you must dial up more to fully experience this road-going jet. This is truly the millionaire's commuter car.

ASSOCIATE EDITOR JONATHAN WONG: The exhaust note on this CL63 AMG sounds absolutely mad. So is the thrust from this twin-turbocharged V8 engine and that's with the base 536 hp and 590 lb-ft of torque figures. If you really had a lot of disposable income, you could drop another $7,300 for the optional AMG performance package to bump those figures to 563 hp and 664 lb-ft of torque. Oh, and the electronically limited top speed would move up to 186 mph from 155 mph.
For a car weighing this much, it offers good stick in turns. The AMG-specific suspension on this big boy does a respectable job here. Roll is still evident, but that's to be expected in a 4,800-pound vehicle. The upshot here is that the CL63 still rides luxury-liner smooth over broken roads and would be a great for long hauls while riding on the wide 20-inch tires. Steering feels light but offers decent responsive to inputs (for a Mercedes). The two-piece, high-performance brakes delivered all the stopping power I wanted with a solid brake pedal feel, too.
From the outside, the car looks imposing with the quad-exhaust outlets and big AMG wheels. The interior is a luxury cockpit with soft leathers, beautiful wood trims and a Command interface that I've become good at navigating through. Let's not forget about the massaging front seats with active bolsters to keep you from flying all over the place.
What's not to like? The start/stop is always default at startup, which I found annoying, but I'm sure it's required for fuel-economy-rating purposes. I do wonder how much gasoline it really does save. Then there was the active lane-keeping assist which would vibrate the steering wheel slightly before fully taking over and magically guiding you back the lane if you didn't get the message and correct your trajectory yourself--a little scary, if you ask me. There's also a slight hesitation at throttle tip that I didn't like. I'm guessing it comes down to the transmission engagement, but once you get going, the gearbox whips off quick and smooth shifts.
In all, this is a one heck of a GT car. Pricey for sure, but if you compare it with something like a Bentley Continental GT, the as-tested price of this CL63 AMG is nearly $35,000 less than the Bentley's base price. Yeah, the CL65 AMG would be a more direct competitor based on the number of cylinders and price, but I sure wouldn't have a problem settling for the force-induced V8 with 536 hp in the CL63. But that's just me.

SENIOR MOTORSPORTS EDITOR MAC MORRISON: Automotive overkill personified. And if I don't perhaps love it, I sure as hell like the 2011 Mercedes-Benz CL63 AMG. A lot.
The new wave of Mercedes-Benz products has caused me to raise an eyebrow more than once, and in a good way. Certainly AMG's new C63 is more my style, but the CL makes a strong sales pitch in a "yes I'm ridiculous, and I don't give a damn," middle-finger-waving fashion.
There's just so much here--so much power, torque and, obviously, ungodly weight at the curb. Throw in style, flash, panache, cachet and a beautiful interior.
The engine deactivation feature? Pretty funny. I'd like to have enough time to attempt to log just how much fuel you actually save if you run a tank with this function on compared with it switched off. The restarts are not what I would call smooth, and it's the one aspect of this car that perhaps doesn't meet M-B/AMG refinement expectations.
I have mixed feelings about the "lane-keeping assist." The little vibrations you feel through the wheel to alert you that you are wandering onto a solid line on the road are one thing, the self-correcting steering another. The purist in me finds it an affront to driving responsibility to have a car do anything remotely resembling "driving itself," but I'm sure this system is going to save a few people from repair bills, or worse. It's certainly a novel feature, however, and I wonder what the drivers behind me thought as I drove down the freeway letting the car wander purposely a few times just to see how the technology reacted.
There again, there's just no shortage of "stuff" available to ogle, marvel at and experiment with on this nasty terror of the modern road. No doubt Mercedes figures that it will gain far more sales than it loses. After all, if you ask "why?" here, the answer can be nothing other than, "because we did."

2011 Mercedes-Benz CL63 AMG
Base Price: $152,125
As-Tested Price: $157,985
Drivetrain: 5.5-liter twin-turbocharged V8; RWD, seven-speed dual-clutch sequential manual
Output: 536 hp @ 5,500 rpm, 590 lb-ft @ 2,000-4,500 rpm
Curb Weight: 4,806 lb
Fuel Economy (EPA/AW): 17/15.1 mpg
Options: 266 driver-assistance package including distronic plus adaptive cruise control, active blind-spot assist, active lane -keeping assist ($2,950); P02 premium package including rearview camera, night-view assist plus with pedestrian detection ($2,200) 867 Splitview ($710)

Hot News: Mitsubishi Lancer Evo XI Goes Hybrid

You may have heard rumors the next generation Mitsubishi Lancer Evolution will be an electric car. Well, they're true. But before you start writing angry rants in the comments box, read on. According to one source inside Mitsubishi, the Evolution XI, due in 2013, will be the best Evo yet.

To be built off the same platform as the chunky PX-MiEV plug-in hybrid off-roader concept Mitsubishi revealed at the Tokyo Motor Show last October, the Evolution XI will benefit from the company's latest electric/hybrid technology. The new Evo's 2.0 litre MIVEC petrol engine, borrowed from the current Japan-spec Galant, will be mated to a new plug-in hybrid system with lithium-ion batteries. But here's the twist: the Evo's main power source will not be the gas engine, but an electric motor that will drive the front wheels. The 2.0 litre engine, when needed, will drive the rear wheels.

The Evo XI will give drivers the option of driving in EV mode, though only for short distances, improving fuel efficiency and CO2 emissions. But it won't be a namby-pamby eco-warrior. According to our source, the electric motor will be an upgraded version of the 63 hp permanent magnet synchronous motor used in the i-MiEV, and the 2.0 litre MIVEC gas engine is expected to generate around 320 hp. Depending on how Mitsubishi manages the power flow between the two, the Evo XI could effectively have up to 350 hp on tap. The current Evo makes do with a mere 291 hp.

Our insider suggests Mitsubishi engineers are working toward a target 0-60 mph time of 4.5 seconds. "The new electric motor will effectively work like a turbo, only smoother," he says, "so there's no need to worry about power delivery."

What hardcore drivers will be more concerned about are the handling upgrades, which include a couple of hi-tech handling gizmos that were not finished in time for the Evo X, launched two-and-a-half years ago -- Active Steering and Roll Control Suspension. The Evo XI will also feature a new electronically-controlled active yaw control system (E-AYC) that regulates torque distribution between the rear wheels.

We tested an Evo prototype fitted with Active Steering and Roll Control Suspension way back in February 2006 and were impressed. But Mitsubishi Motor's recall problems, restructuring, and a decision to focus development resources on fuel efficient engines and cleaner CO2 emissions, led to these key pieces of Evo techno-wizardry being put on the backburner. We can still recall an engineer sighing at the Evo X's reveal in 2007 as he whispered: "This is not the finished product, you know."

Our sketches give one artist's impression of how the new Evo XI might look. Whatever the final design, this much is clear: Mitsubishi is determined to totally re-invent one of the world's great performance cars.

Mitsubishi Lancer Evo XI - New and Future Cars

If there is to be another Evo, it will probably have some sort of hybrid option, which is an infinitely better scenario than having no Evo at all.

With the launch of the Outlander Sport compact crossover as well as the electric i-MiEV, it seems Mitsubishi Motors is intent on adopting a green image. Word from Japan is that the company is slowly scrapping its sporty-car program in favor of more economical products.
The company’s in-house tuner, Ralliart, has been all but shut down, while plans for the next-generation Lancer Evolution have allegedly been put on hold. However, an inside source tells us that death reports of the next-generation Evo are premature. He informed us that there are still a few people within Mitsubishi who don’t want to see the company’s image car go away, and that development is underway on a plug-in hybrid version of the high-performance sports sedan.
“This way, it will conform to the company’s overall strategic plan of building fuel-efficient cars,” he says. “Yet it will have all the performance that the current Lancer Evo possesses.”
Although nothing is set in stone, it seems that at this point if there is to be another Evo, it will probably have some sort of hybrid option, which is an infinitely better scenario than having no Evo at all. And from what we’ve been told, the new car won’t be a slouch at the test track, either.

► NEW 2012 Volvo V60 Plug-In HYBRID Diesel - GENEVA 2011

New Corvette 2012 Concept Car

NEW 2012 Rolls-Royce Phantom 102EX Electric at GENEVA 2011

New Cars 2012 - Dream on !!!

The Top 10 Most Fuel-Efficient 2011 SUVs

For those of us who want a sport utility vehicle—to haul the kids, groceries and make it up that steep gravel driveway—but don't want the high monthly bills from the gas station, this is the list for you. Here are the top 10 most fuel efficient 2011 SUVs.

Read more: Best Gas Mileage SUVs - Fuel Economy for SUVs - Popular Mechanics

 

2011 Toyota RAV4 2WD

Base Price: $21,925

The Numbers (MPG): 28 hwy, 22 city, 24 overall

The Tradeoff: Toyota's ever-popular RAV4 made it into last place on this top-ten list by just barely beating out its old nemesis, the Honda CR-V. Needless to say, the upcoming all-electric version may hold quite a different position next time.

2011 Subaru Outback Wagon 4WD

Base Price: $23,195

The Numbers (MPG): 29 hwy, 22 city, 24 overall

The Tradeoff: When we reviewed the Outback last year, we were impressed enough to name it our Most Versatile Car. While not a tall, truck-based SUV like some of its competition, it still handled itself quite capably on rough terrain, thanks in part to Subaru's extensive experience with all-wheel-drive tech.

2011 Kia Sportage 2WD

Base Price: $18,295

The Numbers (MPG): 31 hwy, 22 city, 25 overall

The Tradeoff: During our recent test of the 2011 Sportage, we found that Kia has managed to improve every aspect of its small SUV, and while it was not exactly luxurious, we were pleased with the lighter, more responsive chassis, along with a boost in power and more available options. It represents a competent package for a competitive price, exactly as Kia intended.

2011 Jeep Patriot 2WD

Base Price: $15,995

The Numbers (MPG): 29 hwy, 23 city, 25 overall

The Tradeoff: Identical in fuel economy to the Jeep Compass, the four-door Jeep looks and plays the part of a proper Jeep well enough, although its more comfortable platform (shared with the Dodge Caliber) isn't quite as rugged as Jeep's other offerings.

 

2011 Chevrolet Equinox FWD (GMC Terrain)

Base Price: $22,745 ($24,250)

The Numbers (MPG): 32 hwy, 22 city, 26 overall

The Tradeoff: Last year we had a chance to sample the Equinox, and we came away fairly unimpressed with the overall driving experience, particularly with the relative ease that the four-cylinder engine had in getting the fairly heavy vehicle up to speed. And it's a substantially improved vehicle over its previous version.

 

2011 Hyundai Tucson 2WD

Base Price: $18,745

The Numbers (MPG): 31 hwy, 23 city, 26 overall

The Tradeoff: Hyundai vehicles are improving rapidly and substantially. The Tucson fits right in the current stable of small SUVs—it has no fatal flaws and is a comfortable, well-made vehicle.

 

2011 Mitsubishi Outlander Sport 2WD

Base Price: $18,495

The Numbers (MPG): 31 hwy, 25 city, 27 overall

The Tradeoff: The Outlander Sport is the most economical nonhybrid SUV here (its big brother the Outlander isn't far off, either), and we found it to offer good value and a surprisingly decent ride, although there was no hiding the lack of power compared to its competition.

 

2011 Toyota Highlander Hybrid 4WD

Base Price: $37,290

The Numbers (MPG): 28 hwy, 28 city, 28 overall

The Tradeoff: As would be expected, the top three fuel misers are all hybrids, starting with the Toyota Highlander. Interestingly, the 2011 Highlander Hybrid achieves the very same 28 mpg in the city as when cruising down the highway. We had a Highlander Hybrid as a long-term tester a few years back and were sad to see it go; it was as trouble-free as we could've hoped.

 

2011 Lexus RX 450h

Base Price: $43,235

The Numbers (MPG): 32 hwy, 28 city, 30 overall

The Tradeoff: The only true luxury vehicle on the list, the Lexus RX 450h offers great gas mileage and a smooth, quiet ride. When we last reviewed it, we immediately appreciated the understated appearance and lack of bling appeal, especially considering the seemingly endless list of features on this vehicle.

 

2011 Ford Escape Hybrid FWD

Base Price: $29,935

The Numbers (MPG): 34 hwy, 31 city, 32 overall

The Tradeoff: The Ford Escape Hybrid (along with corporate cousins the Mazda Tribute and the soon-to-die Mercury Mariner), takes top honors for SUV fuel economy. In front-wheel-drive trim, it serves up well over 30 mpg in all situations, as well as plenty of style and substance.

 

 

Top 10: All-Time Italian Cars

The famous men's portal AskMen.com recently published an article of 'Top 10 All-Time Italian Cars', and we're including a shrinked version of the article on our website..

You can read the full & original version here on AskMen.com.





Number 10: Fiat Panda

This former European Car of the Year made it clear that an Italian car could be a success without serious performance credentials. The 1980 debut of the Giugiaro-designed box on wheels gave buyers a frill-free way to get around without a great sense of urgency.




Number 9: Maserati Bora

Truly one of Maserati's best-looking and -performing cars, the V8 mid-engine coupe of 1971-1980 was good for up to 165 mph in tip-top tune shape. Even the EPA regulations of the day didn't emasculate the Bora as they did with other cars.




Number 8: Ferrari 308 GTB / GTS

The car most associated with Magnum, P.I. had plenty of star power in its own right, making it a success then and a reasonably affordable means of Ferrari ownership today. Some purists contend that the V8 mid-engine, 308 GTB coupes and GTS targas of 1975-1984 had misplaced powerplants that were four cylinders shy of being a true Ferrari.



Number 7: Lancia Stratos

The short wheelbase and wedge shape suggested performance, and the Stratos backed it up with a willing and able V6 sourced from Ferrari. With just under 500 produced from 1972-1974, you'd best grab any model you can find.




Number 6: Alfa Romeo Spider

Alfa Romeo has been dubbed as the poor man's Ferrari, but in some ways that's really a compliment. A twin-cam engine that loved to rev and tossable handling. Alfisti aren't enamored with the rubber-bumper cars that hit the scene in 1974, and the best compromise of looks and drivability is probably found in the steel-bumper 1971-1973 cars, with their fuel-injected, 2.0-liter engines.


Number 5: Lamborghini Murchielago

The all-wheel drive Murciélago still commands your full attention and respect for what its V12 can do, but now you can drive it hard without fear of needing major service at the end of the day. That's especially true of the LP640 and its even more powerful (632 horsepower) 6.5-liter engine, introduced in 2006.



Number 4: Ferrari 250 GTO

The original Ferrari GTO of 1962-1964 embodied what few other cars have: gorgeous looks, fearsome performance, racing success, and (relative) civility on the road. The Scaglietti design was used to more or less replace the bodywork of the open 250 GT Testa Rossa to comply with FIA sanctioning rules -- not that Ferrari played by all the rules.


Number 3: Fiat 500

Every country had its postwar "people's car." In Britain, it was the Austin Mini. Over in France, the Citroen 2CV slowly moved the masses. And, of course, the VW Beetle was a worldwide hit. The Italian version of this formula was the iconic Fiat 500.



Number 2: Lamborghini Countach

Some cars just weren't meant to be tamed; the best you can hope for is a truce. If any car embodies such a relationship, it's the Lamborghini Countach.




Number 1: Ferrari Enzo

Plenty of automakers claim to integrate racing technology into their street cars, but the ultimate example of this, and of Italian cars in general, is Ferrari's Enzo.

10 Great Cars that Time Forgot

Everybody knows the fastest, best-performing or most beautiful cars. The short list includes icons such as the Shelby Cobra, Lamborghini Countach and Ferrari Daytona. But besides the headline-grabbing machines, there is a wide variety of entertaining cars that, for one reason or another, don't come to mind when the car guys talk cars. So what do drivers who value performance but buy on value park in their own garages? Rides were largely overlooked when new and don't have great visibility today. But despite their under-the-radar profiles, these cars deliver above-average driving pleasure. Our ten favorites cover a wide variety of prices and eras, and only scratches the surface of worthy cars. Use this as a starting point for further rumination, cogitation and "If I were going to buy something today"-type conversations with your pals at the bar

Read more: Great Cars that Time Forgot - Forgotten Performance Cars - Popular Mechanics

 

Pontiac GTO (2004–06)

We can thank car guy Bob Lutz for the Pontiac GTO. Likewise, he's culpable for its lagging sales and unremarkable styling. The separated-at-birth 6/5th-sized Chevy Caviler Coupe was actually a lightly disguised Australian Holden Monaro, a coupe known for its robust V8 power and sturdy-for-the-Outback chassis. In its debut year, the GTO had the 350-hp 5.7-liter V8, while 2005–06 models got the 400-hp 6.0-liter. All models were quick and are ideal for drivers looking for a modern midsize muscle car that also handles and stops.

 

Dodge Omni GLH-S (1986–87)

Carroll Shelby is best known for his Cobras, and also the vehicles he brought to market with Ford. Lesser-known partnerships included an affair with Oldsmobile and a longer tryst with Chrysler. The lowly Dodge Omni GLH-S four-door hatch (500 produced in '85) and Dodge 024 GLH-S two-door hatch (1000 in '86) were among the first Chryslers to receive the full Shelby treatment. The GLH-S moniker stood for Goes Like Hell Some-More. Really. With intercooled turbo 2.2-liter four-cylinders making 175-hp, the cars were capable of ripping low 14-second quarter-mile times in stock form and were easily coaxed into the 12s with simple mods.

 

Ford SVT Contour (1998–2000)

With an exterior duller than Clark Kent in his workday suit, this Mondeo-based compact sedan was a product of Ford's Special Vehicle Team. Yes, the same guys responsible for the original SVO Mustang, Mustang Cobras, SVT Lightning pickups and plenty of other wicked rides. The subtle bodywork hints at a significantly modified 2.5-liter V6 with up to 200-hp at 6600 rpm. Reviews praised the Contour for its balanced handling and poise.

 

Acura NSX (1990–2005)

This unexpected Japanese supercar epitomizes why a generation of enthusiasts love(d) Honda. While other manufacturers fitted their midengine flagships with V10 and V12 engines, Honda crafted their rapier-like NSX with a high-revving V6 sized from 3.0- to 3.2-liters. The NSX's replacement for displacement was a lightweight body that would have made Lotus founder Colin Chapman proud. Its all-aluminum monocoque beat Audi (a company now touting the feature) to market by seven years.

 

Porsche 914-6 (1970–72)

"That's a Porsche?" If you drive a 914, that could be a frequent reaction from friends and family. Considered a red-headed stepchild compared to the iconic 911, the 914 was a two-seat sports car that didn't earn a good reputation with enthusiasts in part due to being meagerly powered by a four-cylinder VW engine. However, the 914-6 was more of a "real" Porsche because it benefited from the legendary flat-six out of the 911T.

 

Allard J2 (1949–52)

If you're interested in firing up the Wayback Machine, you might come across the Allard J2, a car that paved the way for Carroll Shelby and his Ford-powered ACE Cobras. Conceived and built in post-war England by Sydney Allard, the cycle-fendered two-seaters are most often found running Ford Flathead V8 and Cadillac overhead-valve V8 engines. Shelby would follow the American V8/English roadster–body formula to much greater success, rendering Allard a wonderful footnote awaiting discovery by new generations of enthusiasts.

 

BMW 540i (1996–2003)

Compared to the current BMW M-5 with its drive-by-wire V10 and overbearing electronics, the E39 5-Series from 1996 to 2003 represents a simpler era filled with much more organic driving experiences. The best of the E39s is unequivocally the 394-hp M5, but don't forget the allure of the less costly and complex 282-hp 540i. Its 4.4-liter V8 pumped out 324 lb-ft of torque at 3600 rpm, a fact that highlights the car's easy drivability, especially with a traditional three-pedal, six-speed manual gearbox. If you want the 155-mph limited top speed, find one equipped with the Sports Package.

 

Aston Martin DB Mark III (1957–59)

James Bond has driven some truly horrid cars (remember the AMC Hornet in The Man With The Golden Gun ?), but the Aston Martin DB Mark III from the pages of Fleming's novel Goldfinger was anything but horrid. Less well known than the newer DB5 used in the screen version of Goldfinger, the Mark III is a handsome 2+2 hatch powered by an in-line six-cylinder engine displacing 2.9-liters. Two-seat coupes and dropheads (convertibles) were other available body styles

 

Mazda RX-7 (1984–85)

The Series 3 RX-7 powered by the 13B turbo rotary engine was a wonderfully entertaining ride. The tiny flyweight body weighed just over a ton, offered drivers the tossability of a 50/50 weight distribution, and all of 135 hp. The rotary engine loved to rev, and aside from oil consumption, it remains a reliable mill. So smooth was the Wankel engine, a warning buzzer alerted the driver when approaching the 7000 rpm redline

 

Chevrolet Cobalt SS (2008–10)

Occupier of rental car lots across the country, the Chevrolet Cobalt earned its reputation for being a plain, cheap sub-compact of limited desirability. However, relatively hidden within the Cobalt line is the turbocharged, high-performance version called the SS Turbocharged. The twin-scroll blower maximizes the direct-injected Ecotec's effective range and delivers a whopping 260-hp through a Getrag 5-speed manual. The chassis proved so surprisingly well-balanced that the car's overall performance helped owners overlook that they were driving a Cobalt. One note: We're not including the earlier supercharged Cobalt SS here. The turbo version was not only more powerful, but had several chassis enhancements that transformed the car.