Acura MDX vs. Audi Q7 3.0T, BMW X5 xDrive35i, Land Rover LR4 HSE, Lexus GX460

Acura MDX vs. Audi Q7 3.0T, BMW X5 xDrive35i, Land Rover LR4 HSE, Lexus GX460

The words “coast to coast” have very specific connotations when they appear in this magazine. The Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash, for one. Not this time. Do you see any California beaches in these photos? Any Red Ball Garages?

The coasts visited on this tour do lie on vast bodies of water, but the water is fresh (so to speak) and defines the eastern and western boundaries of  Michigan’s Lower Peninsula.

So, rather than the 2798-mile blitz from New York City to Redondo Beach, California, as in the original Cannonball Run, our coast-to-coast dash was a little more modest—135 miles, from Alpena on Lake Huron at the east to Traverse City, tucked into Grand Traverse Bay off Lake Michigan, on the west. With some dirt-road diversion, plus the trek from and to Ann Arbor, it added up to 650 miles. Which seemed like enough. More than enough, in at least one of  these vehicles.

There were five, and their classification isn’t quite as easy as their shapes might suggest. We’re tempted to call them crossovers, but for all its elasticity, that word can’t stretch quite far enough to cover the Lexus GX460. One of the guides we use in identifying crossovers is their construction—unibody  versus body-on-frame, usually based on front-wheel-drive passenger-car architecture. The 460’s body doesn’t catch up with its chassis until late in the assembly process. Which makes it a truck.

For that matter, even though the four others are unibodies—frame rails integrated with the body structure—the front-drive passenger-car connection is pretty much absent.

We also look at towing capacity. Vehicles rooted in front-drive architecture tend to be relatively anemic as draft animals—usually 4000 pounds max—but even that simple rule of thumb fails us here. The Acura MDX, which traces its ancestry to the front-drive Honda Odyssey minivan, has the lowest rating in the group, but it’s a respectable 5000 pounds.  And the max capabilities range up to the Land Rover LR4, pegged at 7716.

In the end, we settled for a classification based on one inarguable attribute: three-row seating. Not very snappy. But accurate. You could add the word “luxury” because that, too, is accurate. The ­amenity quotient is high across the board, and so are the prices. The as-tested ticket for each member of  this quintet is well above $50K, soaring to a max of  more than $67,000.

With snow in the forecast, we climbed into our three-rows and set out for Michigan’s northeast coast, right where the index finger would poke up through the mitten of the Lower Peninsula. Suffice it to say, Dom DeLuise won’t be starring in this movie, but that doesn’t mean it wasn’t entertaining.Continued...

2013 Infiniti JX Crossover

2013 Infiniti JX Crossover

Infiniti’s EX and FX crossovers are a hoot to drive, but as showroom performers, they’re the Microsoft Zunes of the automotive world. Crossovers like the Lexus RX and Acura MDX trounce the duo’s combined sales by tremendous margins every month in the charts. The execs at Infiniti are well aware of this, and are preparing the three-row JX to properly mount an assault on the luxury-crossover market.

Through the garbage-bag garb of this prototype, we can make out an Infiniti grille that may even beat that of the M sedan for bulginess. The roofline of the car in these photos is clean and elegant, tapering towards the rear into the oval-shaped rear window like those of the EX and FX. The design seems very far along—perhaps it’s even finished—and in profile, the truck is somewhat reminiscent of the low-slung Audi Q7. There isn’t a lot you can do to disguise seating for seven.

Infiniti Badge, Nissan Roots

Unlike the rest of the current Infiniti lineup, which depends on just two rear-drive-based platforms—one for the G, M, EX, and FX, and a second for the QX—the JX will borrow a front-drive-based Nissan platform. (Our guess is the architecture from the Altima and Murano.) The bosses at Nissan and Infiniti haven’t yet spoken to the degree of differentiation between the JX and any Nissan siblings, but we expect the Infiniti to be something more than simply a stretched and rebadged Murano.

Our spy photographer also got a clear shot of the JX prototype’s interior, and the car shows both its Nissan roots and some Infiniti-style touches. The layout of the center stack is clearly dependent on what you’ll find in the Nissan Murano, with a centrally mounted display flanked by air vents. The gearshift lever is similar to what you’d find in other Infinitis, though, and you can also spot the same knob on the center console, situated between the seat-heater controls, that controls chassis settings on other Infinitis.

As we previously reported, Nissan has filed paperwork with the U.S. Patent and Trademark office to trademark JX20, JX25, JX25h, and JX30. Which—if any—of these badges will one day adorn JX crossovers on the road is difficult to say. Infiniti’s current naming convention indicates the engine displacement in liters multiplied by ten, and we have a hard time believing the company would sell a three-row crossover SUV with a 2.0-liter or 2.5-liter engine—at least in the States. What’s more, Nissan doesn’t even have a 3.0-liter engine in the parts bin right now, save a diesel six offered in a few Renaults. In spite of there not being a trademark filing for JX35, we think the crossover is most likely to receive Nissan’s ubiquitous 3.5-liter VQ V-6, which produces in the neighborhood of 290 hp in most of its front-wheel-drive applications. Given Nissan’s proclivity for rubber-band transmissions, a CVT may be the only transmission on offer.

That’s where the speculation ends. In showing off its sketch in New York, Infiniti laid out its timeline for the JX: It will show a concept version at the Pebble Beach Concours d’Elegance in August, and follow that with a production vehicle at the L.A. auto show in November. Expect more information as those dates near.

2014 Infiniti Electric Sedan

2014 Infiniti Electric Sedan

What it is: A sleek luxury sedan designed as a dedicated EV.

Why it matters: If EVs become a success, Infiniti will—for the first time—be a leader. The other luxury brands, after all, only make hybrids.

Platform: The Infiniti will be built off the Nissan Leaf.

Powertrain: The Nissan Leaf motor, likely tuned to make between 130 and 150 horsepower, powered by lithium-ion batteries, driving the front wheels through a single-speed transaxle. The range should be better than the Leaf’s real-world 80 miles.

Competition: Fisker Nina and Tesla Model S (if they are ever produced).

What might go wrong: The Infiniti EV will be a good-looking, well-appointed sedan, but the question remains whether more than a few customers will be ready to put up with a diminutive range, long charging hours, mediocre performance, and a huge price premium.

Estimated arrival and price: Mid-2013, more than $40,000.

2013 Infiniti JX Concept Sketch

2013 Infiniti JX Concept Sketch

We appreciate Infiniti’s forthrightness in announcing a sixth model for the American market. The company is using the occasion of the New York auto show to tease us with a sketch of the seven-passenger JX crossover, while a concept will appear at the Pebble Beach Concours d’Elegance in August and the production version will bow at the L.A. auto show this November. Glad that’s out of the way. The rest of the details, however, are still murky.

To wit, the watercolors-meet-blur-tool rendering shows a metal-trimmed sidelight opening that sweeps back into a kinked D-pillar, a treatment very similar to the one on Infiniti’s recent Etherea concept. (That same kinky look was also used on Infiniti’s too-hot-for-production Essence concept.) Muscular fenders and flowing body lines match the rest of Infiniti’s current lineup, save for the more blocky QX56. Fortunately for the JX, by way of its two-box shape, it doesn’t appear to suffer from the which-way-is-it-heading problem the Etherea did.

There’s no official word on what will motivate the JX, but trademark filings we uncovered last summer provide some hints. Infiniti has secured the rights to the JX20, JX25, JX25h, and JX30 badges, suggesting a lineup that could include four-cylinders, V-6s, and a hybrid. It’s doubtful that all four would be offered, with the more likely explanation being Infiniti’s desire to safeguard the alphanumerics for possible future use. The hybrid, however, is almost a guarantee, if not from the start.

An all-wheel-drive option also is a given, although the JX may be the first Infiniti in a long while to be based on a front-drive architecture instead of a rear-drive platform. If that is in fact the case, we won’t be surprised if Nissan gets its own version of the large crossover.

We also won’t be surprised when the expected concept looks nearly production-ready. If we don’t know much about the JX, at least we know exactly when we’ll know more. Look for more details at Pebble this summer.

2012 Infiniti M35h , M Hybrid - Drive

2012 Infiniti M35h , M Hybrid - Drive

As the first in-house hybrid from Nissan/Infiniti, the M35h is pretty unassuming. Indeed, although the test cars we drove in Japan were covered with decals advertising their gasoline-electricness, small “hybrid” badges on the production models’ front fenders will be the biggest powertrain giveaway once the cars arrive stateside next spring.

Now, before you frothily remind us that Nissan already has a hybrid in the Altima, remember that it uses technology licensed from Toyota, a complicated system with two electric motors and a planetary CVT. The M hybrid takes a simpler, Nissan-engineered approach to integrating electric power. Like the latest hybrids from Hyundai, Porsche, and Volkswagen, the Infiniti’s single electric motor is located between the engine and automatic transmission, in place of a conventional torque converter. The 67-hp motor is connected to the crankshaft via a wet-plate clutch. This allows the M to use its 1.3-kWh, 340-volt lithium-ion battery pack for electric-only propulsion at speeds up to about 60 mph as long as the driver keeps throttle application below 20 percent. During deceleration, the system will turn the engine off and decouple it from the driveline at speeds as high as 81 mph, as opposed to simply shutting off the fuel supply, which means some amount of energy is still being spent.

Should you need more power than the electric motor can supply, the gas-powered engine will kick in, although a second, dry clutch in front of the rear differential slips when the car changes from electric to gas mode to help smooth out any potential jolts. Nissan uses the designation VQ35HR for the 3.5-liter V-6 in the M35h. Technically, it’s the same engine that’s used in the EX35 (as well as in the M35 and G35 in previous model years), but in this application, the output is 302 hp and 258 lb-ft of torque. Infiniti is short on details as to all the ways in which this engine differs, but we do know that the M35h’s V-6 has different cam timing and uses the late-intake-valve-closing Atkinson cycle for greater efficiency.

It’s a Hybrid, So It’s Heavy

There’s always a catch with hybrids, of course, and that catch is weight. In the M35h, the penalty is 265 pounds compared with a conventional M37, which Infiniti claims is 66 fewer pounds than the toll exacted by the Lexus GS450h’s hybrid system. That means the M35h should weigh in around 4300 pounds. The extra low-end torque provided by the hybrid system should offset the extra heft; we predict a 0-to-60-mph time of 5.5 seconds, the same as that turned in by the M37 in a recent comparison test. Of course, as in most hybrid sedans, the M35h’s battery pack sits behind the rear seats, compromising trunk space.

Our brief drive of a right-hand-drive, Infiniti-badged Nissan Fuga (as the M is known in Japan) suggests that the M37’s solid handling has been preserved, especially in the braking and steering departments. The only herky-jerky event we encountered was from mashing the accelerator pedal at low speeds. A jolting downshift from the seven-speed automatic transmission was followed by a second surge as the electric boost was routed to the rear wheels. We experienced the aggressive engine shut-off, too, as we observed the revs drop to zero while humming along at 70 mph. It’s easy to stay in electric mode, although we’ll have to wait until a stateside drive of the production car to see if the M35h keeps up in traffic without using the gasoline engine.

Infiniti claims the M35h has fuel economy close to that of a 1.8-liter economy car. If the M hybrid can match the numbers of an automatic-transmissioned Nissan Versa (which, conveniently, is available with a 1.8-liter engine), it would achieve EPA figures of 24 mpg in the city and 32 mpg on the highway. That would be an improvement of 6 mpg over the M37 in both categories, which seems reasonable considering the Infiniti’s bias toward performance and the lofty mileage numbers achieved by the Ford Fusion and Hyundai Sonata hybrids.

Oh, and there’s another catch with hybrids, and that is price. Again, Infiniti is short on details, but we expect the M35h to sit between the M37 and M56 in the product lineup. We’re also guessing the base price will be closer to that of the M56 than its V-6 counterpart, or about $53,000. Lexus has had a hard time moving many copies of the slightly more expensive (and performance focused) GS450h, and we aren’t going to predict significant sales for the M hybrid just yet. But we can already tell this Infiniti will be more fun to drive than the Lexus.

2012 Infiniti M35 Hybrid - Info

2012 Infiniti M35 Hybrid - Info

Japanese manufacturers have been leading the hybrid movement from the beginning, but so far Nissan’s only entry has been the Altima hybrid, which licenses its powertrain from Toyota and is only sold in eight states. Now, shortly after announcing the Leaf electric car, Nissan tells us that its Infiniti luxury arm will be getting into the hybrid business with the 2012 M35 hybrid debuting at the Geneva auto show.

While the company is currently being coy with performance and fuel-economy estimates, it's calling the M35 the “cleanest and most economical car in Infiniti’s history.” With technology previewed by the Infiniti Essence concept from last year's Geneva show and now coined Infiniti Direct Response Hybrid, the M35 hybrid will feature a 3.5-liter V-6 augmented by a 67-hp electric motor fitted between the engine and a revised seven-speed automatic transmission. There is no conventional torque converter. The rear-wheel-drive-only car will be capable of moving solely under electric power, although Infiniti is keeping quiet on how far or how fast. The company claims that its 1.3-kWh laminated lithium-ion battery is the same size as a nickel-metal-hydride battery pack, but with twice the power, and that the use of manganese for its positive electrodes improves the battery’s temperature stability and, therefore, overall reliability.

The 2010 Infiniti M will go on sale in the spring of 2010, with the hybrid to follow about a year later as a 2012 model.

2012 Infiniti M35h Hybrid

2012 Infiniti M35h Hybrid

Infiniti has announced that its first-ever hybrid model, the M35h, will start at $54,575 when it goes on sale at dealers in mid-March. This seats the 360-hp M35h squarely between the $47,925 M37 and the $59,325 M56.

It’s difficult to compare the M35h’s price to competitors’ because, quite simply, there aren’t a whole lot of ‘em. The aged Lexus GS450h starts at $58,925, and can muster an EPA fuel-economy ratings of only 22 mpg city/25 highway against the Infiniti’s 27/32 rating. Mercedes-Benz’s diesel E350 Bluetec represents an alternative approach to fuel sipping; it undercuts the M35h at $51,850 (although the Infiniti is much better equipped), and is good for an EPA-estimated 22 mpg city/33 highway. It’s worth mentioning that Audi soon will have a hybridized A6 on the market, too, although it hasn’t been confirmed for U.S. sale.

Infiniti Etherea Concept Debuting at Geneva

Infiniti Etherea Concept Debuting at Geneva

Infiniti will blur the distinctions between traditional car body styles with its Etherea concept; the compact vehicle is said to combine coupe, sedan, hatchback, and crossover elements. It debuts at the Geneva auto show and presages a future entry-level Infiniti model that will be smaller than the current G.

While the Etherea’s front end somewhat resembles that of other current Infiniti products, the rest of the vehicle is anything but traditional. A curved roof permits a large, expansive greenhouse that tapers into a wraparound glass hatchback. Infiniti says some of the car’s styling elements will be found on future products, including the crescent-shaped C-pillars that resemble those first seen on the brand’s Essence concept. The concept looks about as confused as you’d expect a coupe/sedan/hatch/crossover to.

The design is supposed to provide maximum space for passengers and mechanical components. At about 173 inches long, the Etherea is more than a foot shorter than an Infiniti G25. The company hasn’t given up on its performance bent, and previous info has hinted at either rear-wheel or all-wheel drive for the new model. We’ll have to wait until Geneva for more info on the concept and its production counterpart.

Infiniti Etherea Concept

Infiniti Etherea Concept

Infiniti is still a young brand in Europe, but the influence of the Continent is already manifesting in the brand’s endeavors. Case in point: The Etherea concept for the 2011 Geneva auto show, a front-wheel-drive compact hatchback that Infiniti describes with phrases such as “an exploration into what a future entry-level Infiniti may be like,” and “highly significant and a breakthrough in what Infiniti thinks about itself.”

For the record, we liked what Infiniti already thought of itself—or at least what we thought Infiniti thought of itself: a slightly poorer man’s BMW. Hallmarks of the marque in the recent past have included long-hood/cab-rearward proportions, rear-drive-based platforms, and potent, rev-happy powertrains. But those priorities may change if the Etherea says anything about Infiniti’s design and engineering direction.

Curvature Complex

From a design standpoint, the Etherea sort of picks up where Infiniti’s swoopy Essence concept left off two years ago. Infiniti says it contains coupe, sedan, hatchback, and crossover elements. Whatever; it’s a five-door with an obvious fear of straight lines. The Etherea is the exact opposite of clean and simple, with its, er, distinctive C-pillar treatment, bony shoulders, chopped headlamps, and many other design embellishments we’re not sure we like but which will certainly find their way onto future Infiniti models. As to that future entry-level Infiniti, this concept is certainly compact; at about 173 inches long, the Etherea is more than nine inches shorter than Infiniti’s shortest current vehicle, the EX35 crossover.

Hybrid, Front-Wheel Drive, and CVT

Power for the Etherea concept comes from a supercharged 2.5-liter four-cylinder gas engine rated at 241 hp, augmented by an electric motor of undisclosed strength during acceleration. Infiniti says the motor can do all the work at low speeds, although the company declined to state at which speed or after which distance the gas engine takes over. The Etherea also features front-wheel drive and a continuously variable transmission, unlike any current Infiniti. The whole things sounds suspiciously like an Infiniti-ized Nissan Ellure concept, the electric motor in which was rated for 34 hp and 147 lb-ft.

Packing the bulky powertrain components up front allows for a spacious, flat-floored cabin that seats four passengers in their own chairs, with the rear seats separated by a console. Light pours in through the all-glass roof, while ingress/egress is made easier by way of a B-pillarless design (both of which, by the way, were features of the Ellure). There are two central screens, with the top one devoted solely to information display and the lower being a touch screen. Interior design touches include kimono-inspired piping on the seats and a new take on the brand’s familiar parchment-paper-look trim called “Kasane-Washi.”

Infiniti claims that in spite of its four-cylinder/hybrid powertrain, CVT, front-wheel-drive layout, and hatchback body style, the Etherea is “a redefinition, not a revolution.” Again, whatever. At the very least, a production Infiniti like this one would require some getting used to, and we wouldn’t expect it to find more friends among driving enthusiasts than the frisky G sedan and coupe or EX35. It might, however, find some favor among customers not turned on by the Lexus CT200h hybrid. “More than anything, it is not just another luxury compact car,” Infiniti says. Based on this concept’s ungainly looks, we certainly agree.

2013 Morgan EvaGT

2013 Morgan EvaGT

Morgan, a company perhaps best known for not introducing new cars, showed off a new car just outside the Pebble Beach Concours and promises to bring a new car to market every two years. At this point the Morgan EvaGT is a concept, but the production version will be the first of Morgan’s ambitious product push. Morgan is even taking orders for the 2+2 sports car, and says it will enter production in 2012.

Unlike the historic, ash-framed Morgans, the EvaGT is a fully modern sports car. A bonded aluminum structure shared with the rare Morgan Aero SuperSports helps keep the curb weight down to a claimed 2755 pounds. Powering the EvaGT’s rear wheels is a 306-hp BMW inline-six. (It is unclear whether this is the new single-turbo engine or the older twin-turbo.) Acceleration to 62 mph is said to take 4.5 seconds and the top speed comes in at 170 mph. But, as Morgan tells us, the EvaGT is also about fuel efficiency and will achieve 40 mpg on some undisclosed cycle.

We didn’t immediately think Morgan when we first saw the EvaGT. Without the company’s usual large, round headlamps, the waterfall grille takes on a Bugatti look. The proportions are decidedly pre-war, though, with the enormous hood giving way to a comparatively small passenger compartment. Morgan says that the price will “be competitive for a car of this class,” but we’re not sure that even the most modern Morgan fits into any class in the automotive landscape.

Morgan 3 Wheeler

Morgan 3 Wheeler

When Dodge launched the current Challenger, many lambasted the company for shamelessly knocking off the old car’s design. But using a model from the 1970s as wholesale inspiration is a space-age move compared to Morgan’s 3-Wheeler, which debuted at the 2011 Geneva auto show.

The car, which would be a bit of a shock to see on the road these days, is a three-wheeled roadster with two up front and one in the back. The layout and styling are bang-on for the three-wheelers Morgan constructed from 1909 until 1952.

Like many of Morgan’s prewar cars, the 3-Wheeler is powered by a front-mounted V-twin motorcycle engine. This S&S-supplied powerplant is a bit more modern, though: It produces 115 hp, is fuel-injected, and is mated to a Mazda-sourced five-speed gearbox. The front wheels steer, the back wheel puts down the power, making Morgan’s creation literally “rear-wheel drive.” The company says that the chassis team worked on this relic of the Interbellum in parallel with their development of the company’s upcoming and very modern EvaGT. One figures it would have been pretty hard to get the projects mixed up.

To further enhance the retro styling, the 3-Wheeler features a green paint job reminiscent of a British Spitfire interceptor plane’s, the country’s World War II warhorse. It even includes a Royal Air Force roundel symbol—and yes, the RAF would paint words around them, just as the 3-Wheeler has its roundel incorporated into the Morgan “MOG” nickname. Twin exhaust pipes flank the car’s sides.

The 3-Wheeler’s interior is described as “leather-padded,” and sports centrally mounted, aircraft-inspired gauges. Naturally, as every Morgan is hand-built in Worcestershire, the company is happy to paint and trim your own 3-Wheeler however you like; a polished engine and a polished cowl, headlights, and rollover hoops are among the more pedestrian possible additions.

If this retro-fabulous roadster seems like it might be your bag, baby—it’s definitely ours—Morgan has great news: The 3-Wheeler has been approved for sale in the States. It’s estimated to cost £25,000 in the U.K., but since cross-Atlantic car pricing never goes strictly by exchange rates, we figure on an American MSRP of $40,000 or so. Of course, that’s if the car should actually make it here; we’ve got our fingers crossed and our goggles ready.

2012 Chevrolet Sonic F Drive

2012 Chevrolet Sonic F Drive

In the subcompact market, things like standard aluminum wheels are big news. Guess what? The 2012 Chevrolet Sonic has standard aluminum wheels. Honestly, we really like that. But in bigger news, Chevy’s forthcoming econobox is actually fun to drive. This is an about-face compared with the outgoing Aveo, which traded exclusively on its bargain-basement price. The Sonic, on sale this fall, seeks to recruit buyers with quality, features, and—to borrow a phrase overused by German car companies—driving pleasure.

A brief disclaimer: Our driving exposure was limited to preproduction prototypes in one configuration (1.4-liter turbo, manual transmission, five-door) on an improvised circuit at Lucas Oil Raceway in Indianapolis, Indiana. In other words, we won’t be able to give you a definitive review until we get more time in a finished production car. But so far the worst thing about Chevy’s new subcompact is the Sonic name. There isn’t much wrong with the actual word, but so many other items in popular culture (fast-food drive-ins, video-game hedgehogs, Seattle’s former basketball team) come more readily to mind than “affordable American car.”

Plenty to Like

Aside from that, there is much to like about the Sonic, most notably the turbocharged 1.4-liter engine we sampled. Shared with the Cruze, the turbo four makes 138 hp and 148 lb-ft of torque, 18 hp and 26 lb-ft more than the Ford Fiesta, a clear rival. And when paired with a six-speed manual, Chevrolet promises a 40-mpg highway fuel-economy rating for the Sonic turbo. The other engine (also sourced from the Cruze) is a naturally aspirated 1.8-liter making the same 138 hp but with a reduced torque figure of 125 lb-ft. The Sonic has slightly different gearing and weighs about 400 fewer pounds than the Cruze, so we expect better acceleration and fuel economy across the board. (In a recent comparison test, an automatic-equipped 1.4T Cruze posted an 8.0-second 0-to-60-mph run.)

The Sonic’s turbo pulls well above 3000 rpm; there is noticeable lag at lower engine speeds, despite a low torque peak of 1850 rpm. Still, it’s a strong, smooth engine. This is not the second coming of the Volkswagen GTI, but the Sonic turbo injects some serious fun in a segment that usually puts performance on the back burner. Chevrolet had a Honda Fit and a Ford Fiesta on hand for comparison, and the Sonic held up well. In lap times, all the drivers present went almost two seconds quicker in the Sonic than in the next-fastest Fit, but some of that is surely due to superior acceleration at higher speeds. The Honda, which is geared shorter, feels better at low engine speeds. And the Ford offers less body roll. But the Sonic looks as though it would acquit itself nicely against the Fit and Fiesta, as well as the Mazda 2. The Chevy’s steering is light and reacts quickly on turn-in. Handling eventually gives way to understeer (the Honda can be tossed around more), but up to the limit the Sonic is responsive and behaves predictably even under trail braking. We’d like a little more feel in the shift lever, but it’s acceptable for this price point.

Should Be Practical and Affordable

The Sonic is an economy car, which means sacrifices in creature comforts. The rear seats don’t have an armrest or cup holders, but they are acceptably habitable even behind a six-plus-footer in the driving position. Both Sonic sedan and hatchback share the same 99.4-inch wheelbase. The four-door, at 173.1 inches, is 14.1 inches longer than the hatch but loses in the space race with 14 cubic feet of trunk space to the hatch’s 19. The hatch also has slightly better rear-seat headroom. The cargo area in the five-door, although not as spacious or ingenious as the Honda Fit’s, has a removable false floor that creates a level surface when the seats are folded. There is also a slot for the cargo cover to slide into behind the rear seats.

Chevrolet won’t divulge Sonic pricing until the fall on-sale date gets closer, only hinting that it will be competitive in the segment. We take to that to mean a starting price of about $14,000 and, as is the case with Fiesta and Fit, loftier trim models (including the turbo) that run as high as $19,000. Also like the Fiesta, we’re guessing the Sonic hatch will command a premium for its more attractive looks, although we have to say that the Sonic sedan manages to look something less than dumpy—a huge achievement in this segment. Even in base LS trim, the Sonic comes with the aforementioned wheels, plus air conditioning, power locks, keyless entry, stability control, and an impressive 10 air bags.

We’re not quite ready to break out the “super” prefix for the Sonic, but it does appear to mark the return of the American small car, and not just in name. As part of GM’s restructuring, the Sonic will be assembled in Lake Orion, Michigan. The good news for Chevy, however, is that the Sonic appeals on its merits as a car and not as a piece of flag-waving patriotism.

2012 Chevrolet Sonic

2012 Chevrolet Sonic

The Chevy Aveo never lied to the American people, but it does have other connections to Richard Nixon. The former president was elected twice; the Aveo was sold for two generations. Nixon promoted American trade with Asia; the Aveo was built in Asia. Nixon sucked; the Aveo . . . well, no need to speak ill of the dead. Finally, Americans likely would have been willing to elect anyone after Nixon was gone, and so it follows that any Aveo replacement will be an improvement. Chevy says the new Sonic, set to debut at the 2011 Detroit auto show, isn’t just better than the Aveo—it’s good in its own right.

Getting Serious About Getting Small

When GM hit the skids a few years ago, one of the familiar cries from critics was that the firm hadn’t focused on small cars. The criticism appears to have been answered. The Sonic is the second of three new small Chevys; above it sits the Cruze, and come late this year, the Spark will sit below.

With this in mind, the company has skinned the new Sonic—which is available as both a five-door hatchback and a four-door sedan—to look like something more than an econobox. The execution is faithful to the Aveo RS concept car. The headlights are said to be motorcycle-inspired, and while we don’t exactly see a Kawasaki Ninja in there, they are attractive to be sure.

Astonishingly, GM has scored a coup in designing the Sonic sedan: Unlike so many other B-segment sedans, it doesn’t look like a high-waisted shopping cart. The hatch has its own noteworthy exterior design touch. Instead of the rear doors’ handles being in their traditional place on, you know, the door, they are integrated into the pillar, à la Alfa Romeo Giulietta and, much less sexily, a number of mid-1990s GM coupes. The effect is definitely helpful for the hatch’s profile, giving it the appearance of a sportier three-door car.

The Sonic’s two-tone interior is clean and, like the bigger Cruze’s, features a high-mounted center audio unit and straightforward HVAC knobs. A stylish steering wheel drives home the point that the Sonic may be a B-segment car, but it’s not anodyne

Hand-Me-Downs That Aren’t Worn-Out

The outgoing Aveo had a wheezy 1.6-liter engine, which made a max of 108 hp (woo!) and which we said helped make the car “as entertaining as televised ice fishing.” But the Sonic won’t wade into battle with another engine with horsepower circa 100, even if such weakling mills serve somewhat admirably in the Honda Fit and Mazda 2. Instead, Chevy has bestowed the Sonic with the engine lineup straight out of the bigger Cruze. That means the base engine is a 1.8-liter four with 138 hp and 125 lb-ft of torque. The optional 1.4-liter turbo four—which will be available on all Sonics except the base LS—offers the same 138 hp as the 1.8 but a more useful 148 lb-ft of torque.

Either engine gives the Sonic the highest horsepower ratings in the segment, but there’s more to light the enthusiast community’s candle: While the base engine will be available with a six-speed automatic or a five-speed manual, the optional turbo engine will be sold exclusively with a six-speed stick. Another gift from the Cruze was the torsion-beam rear suspension—you didn’t expect an independent rear in this cheap little guy, did you?—but given our experiences with the Cruze, GM has figured out how to make a torsion-beam setup deliver decent handling.

Chevy is loading up the Sonic with a litany of features and safety equipment. Inside, it has rear seats that fold nearly flat, a funky gauge cluster (also said to be motorcycle-inspired but actually closer to Sega-inspired), and options that were once reserved for more-upmarket cars, like heated front seats, a remote-start system, XM satellite radio, the MyChevrolet mobile application, and a USB/Bluetooth hookup. Fifteen-inch wheels are standard, but buyers can move up to 16s or 17s if they so desire. Standard safety features include 10 airbags, OnStar, and electronic stability control.

When, and How Much?

GM hasn’t shared the exact on-sale information yet, but it has said that the Sonic will hit showrooms late in 2011. As for pricing, the 2011 Aveo starts at $12,685, and the Sonic shouldn’t move much higher. Figure on about $13,000 for bog-standard entry-level LS to just over $18,000 for a fully-spec’d turbo car. Even at that price, we don’t expect the Sonic to invite calls for its impeachment.

2012 Fiat 500 U.S , Spec

2012 Fiat 500 U.S , Spec

Fiat is reentering the U.S. market in a sector that is booming and the opposite of boring, and into which its infiltrator fits perfectly. Small-car segments are growing fast, and some of the most daring bodies in the business are among the smallest: the Nissan Juke and Cube, the Smart Fortwo, even stuff like the Ford Fiesta and upcoming Chevrolet Sonic and Spark ooze personality in a way few larger vehicles do. And, of course, the Fiat 500’s small, cute, and affordable approach is a close copy of the strategy that worked so well for Mini. If the 500 can match Mini’s average of about 40,000 U.S. sales a year, Fiat will be mighty pleased.

If you think you understand the Italians, consider the take of Roberto Giolito, the head of Fiat styling. He compares the original 500—or, in Italian, Cinquecento—to Bibendum, the Michelin spokesthing that, in his words, is “a fat man made from several tires.” He says this without a hint of irony and without the slightest consideration that a fat man made from tires might not be a good design goal for a car. It’s not just the original, either. He sees the same thing in the modern 500. We don’t quite see the same disarming heftiness, but have to admit that the car is cute.

More Colors than a Double Rainbow

It’s retro-adorable inside, too, where an option swaps out the black surrounds for the HVAC and stereo controls for white Bakelite-look plastic. Checking this box also whitens the steering wheel and column—including the windshield-wiper and blinker stalks—as well as the trim around the gauge cluster. It’s actually not a cluster, really, but rather one enormous gauge comprised of concentric circles. In the middle is a digital display reporting engine temperature, fuel level, date, time, and exterior temperature. Wrapped around that is the tach, and around that the speedo. In reference to John Madden’s Thanksgiving feast—which consists of a chicken stuffed inside a duck stuffed inside a turkey and is referred to as a “turducken”—one C/D staffer called the monster gauge a “speedtachen.” If it sounds confusing, it isn’t. And no matter what info you want, you always know where to look. As a bonus, although the 500 might need a lot of time to reach top speed, at redline in every gear, the tach needle points to 120 mph on the speedo. So it’s got that going for it.

We love the optional white accents, but they do highlight the fact that the rest of what surrounds occupants is an interior befitting a $16,000 car. Hard, hollow black plastic makes up the top of the dash, the door panels, and the center console. And we noticed not all of the segments of the digital clock were uniformly illuminated. That and the fact that the HVAC controls felt as if they might fall off in our hands might sound nit-picky, but we haven’t had similar gripes about any other car in years.

The basic interior design is complemented by a page taken directly from the Mini playbook. (Actually, Fiat hasn’t just stolen a page; it has lifted the entire book. Where’s the FIA investigation?) In addition to the 14 available interior trim colors, some 50 accessories are available at launch, from interior lighting kits and roof racks to a variety of exterior graphics. Fourteen exterior colors are available for the 500, including two reds, yellow, orange, two different browns, and two greens.

High Standards

Fiat is hoping to distinguish the 500 further with its equipment. The base trim level, the Pop, includes power windows, locks, and mirrors; seven airbags; air conditioning; and cruise control. It’s not a ton of stuff, but neither is the $15,995 price. The company expects most of the sales volume to come from the middle trim level, the 500 Sport. For $17,995, the Sport adds 16-inch wheels (in place of the Pop’s 15s), unique fascias front and rear, a Bose sound system, and red brake calipers. At the top of the line sits the Lounge, at $19,995. It adds a six-speed automatic, a fixed glass roof, an alarm, satellite radio, and a leather-wrapped steering wheel. On Pop and Sport models, the automatic is a $1000 option. For reference, Honda Fit base prices range from $15,850 to $19,990, and the Nissan Cube’s, from $15,070 to $21,970.

Unless you opt for the glass roof, the 500 is surprisingly spacious, thanks to the upright greenhouse. With the metal lid, even this six-foot-seven-inch writer was able to sit comfortably inside—as opposed to his experience in an original 500, which for him is best described as “partial outdoor seating.” But the glass roof knocks inches from the headroom and makes the car feel a bit more claustrophobic. The seats are comfortable, if a touch narrow. The latter also applies to the footwells, thanks to the intrusion of the wheel wells. Despite the lack of room in which to fidget, though, the 500 is very comfortable inside—not having anywhere to go might even teach antsy kids to sit still. But don’t think of the back seat as somewhere you’d ever store people; that space is strictly for grocery bags that need seatbelts.

Look at the Personality on That One

The new Cinquecento drives with as much personality as its shape boasts. The steering is quick and linear but a bit light. The Sport button on the dash (standard on all trim levels), should instead be labeled “Perfect,” as that’s what it makes the steering, dialing down the assist and opening up more feedback. It’s not Porsche perfect or Lotus perfect—customers drawn to the car’s styling would likely get talked right out of a purchase by that much communication through the wheel—but perfect in a relaxed, 101-hp-redux-of-a-car-featured-in-the-movie-Cars kind of way.

The whole car is 101-hp relaxed. The brakes are firm but not too much so. The clutch pedal feels as if it were attached to nothing at all, yet the takeup is so slow and progressive we had no trouble whatsoever launching the car smoothly and without overrevving the engine. And the shifter—topped by a knob the approximate size and finish of an eight ball—requires just the right amount of effort for a relaxing joy ride. The throws are a bit long, but tight throws demand concentration, which would be totally out of character.

In a car so tall and narrow, a relaxed suspension might lead to toppling. But with such a short wheelbase, something too firm would result in a ride bordering on abusive. Fiat’s solution is a delightful balance, resulting in handling that is controlled and controllable without a harsh ride. Still, it might be a touch too aggressive for buyers who are looking for pink paint on the options list (don’t worry, they won’t find it). The short wheelbase means that finding lift-throttle oversteer is easy, but the car never feels as if it were going to snap scarily sideways. That’s good, because it’s highly unlikely you’ll be able to use more throttle to adjust your attitude at all.

The downside to this whole 101-hp relaxed business is that 101 is a small power number that results in some big numbers when it comes to acceleration times. Power-to-weight ratio is a faithful indicator of a car’s straight-line potential. The Corvette ZR1 carries 5.3 pounds per hp, the Bugatti Veyron 4.5. The Fiat 500? About 23.4. So, it’s no rocket. Such a small engine is going to get a good workout, and although the 1.4-liter four is not as eager to smack its redline as is a Honda motor, it never sounds pained. Still, on an incline moderate enough to be found in 40 of the contiguous United States—and most of the territories—we couldn’t maintain 65 mph in third gear. We doubt that buyers after cute are going to be comfortable downshifting to 5000 rpm. Those wanting more horsepower need only wait; the 500 Abarth will arrive in the U.S. in the first quarter of 2012.

For Our Shores Only

An automatic is available, of course. It’s an Aisin six-speed added to the lineup exclusively for the U.S. (In Europe, the only option other than the manual is a single-clutch automated manual that was promptly shot down by Fiat’s American ambassadors.) Fuel economy drops off dramatically with the automatic, to a Fiat-estimated 27 mpg city/34 highway from the stick’s 30/38. The automatic is smooth but not particularly sporty. It does have a manual shift gate, but it upshifts on its own at redline anyway and downshifts with no more enthusiasm than would a 1985 Ford Econoline, so there’s little other than a desire to delay upshifts and burn more gas to encourage drivers to shift for themselves. Still, Fiat expects 90 percent of customers to opt for the autobox—the car may be Italian, but those buyers will still be American.

The transmission is one of several substantial changes Fiat made to the 500 to bring it to the U.S. Our car has a redesigned rear suspension with more roll stiffness, as well as revised front-suspension geometry said to keep the car flatter. We get additional subframe bracing and revised shocks all around, and our car should be substantially quieter inside. Fiat has added sound-deadening material throughout the body, upgraded the door seals, and installed a better-insulated engine cover.

None of this much changes the car’s personality, and that’s what is likely going to draw most customers to the 500. Fiat is hoping to sell 50,000 a year in North America and is opening a string of 130 Fiat “studios” across the U.S. to support this volume. Some will be located in urban storefronts, but roughly one-third will be housed in former car dealerships from other brands, and ironically, Fiat tells us a number of those are former Hummer dealers. If ever there were an outsized success story, Hummer’s is it. We hope Fiat can avoid being the opposite end of that pendulum swing. The 500 is a good start.

2012 Fiat , P.J. O’Rourke Goes Hunting for the Soul of the 2012 Fiat 500

2012 Fiat , P.J. O’Rourke Goes Hunting for the Soul of the 2012 Fiat 500

There’s an idea in automotive marketing that it’s laughably hard to get Americans into small cars. The idea has been around at least since the laughable Nash Metropolitan. Given the average body mass index of Americans, the idea may be literally true. But marketing has nothing to do with literal truth. In the highly figurative world of selling things, Americans can be sold on small cars. Junior gearheads screech the streets in little tuners. Their boomer parents had a long love affair (uncharacteristically monogamous) with the VW Bug. And a million of us geezers have spent the better part of a century yearning for a Morgan three-wheeler, a bug-eye Sprite, or a Morris Mini Minor. We like small cars as long as they have a big presence. Laugh with us, not at us. No thanks, You-Think-You’re-So-Smart Fortwo.

The Fiat 500 shows that Chrysler can tell the difference between a small pleasure and a small joke. The 500 is pleasant and serious, maybe too serious. I spent three days driving hundreds of miles through southern Michigan and couldn’t quite decide whether the car has enough brio and blithe charm for a market that can give short cars short shrift.

It’s certainly got style. Plenty of retro designs have been put into production, but the 500 seems like reproduction (and all the fun that entails).

Looking at the 500, you might think you’re in for a rackety return to the Rome of a younger day. Bop and scat down the Via Veneto doing la dolce vita on the cheap. Splash right through the Trevi Fountain sluicing the Chianti stains off the floor mats. Pull up on the sidewalk café’s sidewalk and park under the checkered tablecloth.

Looking at the 500, you might think a lot of things. That it can turn around in its own length. That the engine can be repaired with bobby pins and trattoria gnocchi. That Chrysler has imported a tiny mobile shrine to Gina Lollobrigida.

For good or ill, none of this is true. The 2012 Fiat 500 shares not a single bulge or curve with its 1957 namesake. That cinquecento is something of a mirror image of this remake, with a two-cylinder engine hanging out the back and driving the rear wheels versus today’s front-engine, front-wheel-drive layout. The new car evokes the old car because Fiat adhered to the original spirit of oddball modernism, a modernism so oddball that after 54 years it still astonishes.

Today’s 500 hulks beside yore’s. It’s more than 800 pounds heavier, 22.7 inches longer, 7.6 inches taller, and wider by a foot. Yet the 500 remains a small car—six inches shorter and about 250 pounds lighter than a Mini Cooper, nearly two feet less lengthy than a Honda Fit, and not as abbreviated as a Scion iQ but possessed of a back seat that’s something other than a package shelf for elves. The 500, though, is more than 500 pounds heftier than the Dumb Forall. It won’t turn on a lira, because the Italian lira doesn’t exist anymore, but it will make a circle within four supermarket parking-lot spaces. And you can put two 500s end to end in one supermarket parking-lot space if that’s the kind of thing you like to do.

Low-speed steering is so twitchy fast that I wondered if the wheel was being turned by my inner child on a sugar buzz. And the brakes are highly decisive. I’d call them grabby if I weren’t old enough to have driven small cars—the Nash Metropolitan—in which the brakes grabbed nothing.

All the crucial elements of the small car are encompassed in the Fiat 500, or seemed to be until I drove it several hundred miles. That’s not wholly a criticism. The quick—arguably too quick—steering relaxes once a prudent residential-neighborhood rate of travel has been reached. Above 50 mph, you might as well be at the tiller of a C-class Mercedes.

The Fiat’s ride is Mercedes-like as well, if a C-class had a 90-inch wheelbase. Seat comfort and legroom are a forward-cabin upgrade from those of the 500’s competitors.

I don’t have much to report about handling. The Fiat does so. Southern Michigan is not full of off-camber esses with decreasing radii, but I tried to find places to do unrestrained things. The 500 responded with controlled restraint—no hits, no runs, no errors. Neither oversteer nor understeer was evident. Perhaps the back of the Fiat is so near the front that it’s hard to tell the difference. Torque steer was negligible. Grip was close enough for government work of the highway-department kind.

Southern Michigan does have unpaved roads. The Fiat showed no particular competence or incompetence in the dirt. Washboards were smoothed somewhat. Lost traction was resupplied if and when it was really needed. Skids were calmly linear.

The 500 gives the impression of being zippy, as a small car must. But it’s an impression. A base-trim Chrysler 300, driven by a retiree, walked away from me at a stoplight, redline and speed-shift as I might. The 1.4-liter, 101-hp engine is best described as a 1.4-liter, 101-hp engine. Turbocharging is on the way. Come soon.

First gear in the five-speed manual is up to the job, but the four other gears should get ratio demotions. I don’t know what the fifth gear is for. It can be used on the highway to more or less remain at the speed limit if you prop a brick on the gas pedal.

Left in fourth, however, the Fiat is excellent on interstates. It’s quiet, fast enough, tracks like a railroad train, and is impervious to truck turbulence. I forgot I was in a small car.

Forgetting I was in a small car was fine until I remembered that, most of the time in the 500, I was forgetting I was in a small car. Considering how much personality the Fiat 500 has, it should have more personality.

But the small cars I like best are antiques, and so am I. The Fiat 500 presumably was created to appeal to young people. I happened to have some on hand. While I was driving the 500, I was also teaching a course at Hillsdale College. I showed the car to my journalism class, a ready-made focus group of 18-to-22-year-olds.

I have good news for Chrysler. Kids have no memory of the Fiat brand and the tribulations thereof. “Fix It Again, Tony” was a quip lost on them.

And I have news that’s not so good. Recession-era youth are inured to minimalism. They were indifferent to the Fiat’s bold arrays of smallness in price, gas appetite, and size. “It could be a little bigger,” said one. They get used Corollas if cash is tight.

And then I have news—I don’t know whether it’s bad or good—about what I think is the 500’s best marketing point, its appearance. This came from my star pupil, Ms. B. On one hand, she was referencing an international design icon that drives sales in more than 4000 retail outlets in the U.S. alone and generates half a billion dollars in annual revenue. On the other hand . . .

2012 Fiat 500C Convertible , 2012 Fiat

2012 Fiat 500C Convertible , 2012 Fiat

The second Fiat 500 model has hit America: The 500C, an open-air version of the relentlessly adorable three-door hatchback. Its beachhead is the New York auto show.

It’s not a true convertible, but more a mega-sunroof version in the spirit of the original Cinquecento. Here, the double-layer cloth top and glass rear window pile back on top of the small liftgate, leaving the roof rails in place; in a neat trick, the CHMSL integrated into the top’s trailing edge is still visible as part of the stack. The roof can be completely retracted at vehicle speeds of up to 50 mph—and slid back to the C-pillar up to 60 mph—so dropping the top need not delay arrival to your next bunga bunga party.

Much the Same

The Toluca, Mexico–assembled 500 Cabrio is only available in entry-level Pop and uplevel Lounge trims—there’s no Sport edition as with the hatch—making this one utterly about style. But beyond the unavailability of the Sport’s interior and exterior baubles, sportier seats, and invigorated steering and suspension, most everything else is regular 500. The C should then deliver the same driving experience, a nice balance between relaxed personality and eager-to-please handling.

Underhood you’ll find the 500 hatch’s single-overhead-cam 1.4-liter MultiAir four with the same 101 hp and 98 lb-ft of torque, bolted to the identical five-speed manual and six-speed automatic transmissions (the former has U.S.-specific ratios and the latter is an American-market exclusive). The 500C Pop is available with either transmission, while the Lounge is all automatic, all the time. Fuel economy is largely unchanged from the hatchback’s, with only the automatic’s highway rating dropping by 2 mpg. The 500C is expected to return 30/38 mpg with the manual and 27/32 with the automatic.

Curb weights for the 500C tick upward by about 50 pounds, which should put it over the 2500-pound mark on our scales. Blame the top mechanism and the reinforced crossmember in the windshield header; the latter requires a slightly longer windshield than the regular 500’s to, as Fiat puts it, “elegantly conceal” the bracing. The retractable roof has benefits for rear-seat passengers, who not only get the wind in their hair with it pulled back, but an additional 1.2 inches of headroom with it in place. The other notable numerical shift occurs in the cargo area, where the 500C’s tiny hatch raises to reveal just 5.4 cubic feet of storage, down from the regular car’s already-meager 9.5. At least access is easy, as the roof stack shifts out of the way when the liftgate is raised with the top retracted.

Any Way You Want It

The 500C still seats four and is as customizable as the three-door, with three top colors, 12 interior upholstery and trim combos, and 14 exterior paints. Further personalization through whimsical graphics is of course on the menu; put it all together, and Fiat says there are more than half a million possibilities. Voice-activated Bluetooth is standard, and it can power an optional dockable TomTom nav unit. Other available features include heated front seats, upgraded audio, leather, an auto-dimming rearview mirror, and a wind blocker, among other items. The 500C also gets four 15-inch wheel designs, one made of steel (with hubcaps) and three from aluminum.

2013 Fiat 500 EV

2013 Fiat 500 EV

What it is: An electric Fiat 500.

Why it matters: Fiat needs to prove it’s a forward-looking company, even if the 500 EV’s electric technology is essentially developed by Chrysler. Also, Fiat needs to give people another reason to buy a 500 besides styling if  it wants to keep the sales curve from plunging to the bottom, Smart Fortwo–like, after the cuteness fades.

Platform: The 500 skeleton, which is shared with the European Fiat Panda and Ford Ka, altered for electric drive and battery storage.

Powertrain: A 100-hp electric motor powered by lithium-ion batteries.

Competition: Regular Fiat 500, Nissan Leaf

What might go wrong: Customers will have to deal with range anxiety. And if governments stop supporting EVs with attractive subsidies, pure electrics might not stand a chance.

Estimated arrival and price: Chrysler has said 2012, but we figure 2013. Pricing should mirror the Leaf’s, which starts at $33,630 before incentives.

2012 Fiat 500C Cabrio

2012 Fiat 500C Cabrio

The Fiat 500C Cabrio is waterproof. This point was thoroughly confirmed on a recent trip to New York during which we sampled Fiat’s U.S.-market “convertible,” an event that conveniently coincided with an East Coast deluge. Fiat officially calls the car the 500 Cabrio and uses that other c-word to describe it, but the 500C’s retractable roof—the major difference between it and the 500 hatchback—is really more of a giant sunroof. One that thankfully doesn’t leak.

Caution: Adorable When Wet

We’ll call this a coupe because much of the 500 hatch remains, including its doors, roofline, and extreme cuteness. The two-layer cloth roof pulls back from the trailing edge of a lengthened windshield; its final resting place is in a pile above the trunk. The canvas Mohawk’s motion also can be stopped anywhere along the way from fully closed to what Fiat calls “spoiler” position, which leaves the glass rear window in place. When everything’s folded, the backlight disconnects partially from its surroundings to fit in the neat stack. The interior is untouched, unlike in most convertible conversions, meaning the somewhat-tight rear seat gets no tighter. Rearward vision is reduced compared to the hatch both when the top is up (due to the smaller rear window) and when it’s folded. Upward vision, the 500C’s ragion d'essere, is inhibited only by its roof rails.

Changes made to accommodate the roof include a switch from hatchback to trunkified coupe layout. The rear wiper is lost in the top shuffle, and cargo capacity shrinks from 9.5 cubic feet behind the hatch’s rear seats to 5.4. When the trunk is opened with the roof peeled all the way back, the cloth and glass move up and out of the way to allow access to the cargo hold. A unique windshield header increases rigidity up front, two L-shaped brackets flank the rear seat to strengthen the body, the C-pillars are beefed up, and there’s a reinforcement below the parcel shelf that serves as the mounting point for the top and motor. The top mechanisms account for about half of the claimed 53-pound weight gain, and the reinforcements the other half.

Because of that minimal weight increase, the driving experience is largely unchanged from the hatchback’s. The same 101-hp, 1.4-liter MultiAir four-cylinder sits up front, with the choice of either a five-speed manual or a six-speed automatic to back it up. It’s not quick, and we expect the added weight and lumpier roof to add a tenth or two to the regular car’s 0-to-60-mph times, which are in the nines. The 500C’s EPA fuel-economy estimates are 30 mpg city/38 highway for the manual, and 27/32 for the automatic.

The car isn’t floppy, though, and there’s no cowl shake since there’s no standalone cowl. Light still characterizes the steering, and, as in the hatch, the dash-mounted Sport button adds some weight to the tiller and sharpens throttle response, while also changing the shift map on auto-equipped cars. The NVH gurus have done their job to keep the noise down—the cabin remains quiet even on the highway with heavy rain pelting the fabric top.

What Price Sunshine?

Although opting for the soft roof doesn’t guarantee nice weather, it does make it easier to enjoy when it arrives (in our case, it never did). The sunshine tariff is a hefty $4000 over the same 500 hatch trims, so the base 500C Pop starts at $20K. The Pop includes 15-inch steel wheels, the five-speed manual, a leather-wrapped steering wheel with audio and cruise controls, cloth seats, power locks and windows, Bluetooth, and a USB port. Options: $500 15-inch wheels (in place of the base steelies and hubcaps), a $1250 upgraded Bose sound system with satellite radio, and the automatic transmission, which adds a grand.

The Cabrio lineup skips the hatch’s Sport model and moves right up to the Lounge. For $24K, that model adds a standard automatic, the Bose sound system, unique 15-inch wheels, fog lights, auto climate control, “premium” cloth seats, and some more chrome trim. From there, options include yet another 15-inch wheel design for $300, a $450 bundle of heated front seats and an auto-dimming rearview mirror, or those items along with leather seats for $1250. Max out a Lounge and you’re at almost $27K. In addition to the 14 exterior colors and 12 interior combos offered on the 500, the 500C can be equipped with either a black, red, or brown top.

Yes, $4K is a big premium for what is effectively a large cloth sunroof, especially considering that the 500 hatchback offers a large glass sunroof for $850, and the 25-percent price increase is the highest such hike by percentage among vehicles that offer fixed-roof and convertible options. But the 500C is super-cute and super-chic, so whether you call it a cabrio, a convertible, or Giuseppe, this little Italian should have no problem finding its share of buyers. If nothing else, they’ll be glad to know it’s waterproof.

2012 Alfa Romeo Giulietta

2012 Alfa Romeo Giulietta

What it is: An Italian five-door hatchback about the size of a VW Golf.

Why it matters: The Giulietta is expected to be one of the first models in Alfa’s much-delayed return to America. The platform is likely  to be shared with one or more Chrysler products, which means that U.S.-market versions eventually may be built in North America.

Platform: This all-new transverse-engine, front-drive Fiat platform is creatively code-named “Compact.” It will be the basis for a number of Alfas and some Chrysler, Jeep, and Dodge products. The chassis consists of a strut front suspension and a multilink rear.

Powertrain: A 1.4-liter turbo four should make 170 horsepower, and a 1.8-liter turbo four should produce 235 horses.

Competition: Audi A3, BMW 1-series, Mazdaspeed 3, Subaru WRX, Volkswagen GTI.

What might go wrong: Alfa Romeos—and Italian cars in general—still don’t enjoy a sterling reputation for quality.

Estimated arrival and price: On sale in Europe this summer, with the American version arriving in 2012, the Giulietta opens at about $23,000. Alfas will be sold through Chrysler dealers.

Alfa Romeo 4C Concept

Alfa Romeo 4C Concept

One of the most talked about cars at the 2011 Geneva auto show, the Alfa Romeo 4C Concept previews a forthcoming production model called the 4C GTA. The beautiful coupe, covered in a hypnotic, deep-red matte paint, is described by Alfa as the “true essence of a sports car,” and the rear-wheel-drive, mid-engine layout suggests just that. Powering the 4C is a 1.7-liter, direct-injected turbo four-cylinder (hence the 4C name) used in various cars across the Fiat Group. Making 200-plus hp—perhaps more than 250—in production spec, it should be good for a sub-five-second 0-to-60-mph time, thanks in part to a claimed curb weight of less than 1870 pounds.

Further details: Weight distribution is said to be 40-percent front/60-percent rear, the power runs through a dual-clutch gearbox, and the car is equipped with Alfa’s “DNA” chassis-adjustment system that includes Dynamic, Normal, and All-Weather modes. The low weight is made possible through the extensive use of carbon fiber throughout the vehicle; the body is crafted entirely from the stuff, and carbon fiber also “plays a structural role” in the car. The rear subframe and crash structures are formed largely from aluminum. The suspension consists of multiple links up front and struts out back.

Alfa says the 4C is scheduled to go on sale globally in 2012, and reports peg the price at an eminently reasonable €40,000 or so ($55K at today’s exchange rates). Yes, “globally” would mean the United States, too, and 2012 coincidentally remains Fiat’s target date for Alfa’s American repatriation (the ultra-limited 8C Competizione and Spider notwithstanding). OK, we may be jumping the gun; Fiat sources say no decision has actually been made on U.S. availability. But consider us cautiously excited about the prospect: The 4C’s power-to-weight ratio suggests performance similar to that of a Porsche Cayman, which has a base price of $52,350. Given that plus its style, we think a production 4C sold here would ensure that Alfa Romeo’s return would be met with a level of passion appropriate to the carmaker’s Italian roots.

Can Alfa Romeo really build a lightweight sports car teeming with carbon fiber and sell it at a competitive price? Well, probably, but with this brand, you never know. Recent reports have pegged Alfa Romeo as working with Dallara on an affordable carbon-fiber chassis for the production 4C. Dallara also helped engineer the KTM X-Bow, and the 4C is purported to be closely related. If this is true, that means the 4C Concept is indeed close to reality. (So long as Alfa isn’t sold to VW first, in which case all bets may be off.)

2011 Koenigsegg Agera R

2011 Koenigsegg Agera R

After bringing an early version of its 940-hp Agera to last year’s Geneva show, Swedish supercar manufacturer Koenigsegg is back with an even more powerful model: The Agera R, which is said to be capable of producing 1115 hp. And you can take it on your next ski vacation.

The R model uses a 5.0-liter twin-turbo V-8 similar to that of its non-R siblings. The power-boosting differences include a new turbo with slightly higher boost pressure—20 psi versus 19—and E85 capability. Torque also increases, to 885 lb-ft from 811. Like the “regular” Agera, the R uses a seven-speed dual-clutch gearbox.

The carbon-fiber monocoque is shared with the base Agera and the car uses the same Rear Triplex Damper system; an extra spring and damper link the suspensions of the two rear wheels, which the company says allows a transfer of force from side to side to better keep the wheels planted.

The Agera R gets a new aero package, but it was the winter package applied to the Geneva show car that got our attention. Optional on both the Agera and Agera R, the group includes winter wheels and tires, a carbon-fiber roof panel with integrated Thule ski box, and custom Koenigsegg skis. A trip to Sweden’s Åre ski resort is included, where the Agera owner is fitted for their Koenigsegg skis and can watch them being made in Åres skidfabrik, a state-of-the-art ski production plant. The regular roof panel stores in the luggage compartment in front of the car, allowing you to switch to stealth mode once you’ve reached your place in the Alps.

And if you think an 1100-hp supercar might be the wrong car for a ski vacation, then you’re a lot like us. But if you had a Koenigsegg, you’d probably want to drive it everywhere.

2012 Volkswagen Beetle

2012 Volkswagen Beetle

The New Beetle took the design community by storm when it popped into being in 1998, and once it went on sale, buyers immediately took to the car’s cute and friendly look. It was chipper and cheerful, with a flower vase on the dash, but it was utterly lacking in anything that suggested aggression or speed.

This approach nevertheless sparked a cult following, particularly in the U.S., where dealers got away with charging way over sticker price, at least at first. But a mid-term face lift didn't help the model look much more serious, and the overpriced, limited-edition European RSi model with its VR6 engine simply flopped. Nevertheless, the New Beetle stayed in production for an unusually long time, with the final 2010-model-year cars still utilizing the PQ34 platform, the basis for the Golf IV—in case you’ve stopped counting, the Golf VII will arrive in 2013.

Broader Stance, Broader Appeal?

With this new Beetle—note that the car no longer carries the capitalized “New” in its name—VW set out to vastly broaden the model’s appeal. The design brief was simple: Make it look sportier and more purposeful than the New Beetle. So instead of evolving the previous version, Klaus Bischoff's design team went back to the original design conceived in the 1930s. What they came up with is a car that’s six inches longer, 3.3 inches wider, and 0.5 inch lower than the New Beetle, and one that truly looks more aggressive. The new proportions imply motion, whereas the previous one always looked like it was standing still. There is some pronounced angularity around the daylight opening and the hood and bumper, and the taillights are wider. From some angles, the Beetle looks almost-sort-of Porsche-like. Daytime running lamps rendered in LEDs underscore the round shape of the headlights, making them resemble a glitzy Chopard watch.

The interior reflects the changed mood of the exterior. The press photos show a black and carbon-look treatment with burgundy seating surfaces, which combine to impart a very sporty, outta-the-’70s look. A less-menacing painted dashboard is available as well. The optional auxiliary instruments on top of the dashboard look right at home in this purposeful environment, and we think they might help define this Beetle's interior as much as the flower vase did its predecessor’s. There’s no longer a vast swath of plastic between the steering wheel and windshield base, and that piece of glass is now more upright than before. There are edges to the cabin design, a departure from the soft styling from before. Two trim levels, Design and Sport, are available and the trunk swallows 10.9 cubic feet of stuff.

Familiar Engines, Familiar Rear Suspensions

A three-engine lineup provides the power. The smooth 2.5-liter five-cylinder is the base engine. It produces 170 hp and 177 lb-ft of torque; output is routed through a five-speed manual or a six-speed slushbox. It’s here that we’ll note that the Beetle is based on the latest Jetta, and as such, the base Bug will have that car’s simple and inexpensive twist-beam rear suspension. We will say that, in the Jetta, the setup performs well enough in all but the most aggressive driving. If more-sophisticated mechanicals are your bag, though, you’re better off with the Beetle 2.0 TSI, which gets 200 hp and 207 lb-ft of torque from its 2.0-liter turbo four. It comes with a six-speed manual or a six-speed dual-clutch-transmission, and the rear suspension is upgraded to a multilink arrangement (likely very similar to the forthcoming Jetta GLI’s). The TSI is visually distinguished by a rear spoiler and red brake calipers, and it also gets VW's XDS, a brake-based system that approximates a limited-slip differential.

Between those two gasoline-powered models in terms of sportiness, but far superior in terms of economy, is the excellent 2.0-liter TDI diesel. With 140 hp and 236 lb-ft of torque, VW says it will return 33 mpg combined. Transmission choices are identical to the 2.0 TSI’s, but the rear suspension is the base model's.

Options include a large panoramic roof, wheels up to 19 inches in diameter, a navigation system, an upgraded Fender audio setup, bi-xenon headlamps, keyless entry and start, and “performance-handling packages.” Personalization options similar to those offered by Mini (which would seem to be the Beetle's natural target) will ensure huge profit margins for the Mexico-built and Jetta-based car. VW also marked the Beetle’s arrival by announcing it will be producing annual theme models; we’ll let your imagination run wild.

The new Beetle will be at U.S. dealerships in September or October at prices starting around $20,000, with sales in Europe and Asia to follow. While this version isn’t the design breakthrough its predecessor was, it’s also not an unabashed chick car. Consider the Beetle’s appeal broadened.

2012 Volkswagen New Beetle Rendered

2012 Volkswagen New Beetle Rendered

Shockingly, despite a crazy (non-U.S.), VR6-powered RSi version and a midcycle face lift, the hype surrounding the New Beetle certainly died down over the past few years, and the car is due for a redesign. After all, it still uses the two-generations-old Golf IV's PQ34 platform, which will live on only in emerging markets such as China.

In 12 years, VW has built 1.2 million units of the New Beetle, with the U.S. being the single largest—and therefore most important—market. Not bad for a compact car that started out as a designer’s crazy dream. Conceived in 1994 as the Concept 1 by J Mays and his team in VW's California design studio, it drew such enthusiasm that Ferdinand Piëch decided to push for a production version. In 1998, the New Beetle was launched at the Detroit auto show. Its boxy, yellow press kit contained a flower vase, which was to become the trademark of the Beetle's interior. The car was as cheerful as VW's dealers, who finally had a car delivered to their lots that they could sell for way over sticker.

VW has decided to jump-start the faithful and do a second edition. Lovers of the cutesy compact can expect the entirely new, redesigned New Beetle to be launched next spring and appear at dealers in the summer of 2011 as a 2012 model—the U.S. market will be served first. Beetle production will continue to take place at VW's Puebla, Mexico, plant, alongside the 2011 Jetta.

Compared to the outgoing model, the next-gen New Beetle sports somewhat more angular details, and a source who has seen the vehicle describes it as "a sharper, stronger, more substantial car." The front end draws from the horizontal lines that characterize VW's current portfolio—without abandoning the trademark round headlights, of course. The side windows are outlined, and the rear end looks more powerful than that of the current model. Still, the look will be immediately recognizable.

Powertrains for this front-driver will come from VW's vast parts bin, with the naturally aspirated, 115-hp, 2.0-liter four likely serving as the entry-level engine for the U.S. market. More power could come from the 2.5-liter five-cylinder, but VW might also make the switch to the smaller but more powerful turbo- and supercharged 1.4-liter TSI engine, which can make upwards of 170 hp, and the turbocharged, 200- or 210-hp 2.0-liter TSI from the GTI and GLI. This platform's possibilities are virtually limitless: There could be an R version with some 270 hp, a return of a TDI model, all-wheel-drive versions, or a hybrid. While the entry-level Beetle will likely keep its Aisin-designed automatic, the turbocharged models will get VW's dual-clutch automated manual transmissions.

Although engine choices are still in flux, an additional body style is a certainty: a convertible will again appear and is due to be launched a year or so after the hatchback comes to market. Look for the new New Beetle to debut at the New York auto show next April.

2012 Volkswagen Eos

2012 Volkswagen Eos

Eos, the Titan goddess of dawn, is reborn: At the Los Angeles auto show, Volkswagen is unveiling a heavily face-lifted version of the Golf-based folding-hardtop convertible. The Eos is the latest VW to receive the company's new signature look, with a wide, horizontal grille—instead of the chrome tongue conceived under former chief designer Murat Günak—and a general cleaning up of stylistic clutter. The cutesy, round headlights of the early Eos are now replaced by rectangular units that house VW’s characteristic U-shaped LED daytime running lights, and the LED taillights lose their glitzy white circle for an M-shaped look. There's now a rear diffuser, presumably to allow higher cornering speeds, should you track your Eos on weekends.

Besides these simple cosmetic changes, the basic shape of the body remains unchanged. Neither did VW alter the Eos's Webasto-supplied folding roof. When it's closed, you can open a built-in sunroof, which one could argue is the ultimate triumph of engineering for engineering's sake (at the expense of common sense).

The Eos's clean and nicely equipped interior is only slightly modified, with revised gauges and a new HVAC control panel. In Europe, VW will offer a few more options, including an automatic high-beam function and a self-parking assistant, and a keyless entry and start system—including convertible-top control—is available for the first time. It's not quite clear, however, how many of these options will be available in the U.S., where our obsession with pre-packaged, take-it-home-right-now vehicles—instead of individualized, custom-ordered cars—makes a longer options list a greater liability for dealers.

Hope You Like the 2.0-Liter

That's also why, for the U.S. market, the Eos keeps a 2.0-liter four-cylinder TSI as its only engine. This engine, derived from the EA888 engine family, makes 200 hp and is coupled to a six-speed "wet" dual-clutch transmission. (No word yet on whether the six-speed manual will remain available in the U.S.) We suspect that top speed remains limited to 130 mph, and 0–60 times should stay below seven seconds. In Europe, the Eos will enjoy a vast lineup of engines, ranging from a 122-hp 1.4-liter to a 210-hp 2.0-liter TSI that can propel the Eos up to 147 mph. There also will be a 140-hp, 2.0-liter diesel. The sweet, 260-horse, 3.6-liter VR6 model sold in Germany is gone.

Prices won't stray far from those of the 2011 model, which starts at $33,710. The 2012 Eos will be unveiled on November 17, and U.S. deliveries begin in the last week of March, which will give VW showrooms a few months to stockpile them before convertible season begins.

2014 Mini Cooper Hybrid

2014 Mini Cooper Hybrid

Due in about three years, the next-generation Mini Cooper will offer a four-wheel-drive version. There’s a catch, though: The rear wheels will have no connection to the engine. The car will be a hybrid, and the rear wheels will exclusively be turned by an electric motor.

As BMW switches the next-generation 1-series to front-wheel drive, and expands the Mini portfolio with several new models, the Bavarians are looking at options for hybridizing its upcoming front-wheel drivers. To expedite the process, BMW recently announced a partnership with PSA Peugeot Citroën to develop hybrid tech for front-drive applications. Although BMW presently offers hybrid versions of its X6 and 7-series, each uses a rear-wheel-drive-oriented system co-developed with other companies—and neither is especially frugal. PSA, on the other hand, is launching the Peugeot 3008 Hybrid 4 this year, a compact MPV on a front-wheel-drive platform with a rear-mounted electric motor powering the rear wheels. BMW seems to see its smaller cars heading in this direction.

In this test mule, we can see that the electric motor is connected to the rear axle. The extra power and enhanced launchability should give it a decisive advantage over front-drive Minis, and while the motor and battery pack will add unwelcome weight, at least they’ll be mounted low in the chassis. That said, the production cars won’t be quite as low to the ground as the mule seen here. The hybrid module will likely be offered in a number of Mini derivatives; from the “regular” Mini Cooper up to the Countryman.

It’s not yet clear what kind of combustion engine Mini will pair with the electric drive system, although both diesel and gasoline mills would be compatible. The hybrid won’t share much technology with the Mini E, and we are optimistic that—unlike in that fully electric Mini—rear seating will be part of the package.

Like the original Mini, today’s Cooper is most at home in cities, and it’s in the slow, stop-and-go traffic that hybrid systems best deliver their benefits. The Mini remains hot for fashionable urban drivers, and it’s possible that a hybrid version will up the chic factor for these shoppers—even if it is very late to the eco-party.

How will the hybrid versions be positioned in the Mini lineup? Peugeot priced the 3008 hybrid at the very top of the car’s price ladder. With more power and all-wheel drive, the hybrid Minis are likely to be the most expensive in their ranges, too. It also remains to be seen how much the extra weight and complexity will diminish the Mini models’ playful character.

2012 Mini Inspired by Goodwood

2012 Mini Inspired by Goodwood

Multinational corporate intertwinings make for some creative uses of brands and parts. Within the BMW Group, Rolls-Royce builds its smaller model—the Ghost—using a few pieces of the BMW 760Li. Now Rolls is really downsizing, as it has partnered on a version of BMW’s other iconic Brit, the Mini.

The luxury runabout—to be unveiled at the Shanghai auto show—is officially called the Mini Inspired by Goodwood, Goodwood being the home of Rolls-Royce’s factory. Mini will offer 1000 copies in the spring of 2012. It’s a Mini Cooper S underneath, but with Rolls-specific detailing inside and out. While it has the Cooper S’s turbo four, that model’s scooped hood has been swapped for the Mini Cooper D’s more understated bonnet. The rest of the monochromatic exterior’s trimmings are equally as modest, with some normally optional chrome and “Inspired by Goodwood” fender plaques being the only attention-getting add-ons. Even the 17-inch wheels are standard Mini catalog parts. Rolls-Royce Diamond Black metallic paint is standard while Mini’s Reef Blue metallic will be optional.

Sadly, the Doors are Hinged at the Front

You’ll more clearly see the Goodwood inspiration inside. Rolls designers helped choose the trim and coloring—they call the leather hue Cornsilk—and the walnut pieces are shaped at Rolls-Royce’s Goodwood facility. A stitched black-leather upper dash looks quirky, but expensive.

Few details were overlooked. A Rolls-like woven headliner has been fitted, as have lamb’s-wool floor mats. The doors and center console are covered in leather. The speedo and tachometer faces have been swapped for versions with Rolls-Royce’s font, although, disappointingly, the tach has not been supplanted by a Rolls power-reserve gauge. Many of the controls get a gloss-black finish, including the steering-wheel spokes. We’d have preferred a thin-rimmed wheel to better match that in a Rolls, but using the chunky Cooper S helm is an understandable concession given the fight provided by the turbocharged Mini’s front wheels.

You can think of the Mini Inspired by Goodwood as the smallest Rolls-Royce available, or the only Roller that comes with a manual. (A six-speed automatic transmission is optional.) Standard equipment will include adaptive Xenon headlights, automatic climate control, a Harman/Kardon sound system, and rear parking sensors. A Cooper S spec’d that way before adding the Rolls bits costs about $30K, and we figure the Inspired car will sticker for at least $45K.

No Ugly Duckling

Blasphemy? Some may think so, but BMW was at least able to keep it in the family, and it avoided building a Rolls-branded microcar à la Aston Martin Cygnet. We’re told some portion of the Mini-Royce allotment will be offered to U.S. customers and we have no doubt they’ll go quickly—possibly to Rolls aspirers or current owners, but most likely to Mini fanatics.