Short Take - 2018 Ford Fusion Titanium

Recently, I was given the chance to test a 2018 Ford Fusion Titanium model while my own '13 Fusion was in the shop for service. Having been updated for 2017, here was an opportunity to see the changes made up close and whether or not Ford has really improved on an already good car.

On the exterior, the '18's more chiseled and refined look is readily apparent. The grille has more of a rounded look and is slightly less garish than before. Headlights are squintier and now employ LED lighting as LED running lights (and fog lights). The side profile is largely the same while at the rear, a chrome strip now runs in-between the restyled taillights. Not a dramatic restyle,more of a subtle freshening that does improve on an already good looking sedan. Among its peers, the Fusion is still one of the most attractive mid-sized sedans on sale today.

Inside, the seats were fitted with nice cream leather, dashboard and areas surrounding the 8 inch touchscreen had a soft touch material similar to my Fusion. Disappointingly, harder, cheaper plastics still plagued areas below the regular touch points, such as the glovebox and console surround. Also annoying, the top half of the door armrests were outfitted with soft materials where you'd normally rest your elbow, but hard, cheap plastic immediately below that. The contrast was surprising,especially in the Titanium model where materials were supposed to be a bit nicer than my SE model. The transmission lever has been ditched in favor of a rotary gear shifter, obviously taking a page from Chrysler. This frees up space on the console and junks a major irritant of mine: the rocker switch on the transmission lever for manually selecting gears. Paddle shifters are now present on the steering wheel, a far easier way to manually manipulate the transmission.

Another huge change was the departure of the maligned and fiddly MyFord Touch infotainment system and the arrival of the new Sync 3 system. With snappier response and a more intuitive design, the system proved infinitely easier to use and with the addition of Android Auto and Apple Carplay, drivers have the choice of how to interact. Also gone are the touch sensitive surfaces below the screen, replaced with a logical array of buttons to manipulate the sound system, climate control and heated seats. Overall, the interior is still a nice place to reside. The front seats have good support, lacking only side bolsters to hold the driver in place during spirited driving. Rear seat space was also good, though the leather is slightly harder. Trunk space is roomy, though I did notice the handle on the inside of the trunk lid was no longer there. This might be nitpicking, but it was nice to not have to touch a dirty trunk lid in order to close it on my '13 SE Fusion by using that handle. A minor issue probably, but someone upgrading from a '16 to a '17 Fusion will notice.

Engine choices haven't changed dramatically during the revamp, save for the addition of the 325-hp, 2.7-liter twin-turbo V6 in the new Fusion Sport.  A 1.5-liter turbo four-cylinder producing 180-hp replaced the 1.6-liter used in the SE model while the 2.0-liter turbocharged four-cylinder sees a 5-hp increase to 245-hp. Base Fusions can still be had with a naturally aspirated 2.5-liter four-cylinder. All powerplants drive through a six-speed automatic which has been tweaked for smarter shifts. All-wheel drive is optional with the 2.0-liter and standard with the V6. A wide array of wheel sizes and designs are available from 16" up to 19". My Titanium tester sported machined alloy 18" wheels which nicely played off the Oxford White paint finish.

Setting off, the driving impression is not too different from the SE though there is a more solid, substantial feeling through the steering and seat. This Fusion felt a lot more smoother and planted, perhaps due to the addition of all-wheel drive. However, unlike the lighter SE, the Titanium's responses were dulled by its weight and unwillingness to quickly negotiate tight turns. The 2.0-liter's added thrust however made short work of spots in traffic and traction was never an issue. Turbo lag was inherent, but the newly tweaked six-speed automatic shifted decisively and always found the right gear, keeping the turbo four in the meat of its power band. Pushing the S button in the middle of the rotary shifter makes gear swaps snappier and holds gears longer. The overall impression of the Titanium model is more of a relaxed cruiser than corner carver which is just fine for most people. Drivers seeking more thrills will want to check out the Sport model. The Titanium was also well equipped with the aforementioned Sync 3 system including voice activated navigation, SiriusXM satellite radio and travel services, a power moonroof and Sony sound system. The Fusion starts at $22,215 for a base model with the 2.5-liter engine while my Titanium tester starts at $30,490 with an as tested price of $32,430.

Ford has done a good job building on an already good sedan. The 2018 Ford Fusion is still a competent pick in an ever increasingly competitive set of sedans. While it may not be the sharpest handling, or most comfortable out there, it does most things well enough to satisfy a broad swathe of people. However, with the popularity of crossovers reaching a fever pitch, the Fusion's greatest foe might not be the Accord or the Camry, but from the Edge and Explorer crossovers sitting across the showroom.


Special thanks to Pines Ford for aiding in this review!

Review - 2012 Lexus CT200h

2012 Lexus CT200h

Can a hybrid really be fun to drive?

That was one of many questions I sought to answer when presented with this 2012 Lexus CT200h. It takes over from the Lexus IS250 by establishing Lexus' beach-head in the newly formed compact luxury segment, competing against other notables like the Audi A3, BMW 1 Series and Acura ILX (as well as the upcoming Mercedes A Class). Where Lexus' other entry hybrid, the HS250h was a sales flop, the CT200h remixes the formula by using the sporty hatchback form while injecting a very serious dose of suspension tuning. Is this enough to take the fight to its competitors?

Based loosely on the MC platform that forms the basis for such Toyota models as the Scion tC, Corolla and the aforementioned HS250h, the CT goes for a more upscale and dynamic look. It bears a passing resemblance in profile to a Mazda3 (which is no faint praise, the 3 being one of the sportier offerings in its class). The front end is aggressively styled and the headlights feature LED accents on the lower area that give the car a suitably wide and sporty stance when looking head on. The front overhang is long (befitting the FWD platform) but the rear overhang is short, giving the CT good proportions. Seventeen inch alloys fill the wheel wells nicely and the rear end completes the styling element with a subtle spoiler off the end of the hatchback. The design breaks no new ground, but looks surprisingly premium and whole once you stand back to admire it.

Inside, the CT200h features high quality NuLuxe (environmentally friendly) leather seating front and back with great, high end materials and tight fitting seams everywhere, befitting for a Lexus product. The bamboo wood trimmed accents look the part and weren't flimsy to the touch. It should be noted that, in a nod to the environment, Lexus has built the CT200h to be 90% recyclable. In lieu of a navigation system on base models, Lexus provides an odd "device holder" on the center console, presumably to hold a phone/storage device or an aftermarket navigation system. It looks like an afterthought, but otherwise the cabin exuded that excellent Lexus quality. Controls for the sound system were logically laid out and easy to use, including those for the climate control (that device holder did get in the way a few times however). The adjustable heated front seats offered good support, leg room was great and I got the feeling of being enclosed in a cockpit, the low seating position adding to the environment. The rear seat room is tight for anyone above say 5'10" (test: I placed the front seat in my comfortable position and sat "behind myself" in the rear...yup, pretty tight) and I wouldn't want to be stuck back there for extended drives, let alone with two other people. Cargo room is also decent and would be larger were it not for the battery cells that make up the hybrid system lurking just behind and below the rear seats.

The motivation: Lexus Hybrid Drive.

Electronic shifter, stereo controls, push button parking brake and Lexus Drive Move Selector.

 
For those not in the know, a short explanation regarding the CT200h's powertrain. Essentially an identical twin of the Toyota Prius, the CT200h's hybrid system is a power split variant consisting of a conventional 1.8L four cylinder gasoline engine tuned to run on the Atkinson's cycle (leaner burning) which produces 98hp and 105 lb-ft of torque, an 80hp/151 lb-ft electric motor paired with the gas engine via a planetary gearset and a 27kW/36hp Ni-MH battery pack consisting of 168 cells. Combined, the powertrain puts out 134hp. A drive-by-wire computer controls the system and allows the CT200h to run in either EV (full electric) mode, power mode where both the electric and gas motors provide power or direct gas drive where the gas motor provides the sole motivation. Power is routed to the front wheels via a continuously variable transmission (CVT). The battery pack recharges itself by use of regenerative braking which captures the kinetic energy usually lost in heat and directs it to the batteries. The gas motor also assists in this function if the batteries get too depleted. A configurable display on the driver gauge cluster shows the system components in real time and shows the driver various functions such as battery state of charge, where propulsion is coming from: gas, battery or both. The electronic transmission also offers a 'B' mode for aggressive regenerative braking for downhill maneuvers.

Display showing both battery and gas motor are combining to provide power.

Display changes to show battery is sole power source to wheels.

 

Display showing regenerative braking at work, charging the battery pack

The CT200h is billed as a sporty* car to drive (notice the asterisk?). The Lexus Drive Mode Select system offers three different modes via a rotary knob in the middle of the center console: Eco, Normal and Sport. Each affects all the driving bits of the CT, from the suspension's sophisticated lateral dampers, to the steering and the drivetrain. Eco mode is obviously the more conservative of the three. Here, throttle engagement is lethargic, the steering goes fingertip light and the powertrain's start/stop function engages, shutting of the engine at traffic lights when the car comes to a complete stop. Unlike earlier start/stop systems, the CT200h was barely noticeable: an extremely faint pulsing felt through the seats whenever the engine fired up after accelerating away from a stop. A display in the driver's gauge cluster shows once Eco mode is selected and allows the driver to see how efficiently (or inefficiently) your driving is. Treat it like a game and it becomes quite enjoyable to eke out the best mileage possible, at the expense of everyone else behind you of course. The CT200h is also capable of being locked in EV mode by a button next to the Drive Mode Select knob and allows electric-only propulsion for a mile at speeds of up to 28mph, at which point the gas engine comes alive to assist. Pretend there's an egg between your foot and the gas pedal and you get why I'd recommend only using this function in parking lots or garages as it is pretty much useless on public roads. I tried it a few times around the livelier parts of my neighborhood and not once could I avoid being honked or beeped at by angry drivers behind me.You've been warned.

Lexus Drive Mode Selector

If Eco mode is way too agonizing, Sport mode livens things up a bit. Selecting this mode changes the Eco display to a red accented rev counter, steering effort increases and both electric and gas motors combine to give the driver full power. It would be nice if Lexus had programmed "shift points" in the CVT's operation to make its constant buzzing in this mode easier to live with. It would also be nice if I had some shift paddles to work with but this is pretty much nitpicking. With the combined 134hp at my disposal, acceleration was just a bit less tepid and, by my butt-o-meter, just a few ticks over 9 seconds was needed to reach 60 mph. Not a screamer in terms of acceleration in any sense but once speed is achieved, the fun begins in maintaining the momentum. Around town, the CT200h was quite comfortable, soaking up bumps and provided a somewhat firm but compliant ride. Understand though, the CT200h isn't a driver's car and isn't meant to be driven at more than say, six tenths as the limits are low and easily reached. Besides, the various active stability control systems won't let you anywhere near them anyway. That said, it is way more engaging to drive than the dowdy Prius.

Driver gauge cluster: note Eco Mode is currently selected by gauge on the left.

Left gauge changes to red accented rev counter when Sport mode is selected.

On my testing loop, the CT200h responded in a more dynamic fashion than the Prius (or even the HS250h) could ever hope to do. Credit the sophisticated independent rear suspension bits and the lateral dampers. Stability was excellent and the sophisticated dampers did their thing, stifling body roll and keeping the car composed. Don't be fooled into thinking these 17 inch tires are grippy: they're of the hard, low rolling resistance type and as a result they squeal earlier than normal tires. Still, hustling the CT at a decent clip was okay and preserving speed around the course was not an overly bad exercise. Steering was responsive if vague off center and provided little information about the level of grip available. Braking action was also quite good, though at low speeds their regenerative nature was odd, feeling less progressive and more "on/off" in nature. Give this car a proper engine and a manual transmission and it would be a great little road carver as the suspension is that good. However, one must remember the CT200h's mission in life and as such, in the end any sporting notions ultimately take a back seat to efficiency.

My tester was a base model that starts at $29,120 (excluding destination) and came well equipped with such standard features as leather interior, sunroof, dual zone climate control, AUX/USB inputs for the powerful 6 speaker stereo system, satellite radio, Bluetooth and two 120v power outlets. The CT200h also comes comprehensively equipped with outstanding safety features like traction and stability control, electronic brake force distribution and a full compliment of front, side, rear and knee airbags throughout the interior. The Premium model begins at $31,170 and features a more powerful 10 speaker sound system and an optional navigation system which includes NavTraffic and NavWeather functions and the Lexus EnForm multimedia system. An F Sport package can also be added that includes different style 17 inch wheels, a more aggressive front fascia and sportier finishes for the interior. Fully loaded, CT200h can easily approach the $40k mark.

So back to the question: can a hybrid really be fun to drive? If you're the sort of person that enjoys hugging trees, making your own fuel and singing "kumbaya" lullabies to your kids then you'll be much more satisfied with a Prius. If however, you want a car that is more luxurious, less dorky than the Prius and a bit more engaging to drive while still giving a nod to Greenpeace at an affordable, entry lux price then Lexus may have the car for you in the CT200h. In efficiency, it easily trumps its competitors with EPA ratings of 43 mpg in the city, while matching the next best Audi A3 TDi's 40 mpg highway rating. At a combined rating of 42 mpg, the CT200h is quite literally tops in efficiency and comes close to matching the A3 dynamically, if not in outright speed. Does the CT200h live up to the sporty intent that Lexus designed it for? Not chance. The CT200h is a compromise. There's nothing sporty about a CVT (c'mon, no shift paddles?), the brakes, while effective are touchy, the electric steering has no feel and is arcade-like in its actions and I can imagine some scary moments passing slower traffic on a two lane road when flooring the throttle and getting more engine noise rather than increased speed. That said, around town the CT200h is comfortable, efficient and Lexus-luxurious. For an entry level luxury car, it effectively handles its duties. But drivers wishing for a real sporty hybrid will have to look elsewhere.

Special thanks to the Penagos Foundation for providing the tester. You rock!

Short Test - 2012 Mercedes Benz C250 Sedan

2012 Mercedes-Benz C250 Luxury

The Mercedes C Class has been duking it out in the highly competitive entry level compact luxury sedan for nearly two decades. Since the launch of the line, beginning with the 190 in 1993, the "baby Benz" has been one of Mercedes' most important models and remains a big seller for the brand. The current W204 version was introduced in 2007 to replace the highly successful 2002 - 2007 W203 model and, with an onslaught of new/refreshed products from the competition currently debuting (revamped Audi A4, all new BMW 3 Series and the upcoming Cadillac ATS) Mercedes saw fit to do a comprehensive refresh.

2012 Mercedes-Benz C250 Interior

Mercedes began by altering the still quite handsome exterior styling, identified by a slightly more aggressive front fascia, sporting LED driving lights, angled headlights and a resurfaced hood. The rear sees very little change save for LED bulbs in the tail light clusters. Inside, I expected to find a vast improvement in quality as claimed by Mercedes and this was true to some extent. The dashboard design was thoroughly revised and now sports new soft touch materials that are in fact, a great improvement over the 2011 model and everywhere the fingers touched felt reasonably good. A standard fixed 5.8 inch touchscreen replaces the old flip unit and sports better graphics while an optional 7 inch screen comes in models fitted with the COMAND system as fitted with this tester. There were still spots of hard plastic that lightly litters the cabin however, particularly surrounding the gear lever and the central instrument panel containing the entertainment system. The steering wheel has improved in feel and touch and is power adjustable for reach and rake. The seats felt firm and offered reasonable support for long distance driving, if not for sporty antics. Rear seat space was also adequate, although a snug fit for three people. Overall, despite the still stark atmosphere, the interior is a nicer place to be but I couldn't help but expect more, especially considering the richer interior of a comparable Audi or BMW.

2012 Mercedes-Benz C250 Exterior

Along with the exterior/interior refresh, Mercedes has also revamped the engine lineup. Available in the new base C250 model (my tester for the day) is a turbocharged, direct injected 1.8 four cylinder which develops 201hp and 229lb-ft of torque. The C300 with its 229hp/221lb-ft 3.0 V6 returns but only with Mercedes' 4MATIC all wheel drive system (the manual transmission has been axed) and the C350 sports a new, direct injected 3.5 V6, good for 302hp and 273lb-ft of torque. The bonkers C63 AMG model also returns with its equally bonkers 451hp 6.3 V8 (a more powerful 481hp version is optional). All engines are now hooked up to Mercedes' seven speed 7G-Tronic automatic as standard. My C250 Luxury tester offers two driving modes: E for Economy and N for Normal. In Economy mode, the car's computer changes the transmission's shift points and remaps the engine's ECU for greater efficiency. Pulling out of the dealership with the car in 'E' mode, it felt like there was good sized rubber ball between the gas pedal and the floor. Resistance was felt every time I inched the C250 for speed and the transmission was very quick to reach for top gear. It should be noted that the Mercedes opted not to follow BMW in equipping the C Class with an auto start-stop feature, deeming the technology too expensive for its entry level model. I had to boot the gas pedal, then wait on the turbo to spool up, then wait on the transmission to make up its mind about how much power to shell out before I was thrust forward. My advice? Leave it in Normal.

2012 Mercedes-Benz C250 Rear Interior

Throughout the drive, the C250 rode quite comfortably in that classic, solid Mercedes fashion. Road imperfections were absorbed with aplomb and the hydraulic steering provided good tracking and smooth operation if little in the way of feedback. While the C250 proved reasonable in moderate handling, anything above that will leave it flat on its face. The turbo takes ages to spool up and that tends to confuse the transmission. Make no mistake, this isn't a sport sedan and it makes no attempt to satisfy the enthusiastic driver. A Sport model is available with the C250 which includes a firmer suspension, larger wheels and different cladding but if you really want to have some fun, move up to the more powerful C350. Not only is it faster but it makes proper use of the solid chassis underneath. Drive the C250 in a smooth fashion (Miss Daisy anyone?) and you'll be rewarded with a pleasant drive that will have you thinking you're piloting a larger vehicle. The transmission shifts smoothly enough and the engine isn't taxed, masking the hellish lag of the turbo. Drive it in anger and you'll just make yourself angry.

2012 Mercedes-Benz C250

Mercedes has done a commendable job in refreshing the C Class. A more luxurious, revamped interior that's now (almost) worth the price will have owners of older W204 models kicking themselves in the posterior. The new exterior styling is now in line with other Mercedes products and, what is perhaps the most significant part of the refreshing, a new and proper coupe version joins the sedan for the first time (no the W203 Sport Coupe doesn't count). With these new weapons in its arsenal, the C Class is ready to take the fight to Audi and BMW.


Once again, many thanks to Aaron Shapiro and Vista BMW for facilitating this review.

Quick Spin - 2012 BMW 328i

2012 BMW 328i Modern Line

The King of compact sports sedans is back.

The BMW 3 Series, arguably the most sporting of luxury sedans, has carried the torch as "The Ultimate Driving Machine" for the company since the 2002 model of the 1970s. Known for its compact size, yet playful nature, this model evolved into what we now call the 3 Series. With each generation, the 3 has gotten bigger, more powerful and more technologically complex. As we know the car today, it has been an all six cylinder lineup. The turbine smoothness and sonorous snarl of the inline six cylinder has been a BMW calling card for the 3 Series, from base model all the way up the last generation of the fire-breathing M3. Today however, the economic and environmental climate has changed and so too have automakers' take on efficiency. In response to this new challenge for environmental awareness and increased efficiency, BMW has chucked the naturally aspirated 3.0 inline six from the base model of its new F30 3 Series and introduced a new turbocharged 2.0 four cylinder. Outgunning the old six in terms of power and efficiency, the new four chucks out 240hp and 260lb-ft of torque, improvements of 10hp and an astounding 35lb-ft of torque. As part of BMW's 'Efficient Dynamics' program, the 328i is equipped with a host of technologies to deliver not only outstanding performance, but outstanding fuel economy as well. Available transmissions include a 6 speed manual transmission and a new 8 speed automatic. Of course if you need your inline six fix, the up-level 335i aims to please. Equipped with the 300hp/300lb-ft of torque N55 turbocharged 3.0 inline six, that flows its power through either the 6 speed manual or a 6 speed automatic, you won't have a want for more speed and power (and for the crazies, the 414hp V8 M3 is always there though based on the now obsolete E90 chassis).

2012 BMW 328i Interior

In remaking its most important model, BMW decided against a drastic restyle (remember the Bangle era?) and instead focused on a subtle yet noticeable surfacing of the exterior. The old E90 model was a handsome car that has aged well but in order to be more distinctive, BMW applied a slightly bolder approach. The signature twin kidney grill is more pronounced and the headlights now flow into it, the other signature BMW look - the "angel eye" driving lights - have a squatter appearance with the headlight fixtures flowing further back into the fenders. The lower intake is now a full length piece that also incorporates the fog lights. The new 3, always panned for cramped rear accommodations, features a longer wheelbase and slightly wider tracks front and rear. This translates into better interior room for four with more legroom for rear seat occupants (3 rear passengers is still a squeeze but at least they won't riot as before). German cars have always been known for stark, cold interiors and BMW is probably the best known (or most infamous) for this. My tester was a Modern Line 328i decked out in sumptuous leather called "Dakota Oyster" with a nice "Fineline Pure" wood trim (seriously, who comes up with these names?). The seats felt good and offered great support and finding a good driving position was made easy by the full powered 8 way adjustable seat and tilt/telescoping (unpowered) leather steering wheel. The interior felt rich and nicely complimented the Mineral Grey Metallic paint of the exterior. The iDrive system (ridiculed for years by the journalist community for its too-complex operation) has been further revised and is now simpler to operate. Climate controls are now separate items and no longer do you need to dive into menus just to tune the radio or adjust the volume settings. It must be noted here that the old ordering system is no more. BMW now offers the new 3 Series in four distinct "lines": Base, Modern, Luxury and Sport. Base models allow for a bit more personalization of equipment and features, Modern comes with more features standard while Luxury comes with yet more features as well as exterior revisions (chromed kidney grill and lower fascia, different wheels) to distinguish them from lesser models. Sport Line models feature large 19" wheels with summer tires and altered suspension settings as well as a blacked out grill and fascia.














 On start up, one expects to hear the whine and steady, smooth idle of an inline six under the long aluminum hood. Surprising then that, even with the knowledge of an inline four present, that the idle would shock me as it did. The turbocharged 2.0 four comes with direct injection and its clatter, although quiet was almost diesel-like, the *tick-tick* of the direct fuel injectors working away at the cylinders.  The 328i always starts up in Economy mode along with Auto Start/Stop engaged. This system is controlled by the 328i's electronic brain and, after learning the driver's habits, shuts down the engine to conserve fuel at appropriate times when the car comes to a complete stop. Once the brake pedal is released, the engine fires back up allowing the driver to continue on his way. The 8 speed auto also receives a remap of its shift points and, once underway, will quickly shoot for top gear. In order to encourage efficient driving, a display in the instrument panel tracks in real time how economical your driving is and will actively coach you, even by applying opposite pressure on the gas pedal to ensure smooth slow take offs from a stop. The start/stop feature was unnerving at first and was hardly subtle in its operation but one gets used to the sensation of the engine firing up and shutting off after a while. The computer is smart enough to know when the car is in heavy traffic and will not shut off the engine unless the car is stopped for periods longer than 5-10 seconds. Or you can completely shut the feature off by pressing a button if it annoys you. I certainly did. Fuel economy ratings for the 328i are 24 city/32 highway (revised by the EPA from previous numbers of 24 city/36 highway).

2012 BMW 328i Modern Line's 8" Central Screen

Driving through the Coral Springs area, the car rode comfortably and absorbed bumps that would have otherwise been felt in the old car. BMW has pretty much perfected the ride/handling balance of its cars but tribute should also be given to the new electronic dampers fitted to 328i. In Comfort mode, the ride was almost limo smooth but not floaty, the new electric power steering was quick but almost devoid of feel and communication, quite unlike the last car's hydraulic steering which was chatty by comparison. The 8 speed slurred through its ratios but was still quick to downshift a few gears when prodded. The turbo four is tuned for almost zero lag and delivers its torque across a broad RPM range and as such, passing maneuvers were effortless. At a traffic light, I switched to Sport mode and the change in the 328i's character was, in a word, noticeable. I could feel the electronically adjustable dampers stiffen, the engine's note change to a more aggressive idle while the computer remapped the transmission's shift points. The change was also noted on the 328i's 8 inch central screen by showing the damper setting and tune of the engine. It was as if the whole car went into attack mode, ready to pounce on the Audi A4 driver that was in front. The light went green and a stab of the throttle was met by instant thrust. Where the old car necessitated revving the engine to get power (a joy in itself), the new turbo four doesn't require it, exhibiting right-this-second torque delivery. Through a turn, the 328i exhibited almost no roll and remained flat as I negotiated a series of quick left to right lane changes to get around slower traffic. This car is remarkably quick off the line and the A4 that was in front a few seconds ago? A red blip in my rear view mirror. Sensing the aggressive driving (don't try this at home kids!) the 8 speed learned my style and properly held gears all the way to redline. Manual shifting produced quick enough shifts but leave the transmission in auto and it's intelligent enough to know which gears are sufficient for the task at hand.  A race track or autocross would've been the proper place to wring out the 328i but even here on public roads, it's good to know that despite the car's nod to comfort, BMW hasn't neutered its playfulness. Lightweight materials in its construction play a role here and is yet another effort to increase the car's efficiency. Fitted as it was with the equipment onboard, the 328i weighs barely more than its predecessor. An aluminum hood and trunk lid, aluminum intensive suspension components and ultra high strength steel construction all contribute to the 328i's minimal weight gain. The engine itself, which is some 50lbs lighter than the heavier inline six it replaces, also serves to lighten the weight over the front wheels, increasing the car's quick turn-in behavior.

328i Modern Line's 18" wheels

Throughout the drive I faced a bit of a conundrum: I was actually having more fun here than I anticipated. Not once did I yearn for the excessive power of the 335i's 300hp/300lb-ft of torque, turbocharged 3.0 inline six. Having driven the old 328i, the old naturally aspirated inline six sounded sweet throughout the RPM range (in fact, it relishes revving right up to the fuel cutoff point), but I always felt that it needed more power. With the new model, you lose the turbine-like quality of the six but gain such an impressive amount of torque with almost no lag that the tradeoff is very reasonable. Besides, unlike the old six that made power right up to redline, the four is pretty much out of breath by 6000 RPM, though it does emit a pleasant bark from its twin tailpipes, not the sound one expects from a BMW but sporting and aggressive all the same. In fact, I would imagine that the heavier engined 335i's transient responses might be slowed somewhat by the increase in weight over its front wheels. So good is the 328i's power and torque delivery that, equipped with the requisite M Sport package (larger wheels, stiffer suspension), this might be a better sports sedan than the more powerful 335i. Put both on a racetrack and, while the 335i will hold the straight line acceleration advantage, the 328i driver will always catch up in the turns. I'm even starting to suspect BMW has underrated the 328i's power rating.

With each generation of new car getting larger and more complex, it's good to see BMW holding the line with its new 3 Series. Yes the new 328i may be a bit larger than the car it replaces, but BMW has worked hard to preserve the spirit and playful nature that makes the 3 Series such an exciting car to drive. Sure the naturally aspirated inline six is gone from the lineup in a nod to increased fuel efficiency, but the smaller, more powerful turbocharged four more than makes up for that.

Now price isn't the only reason to go for the base model and you won't be disappointed.


Special thanks to Aaron Shapiro and the BMW team as well Vista BMW of Coconut Creek, FL for facilitating this test. BMW is a proud sponsor of the US Olympic Team and I was fortunate to meet Terese Terranova, a double gold medalist in the 1986-87 Paralympics in Seoul, Korea. Find more information about her numerous accomplishments here.

Short Take - 2012 Cadillac CTS

2012 Cadillac CTS sedan

Cadillac has been on a roll lately. Chances are if you asked your grandfather what a Cadillac means to him, he would describe something along the lines of pink colors and huge fins (and a plush ride to boot). Show him a picture of the car above telling him that THIS is a Cadillac and he'd likely yell sacrilege.

Indeed folks, the first generation CTS was the car (with some help from its bling bling truck brother, the Escalade)that brought about Cadillac's success within the last decade. When the 2003 CTS burst on the scene, it signified a change in General Motors' direction for the luxury brand. No longer content to build cars for the Palm Beach retirement community, the powers that be decreed that Cadillac would now be a performance oriented luxury brand, one that would be the equal of the German bluebloods. Going so far as to tout the CTS' European-tuned suspension (developed almost exclusively on Germany's fame Nurburgring race track), the CTS was such a RWD shock to the segment (the first Cadillac in decades equipped with a MANUAL transmission) that it proved widely successful. It debuted not only Cadillac's new performance mission but the styling theme dubbed 'Art & Science', and edgy direction composed of sharp angles and creases, not unlike the U.S. Air Force F-117 Stealth Fighter.

So successful was the CTS that Cadillac endeavored to polish the rough edges and continue the performance mission and the second generation debuted to much fanfare. Pitted as a BMW 3 Series 'fighter', the CTS dwarfs the smaller German in size if not in price, and seems more of a 5 Series competitor. In order to more effectively battle the European set on even terms (and to extend the CTS's profit margins) Cadillac now offers 2 other body styles apart from the sedan: a positively stunning 2 door coupe and (surprise) a 5 door station wagon. To this blogger's eye, the sedan as sharp as it is, looks quite pedestrian next to its coupe and 5 door brothers. The sport factor is also enhanced by the addition of the V Series (think BMW M or Mercedes AMG) which substitutes the regular 318hp, 3.6 V6 for the supercharged 6.2 V8 from the Corvette ZR1. Slightly tamed in CTS-V form, (due to the loss of an intercooler and dry sump oil system) this monster of a powerplant churns out 556hp and 550 lb-ft of torque, enough to see off both the BMW M3's paltry 414hp V8 AND the BMW M5's 507hp V10 (the new M5 counters with a 560hp twin turbo V8).

2012 Cadillac CTS Sportwagon

2012 Cadillac CTS Coupe

I recently had the chance to take a short drive in all iterations of the CTS (except the V Series, bummer) during a public demonstration on the beautiful streets of Fort Lauderdale.

Approaching the CTS, I got the feeling that Cadillac spared no expense in the exterior design. It's next to impossible to confuse this for anything other than a Cadillac (your grandfather might think differently), the CTS sits purposeful with a wide stance and a form that hints at solidity and stability. Getting inside, I was met by high quality materials and a dash design that complimented the exterior. The center stack had a lovely V shaped design that encompasses the climate controls and buttons for the Bose 5.1 sound system in a logical fashion. Dials were ringed in real chrome and the entire console was flanked by vertical air vents on each side. An analog clock sits squarely in the middle with the navigation screen rising from the top of the center console. When stowed, the visible top quarter of the screen functions as an information center.

2012 CTS-V Interior

The front seats were plush and offered good support, plus heated and cooled functions for both driver and front passenger. Cadillac obviously neutered the bean counters when opting for high quality. The rear area offers good legroom and general space for passengers. The coupe, with its style-over-functions, is less accommodating but if you're buying a 2 door you already know this. The 5 door wagon however offers similar rear passenger accommodations as the sedan but also comes with vastly more cargo room thanks to the artfully styled rear end. Cadillac's styling theme lends itself rather nicely to the wagon's handsome, long and lean appearance. The coupe however is the hands-down looker of the trio.

2012 CTS Coupe rear

3.6 V6, 318hp, 274lb-ft of torque

All CTS models (except the V cars) are powered by General Motors' 'high feature' 3.6 V6, equipped with direct fuel injection, continuously variable valve timing and all-aluminum construction. This powerplant kicks out 318hp and 274lb-ft of torque and can be equipped with either a 6 speed manual as standard equipment or an optional 6 speed automatic (the only transmission on the regular wagon).

Pulling out of the parking lot, the 3.6 provides ample thrust for strong acceleration helped by the automatic transmission doling out torque in equal amounts. Due to the urban nature of the test area, I wasn't able to fulling exploit the handling limits of the CTS, but in some instances, long sweeping corners exposed the stability offered by the car's suspension and resistance to body roll. The steering was quick, offered the right amount of assist and communicates what the front wheels are doing to the driver. The CTS strikes a great ride/handling balance: sporty and firm, but not excessive as to register rough roads to passengers. The suspension is damped enough to acknowledge bumps as distant 'thuds' without upsetting the ride's balance. One strike noticed however was the V6's graininess at high RPM during one full throttle run using the auto transmission's manual function. Above 5000 rpm, the 3.6 sounds unrefined, quite unlike the silky growl of BMW's straight sixes.

Overall, the 2012 CTS is yet another shot across the bow of the European luxury marques. Equipped with a design that is unabashedly American and a platform that equals the ride/balance of its competitors, the CTS is yet another home run for Cadillac, now available in 3 sizes for every taste and with 2 powerplants for every level of leadfoot.