2013 Ford Mustang Shelby GT500 review notes

SENIOR MOTORSPORTS EDITOR MAC MORRISON: Excuse me while I try to maneuver my spleen back into its proper position. Certainly, there are few road-legal instruments as capable as the 2013 Ford Mustang Shelby GT500 of rearranging your internal anatomy. But this is one procedure you don't want to be anesthetized for. Frankly, it wouldn't matter if you were. If this powertrain isn't capable of waking you up, don't worry: You're already dead.
When you see the numbers “662” and “631” filling the horsepower and torque boxes of a car's specification sheet, you expect an NHRA-like acceleration curve. This is an interesting car to drive, not least because of its ability to actually slow time down. Without even “trying” to launch the Shelby, a remotely aggressive step on the throttle from a rolling start—don't even worry about dropping the clutch or dialing up launch control—and, hey, wait, what the . . . bang, boom, squawk, whooooooooooosh there went your face. Turn around, pick it up, reattach it and do it all over again.
Of course, your acceleration is traction limited in oh, the first two and half gears or so, which means there is skill involved both in exploiting the power to the maximum and keeping the car in one piece, or at least pointing in the proper direction. In a very strange way, the power and torque ratings are so high that the actual experience is a letdown in a kind of demented sense, because of that whole time-slowing phenomenon.
The GT500's engine and already almost urban-myth of a 200-mph top speed are the main talking points on this car, but it handles aggressive cornering on the street well, though the ride is firm and unforgiving, as it should be. The steering ratio (15.7:1) isn't quick, but it makes this reasonably hefty monster predictable and easy to control. The hard-shelled Recaro sport seats are the interior's best feature, though to my fingers the leather used to trim them is not impressively luxurious. They hold you in perfect driving position, however. But I lamented the lack of a telescoping steering wheel repeatedly. I was able to find a good driving position, but could have found a great one if only the wheel extended out rather than simply tilting up and down.
One pleasant feature is the shift kit, which is the best I've ever felt in a Mustang. Quick, positive shift action and a stiffly sprung, quickly-but-predictably-engaging clutch make it rewarding to shift up and even to heel-toe down through the gearbox. That's not something you necessarily expect to find in a reincarnated muscle car.
This car receives an endless number of envious stares. Engines revved at stoplights; it moves car-people to salute you. My biggest disappointment with it is that, after you become accustomed somewhat to its pure performance, it doesn't boast a lot of features to make me feel like I'm driving something incredibly special. The interior—and no, I wouldn't buy any sports car based on the interior, but it's worth mentioning—is basically the standard Mustang fare, a good amount of hard plastic and average materials and center stack design. It just seems to fall short in what is supposed to be—and is—Ford's King pony car. It's a situation analogous to the Corvette ZR1, which essentially comes trimmed not much better than lesser Corvettes. Simply, it's a letdown. The price tag, of course, makes this easier to swallow.
Another issue I had, and this is probably a personal thing, but the car employs the same audible ding-dong chime as every other Ford product when you open the door with your key in the ignition, etc. I feel a bit silly for even mentioning this, but hearing the same chime repeatedly in the GT500 as I hear regularly in my friend's two-year-old Focus was an oddly disconcerting experience, because I associate that sound with many “regular,” run-of-the-mill conveyances. Hearing it in my time with the Shelby just seemed wrong on every level.
But hey, you can drown it out with one quick tap on the gas.
ROAD TEST EDITOR JONATHAN WONG: You want to know what's difficult? Driving this Ford Mustang Shelby GT500 in heavy rain, that's what. Let me first say that I'm a Mustang fan, and would in almost every case take one over the competing Camaro. Which V6 model? Give me a Mustang. Given the choice between a Mustang GT and Camaro SS? I'll go with the GT, thank you very much. However, when it comes to the matchup between the hottest factory-tuned models, I would be going with the Camaro ZL1 over the Shelby GT500.
But without a doubt, there's a lot to like in the GT500. The power from the supercharged V8 is incredible. Getting that much scoot for $63,000 seems too good to be true, but here it is in the Shelby GT500. Just breathing on the throttle will break the rear tires loose. Unleashing the engine's full fury requires a dry and straight piece of tarmac in good condition, which is difficult to find around Detroit.
However, I did manage to find a couple patches of smooth road during my night. Roll onto the throttle a bit and the speedometer needle will sweep past legal speed limits almost instantly while you get pinned into the Recaro seat. The whine of the supercharger is a pleasing audible tone, and the six-speed manual gearbox offers tight and precise shift action. Brakes are strong—and they need to be.
Around town on reasonably good-condition pavement, the Shelby does well. It's a stiff ride, which I don't have a problem with. There's hardly any lean in curves to speak of, and the steering responds and feels great with nice weight tuned in. But when you encounter bumps mid-corner with the suspension loaded, the rear end gets jumpy for not the most comforting feeling. Even in straights at higher speeds, the rear will dance around when rolling over ruts.
I don't have too big of an issue with the interior. The optional Recaro seats kept me happy with their great side support, and everything in the interior is of decent quality. Could they have done more to make this super Mustang's interior feel a bit more special? Sure, I guess so. But I think the feeling drivers experience when they hit the throttle is more than enough. If you do that and are still complaining about the cabin surroundings and audible chimes, then I certainly can't help you.
Let me get back to my first statement about how driving this car in the rain is a handful. We shot some video at the airstrip, and it was comical how difficult it was even to get through the slalom at low speeds. Go straight at reasonable speeds, and the rear feels very skittish and seems like it's just waiting to really step out at any second. But it is still a heck of a lot of fun.
This car is quite an achievement from a performance standpoint. It's so pure and unapologetic, and that's something I respect. If my performance-driving preference veered more toward drag racing, I would be all about this car. But I'm always going to spend my spare time at a road course and not a drag strip, which is why I would take a Camaro ZL1 over the Mustang Shelby GT500. The independent rear suspension and magnetic dampers are too much to overlook for me.
ASSOCIATE EDITOR JAKE LINGEMAN: The 2013 Ford Mustang Shelby GT500 is the new bang-for-buck king. At $63,080, that's about $10k per 100 horses. If someone can find cheaper speed that that, please let me know because I'll buy it.
The exterior of the Shelby is ominous at worst and straight evil at best. The dark wheels, dark taillight covers and open grille all say hoon to me. I'm not sure about the rear spoiler though—it's too long and has too much angle. I'm assuming it's all for high-speed stability, but I'd order the GT spoiler if possible, or no spoiler at all. I do appreciate the extra strip of black plastic with a tiny lip on the back. It probably added a few extra pounds of downforce. I like that commitment to speed.
The Recaro seats are spectacular, and held me in place securely around cloverleaf entrances on the expressway and other high-g maneuvers. The golf ball-sized shifter falls right in hand and has a nice, short throw. Some might call it notchy, but I enjoy a little click that lets me know I'm fully in gear. I do like the suede inserts on the steering wheel; I just wish it were all suede, instead of multi-surface.
Alright, the engine in the GT500 has a slight, subtle whistle at low speeds, which just gets the driver excited for the upcoming ride. Stab the pedal in first, second or third and keep a steady hand on the wheel, because traction will be lost. Last night's drizzle had me being extra careful.
The traction-control system is fully defeatable, allowing drivers to toast the tires at any time. It does have a sport mode, though I didn't get to use it much. On the track, it would probably be the go-to setup. I also didn't use the launch control—not because I didn't try, but I just couldn't figure out how to work it.
I'll end with a little ratio talk. Each horse in the GT500 has 5.8 pounds to lug around. By comparison, the Chevy Camaro ZL1 comes in at 7.1 pounds, making the Ford a better bang for your buck.
2013 Ford Mustang Shelby GT500
Base Price: $54,995
As-Tested Price: $63,080
Drivetrain: 5.8-liter supercharged V8; RWD, six-speed manual
Output: 662 hp @ 6,500 rpm, 631 lb-ft @ 4,000 rpm
Curb Weight: 3,852 lb
Fuel Economy (EPA/AW): 18/15.1 mpg
Options: Equipment group 821A SVT performance package including Torsen differential, 19-inch painted forged-aluminum front wheels, 20-inch painted forged-aluminum rear wheels, Bilstein adjustable dampers, unique rear springs ($3,495); SVT track package including external engine oil cooler, differential cooler with pump, transmission cooler with pump ($2,995); Recaro leather-trimmed sport seats ($1,595)

2012 Chevrolet Camaro ZL1 review notes

SENIOR ONLINE EDITOR RORY CARROLL: First, this is the first Chevrolet Camaro since the 2009 reboot that I have found even somewhat good-looking. The body kit and trim, when combined with white paint, were very effective in reducing the Camaro's perceived size, which is my primary sticking point with the design. All non-ZL1 Camaros of the current generation look massive.
The interior, both in terms of materials and design, feels special and I think for a car like this, it should. That's not to say it should be over-lux or really novel. It is a Camaro after all.
I did have the opportunity to push the Camaro in a closed environment. I will generally echo the sentiments of most of the people who have reviewed it. The car is very fast in a straight line. The steering was well suited to the chassis, and the wide tires provided plenty of grip. It felt like a car that would be very fast on a road-course—which brings me to my next point.
Its best performance feature might be its five-mode traction control system. In wet mode, the car felt almost all-wheel-drive stable in heavy rain. In every mode after that, a bit more slip was available and the adjustability was useful. The least intrusive traction control mode—Track—provided more than enough slide for track use, and I'd suspect that most drivers would be much faster on a track with the traction control on.
However, with the traction control all the way off, this car's shortcomings were readily apparent. First, it is very, very heavy. When the massive reserves of grip finally run out, it might as well be a pickup truck.
Second, its tendency to snap into oversteer more violent than I was capable of controlling was unnerving. On throttle, it was easy to induce a gentle, controllable drift. But, lift too soon and it becomes apparent why Chevy installed such massive rubber and such a great traction control system. This is a big, heavy car.
Non-heroes like me are well advised to leave at least one of the five electronic safety nets in place.
EXECUTIVE EDITOR BOB GRITZINGER: For a lot of enthusiasts, just getting behind the wheel of a Camaro ZL1 for a drive around the block would be a treat. But as a driver who has been clutch-limited by an Achilles tendon injury for most of the past 12 months, this six-speed manual tranny ZL1 is possibly the most entertaining car I've driven since last summer.
It starts from the turn of the key, the ignition setting off a raucous chorus from under the hood and resonating through the exhaust system. That rumble alone was enough to flood my brain with memories of teenage years spent (misspent?) shaking windows and rattling doors driving various Detroit muscle machines. This one comes close to the effect produced back then by a big-block Pontiac Firebird V8 muffled only by a pair of glass packs.
Even better than the days of yore is what happens when this beast is unleashed, punched into Race mode, and let off the tether. The giant rubber positively claws at the pavement, providing serious grip even as the power strives to break them loose from the effects of gravity and friction. Shifts and clutch action are solid and mechanical, providing bang-bang response under hard driving. Equally impressive is the car's response at speed—just punching the accelerator at 70 mph in sixth gets you 95 in no time. Downshift and that response comes quicker than you can think, so be ready.
Ride and handling are also impressive, especially the docile ride that Touring mode induces compared to the razor's edge running that comes in tandem with the nanny-less Race mode. Steering seems a little numb in Touring, but tightens and picks up every nuance in the Sport modes. Though the car seems like it could bite like a Viper, power drifts are relatively easy to manage, with the car snapping smartly back into line once play time is over and you ease up on the power pedal.
Unbelievably good work by the performance people at GM here on the Camaro ZL1. Oh, and it looks killer, too.
ROAD TEST EDITOR JONATHAN WONG: I'm normally a Mustang guy, but when it comes to the super-duper variants of Ford and Chevrolet pony cars, I'm going to have to tip my hat in the direction of the Camaro ZL1.
Why is that? For the most part, it comes down to the magnetic suspension on the ZL1 compared to the Mustang's comparatively primal setup that features a live rear axle. In the Mustang GT and Boss 302, it works well enough and I would take those over the competing Camaro, but when you're talking about controlling 662 hp in the Shelby GT500, it just doesn't work that well.
If you're just looking for a straight-line terror, then the Shelby is your car. However, if you enjoy road courses at all and prefer to have a more complete car, the ZL1 is the car you want. Yes, the Shelby boys will be able to make fun of you for having 82 hp and 75 lb-ft of torque less than them and weighing 268 pounds more. And the Mustang's steering is more direct and responsive to inputs, but in all other areas the Camaro ZL1 wins.
Out on a race track, the ZL1 will feel better planted in turns when you stiffen the suspension and have the traction aids in race mode. Getting the power down is a more manageable task, and the rear end won't get upset by bumps.
For the times when you just want to take it easy and roll around town in relative comfort, the suspension has a tour mode for very comfortable ride comfort to take the edge off of ruts and potholes. And I do have to say that the microfiber-covered dash trim does a nice job breaking up the acres of hard plastic that make up the dashboard, and it's also nice to have on the steering wheel, shift knob and seat inserts.
The supercharged LSA V8 has an ear-pleasing exhaust note and delivers instant and consistent push throughout the rev range. Finding gears in the six-speed manual gearbox is easy enough, but I would prefer a slightly crisper shift feel. You can detect some steering wheel shake and it could use a more direct feel from the variable-assisted electric power steering system.
So the Camaro ZL1 is not without its flaws, but none of the flaws bother me nearly as much as the Shelby GT500's jumpy rear end that seems like it's waiting to kill you around ever corner. I'm all for a raw driving experience, but in this case, the ZL1's better suspension hardware and overall refinement wins me over.
2012 Chevrolet Camaro ZL1
Base Price: $56,295
As-Tested Price: $56,765
Drivetrain: 6.2-liter supercharged V8; RWD, six-speed manual
Output: 580 hp @ 6,100 rpm, 556 lb-ft @ 4,200 rpm
Curb Weight: 4,120 lb
Fuel Economy (EPA/AW): 16/11.7 mpg
Options: Exposed carbon fiber weave hood insert ($600); solid dark gray stripe ($470); 2012 ZL1 hood insert discount (-$600)

2012 Mitsubishi Lancer Evolution MR review notes

EXECUTIVE EDITOR BOB GRITZINGER: At nearly $41,000 as equipped, I hate to call this 2012 Mitsubishi Lancer Evolution MR a poor man's Porsche, but by Porsche pricing standards, it's relevant. And for the money, you get a masterpiece of turbo-blasted, tight-as-a-drum engineering that, like a good all-wheel-drive Porsche, seems intuitively tuned to the pavement (or gravel) and responds instantly to every driver demand.
Maybe the Evolution doesn't deserve a valet parking space up there by the 911s, but you wouldn't know it by the way people check this car out—especially those in the know. The car is definitely something special. And when you're behind the wheel, hammering it in high-revving “super sport” mode, it makes a strong case for Mitsubishi's take on performance vs. the boys from Zuffenhausen. The car is quick, nimble, light on its suspension yet stuck to the pavement like Spiderman, keenly responsive to accelerator, brake and steering inputs. There might not be quite the perfect Porsche steering feel in the Evo, but based on dour reports on the new 911's steering, maybe the Porsche is losing a step. The Evolution's steering has a direct mechanical feel that, on the other hand, only seems to get better.
Before all the haters go bat-crazy, I know an Evo is no Porsche. And I doubt anyone is cross-shopping an Evo vs. a 911 or any other Porsche. But owners of these screaming Mitsubishis can rest easy knowing they own a top-notch piece of performance hardware that, dollar for dollar, is on par with just about anything in the world. On the value equation for enthusiasts, this car is a 10.
ASSOCIATE EDITOR JAKE LINGEMAN: Fun is what the Lancer Evolution MR is. Sure, it rides like a wooden-wheeled wagon on Detroit's streets, and if you have any fillings you should put them in your pocket before you drive, but those are just minor details.
The fact is that this car, maybe even more than the Subaru Impreza WRX STI, feels like a race car. I know it's not, and getting it off the line quickly takes, well, there's really no good way to do it. But from a roll? Watch out.
I'd like to test exactly how many forward Gs it takes for a car to feel “fast.” The Nissan GT-R literally forces your tongue down your throat when you use the launch control. From a roll, the Evo does the same thing. The Evolution isn't too much different, working with less horsepower. At a 10- or 15-mph roll, pounding on the gas will slingshot you forward, sending all important organs to the rear of your body.
It sounds angry, too. Downshifts to five grand and even upshifts at wide-open throttle are rewarded with a menacing growl or a mid-pitched wail.
The flat, wide tires make the Evo handle like a scalpel, and the brakes can slow things down as fast as the engine gets you going. It makes me miss our long-term tester we had a few years ago.
It took me some time to warm up to the body of the Evo X. Now, when I look at the older ones, they seem dated. It's too bad this is the only enthusiast-approved ride from Mitsu. They can definitely do it right. Bring back the Eclipse! And while you're at it, give us another 3000GT.
2012 Mitsubishi Lancer Evolution MR
Base Price: $38,490
As-Tested Price: $40,785
Drivetrain: 2.0-liter turbocharged I4; AWD, six-speed dual-clutch sequential manual
Output: 291 hp @ 6,500 rpm, 300 lb-ft @ 4,000 rpm
Curb Weight: 3,572 lb
Fuel Economy (EPA/AW): 19/20.0 mpg
Options: Navigation System package including 40GB HDD navigation, music server, real time traffic ($2,295)

2013 Honda Accord arrives, and the crowd goes mild: Motoramic Drives

"The Honda Accord is the greatest car in the world," the guy with the inexplicable mini-Mohawk, a lead designer for the company, was saying. "It is, absolutely, without question."

He said this live-miked while sitting in a brand-new 2013 model on the patio of a resort in Santa Barbara. Two-dozen car reviewers circled around him like buzzards, waiting for him to utter something else outrageous and uncomfortable. His Honda co-workers gritted their teeth, muttering shutupshutupshutup under their breath. This was the definition of an oversell. At some point, the guy realized he'd stepped outside the bounds of conventional car hype, saying, "What I meant is that the Accord does its job better than any car in the world." But the statement had already been released into the wild, ready to be judged.
Shockingly, the Honda Accord is not the greatest car in the world. It never has been, not even close, and, barring some catastrophic event where dozens of contemporary models are suddenly wiped away from history and memory, it never will be. The 2013 update of the Accord will be available in many flavors, with a 4-cylinder engine or a 6-cylinder one, as an automatic 4-door, a manual coupe, or a CVT, and even, starting early next year, as a plug-in hybrid. It boasts a tighter rear and slightly sleeker lines than previous models. But no matter the iteration, the Accord will be what it has been for more than 30 years, a reliable, safe, reasonably comfortable, moderately priced family sedan running between $23,000 and $33,000. Few will be amazed and even fewer will be offended.
On a beautiful day in mid-August, I drove several different versions of the new Accord. The first one my partner and I got was a 278-hp V-6 with all the trimmings. Family sedans don't tend to be that fun to drive, and this new Accord wasn't much of an exception. The front end felt a little sluggish, it didn't corner brilliantly, nor did it accelerate with a ton of gusto. Everything seemed a bit heavy, including the brakes. The transmission, when we put it into Sport mode, whined and churned when it was switching gears. It was fine. The Accord never really claimed to be a driver's car.

But it also had great leg room and fantastic visibility. Compared with other cars of its class, where window height sometimes feels like an afterthought, the Accord seemed to boast a 360-degree panorama, lacking only a glass floor, a perk which no car maker has yet figured out how to safely install. The Accord had other strengths, too. Side cameras, which can be turned on and off, worked extremely well, greatly mitigating the dangers of the blind spot. The rest of the electronic safety-warning apparatus was also efficient, smart, and not annoying.

The version we had was fully appointed, with breathable leather seats and a bit of faux-wood panelling, a higher-end version of the Accord than most people will buy, more like an entry-level Lexus, Infiniti, or, dare I say it, an Acura. At the very least, it almost exactly resembled a high-end Toyota Camry. That's one of the problems with the Accord, though, or maybe with all mid-range cars these days: They're mostly alike.

At one point in our drive, we got stuck on a country road, where we were winding toward a winery to be fed like pigs at the trough. A car crawled along in front of us. I wondered why the test-driver was going so slowly; even when they're running a quotidian Accord through its paces, car writers try to drive like the Sennas they imagine themselves to be. But as we got closer, I saw that it was actually a Hyundai Elantra, not being test-driven at all. At other points in the day, I mistook a Taurus, an Impala, and even an older Accord for the new one. Such are the perils of a crowded category.
After lunch, I got into a 4-cylinder Accord with a CVT. This one had cloth seats with bland gray material that looked like something you'd find at an assisted-living home, no automatic seat adjustments, none of the bells and whistles of the earlier version, and about 30 percent less power to boot. It drove as you might expect. Eh. But it was still roomy, still air-tight safe, and still had the same excellent wraparound view. It also will cost less, and should easily meet the expectations of the thousands of faithful Accord customers that Honda has carefully cultivated over the decades.

On fuel economy, Honda has followed the crowd; the most-efficient 4-cylinder gets a 29 mpg combined and 35 mpg on the highway; the 6-cylinder matches the 25 mpg combined posted by the 2013 Nissan Altima. Honda hasn't released details on its hybrid version, which never sold well in its previous edition, and won't go on sale until next summer.

Later, I also drove a preview version of the Accord plug-in hybrid, arriving in about six months. Like the Prius plug-in, it has an all-electric range of 12-15 miles, and like all electric cars, it boasts a zippier, cleaner-feeling drive than a combustion-driven engine does. With the Fit EV, Honda has proven it can do electric as well as any manufacturer, and the Accord plug-in should be a nice arrow to add to Honda's growing alternative-fuels quiver.
It's been a rougher-than-usual period for Honda. The Japan earthquake and tsunami devastated production and development. The most recent Civic, its other flagship car, has decent sales numbers, but has been savaged by critics. Consumer Reports called it one of "five cars you're buying but probably shouldn't." The company needs the Accord to do well, and it almost certainly will.
The 2013 Accord isn't going to get you laid. No one's going to write songs about its excellent safety features and visibility. But those are precisely the qualities that will allow it to continue to vie for the top spot in the car industry's most hotly contested segment. It's not the greatest car in the world, but it's among the most competent and reliable. Absolutely, and without question.

2013 Honda Accord

CLASS	Midsize sedan and coupe
ENGINES	2.4-liter 4-cylinder; 3.5-liter V-6
TRANSMISSIONS	6-speed automatic, CVT or manual
POWER	185 hp (4-cylinder); 278 hp (V-6)
TORQUE	181 ft.-lbs.; 252 ft.-lbs.
WEIGHT	3,100 lbs. -- 3,500 lbs.
0-60 MPH	N/A
EMISSIONS	5.1 tons/year
MILEAGE	26/35 city/highway (4-cyl. w/CVT)
PRICE RANGE	$21,680 -- $33,430
CONS	All the excitement of slicing white bread
PROS	Honda preserved all the reasons people buy Accords

Source: Yahoo! Autos

2013 Buick Encore priced at $24,950

The 2013 Buick Encore crossover will cost $24,950, including a $750 destination charge. The top trim package, called Premium, will sticker at $28,940.
A 1.4-liter turbocharged engine will power the small SUV, which competes against the Acura RDX, Hyundai Tucson and the Ford Escape. The output of the turbo mill is 138 hp and 148 lb-ft of torque. Both front- and all-wheel-drive versions are offered with a six-speed automatic transmission.
GM says the Encore is the most fuel-efficient crossover produced by a domestic maker. It returns 25 mpg in the city and 33 on the highway.
The base model gets 18-inch wheels, a rearview camera and a seven-inch LCD screen. The Convenience group package adds dual-zone climate control, a 120-volt outlet, an auto-dimming rearview mirror, remote start and fog lights. Moving further up in price, the Leather group adds leather, heated seats, heated steering wheel, a power passenger seat and driver’s seat memory. The top trim gains park assist, lane departure warning, premium audio with a subwoofer and rain-sensing windshield wipers.
All-wheel drive will cost you $1,500, while the navigation box can be checked for $795.
The 2013 Buick Encore will arrive at dealerships in the first quarter of 2013.

2013 Ford Fusion Drive Review

What Is It? The Ford Fusion is the biggest-selling car in the Ford lineup – only the F-150 pickup truck moves out the dealership doors faster. So when it came time to redo the Fusion, Ford put major resources behind it to make it not only just what customers want, but to give them stuff they didn't think they'd ever get. The Fusion is Ford's best shot aimed directly at the soft white underbelly of the massive mid-sized sedan segment. The mid-sized sedan segment is where Camrys - the most mind-numbingly bland cars ever made - rule the roost. People in this segment don't want styling, performance or prestige. They're never going to line up against any other mid-sized sedan at a stop light and go for pinks. These buyers can't afford the luxury of styling, performance and fun.
Yet Ford gave it to them anyway. Look at that snout: there's more Aston Martin in that grille than most real Astons Martin. And those nice proportions and swoopy lines down the side give even the stylish Hyundai Sonata midsize sedan a run for its fashion dollar. Inside there are the most comfortable seats in the class and one of the most modern and clean dashes, too.
But the main draw of the new Fusion is that it offers powertrains for just about everybody: four engines, two transmissions and your choice of six-speed manual (with the entry –level engine) or six-speed automatic (in everything else).
What's It Like To Drive? We started out with the fwd 178-hp 1.6-liter EcoBoost with gasoline direct injection, six-speed automatic and the $295 Start-Stop option. Ford figures you get about 3.5 percent better mileage with Start-Stop than without it. It doesn't always cut off the engine at a stop light, for instance, if you have the a/c blasting and it's a hot day it might keep the engine running. Mileage is rated at 25 city/37 hwy/29 combined. The starting and stopping were accomplished with almost no lurching or clunking at all – you barely feel the transition from on to off. The engine starts as soon as you take your foot off the brake. Even though it was a little underpowered it was kind of fun to drive and even got from 0-60 in 9.0 seconds.
Next we drove the Fusion Hybrid with the 2.0-liter Atkinson-cycle four and 1.4 kWh lithium ion battery providing boost. It was very quiet, smooth and, like the rest of the Fusion line, spacious inside. Ford claims mileage of 47 across the board. On a 14-mile drive loop during which we drove very badly we got 20.8 mpg indicated on the little dash readout. Your mileage will vary, especially if you're doing the EPA city loop. We did get it to 60 mph in 8.5 seconds, so it's better than the 1.-6 version in that regard.
Then we drove the 240-hp 2.0-liter EcoBoost turbo four with all-wheel drive. The awd is usually fwd until the car senses rear-wheel slip, at which point it engages a clutch integrated with the rear differential and the rear wheels start gripping. We never engaged that clutch but did launch the thing as hard as we could, which wasn't very hard at all, and got to 60 mph in just under seven seconds. That's not bad by the standards of the class. Our car had the optional 19-inch wheels with 235/40 ContiPro Contacs and so might have felt a little grippier and a little sportier.
We also drove a 1.6 with the manual transmission and found we liked the shifter, clutch engagement (though takeup was a bit high in the pedal travel) and easy driveability.
There was none of the 2.5-liter fours with sequential multi-port injection to drive so we can't tell you much about that one. Ford says it gets only 26 mpg combined.
Overall, the Fusion came across as a very comfortable car to both sit in – which we did half the time - and drive – which we did the other half. There was room both front and back and the side bolsters on both the sport seats and the regular seats were surprisingly comfortable. The trunk was plenty huge, offering 16 cubic feet of space, or a little less than 12 with the hybrid battery back there. By the admittedly low standards of the class, it was fun to drive. We got no track time so we can't tell you at what point it starts to understeer but we did enjoy two days of driving these new Fusions all over the Santa Monica Mountains and came away unfatigued and mostly satisfied.
Do I want It? With such a wide variety of powertrains available there's something for everybody. The Fusion S with the relatively low-tech 2.5-liter engine starts at $22,495, including the $795 destination charge; the SE starts at $24,495 and an awd Titanium-trim Fusion starts at $32,995. There are so many ways to position options, trim levels and drivetrain possibilities that we can't begin to sort them all out here. Our favorite might be (as is always the case) a combination that isn't available – the 240-hp twin-turbo 2.0-liter Ecoboost four with the six-speed manual. The plug-in Fusion Energi Hybrid will be on sale in the first quarter of next year and there are other EcoBoost engines supposedly on their way, too. It could get confusing. But with such a huge market to address, Ford has to offer something for everyone, and it's certainly done that with the new Fusion.
2013 Ford Fusion
Base Price: $22,495
Base Drivetrain: 2.5-liter I4; 175 hp at 6000 rpm, 175 lb ft at 4500 rpm
Base Curb Weight: 3615 pounds
Base Fuel Economy (EPA): 22/34/26

2012 Toyota Prius Four car review

No one buys a Toyota Prius to get anywhere quickly. At least we haven't met any folks as such, and after running the car through our autofile paces, we have the quantitative data to back up why it would be stupid to do so.
(Why the Prius isn't the most environmentally smart automotive choice one can make? Well, that's a a whole 'nuther story.)
The Prius does satisfy other automotive yens, however, as witnessed by all the owners we heard from, and while hardly an unequivocally adored vehicle, those who shelled out money for their own copies demonstrate a measure of respect and appreciation. One owner “love[s] it for what it is,” while another admits, “It's pretty boring, though.”
But sprinkled throughout is testimony to the car's overriding reliability, its excellent fuel economy and a fuss-free ownership experience. Owners love the roominess afforded the hatchback, the extra rear-seat room thanks to a lack of a hump in the floor and the overall ergonomics.
That's not to say owners didn't find nits to pick with the Prius. One owner lamented the sea of hard plastic, while another complained of too many rattles erupting all over the cabin. “I'm not crazy about the backup bell inside the cab,” another owner from Oregon pointed out. “It should be outside to warn people when I'm backing up.”
We also heard gripes about the sticker. “The price is a bit too high,” said one, a beef echoed by others.
We felt the same when we first took delivery of our test car, a 2012 Prius Four. The Four in its name denotes the trim level, and while it comes standard with a nice array of features, its base sticker comes in at a not very low price of $28,995. Tack on a Deluxe Solar Roof package, and the price jumps up another $3,820. A couple of odds and ends brought the final tally for our Prius Four tester to $33,118.
Perhaps some pricing perspective is in order. A base model 2012 BMW 128i, for example, starts at just $32,095. Sure, it doesn't come with the same features, but it's a BMW.
Or how about this: A 2012 Honda Insight with navigation and every possible options box checked tops out at $26,540.
Still, many people believe in the car's value, fully 93,741 through the first six months of this year—and that's with its federal tax incentives fully exhausted. But besides fuel economy, car enthusiasts—Autoweek readers—want to know exactly what kind of performance one can expect from any car, even a Prius.
The short answer: Not too much. We found the car extremely slow, requiring 10.6 seconds to reach 60 mph from a standstill, and its skinny tires didn't do much for stopping power, eating up 137.9 feet to stop from that speed. And for as small a car as the Prius is, it still only managed 38.9 mph through our slalom (the Toyota Camry reached 41 mph) and a miserable 0.68 g of lateral acceleration.
Better rubber would go a long way toward improving the car's grip, but the Prius would still suffer from mediocre chassis tuning and a super anemic powertrain.

2012 Toyota Prius Four

STICKER
Base price: $28,995
As-tested price: $33,118
CHASSIS
Five-passenger hatchback
CAPACITIES
Fuel (gal): 11.9
Cargo volume (cu ft): 21.6
Headroom/legroom (in): 38.6 / 42.5 (front) 37.6 / 36.0 rear
ENGINE
1.8-liter I4
Power: 98 hp
Torque: 105 lb-ft
Electric motor and NiMH battery: 134 net hp
DRIVETRAIN
Front-wheel drive
Continuous Variable Transmission
SAFETY
NHTSA: Five-star overall
Standard airbags: 7
STANDING-START ACCELERATION
0-60 mph: 10.6 sec
Quarter-mile: 18.0 sec @ 79.2 mph
BRAKING
60-0 mph: 137.9 ft
FUEL ECONOMY
EPA combined: 50 mpg
AW observed: 43.8 mpg
RESIDUALS
Three-year: $15,077
Five-year: $11,308

Owner's Voices

- After researching hybrids, I purchased a Prius and have 9,200 miles on it while averaging 48.7 mpg. It continues to amaze me with its fantastic gas mileage, remains a pleasure to drive and hasn't developed any squeaks or rattles.
This is the first car I've owned not requiring any adjustments or repairs in the first year. It does what they say it will with amazing engineering.
I recommend the Prius to anyone who wants a reliable and well-built car with excellent gas mileage. It's surprisingly roomy with a very convenient design and ergonomics. The only thing I would change is reduce the amount of hard plastic found on areas that are touched frequently.
Bill Christopherson, Walnut, Calif.
- I have about 20,000 miles on my Prius and love it for what it is. I especially like the gas mileage and hatchback utility. I get about 50 mpg in mixed commuting and around 45 mpg on the highway trips. It has been completely trouble-free so far. The car isn't sporty but . . . rides decently.
Christopher Gerhart, Kokomo, Ind.
- My current Prius replaced my previousgeneration 2009 model. The new one gets a bit better mileage, but like the older one, it works hard with my 90-mile-per-day commute.
I use it to pull a small boat trailer a few times a year without any trouble. In eight years of Prius ownership, I've never brought the car in for nonscheduled maintenance.
It's comfortable, quick, big and versatile enough for me and utterly reliable. It's pretty boring though, but is the ideal car for someone who doesn't want to be irritated by intrusive car issues. Gas it up once in a while and forget it.
Bob Ljungquist, Goshen, Conn.

Others Considered

2012 Honda Insight EX, $22,755
2012 Volkswagen Jetta TDI Premium with DSG, $26,085
2013 Ford Fusion SE hybrid, $27,995

AUTOFILE NEEDS YOU!

We seek comments from owners of these vehicles: 2011-12 Chevrolet Silverado, 2011-12 Honda Accord, 2012 Mercedes-Benz C-class