2013 Hyundai Accent – Review

The 2013 Hyundai Accent is one of the best-equipped small cars, and it gets very good gas mileage, but it’s not quite as exciting to drive as it looks.

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Following a redesign in 2012, the 2013 HyundaiAccent is larger than before, equipped better than ever, and that slightly different take on small cars sets it apart from the moddish newbies like the Fiat 500 and Ford Fiesta. Size and features can be just as important as gas mileage, and that’s the theory at work in the new Accent. It’s more about fiscal responsibility and practicality, and in that way, it has a lot in common with the Nissan Versa, Honda Fit, and its mechanically related cousin, the Kia Rio.

Versus most of its competition–including the Fiesta, the Fit, the Versa, the Chevy Sonic and the ToyotaYaris–the Accent has a styling advantage, provided we’re talking about the five-door hatchback. While the four-door is fine–perhaps a little homely–the five-door nails it, mixing the usual hatchback profile with the cues and details that have become Hyundai’s first real design statement. Cabin design is even better, with nice low-gloss plastics and streamlined controls that altogether give the Accent more presence than you’d expect for the price.
Acceleration, ride, and handling for the 2013 Accent are all on par for this type of car. But thanks to a fuel-stingy direct-injection engine, it reaches a lofty goal of 38 mpg highway for all models, whether you choose the light-touch clutch version or the clean-shifting, Sport-moded automatic.

In terms of actual passenger space, the Accent’s interior is vast for a subcompact. The Honda Fit has more space, and much more versatility, but even tall passengers will be able to find enough head and legroom in the front seats. Hatchbacks have about 8 cubic feet of storage space, but both Accents have big gloveboxes and bins and trays smartphones, energy drinks, and toll change. All the airbags and electronic assists are present in the Accent, though no official safety scores are in.

The Accent earns respect with standard stability control (mandatory in all cars for 2012) and curtain airbags. We consider Bluetooth a safety feature, and it’s available or standard on two of three Accent trim levels–and it’s recommended. The Accent doesn’t offer a rearview camera, however. The IIHS gives it good scores for front and rear impact protection, but only an acceptable grade for side impacts–and the NHTSA grades it at four stars overall, noting that the rear door met a four-star standard, but intruded more than usual.

It’s also leaving leather upholstery and navigation systems to the competition, but the base Accent GLS sedan does come with that safety equipment as well as tilt steering–but no air conditioning, and no audio system. Those are available in packages, along with a USB port, satellite radio and power features. The base Accent GS hatchback has more features than the price-leading sedan, and the SE bundles most of the features in as standard equipment, while still topping out at just under $17,000, not including destination. It’s no longer the least-expensive new car you can buy–the Hyundai Accent is a much bigger, better story than that.

2014 Honda Crosstour – Review

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

2014 Bentley-Peter Okoye of P-square and KCEE shows off

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With powerful engines, all-wheel-drive for every weather condition, and handling that seems impossible for the cars’ size and weight, the 2014 Bentley Continental GT lineup impresses any driver, and boggles the mind of almost every pocketbook. It’s a far cry removed from the dusty Azure and Arnage generation: it’s fully fleshed out as a plus-size four-seat 2+2, with an incredibly fine eye for detail.

Now divorced from the Bentley Flying Spur sedan, at least in name, the Continental GT offers a choice of two engines. The more efficient of the two is a twin-turbocharged V-8 with immense horsepower, and there’s the W-12, which continues to define the Continental lineup. And furthermore, the 2014 Bentley Continental GT V8 S joins the lineup—pushing the performance to a higher level.

 

The Continental GT V8 S includes a higher-output version of the 4.0-liter twin-turbocharged V-8. In the S, it makes 521 horsepower and 502 lb-ft of torque (versus 500 hp and 487 lb-ft in the Continental GT). And that adds up to a 0-60 mph time of just 4.3 seconds, and a top speed of 192 mph.

It adds to the GT V8 model introduced last year, with a version of the 4.0-liter twin-turbocharged V-8 that’s a cousin of the powerplant engineered by corporate cousins at Audi. In the Continental GT coupe and GTC convertible, coupled to a new eight-speed automatic and standard all-wheel drive, it can accelerate to 60 mph in about 4.6 seconds–just a few tenths slower than the W-12 cars, Bentley says. It’s also responsible for a 40-percent reduction in fuel consumption versus the 2008 Continental lineup, at an estimated 18/26 mpg, and can deliver about 500 miles of driving range on a single tank of premium unleaded fuel. How it gets there is a combination of cylinder deactivation, direct injection, and lower internal friction–along with the extra gears in the transmission, which can also drop down four gears at once if so needed.

From the day it was new, the Continental GT and GTC have tapped a 6.0-liter, twin-turbocharged, W-12 engine for their lurid power, and delivered it to the ground through a six-speed automatic and all-wheel drive. The W-12 was massaged to 567 horsepower and 516 pound-feet of torque for the 2012 model year–an increase of 15 hp and 37 lb-ft more than the prior versions. For 2013, a Speed edition pumped up power to 616 hp and 590 lb-ft, and adopted an eight-speed automatic. For 2014, the Speed edition is available as a convertible, too. Bentley puts the 12-cylinder coupe’s 0-60 mph times at less than 4.3 seconds and sets its top speed of 195 mph, with convertibles running slightly slower, and Speed coupes hitting 60 mph in 4.0 seconds and topping out at 205 mph. These are astonishing feats for cars that weigh nearly three tons. Straight-line acceleration is stunning, but gas mileage in the W-12 cars is fairly dismal, at about 11/19 mpg.

For a vehicle of its mass and length, the Continental GT has sublime, capable road manners. The standard computer-controlled shocks and three-mode ride control–dubbed Continuous Damping Control (CDC)–combine with all-wheel drive now tuned to deliver more power to the rear wheels than to the fronts. So set up, the Conti GT is amazingly willing to press hard and deep into corners. Its brakes are big and deeply capable, even before you upgrade them to the optional carbon-ceramic rotors, the most powerful brakes ever found on a production car, Bentley says. The V-8 car loses about 50 pounds from the front end, and it’s noticeable: once you’ve recalibrated for its curb weight and four-passenger capability, the it feels effortless in straight-line speed, scrubbing it off with right-now insistence through optional carbon-ceramic brakes, bending progressively into corners once you’ve set the dynamic dampers to sport mode–which also tightens the steering and quickens the shift responses.

The Continental lineup went under the blade for a mild facelift in 2012, where the lines were pinched and pulled to give the design a more defined appearance without sacrificing continuity. They may look like sports cars from their profiles, but look at them from any other angle, and their sheer mass is obvious. They’re simply enormous, though the 2012 redesign trims some of the heft away with deft new folds in the sheetmetal, achieved by superheating aluminum panels and forming them while they’re aglow. In coupe form, the Continental looks like a piece of lightly-drawn art on wheels–the convertible looks more relaxed, more like an homage to the brand’s heritage. There are nuances in the exterior designs of the V-8 and W-12 models, too–black grilles, red-enameled badges, and figure-eight exhaust pipes designate the V-8 cars.

Both sport an interior that’s dressed to the highest standards in the automotive industry, with traditional materials woven in with modern elements like a large LCD screen. Bentley logos abound, stamped into yards of hand-stitched leather, tooled into aluminum and chrome, framed by real aluminum and a choice of wood trim (eucalyptus on V-8 cars, if you like). Up front and center: a Breitling timepiece, the true gauge of the cockpit, even if it’s not the information hub of it.

As large as it is, space isn’t the Continental GT’s forte. While the driver and front passenger have plenty of shoulder and knee room, as well as ample headroom to go with their fabulously supportive seats, the back seat is difficult to enter easily, and legroom and shoulder room aren’t in abundance. All passengers will marvel at the Continental’s sensory rush of top-quality materials, from the plush carpets and fine wood and leather, all the way to the padded ski-sack pass-through that expands the cargo room somewhat.

The Continental comes as close to handcrafted as possible, by design. All have standard electronic climate control, Bluetooth and a DVD navigation system that also controls climate and audio functions. The navigation system sports Google maps and a vibrant 8-inch LCD touchscreen. A Naim audio system has pure, flat sound, for just an additional $7,000 or so. The GTC convertibles come with a power top that folds in 25 seconds; it’s woven with great quality and damps out a lot of ambient road noise. We heartily recommend the Mulliner package of quilted leather, knurled chrome, and turned aluminum trim, as well as the optional lambs-wool rugs.

Neither safety agency has crash-tested the Continental–can you just imagine?–but all versions get standard front, side, and curtain airbags, as well as anti-lock brakes, traction and stability control, and all-wheel drive. Convertibles are fitted with automatic pop-up roll bars for added rollover protection. And even in the GTC convertible, it can be difficult to gauge the Conti’s far-and-away rear end, so the standard rearview camera is much appreciated.Look for more driving impressions of the 2014 Bentley Continental GT V8 here soon. And for more on this spectacular line of coupes and convertibles, see our first drive of the 2012 Bentley Continental GTC, and our first drive of the 2013 Bentley Continental GT V8 at our sister site, MotorAuthority.

2013 Ford Edge

The 2013 Ford Edge cuts through the crossover clutter with a 30-mpg turbo model, MyFord Touch’s step-ahead connectivity, and exceptional interior room.

The Ford Edge has never been a sport-utility vehicle, in the truest sense. It was conceived of as a crossover vehicle, with all-weather duty in mind, and never has pretended to the dirty authenticity the SUV crowd demands. As a tall-roofed family wagon, the Edge cuts through the clutter of Ford’s wagon lineup nicely, with its spacious interior and spare styling; for 2013, it’s even better at saving gas and connecting to the outside world, though each of those choices comes with its own compromises.

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The Edge was most recently updated in the 2011 model year, when it upped its base 3.5-liter V-6 by 20 horsepower to 285 hp, bettered its six-speed automatic and its handling, and upgraded the Sport’s 3.7-liter to 305 hp. Last year, Ford dropped a new twist into the Edge, a 2.0-liter turbocharged four rated at 240 horsepower, good for decent acceleration and lineup-leading highway gas mileage of 30 mpg. It’s a wide spread of performance, but it neatly bridges the five-seat experience now from Escape to Explorer, something it couldn’t do without the front-drive EcoBoost model. The 30-mpg model is frankly pretty strained for acceleration with anything more than one passenger aboard, so don’t wave off those stops at the QT until you’ve taken your own test-drive.

All Edge crossovers comport themselves with a carlike feel. They have a firm but not busy ride, relatively quick steering, and the kind of predictable tall-wagon handling that makes them great choices for family commuters and carpoolistas–even the Edge Sport, with its massive 22-inch wheels.

One of four Ford crossovers–there’s also a new Escape this year, joining the Explorer and Flex–the 2013 Edge wears its mostly tasteful clothes well. We’re not the most ardent fans of the VW-style grille that starts high at the hoodline and goes low, all the way to the chin spoiler, but otherwise it’s neatly put together and free of built-in blemishes. The cockpit’s a fault-free zone,depending on your take on MyFord Touch. It’s almost devoid of button clutter, tightly built, and in this generation (since 2011), blessed with much-improved interior materials.

The Edge hasn’t earned the best safety scores from the NHTSA, but the IIHS calls it a Top Safety Pick. With standard curtain airbags and anti-lock controls, the Edge can be upgraded with blind-spot monitors, parking sensors and a rearview camera, but it lacks the latest options for features like inflatable rear seatbelts found on the seven-seat Explorer and Flex crossovers.

All Edges get a USB port for music players; a capless fuel filler; and MyKey, which lets parents program in speed and volume limits for their younger drivers. Then there’s MyFord Touch, which uses Bluetooth and touchscreens to take the place of dozens of buttons and switches, rendering the dash neat and clean while relying on voice or steering-wheel-button commands to drive secondary vehicle functions like navigation and climate control. It’s complex, not always quick or precisely responsive–and sometimes maddening, a blip on the Edge’s smooth personality.

The 2013 Ferrari FF

The 2013 Ferrari FF is unique in its class, and offers ample power and style for the well-heeled traveler.

Launched at the 2011 Geneva Motor Show as a 2012 model, the Ferrari FF is the brand’s first four-wheel-drive sports car, ever, and the return of the “shooting brake” three-door wagon to the Prancing Horse’s ranks. Luxurious, powerful, and very quick, the FF doesn’t have many direct competitors, but could be considered an alternative to almost any of the world’s top grand tourers. Priced around $300,000, it’s a very expensive way to travel.

A 6.3-liter V-12 engine provides the power, 651 horses’ worth, to be exact. Peak power arrives at 8,000 rpm, and the FF can rip off 3.7-second 0-60 mph times on its way to a top speed of 208 mph. While we haven’t yet driven the FF, its impressive specs make us eager to get behind the wheel. We’ll update the review with our driving impressions once we have.

As for handling, the FF uses magneto-rheological dampers to offer advanced adaptive control of body motion, and despite its 3,946-pound curb weight, should prove to be a competent performer on winding stretches of road. Carbon-ceramic brakes offer fade-resistant stopping power to aid in hauling the big FF to a stop.

The FF’s size is a distinct advantage in comparison to most of the alternatives in the two-door super touring class, however. With 15.9 cubic feet of storage space behind the seats, expandable to 28.2 cubic feet, it’s arguably one of the most practical in its class for longer trips that require more luggage.

A unique feature of the Ferrari FF is the four-wheel drive system. Rather than using a traditional transfer case solution, Ferrari engineers employed a separate four-speed gearbox to drive the front wheels at lower speeds, with a seven-speed gearbox handling drive to the rear wheels.

Inside, the Ferrari FF is as luxurious and well-built as you’d expect of Ferrari, with leather over most surfaces and the latest in Ferrari’s infotainment and convenience features. Front-seat accommodations are fairly roomy, though heavily bolstered seats may limit the range of body types that find them comfortable. The rear seats are split down the middle by a high tunnel, and are somewhat lacking in both legroom and headroom.

In addition to being Ferrari’s only four-wheel drive model, the FF has been used as the launch vehicle for the company’s new Tailor Made personalization program, as well as an official Ferrari winter driving school aid.

2013 Dodge Durango

A composed family hauler most of the time, the 2013 Dodge Durango isn’t afraid of getting its hands dirty when it needs to.

The Dodge Durango is the gateway to true SUVs. With its custom architecture that is neither car nor truck, available all-wheel drive and the ability to two up to 7,400 pounds while carrying up to eight passengers, it’s 95 percent of the way there. Other big utility vehicles have drifted into crossover territory, but the Durango keeps itself anchored to the right of center, somewhere between infotainment nirvana and rock-crawling bliss.

The Durango gets few changes for the 2013 model year, mostly in the form of some rejiggered equipment and trim lines. It’s still a segment splitter, hovering somewhere between the truly big Suburban and Expedition, and the largest crossovers–vehicles like the Ford Flex, Honda Pilot, Toyota Highlander, and the GM crossovers (Enclave, Traverse, Acadia).
Handsome but maybe a little less distinctive than in the past, the Durango wears its most SUV-like cue right on its face. The tall grille and its crosshair are pure sport-ute, but from there, the Durango smooths out and calms down, and ends up reminding us of the Toyota Sequoia more than it does of the old flared-up ute that it replaced. More lithe than muscular, the Durango shows off inside, with authoritative touches like a big bin of gauges with big red needles, large round knobs for major controls, and a wide stack of controls at the center of the dash, all clad in tightly grained materials and highlighted by glints of metallic trim. Those drab Durango cabins of the past needed to be erased from memory, and here they are–even in the R/T, where the dollop of red stitching and white-trimmed instruments comes off tastefully bold.

Either of the Durango’s drivetrains will satisfy, so long as you have the right mission in mind, but fuel economy’s still an Achilles heel. The 3.6-liter V-6 suits light-duty tasks, with 290 horsepower that makes it strong enough for a full boat of passengers but not much more. It’s teamed to an older five-speed automatic, which is fine and smooth, but can’t deliver the high fuel economy of the new eight-speed automatic you’ll get in the Ram pickup with the same engine. Anyone who tows or totes lots of people and cargo on a regular basis should pick the snarly HEMI 5.7-liter V-8. It’s terrific at stoplight launches and interstate cruising, but its fuel economy is disappointing, as low as 13/20 mpg–it too misses out on Chrysler’s new eight-speed automatic, said to be coming sometime in 2013. Towing is rated as high as 7,400 pounds, and any Durango can be outfitted with all-wheel drive with a true low range, good for those outsized outdoor activities, if not those mega-tasks better left to something like a Suburban or Expedition.

The Durango’s independent suspension, hefty but precise steering feel, and big brakes mean it’s never felt better to drive. Aside from some side-to-side head toss, the Durango has a very well-damped ride, even without the air suspension fitted to its Mercedes cousins. The steering unwinds with real feedback, and doesn’t go numb on versions fitted with 20-inch wheels.

The newly passenger-friendly Durango isn’t quite as large as a Tahoe or Suburban, but has interior space about the size of a Ford Flex or Chevy Traverse. Close to the Benz GL in wheelbase, width, and in its 84.5 cubic feet of cargo room, the Durango has an excellent driving position and wide front seats with good give and ample side bolsters. In the second row, it’s possible for three adults to sit comfortably; there’s a two-seat option with a center console divide, too. It’s less easy for full-size people to get into the third-row seats, which seem a little more difficult to access than in the GL. Nonetheless, some of the features of the fold-down rear seats are identical, like the way the third-row headrests flip out of sight.

The Durango earned the IIHS’ Top Safety Pick award for 2012, but the latest scores aren’t in, though the NHTSA gives it four stars overall. It has standard curtain airbags and stability control, while blind-spot monitors, a rearview camera, and adaptive cruise control are options.

Other standard features for the sub-$30,000 Durango include power windows, locks and mirrors; a CD player; cruise control; and air conditioning. Stepping into higher trim levels adds Bluetooth; 20-inch wheels; a music hard drive; and leather upholstery. For more than $40,000, the Citadel edition gets those features plus a navigation system; a sunroof; and a heated steering wheel.

2014 Chrysler Town & Country – Review

The Chrysler Town & Country is a more expensive, more plush Caravan–and a great choice for shoppers looking for the best flexibility and features in minivans.

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The Chrysler Town & Country is one of the best minivans you can buy, but it doesn’t make perfect sense, not like its near-twin over at Chrysler’s Dodge division. It’s a luxury minivan, which runs counter our idea of how minivans should be used. To us, a minivan needs to be able to go from four 10-year-olds to four Costco cartloads in nothing flat; the Town & Country can do it, but its leather seats and $30,000-plus features might never look the same.

The Town & Country is the companion piece to the Dodge Grand Caravan. (For more information on that top minivan pick, see TheCarConnection’s 2014 Dodge Grand Caravan page.) In the current plan, the Town & Country is the premium offering–so while the Dodge van has a special edition priced below $20,000, the Chrysler minivan starts at about $30,000, in the search for the same upscale buyers that regularly put their money down on the competitive Toyota Sienna and Honda Odyssey family haulers.

Redesigned in 2011 along with the Dodge, the Town & Country gets its own grille and interior, but shares its V-6 drivetrain, steering, suspension, brakes, and safety cell with the Grand Caravan. Some Caravan options are standard on the Chrysler–must-haves like Bluetooth, a rearview camera, and Stow ‘N Go seating, which puts both minivans on a flexibility pedestal in the segment. Stow ‘N Go means the two rearmost rows of seats can be folded into the floor, turning the Town & Country into a tall package van in a matter of seconds.

There’s not so much visual space between the Dodge and Chrysler vans from the sides or rear, but in front, the Town & Country makes its pitch for discerning buyers with a winged logo and a discreet grille. It’s still a square-jawed, upright vehicle, but the slightly softer look plays well. The Town & Country also has LED taillamps to distinguish it from the Grand Caravan. The cabin has more striking differences from its companion models: the instruments are ringed in chrome, and so are the major controls, and the overwhelming plasticky touches of the pre-2011 minivan have been completely excised. It’s a rich look, punctuated by the analog clock that’s meant to ape the shape of the grille.
The Town & Country’s drivetrain mirrors the one in the Grand Caravan. It’s a 283-horsepower V-6, coupled to a six-speed automatic and front-wheel drive. (Among minivans, only the Toyota Sienna still offers all-wheel drive). The powertrain is fine for toting a full family around from mall to mall, and the steering responds a bit more quickly than before. Ride and handling are oriented around safety and security: it’s softly tuned, and the suspension bounds more than the fairly responsive Odyssey and Sienna. The V-6 delivers good acceleration, but gas mileage remains near the top of the segment.

The Town & Country is offered in Touring, Touring-L and Limited trims. Most of the features offered as options on the Dodge are standard on the Chrysler, including power windows for front and side doors; power locks and mirrors; power side doors, tailgate and pedals; automatic headlights; garage door opener; a 115-volt outlet; Stow ‘N Go; leather seats; and a power driver seat. Bluetooth and a USB port are standard. A safety option package includes parking sensors, rearview camera, and blind-spot monitors. Options include a sunroof; a navigation system; in-car wireless internet; a DVD entertainment system; and pushbutton start. There’s also a Blu-Ray DVD entertainment system with an HDMI input and twin USB ports for gaming and charging.

Both Chrysler minivans have earned a four-star rating from the NHTSA.

The 2013 Chevrolet Traverse

The 2013 Chevrolet Traverse is a versatile midsize SUV with the ability to seat eight, a comfortable ride, massive cargo room and solid fuel economy.

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While test drivers wish the Traverse had a bit more power, they say its V6 engine is adequate for most shoppers. Reviewers applaud the hefty crossover’s car-like handling and comfortable ride as well. According to critics, the Traverse’s six-speed automatic transmission shifts fairly smoothly, though one test driver noticed a delay in downshifts, which could be a bit rough. The Traverse is rated at an EPA-estimated 17/24 mpg city/highway in front-wheel drive models, which is solid for the class. All-wheel drive is optional on all trims and only slightly lowers the Traverse’s fuel economy. The Traverse also stands out with above-average safety scores for the class.

The Chevrolet Traverse is the 2013 Best 3-Row Midsize SUV for Families because it has the best combination of quality, size and family-friendly features in its class.

Inside, the Traverse has been revised for 2013, and reviewers appreciate the improved materials. Critics think the first and second rows are comfortable and supportive, even on long trips. They also say that the third-row seats are spacious enough to accommodate adults. Standard interior features are typical for the class and include a backup camera, a 6.5-inch touch-screen display and Bluetooth phone connectivity. The Traverse can be equipped with Chevrolet’s MyLink infotainment system that allows Bluetooth audio streaming from Pandora. The Traverse has more overall cargo space than some large SUVs.

“After the superb re-styling and other upgrades, we don’t hesitate to call it a winner and won’t be surprised if this excellent vehicle, eyes glinting afresh, helps itself to an even greater share of the large crossover segment.” — Automobile Magazine
“Stylish good looks, spacious cabin, a sedan-like ride and decent fuel economy make the 2013 Chevrolet Traverse a solid crossover value. It’s a must-see for buyers seeking maximum passenger capacity and generous cargo room.” — Edmunds
“If you’re in the market for a largish people-hauler and can’t stomach a minivan, the Traverse is worth a look.” — AutoWeek
“With one of the largest cargo bays behind its third-row seat plus a host of electronic safety and security features provided by GM’s OnStar division, the … Traverse sets the standard other CUVs have yet to meet.” — Kelley Blue Book (2012)

2013 BMW X6

The 2013 BMW X6 finally has some serious competition in the coupe/SUV segment, but remains one of the most impressive sport crossovers around.

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Test drivers appreciate the novelty of the 2013 BMW X6, a four-seat SUV with up to 555 horsepower. However, they say it’s an overall impractical purchase for nearly every SUV shopper.

Reviewers say the 2013 BMW X6 performs better than any SUV has a right to. They say that even its base six-cylinder engine provides great acceleration, and that it handles better than most SUVs. However, as a vehicle with such a focus on performance, critics say it could do better. They note that its hefty curb weight negatively impacts handling, and that sedans or smaller crossovers with similar cargo capacities can offer better performance. Although the BMW X6 is technically an SUV that comes standard with all-wheel drive, it’s in no way an off-road vehicle. Plus, the X6’s fuel economy isn’t stellar. Base trims get 16/23 mpg city/highway, according to the EPA, and models with larger engines get even worse mileage.

The BMW X6’s interior may be small compared with other crossovers, but auto critics say it’s well-made and well-equipped. It only seats four, which is unusual for an SUV, and it costs much more than many SUVs that offer more cargo and passenger space. Reviewers do note that BMW’s iDrive system remains overly complicated, a complaint that’s been made about the system since it debuted.

“Is this X6 M as pure an expression of M-power as universally lauded cars like the M3? With its nondual-clutch gearbox and considerable heft, the answer is a definitive No. But for swift, civilized transport with an unconventional silhouette, the X6 M goes a long way toward satisfying a question that few, if any, have asked.” — Popular Mechanics
“Marketed as a cross between an SUV and a coupe, the 2013 BMW X6 unfortunately represents a rather poor blend of both. … So, there’s the logician’s case against the 2013 BMW X6. If that doesn’t dissuade you, then we’ll simply add that it looks pretty cool in red.” — Edmunds

The 2013 Bentley Mulsanne

From billionaires to the merely wealthy, the 2013 Bentley Mulsanne provides the luxury, technology, and heritage a discerning buyer wants.

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The 2013 Bentley Mulsanne is a four-door hyper-luxury sedan with immense power, classic styling seen through a modern lens, painstakingly built with Bentley’s own inimitable taste and attention to detail.

With a long, sweeping profile and extended, long-wheelbase cabin, the Mulsanne won’t be mistaken for one of the new breed of four-door coupes any time soon, but at the same time, its upright grille, long body, and uniquely Bentley curves ensure it won’t be mistaken for anything else, either.

Under the hood of the Mulsanne lies a twin-turbocharged 6.75-liter V-8 engine rated at 505 horsepower and 752 pound-feet of torque. The Mulsanne, however, isn’t all about power. In fact, that’s hardly the point at all–the real story is in the style, the accommodations, and the comfort.

And that story is rich, indeed. One-hundred-seventy hours of hand-crafted construction go into each Mulsanne’s interior. That includes a hand-stitched steering wheel, a “waistrail” of wood that encircles the cabin (including one unbroken piece that spans the dashboard), 24 colors of leather upholstery, and pure wool Wilton-weave mats over unique carpeting. The word “sumptuous” doesn’t begin to cover it.

From audio and entertainment (courtesy of a 14-speaker base system or a Naim unit rated at 2,200 watts and featuring 20 speakers) to a high-resolution 8-inch touch screen that retreats behind a sleek veneered door when not in use, the Mulsanne incorporates high technology without intruding on the classic luxury experience; rather, it enhances it.

As you might imagine, nearly anything you could want is available as a (custom, special-order) option on the Mulsanne, not that it isn’t nicely equipped in its most basic form. For those with a taste for the unique or extraordinary, however, the sky is the limit.

In early 2012, Bentley unveiled the Mulliner Driving Specification, which adds unique interior elements (like diamond-quilted, perforated leather; knurled controls; and baseball-stitched leather on the gear lever) as well as an additional touch of sporting flair, with two-piece 21-inch alloy wheels, a Sport setting for the Drive Dynamics Control system, and more.

All Mulsannes have the option of a sunroof and a two-bottle champagne cooler in between the rear seats, naturally.

Neither the NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Insitute for Highway Safety) have crash-tested the $325,000 Mulsanne, but then, with 5,700 pounds of steel, wood, and leather ensconcing you, you’re sure to feel safe. Of course the Mulsanne also includes all of the modern safety features like front, side, head, and thorax airbags; traction and stability control; and pyrotechnic, pre-tensioning three-point seat belts.