Review: 2011 Lexus IS 250 AWD

Your available options in the entry-level luxury sedan segment rival the variety found at your local Baskin-Robbins. Interested in all-wheel drive, rear-wheel drive or front-wheel drive? Nearly every automaker has you covered. Want to row your own gears, or sit back and let the silicon chippery do the work? The car of your dreams awaits. There’s an option for all of us, and if you prefer a good vanilla to rocky road, then you’re going to love the 2011 Lexus IS250 AWD.

The Lexus IS 250 is instantly familiar, yet ever-so-slightly different for 2011. The reason is that little has changed on the exterior, with a few minor exceptions. Some updates are hard to find, while others are immediately clear. The front bumper and grille have received slight tweaks, while subtle changes have been made to the foglight area and lower fascia opening, which benefit from sharper cutouts. In back, the IS 250 wears new taillamp lenses and redone exhaust tips.

By far, the most noticeable change has occurred out front, where a pair of bright LED eyelids have taken up residence under the swept-back headlamps. All of these changes give the 2011 Lexus IS 250 a smattering of sprinkles on an otherwise rather bland landscape of sheetmetal. The overall theme is conservative, but the new LED running lamps imbue Lexus’ most affordable sedan with a bright flash of modern style, displayed brilliantly against our tester’s Tungsten Pearl paintwork.

That subdued exterior style continues on the inside, as clean lines perform in concert with the surprisingly airy interior cabin. The pleasing to the eye Light Gray color scheme hangs in the background like a briefly foggy coastal morning. Against the sea of gray sits a set of bright white-faced gauges, which are easy-to-read and rather sharp, with a thin blue line underlining the ambitious 160-mile-per-hour display.

Ambitions aside, we had no desire to press that speedo into serious use. Why? Because the seats were just too darn comfortable for us to care. The perforated semi-aniline leather front thrones of our tester offered both heating and cooling features, thanks to the $2,195 Luxury Package Value Edition. It may be a bit crass to call this option grouping a “value” when it costs over $2,000, but the package does include wood trim, the aforementioned LED running lights, power everything (that wasn’t already), a rear sunshade and rain-sensing wipers.

Should you require the use of those intelligent water removers, fret not, because this particular IS 250 is equipped with all-wheel drive. Though the AWD gubbins add nearly 200 pounds to the curb weight (3,651 pounds), the IS 250’s small, 2.5-liter V6 remains surprisingly entertaining. We expected a droning bore of an engine coerced into working far harder than it wanted. What we found was a mill that pushed the whole works up to speed more quickly than we anticipated.

The engine produces 204 horsepower at 6,400 rpm and 185 pound-feet of torque at 4,800 rpm. Those numbers sound low in a world filled with 400-horsepower daily drivers (including the brand’s own high-performance IS F model) yet the IS 250 AWD simply rears back and moves at a pace capable of holding our interest. Push it above 3,500 rpm and it even begins to clear its throat something approaching a sense of authority.

The 2.5-liter is paired with a six-speed automatic transmission, which features steering-wheel mounted paddles for manual shifting. This may be Lexus’ entry-level car, but the shifts could be a few degrees smoother – even if the IS represents the brand’s sportier side. While we were hoping for less I-just-got-my-license and more of a Sade-like smooth operator, the setup didn’t oblige. The paddles only serve to nudge the drivetrain back into sporty, slightly roughneck territory, but unfortunately they don’t respond quickly enough to make the leap entirely.

This baby Lex comes across as confused in a few other areas as well. A bipolar effort, the IS 250 suffers from overboosted steering and mushy brakes. When driving, those factors make us think the IS 250 is pining to be a true luxury sedan, yet the ride, while smooth, is stiffer than we’d expected it to be. Vigorously bouncing over a rough section of Southern California tarmac makes one think the IS has changed its mind, suddenly wanting to be a sports car. It’s a little confused, and so are we.

At the end of the day, the slight redesign for 2011 doesn’t help a conflicted vanilla offering stand out in a display-case full of capable entry-level luxury sedans. The Lexus IS 250 AWD’s $35,775 base price is on par with its classmates, but fails to stack up as well in other areas. The Infiniti G25x is less costly ($34,900) and offers a more engaging driving experience, though its interior falls short. For $34,500, you might find yourself in a 2011 Audi A4 Quattro, with its top-shelf all-wheel-drive system, 7 more horsepower, 73 more pound-feet of torque available and better fuel economy ratings (21/31 miles per gallon versus the Lexus’ 20/27 mpg). The 2011 Mercedes-Benz C300 4Matic starts at $37,900 and makes more power, but is only rated at 17/24 (an updated 2012 model is just around the corner). We could add the Lincoln MKZ, BMW 328i xDrive, Cadillac CTS and Acura TL SH-AWD to the list of competitors to further muddy the waters.

The entry-level luxury sedan category is chock full of viable options and the 2011 Lexus IS 250 AWD is a perfectly acceptable (if run-of-the-mill) choice. The styling is conservative, the driving dynamics are a mixed bag of sport and luxury, but the engine is better than we anticipated. It’s priced exactly where it should be and, were you shopping in this segment, you wouldn’t be embarrassed to put one in your driveway. And yet… while we’ll happily concede that vanilla ice cream is enjoyable from time to time, we can’t help but think that Audi, BMW, Infiniti and Cadillac buyers are paying about the same to enjoy all 31 flavors every single day.

[Source: autoblog]

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Kia Naimo EV concept ready for Seoul Motor Show debut

The name Naimo is Korean for “square,” and the new Kia EV concept certainly fits its name. But we’re not talking about a total box, as you can see from the photo above. The B-segment vehicle, which will debut this week at the Seoul Motor Show, looks primed to take on all comers in the emerging small car segment, with interesting lines, plenty of LEDs all around and a touch of Korean heritage. The Naimo has no B-pillars, and the rear doors open up clamshell-style, an auto show staple that almost never makes it to production. The concept also features massive 20-inch wheels, which almost look comical on such a small vehicle, and the square-themed wheels are wrapped in low rolling resistance rubber.

On the inside, Kia designers were looking for a tranquil feel, with Korean oak covering the concept’s floor and adorning the trim. A transparent organic LED display instrument panel and full connectivity gives the Naimo that futuristic concept interior look without going too Buck Rogers.

And since the Naimo is a 21st century concept, an electric powertrain is a near must. The permanent magnet synchronous motor provides a maximum output of 80 kW (107 horsepower). Battery power comes from a 27 kWh lithium ion polymer twin battery pack, giving the little concept a range of 124 miles on a charge. Speaking of charges, Kia says the Naimo features a special rapid charge mode that enables the driver to charge the battery to 80 percent capacity in a scant 25 minutes. A full charge will reportedly take five and a half hours.

[Source: Kia]

PRESS RELEASE:

* Striking all-electric concept car makes world debut at Seoul Motor Show
* Naimo expresses sophistication through simplicity of design
* B-segment electric utility vehicle combines Korean heritage with high-tech innovations

Making its world premiere at the Seoul Motor Show today (Thursday), the Kia Naimo electric concept car combines Korean heritage with innovative modern features.

Taking its name from the Korean word “Ne-mo”, (pronounced ‘Neh-mo’, meaning ’square shape’), the Naimo electric crossover utility vehicle (CUV) was conceived by Kia’s international design team in Seoul, and is characterised principally by its simple lines and solid, muscular stance.

The simple overall design is accentuated by a number of striking key details, such as the wrap-around windscreen and asymmetric sunroof, and the front and rear dot-style LED head- and positioning-lamps. This mix of simple and complex is a common trait of many traditional Korean arts and crafts.

Kia’s design team also made use of innovative technology to give the car a premium feel and to ensure the car’s exterior remained uncluttered. For example, Naimo has no traditional wiper blade on the windscreen – instead it employs a high-intensity air jet at the base of the windscreen that performs an ‘air wiper’ function. Conventional door mirrors have also been replaced with miniature cameras installed in the A-pillars.

Naimo’s interior was designed to evoke a strong sense of tranquility and features hand-crafted materials throughout. Korean oak is used to trim the interior door panels and the entire interior floor, Korean “Han-ji” paper is used for the head lining. Alongside these traditional elements sit modern features such as a transparent organic light emitting diode display instrument panel and full connectivity.

“Naimo is a perfect balance of innovation, high-tech and Korean tradition. It was heavily inspired by the purity and grace of traditional Korean arts and crafts, but combines this with cutting edge technologies to deliver a truly premium experience,” commented Kia Motors’ Chief Design Officer, Peter Schreyer.

The third electric vehicle design to be unveiled by Kia Motors Corporation in a year, the 3.9-metre long Naimo concept explores the practicalities of introducing a zero-emissions, five-door, four-seater city car into a future niche market.

Measuring 3,890 mm in length, the Naimo’s generous wheelbase, width and height (2,647, 1,844 and 1,589 mm respectively) – plus the short overhangs which place a wheel at each corner – ensure that the cabin provides exceptional head, leg and shoulder room for the occupants.

The concept car has no B-pillars and features rear-hinged rear doors to maximise easy access to the cabin, and a three-way split opening boot-lid, allows versatile access to the load bay for varying luggage sizes.

Power comes from a Permanent Magnet Synchronous Motor with a maximum output of 80 kW (109 ps) and maximum torque of 280 Nm, enabling Naimo to reach a top speed of 150 kph (93 mph).

A twin-pack 27 kWh battery is located under the boot floor and uses innovative Lithium Ion Polymer technology that offers numerous advantages over other battery types. Equipped with this battery, Naimo provides a driving range of 200 km (124 miles) on a single charge. To enhance range, the showcar is fitted with special low-drag 20-inch diameter alloy wheels.

Under the quick recharging cycle (50 kW) the Naimo’s battery can be recharged to 80 percent of its capacity within 25 minutes. Under the normal cycle (3.3 kW), 100 percent power is attained after five and a half hours.

Naimo will join Kia’s growing test fleet of hybrid, electric and fuel-cell vehicles being extensively driven in widely varying conditions to develop future production models with zero or significantly reduced emissions.

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Review: 2012 Ford Focus Titanium

Ironically named little car, the Ford Focus. While you could surely argue we’re drawing too literal a line between the car and its moniker, we have to chuckle a little when we recall just how far afield Ford drifted with its compact offering over the last several years. Suffice it to say that Ford lost its way somewhere after the original Focus was introduced as a so-called ‘world car’ back in 1999. At the time, the spunky Focus shared the same C170 platform no matter where in the world it was sold.

Sadly, such platform sharing diverged in 2005 as the United States made do with the aging C170 chassis in a reduced number of bodystyles while the rest of the world received a new model based on the brand spankin’ new C1 platform. That new architecture debuted to rave reviews from the international motoring press while the aging North American Focus doddered off to live among the also-rans. A few short years later, with the global economy in the doldrums and fuel mileage sitting atop many consumers’ automotive wishlists, it wasn’t long before the Blue Oval found itself standing flat-footed without a class-competitive compact in its home market. Many tears were shed in the form of lost dollar signs over the ensuing years, until Ford finally promised to make the Focus a truly global car for the 2012 model year.

And we’re happy to report that the 2012 Ford Focus is several orders of magnitude superior to the model it replaces. How so? Keep reading to find out.

We’ll start with its exterior appearance. Instead of telling you how the 2012 Focus was drawn up with smooth, flowing lines and more than a few traces of Ford’s Kinetic design language, we’ll instead share a little story.

After a few days of daily driving duties, our Tuxedo Black Focus sedan was sorely in need of a good washing. After finishing the deed and taking a few moments to admire the shiny metallic flecks in the bright Arizona sun, we noticed we weren’t alone… three burly-looking, bearded workers and their supervisor had stopped toiling away at whatever project they had been assigned and were talking amongst themselves about our car. Eye contact was made, so they gaggle of laborers decided to come take a closer look.

What transpired could best be described as a Focus Love Fest. A traditional walk-around was performed (several times, actually), doors were opened and shut and specifications were debated. Finally, a general consensus was reached: “That there is a nice car.”

And so, the next logical question was asked: “How much?”

The window sticker was presented and summarily dissected. “Wow, that thing’s got a six-speed automatic? My wife’s Civic only has five.” It continued this way for several minutes. “Voice-activated navigation, nice. Leather, heated seats, sunroof… SYNC, what’s that mean?”

SYNC was then demonstrated. Push this button on the steering wheel, then say a command – “Sirius; ALT Nation.” (The stereo is now magically playing ALT Nation.) Impressive.

The price for all these bells and whistles? $26,925. Seems pretty pricey for a compact car, but then again, most compact cars don’t come equipped to the gills like our Focus Titanium sedan, either. We polled the workers. “Not bad… I’d have guessed more,” said the supervisor.

So, we’ve established that the 2012 Ford Focus is attractive enough to draw the attention of casual passers-by, its list of available equipment (in top-drawer Titanium trim, at least) is impressively thorough and that the normal sticker shock inevitably experienced when delving into the new car shopping experience isn’t all that, well… shocking.

Good so far, but how’s it drive?

Very well, it turns out. As our very own Zach Bowman found out during his First Drive of the car, Ford managed to bake quite a bit of handling goodness into the 2012 Focus. Our tester was equipped with the so-called Titanium Handling Package, and, aside from the clunky name, we were impressed. Turn-in was sharp, and the 2012 Focus holds its line through a curve in admirable fashion while responding shockingly well to attitude adjustments from the throttle.

There’s just one engine option for the 2012 Focus, so we’re happy to report that we have no qualms with its operation. The direct-injected 2.0-liter four cylinder powerplant puts out 160 horsepower at 6,500 rpm and 146 pound-feet of torque at 4,450 rpm. Those figures put the Focus near the the head of its class, which includes the Hyundai Elantra (148 horses and 131 lb-ft), Chevrolet Cruze (138 hp and 148 lb-ft), Honda Civic (the new 2012 model is rated at 140 horsepower, torque TBA) and Toyota Corolla (132 hp and 128 lb-ft). Among its primary rivals, the Ford is only bested by the Mazda3 s, which packs 167 hp and 168 lb-ft.

EPA fuel economy comes in at 27 miles per gallon city and 37 mpg highway when equipped with the six-speed automatic and the SelectShift option that allows the driver to manually change gears using a little rocker switch mounted on the console shifter. Nope, no paddles on the steering wheel, which is especially frustrating as this transmission is a dual-clutch unit that would seemingly lend itself rather well to the shift-for-yourself crowd. Same as the Fiesta. Why no paddle love, FoMoCo?

Fortunately, we found the automatic gearbox to be extremely well suited to this application. There’s enough power on hand that the transmission doesn’t hunt and peck for gears in daily driving and downshifts come right on schedule when called upon by either the driver’s right foot or by a steep grade. In all other situations, the tranny just goes about its duties without thought from the driver… and that’s exactly what you want from a two-pedal setup, no?

Despite its aforementioned handling prowess, the car’s ride was plenty smooth and controlled, without any undue noisiness echoing through the cabin. Speaking of which, the leather-clad interior, in two-tone Black and Tuscany Red that seemed more maroon to our eyes, is just as stylishly designed as the exterior. The hides covering the seats and door panels is soft to the touch and surprisingly grippy, meaning we didn’t find ourselves sliding to and fro when throwing the car into the bends. Heated seats with five levels of adjustment meant we could fine-tune the bum warmers to our liking, a boon since the last Ford Fiesta we tested offered just two settings: off and scorch.

There isn’t a ton of room in the rear seat when a six-foot driver gets comfy behind the wheel, and taller passengers in the front seat may find that their legroom is pinched a bit by the thick center stack and console. Similarly, trunk space in the sedan isn’t anything to write home about, and its 13.2 cubic feet of volume isn’t as easy to make use of as we’d like, mostly due to a distinct lack of depth. Taller items will need to be placed on the rear seat, which does fold in something like a 70/30 split. Frequent haulers might do better to consider the five-door hatch, which offers up to 44.8 cubic feet of storage space with the rear seats folded.

Considering how much electro-gadgetry the 2012 Focus offers, the center stack is rather easy to navigate. Part of that overall look of cleanliness, though, is attributable to the steering wheel, which rivals that of a Formula One’s tiller for its sheer number of controls. Not counting the horn, there are six clusters of buttons that can be pressed – and no, we’re not making this up – 19 different ways. With controls for cruise control, Bluetooth connectivity, SYNC, the audio system and the in-dash computer (which has its own menu system directly between the speedometer and tachometer), we strongly suggest that any new drivers spend a few minutes acquainting themselves with the layout before heading out on the open road.

Note that we haven’t even mentioned the big LCD screen mounted high up in the center stack. It’s a touchscreen, and most anything the driver might want to do can be controlled at that location in lieu of the dedicated buttons. Plus, there’s SYNC, which allows the driver to press a single button and change any number of settings (audio, telephone, etc.) using voice commands. In other words, there’s almost always more than one way to make an adjustment.

That said, in practice we didn’t have any problems using all the technology packed into the Focus, and we appreciate the dedicated set of dials and buttons for the climate control system mounted below the LCD and Sony audio system.

We spent just one week with the 2012 Ford Focus, but that was plenty enough for us to realize that it’s a worthy contender in the hotly contested compact car segment. No other competitors offer the level of available equipment the Focus offers, but the basic goodness of the car’s platform should surely shine through on lesser trims, as well.

We went ahead and made use of Ford’s online configurator, and found that a very nice Focus SE sedan with the five-speed manual gearbox, 17-inch wheels, leather, sunroof and SYNC rings the register at around $22,000. Add about a grand for the six-speed automatic. Either way, you’ll end up with a highly desirable ride that does an equally fine job of catering to enthusiasts and commuters alike. Or even a grizzled quartet of hard-edged construction workers, apparently.

[Source: autoblog]

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Lincoln MKZ Hybrid sales exceeding Ford’s expectations

Given that the 2011 Lincoln MKZ Hybrid is little more than a gussied-up Ford Fusion Hybrid, it’s not surprising that the gas-electric MKZ achieves the same 41 miles per gallon city and 36 mpg highway rating. Admittedly, we were a bit shocked when Lincoln announced that the MKZ Hybrid starts at $35,180 (including destination and delivery) – the same price as a gas-only front-wheel-drive 3.5-liter V6 model. Perhaps that’s why buyers are snatching up the MKZ Hybrid at a rate that even Ford didn’t expect.

Initially, Ford targeted the hybrid version to account for approximately 15 percent of total MKZ sales. However, the numbers show that the MKZ Hybrid’s take rate has averaged between 22 and 23 percent since January of 2011. Ford says that March’s numbers look similar. Through the end of February, Lincoln sold a total of 3,343 MKZ sedans, 762 of which were hybrids. With no premium price tag and gas prices soaring, perhaps nobody should be surprised by the MKZ Hybrid’s take rate. Perhaps the better question would be, is the hybrid model profitable?

[Source: Ford]

PRESS RELEASE:

Consumer Demand for the Lincoln MKZ Hybrid Continues to Outstrip Expectations; MKZ range excels for choice and dependability

2011 Lincoln MKZ Hybrid

* Percentage of hybrid models sold within the MKZ range is higher than expected
* Lincoln MKZ Hybrid is the most fuel-efficient luxury sedan in America and is the first model to offer a no-charge hybrid powertrain option
* Lincoln received highest score for durability in the latest J.D. Power and Associates Vehicle Dependability Study of three-year-old vehicles

DEARBORN, Mich., March 28, 2011 – Sales of the Lincoln MKZ Hybrid luxury sedan continue to exceed expectations. Having launched with a sales mix of approximately 15 percent within the MKZ model range, sales have continued to track at more than 20 percent since January 2011.

In addition to sales momentum, the MKZ Hybrid is proving popular for its other strengths, including fuel economy and top-rated dependability. No other four-door luxury sedan – gasoline, diesel or hybrid powertrain – can top the MKZ’s certified 41 mpg city and 36 mpg highway EPA rating.

Lincoln Dependability
Recently, Lincoln received the highest score for long-term durability among all vehicle brands in the annual J.D. Power and Associates 2011 Vehicle Dependability Study, the second-highest performing model for long-term durability in the entire study.

The study asked owners about their experience in the past 12 months with their three-year-old vehicles (for the 2011 study, 2008 model-year cars and trucks were surveyed). Survey respondents were asked to indicate any problems they experienced with their vehicle in the previous 12 months, choosing from a list of more than 200 issues in eight diverse categories.

The study also shows a strong link between reliability and purchase. Nearly two-thirds (63 percent) of new-vehicle buyers say reliability/durability is one of the most important factors in choosing a new vehicle. Additionally, the study found that fuel economy is among the top 10 purchase considerations.

Lincoln MKZ Choice
Lincoln was the first luxury automaker to offer a hybrid vehicle with the same base price as its gasoline counterpart. Both gasoline and hybrid versions of the MKZ have the same suggested retail price of $34,605.

That’s a value equation for the consumer that San Diego Lincoln dealer Ed Witt calls “huge.” He has delivered Lincoln MKZ Hybrids to customers who traded in other luxury brand vehicles as well as other hybrids. Witt’s store has delivered MKZ Hybrids to drivers of Toyota’s Prius and Lexus luxury vehicles, and has even taken BMWs in on trade for the car. One family, he said, traded in three cars and bought two Lincoln MKZ Hybrids.

To date, Witt has sold the most MKZ Hybrids out of any other Lincoln dealer in the United States since the vehicle’s launch in October. “Potential customers are surprised by the Lincoln MKZ Hybrid’s quietness, comfort and power. They just love the performance,” says Witt.

Outfitted with Ford’s award-winning 2.5-liter Atkinson-cycle four-cylinder engine, permanent magnet electric motor and eCVT transmission, Lincoln MKZ Hybrid delivers seamless performance. The gas-electric powertrain is rated at 191 horsepower.

MKZ’s interior has been laid out with an array of standard features, including real wood trim taken from sustainable forests, supple leather upholstery, heated and cooled front seats, and the award-winning SYNC voice-activated in-vehicle communications and entertainment system.

Lincoln is also the only luxury car brand to offer a THX® II Certified Audio System, bringing home theater sound quality to the MKX through 14 speakers strategically spread around the acoustically engineered cabin.

“Lincoln’s latest models continue to be well received by luxury car customers” said C.J. O’Donnell, Lincoln group marketing manager. “The MKZ Hybrid is just the start of the journey we are taking in redefining the Lincoln brand and its new model range for the future. Lincoln uniquely blends the style today’s luxury vehicle customers demand with impressive, clean, economical performance as well as a wide range of intuitive technologies and features.”

###

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 164,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

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Review: 2012 Ford Focus Titanium

Ironically named little car, the Ford Focus. While you could surely argue we’re drawing too literal a line between the car and its moniker, we have to chuckle a little when we recall just how far afield Ford drifted with its compact offering over the last several years. Suffice it to say that Ford lost its way somewhere after the original Focus was introduced as a so-called ‘world car’ back in 1999. At the time, the spunky Focus shared the same C170 platform no matter where in the world it was sold.

Sadly, such platform sharing diverged in 2005 as the United States made do with the aging C170 chassis in a reduced number of bodystyles while the rest of the world received a new model based on the brand spankin’ new C1 platform. That new architecture debuted to rave reviews from the international motoring press while the aging North American Focus doddered off to live among the also-rans. A few short years later, with the global economy in the doldrums and fuel mileage sitting atop many consumers’ automotive wishlists, it wasn’t long before the Blue Oval found itself standing flat-footed without a class-competitive compact in its home market. Many tears were shed in the form of lost dollar signs over the ensuing years, until Ford finally promised to make the Focus a truly global car for the 2012 model year.

And we’re happy to report that the 2012 Ford Focus is several orders of magnitude superior to the model it replaces. How so? Keep reading to find out.

We’ll start with its exterior appearance. Instead of telling you how the 2012 Focus was drawn up with smooth, flowing lines and more than a few traces of Ford’s Kinetic design language, we’ll instead share a little story.

After a few days of daily driving duties, our Tuxedo Black Focus sedan was sorely in need of a good washing. After finishing the deed and taking a few moments to admire the shiny metallic flecks in the bright Arizona sun, we noticed we weren’t alone… three burly-looking, bearded workers and their supervisor had stopped toiling away at whatever project they had been assigned and were talking amongst themselves about our car. Eye contact was made, so they gaggle of laborers decided to come take a closer look.

What transpired could best be described as a Focus Love Fest. A traditional walk-around was performed (several times, actually), doors were opened and shut and specifications were debated. Finally, a general consensus was reached: “That there is a nice car.”

And so, the next logical question was asked: “How much?”

The window sticker was presented and summarily dissected. “Wow, that thing’s got a six-speed automatic? My wife’s Civic only has five.” It continued this way for several minutes. “Voice-activated navigation, nice. Leather, heated seats, sunroof… SYNC, what’s that mean?”

SYNC was then demonstrated. Push this button on the steering wheel, then say a command – “Sirius; ALT Nation.” (The stereo is now magically playing ALT Nation.) Impressive.

The price for all these bells and whistles? $26,925. Seems pretty pricey for a compact car, but then again, most compact cars don’t come equipped to the gills like our Focus Titanium sedan, either. We polled the workers. “Not bad… I’d have guessed more,” said the supervisor.

So, we’ve established that the 2012 Ford Focus is attractive enough to draw the attention of casual passers-by, its list of available equipment (in top-drawer Titanium trim, at least) is impressively thorough and that the normal sticker shock inevitably experienced when delving into the new car shopping experience isn’t all that, well… shocking.

Good so far, but how’s it drive?

Very well, it turns out. As our very own Zach Bowman found out during his First Drive of the car, Ford managed to bake quite a bit of handling goodness into the 2012 Focus. Our tester was equipped with the so-called Titanium Handling Package, and, aside from the clunky name, we were impressed. Turn-in was sharp, and the 2012 Focus holds its line through a curve in admirable fashion while responding shockingly well to attitude adjustments from the throttle.

There’s just one engine option for the 2012 Focus, so we’re happy to report that we have no qualms with its operation. The direct-injected 2.0-liter four cylinder powerplant puts out 160 horsepower at 6,500 rpm and 146 pound-feet of torque at 4,450 rpm. Those figures put the Focus near the the head of its class, which includes the Hyundai Elantra (148 horses and 131 lb-ft), Chevrolet Cruze (138 hp and 148 lb-ft), Honda Civic (the new 2012 model is rated at 140 horsepower, torque TBA) and Toyota Corolla (132 hp and 128 lb-ft). Among its primary rivals, the Ford is only bested by the Mazda3 s, which packs 167 hp and 168 lb-ft.

EPA fuel economy comes in at 27 miles per gallon city and 37 mpg highway when equipped with the six-speed automatic and the SelectShift option that allows the driver to manually change gears using a little rocker switch mounted on the console shifter. Nope, no paddles on the steering wheel, which is especially frustrating as this transmission is a dual-clutch unit that would seemingly lend itself rather well to the shift-for-yourself crowd. Same as the Fiesta. Why no paddle love, FoMoCo?

Fortunately, we found the automatic gearbox to be extremely well suited to this application. There’s enough power on hand that the transmission doesn’t hunt and peck for gears in daily driving and downshifts come right on schedule when called upon by either the driver’s right foot or by a steep grade. In all other situations, the tranny just goes about its duties without thought from the driver… and that’s exactly what you want from a two-pedal setup, no?

Despite its aforementioned handling prowess, the car’s ride was plenty smooth and controlled, without any undue noisiness echoing through the cabin. Speaking of which, the leather-clad interior, in two-tone Black and Tuscany Red that seemed more maroon to our eyes, is just as stylishly designed as the exterior. The hides covering the seats and door panels is soft to the touch and surprisingly grippy, meaning we didn’t find ourselves sliding to and fro when throwing the car into the bends. Heated seats with five levels of adjustment meant we could fine-tune the bum warmers to our liking, a boon since the last Ford Fiesta we tested offered just two settings: off and scorch.

There isn’t a ton of room in the rear seat when a six-foot driver gets comfy behind the wheel, and taller passengers in the front seat may find that their legroom is pinched a bit by the thick center stack and console. Similarly, trunk space in the sedan isn’t anything to write home about, and its 13.2 cubic feet of volume isn’t as easy to make use of as we’d like, mostly due to a distinct lack of depth. Taller items will need to be placed on the rear seat, which does fold in something like a 70/30 split. Frequent haulers might do better to consider the five-door hatch, which offers up to 44.8 cubic feet of storage space with the rear seats folded.

Considering how much electro-gadgetry the 2012 Focus offers, the center stack is rather easy to navigate. Part of that overall look of cleanliness, though, is attributable to the steering wheel, which rivals that of a Formula One’s tiller for its sheer number of controls. Not counting the horn, there are six clusters of buttons that can be pressed – and no, we’re not making this up – 19 different ways. With controls for cruise control, Bluetooth connectivity, SYNC, the audio system and the in-dash computer (which has its own menu system directly between the speedometer and tachometer), we strongly suggest that any new drivers spend a few minutes acquainting themselves with the layout before heading out on the open road.

Note that we haven’t even mentioned the big LCD screen mounted high up in the center stack. It’s a touchscreen, and most anything the driver might want to do can be controlled at that location in lieu of the dedicated buttons. Plus, there’s SYNC, which allows the driver to press a single button and change any number of settings (audio, telephone, etc.) using voice commands. In other words, there’s almost always more than one way to make an adjustment.

That said, in practice we didn’t have any problems using all the technology packed into the Focus, and we appreciate the dedicated set of dials and buttons for the climate control system mounted below the LCD and Sony audio system.

We spent just one week with the 2012 Ford Focus, but that was plenty enough for us to realize that it’s a worthy contender in the hotly contested compact car segment. No other competitors offer the level of available equipment the Focus offers, but the basic goodness of the car’s platform should surely shine through on lesser trims, as well.

We went ahead and made use of Ford’s online configurator, and found that a very nice Focus SE sedan with the five-speed manual gearbox, 17-inch wheels, leather, sunroof and SYNC rings the register at around $22,000. Add about a grand for the six-speed automatic. Either way, you’ll end up with a highly desirable ride that does an equally fine job of catering to enthusiasts and commuters alike. Or even a grizzled quartet of hard-edged construction workers, apparently.

[Source: autoblog]

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Report: Volvo and Pininfarina end C70 joint venture

Volvo has announced it will take sole ownership of its joint manufacturing facility with Pininfarina. The Pininfarinia Sverige AB plant in Uddevalla, Sweden, only builds the Volvo C70 convertible. According to Volvo, the changeover will take place in 2013, and the automaker will continue to build C70s at the plant.

Volvo and Pininfarina have been bedfellows at the plant since Volvo began building C70s in 2003. The car moved just over 4,000 units in 2010, down nearly two percent from the 2009 total.

[Source: Autoweek]

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Review: 2011 Hyundai Genesis Sedan V6

Automakers have been carving the luxury segment into finer and finer slices for generations. Territory that once belonged solely to the likes of Mercury, Buick and Oldsmobile is now the fertile hunting grounds of brands from Acura to Infiniti. Thanks to these relative newcomers, buyers without the cash to jump into Bavarian marks like BMW, Mercedes-Benz or Audi can still plant their derrières on supple leather thrones without having to sell the family farm in the process.

Three years ago, Hyundai leapt into the low-buck luxury fray with the company’s Genesis Sedan – a vehicle that was intended to prove the Korean automaker could strut its stuff up market without the burden of launching a separate dedicated luxury brand just for the occasion. We were impressed with the big Hyundai when it touched down three years ago as a 2009 model, but domestic automakers like Buick and Chrysler have since sharpened their game in a big way. We jumped behind the wheel of the 2011 Genesis Sedan to find out how the vehicle’s first generation has held up before the updated second one arrives as a 2012 model.

Hyundai decided to wade into luxury waters just as the automotive market’s well began to run dry, and in 2009, the company managed to move around 20,000 Genesis Sedan and Coupe units combined – about half its initial sales projections at the time. As industry-wide numbers have begun to clamber back to their pre-fall heights, Genesis sales have increased accordingly, though we have a feeling the figures still haven’t managed to snag that magical 40,000-50,000 unit mark originally imagined by the Hyundai hive-mind.

That’s likely no fault of the vehicle’s styling, though. There’s no denying that the 2011 Genesis Sedan still carries the same high-brow presence of its forebearers thanks largely to one massive, stylized rib-cage grille. Hyundai still hasn’t set about slapping a big H on the hood, and from the front, uninitiated onlookers may have a hard time discerning the vehicle from the Lexus GS bloodline. From the side, the vehicle borrows cues from BMW’s styling department with wrapped headlights and taillights as well as a shark-fin antenna. Large ovular exhaust exits dominate the lower rear fascia and a single Hyundai badge on the rear trunk deck is the only indication that this beast comes from anywhere other than Japan.

When the Genesis Sedan debuted, it came packing an interior that was several light years ahead of what Hyundai had turned out in the past. Dominated by plenty of excellent stitching, perforated leather and attractive wood accents, the cabin made it clear that the Korean sedan wasn’t playing around. Since then, the cockpit has received few updates, and while still a nice enough place to spend time, interiors from both Buick and Chrysler have finally gotten a chance to play catch-up.

Both of those automakers have suddenly taken this whole auto manufacturing thing seriously, and as a result, vehicles like the 2011 Buick Lacrosse and Chrysler 300 are now available with cabins that can easily eclipse the Genesis in terms of design and quality, at least for a price. And that’s one point that the Genesis Sedan still has on the lower-luxury domestic marks. The Korean four-door comes standard with heated and cooled leather seats up front, slightly raised seating out back with plenty of legroom and wood grain trim throughout as well as tech treats like adaptive cruise control and dual-zone automatic temperature control for a mere $33,000 plus an $850 destination charge.

If you want those goodies in either the Lacrosse or the 300, expect to pay similar money. Opting for the leather-clad nicety of the TriShield will see you staring at an MSRP of $33,765 plus destination for the Lacrosse CXS, while the 2011 Chrysler 300 Limited comes to the dance wearing a price tag of $31,995 including destination. Don’t expect to find heated or cooled seats or dual-zone climate control from the 300, though.

The only place that the Genesis sedan really shows its age is in its dated interior lighting and flimsy switches, most notably for the heated and cooled seats and window mechanisms. Whereas both Buick and Chrysler have made sure to incorporate solid-feeling interfaces, the Hyundai simply doesn’t pack the same feel of quality.

Our tester came with the company’s lively 3.6-liter V6 mated to a six-speed Aisin automatic transmission that shuffles power to the rear wheels. With 290 horsepower and 264 pound-feet of torque on hand, the six-cylinder has no problem moving the vehicle’s 3,748-pound curb weight along, especially given the EPA’s fuel economy rating of 18 miles per gallon city and 27 mpg highway. During our time behind the wheel we saw around 23 mpg combined.

Those numbers put the Genesis Sedan 10 horsepower ahead of the 3.6-liter V6 found in the Lacrosse CXS and just two horsepower behind the same displacement V6 in the Chrysler 300. Interestingly enough, fuel economy for all three vehicles is nearly identical at 22-22.5 mpg combined.

With that in mind, it’s easy to get the impression that all three of these vehicles are neck-and-neck contenders, but that reality fades from view after a little time behind the wheel. Hyundai still has an excellent driver in the Genesis thanks largely to the vehicle’s front-engine, rear-wheel-drive configuration. Plop your foot on the accelerator and the big four door moves forward without any of the scrambling drama of the front-wheel-drive Lacrosse.

But make no mistake, this isn’t a sports sedan by any stretch of the imagination, although acceleration is more than ample and handling is predictable without being twitchy. Jump onto the interstate and the Genesis delivers a quiet cabin free of engine, tire or wind noise, and the six-speed automatic transmission has no problem landing on the correct gear for hard-throttle passes.

Hyundai curiously provides flappy paddles for making your way through the six cogs in the gearbox should you get bored letting the vehicle’s ECU do all the work. The transmission delivers fairly rapid shifts, though the trickery doesn’t do much to lend the sedan any of the sporting tones of its two-door twin. We’re guessing that the paddles are significantly more at home with the optional 385-horsepower V8 engine and ZF six-speed transmission.

Despite showing a few gray hairs here and there, the 2011 Genesis Sedan is still more than capable of holding its own in the budget luxury market. While its heaps of standard equipment and nicely appointed interior are all strong points on its résumé, the Genesis still holds one massive trump card over its competition – a 10 year, 100,000 mile warranty. While we can’t wait to drive next year’s Genesis R-Spec with its 429-horsepower 5.0-liter V8, the current model is a no-worry ace.

[Source: autoblog]

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