2013 BMW Alpina B7

For the time being, BMW has left it up to close collaborator Alpina to create a turbocharged V8-powered rival for the Mercedes-Benz S63 AMG and Audi S8. We've been lucky enough to take a few spirited drives in Alpinafied BMWs on the no-limit Autobahns around the company's headquarters in Buchloe, Germany, over the years, and each experience has been solidly hair-raising.

Other than creating what may be the country's ultimate everyday Autobahn missiles, Alpina does wonders for the ride and handling of the BMW models they touch, along with providing impressively reworked transmission interfaces and improved overall responsiveness. In the case of this B7, Alpina turns the 7 Series into the best big Bimmer going.

In the niche of thundering bi-turbo V8 luxury sedans, only this 532-horsepower Alpina B7, 512-hp Audi S8 and the 536-hp Mercedes S63 AMG (563 horses, that is, with the $7,300 AMG Performance Package) really reach this particular level. The $139,625 Porsche Panamera Turbo and the $176,275 Turbo S are both fine rides, but they aren't traditional sedans, and their unusual aesthetics don't always appeal to the buttoned-down execs that buy traditional premium saloons.

It's not surprising that buying either the B7 Bimmer or the S63 Benz will likely set you back some $140,000 to $145,000 once they are spec'd exactly the way you'd want 'em (the SWB-only Audi is a bit cheaper, at about $124k happily optioned). Base price for the Alpina B7 short wheelbase is $127,600 or $131,500 for the long wheelbase model, with a further $3,000 premium for xDrive. Following these, as a curveball, there's the 503-hp Jaguar XJ/XJL Supersport at around $126,000. The US comes closest with its Chrysler 300 SRT8 at 465 hp and a price of $60,000 tops in your driveway. It's like two separate worlds.

We were expecting greatness in our 750Li-based rear-wheel-drive Alpina B7, but it went a bit beyond our expectations. Its overall composure, grace and sophistication, even while in the sportiest of setups, are impressive. The N63B44 4.4-liter twin turbo engine with Valvetronic now pumps forth 540 hp between 5,200 and 6,250 rpm and 538 pound-feet of torque from 2,800 to 5,000 rpm. The pre-facelift B7, you may recall, offered but 493 hp and a "paltry" 516 lb-ft. For shame. Official 0-60 time is now listed at 4.3 seconds, while top speed has jumped from 175 mph in last year's car to 194 mph, a number that we tested ourselves on the latest episode of The List. Take your new B7 to a track with a really long straight; you'll be astounded at the pulling power the V8 pours out right up until the braking point – and the Alpina compound brake set is forever up to the task.

Alpina has done extensive aero work to the standard 7 Series bodyshell for big increases in cooling air flow to the engine and brakes. The whole front chin has been redesigned with larger intakes and each passage ducted to cool one specific portion of this finely tuned high-performance mix.

There is, of course, the reworked engine control electronics. Aside from this mandatory software upgrade, Alpina fits the engine's two turbochargers with larger flow-through turbines that are two millimeters greater in diameter. That seems like little, but, lord, is it much. Our first track session in the B7 happened with expert Andreas Bovensiepen at the wheel. He is now effectively the boss at Alpina, following in his papa's footsteps. Bovensiepen also just happens to be one hell of a track star, having won various GT championship titles. Out on the circuit at Mazda Raceway Laguna Seca, just as a front passenger, we could feel a dramatic improvement versus the stock 750Li. In fact, the B7 already struck us as a finer track car than either the M5 or M6, something we'd bet that BMW doesn't really want to hear. That's particularly impressive considering how much the B7 weighs – models vary between 4,655 pounds up to 5,055 pounds, depending on wheelbase length and whether xDrive is fitted.

Couple this sensation with the fact that the revamped Alpina suspension lowers the car by six-tenths of an inch while also providing a stiffer spring set all around, and some of the improvement starts to makes sense. Even in the B7's firmest Sport+ damper setting, the springs are still surprisingly compliant, while the anti-roll control does its part to keep this big boy on the straight and level in hot corners. Another fine helper? The Michelin Pilot Sport tires – 245/35 ZR21 front, 285/30 ZR21 rear. Again, one would rightly assume that 21-inchers at the corners would make the B7's ride and cabin noise a little too Euro, but that's not the case thanks to Alpina's fine tuning expertise and the fact that they aren't stiff-sidewalled run-flats.

As far as we're aware, Alpina can take the credit for introducing steering-wheel-mounted shifters on a road car, having added the technology way back in 1993. Never content with the clutter caused by having large-enough shift paddles, Alpina uses slick little pushbuttons for swapping cogs in the eight-speed ZF. The hidden switchgear is on the backside of the steering wheel spokes, right for upshift and left for downshift, clean and simple. The custom steering wheel itself is a wonderful piece under all circumstances – steering action is calibrated to be easier than on the standard Bimmer 7 Series while in Comfort/Efficiency mode and heavier than on the series car when in Sport+ mode.

Alpina is also somewhat known for doing swell interiors. We tried both the Alpina B7 and the latest iteration of BMW 7 Series, and the work by Alpina is superior. Other than the terrific new and functional sport steering wheel with Switch-Tronic shifting, the Alpina-specific gauge cluster should be robbed by BMW and used on all of its cars; the current ages-old BMW dial graphics are boring and not as legible.
We're still waiting for BMW's M6 Gran Coupé, which will frankly hold almost no surprises for us. We know we'll generally appreciate it, but it's a derivative of the M5/M6 mix, pure and simple. If you want something utterly distinctive and to stay in a BMW, get the Alpina B7 and enjoy yourself in hot luxury.

Who needs an M7?

Read more by Matt Davis at Autoblog.com

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2013 Lexus GS 350 F Sport

The Lexus GS has been chasing the BMW 5 Series for more than two decades. This year, it may have finally leapfrogged its benchmark prey.

Rewind your clock back to the late 1980s, when the midsize four-door sport sedan segment was dominated by BMW. The Bavarian automaker was selling rear-wheel-drive sedans (with manual transmissions, no less) that were every bit as powerful and agile as they were luxurious and comfortable – the best of both worlds, felt many buyers. Of course, it didn't take long for other automakers to get in on the action.

Lexus made its first legitimate attempt at the segment in 1998, with the introduction of its second-generation GS sedan. Despite many accolades, the sporty four-door arrived just in time to compete against BMW's E39, a 5 Series platform that was arguably one of its all-time best. Even after the third-generation GS (2006-2011) went head-to-head with BMW's Bangle-styled E60, the Lexus was still playing catch-up despite its strong performance and loads of new and innovative technology.

But today things are very different. There are now a handful of genuine players in the segment, including very capable sport sedans from Audi, Infiniti and Mercedes-Benz. BMW recently released its sixth-generation F10 5 Series, but the applause has been notably muted. Will that automaker's arguable misstep allow the all-new third-generation Lexus GS to capture the lead? We spent a week with the Japanese sport sedan to find out.

After a slew of early teasers and leaks, Lexus officially introduced its all-new 2013 GS 350 at Pebble Beach in August of 2011. Its bold new appearance (complete with the automaker's new signature spindle grille) hid a sophisticated new platform even more rigid than its predecessor. The track was also widened and the suspension redesigned to further improve handling. While the V6 engine was only slightly massaged and the V8 was dropped completely, the clean-sheet interior would be almost unrecognizable to a previous-generation GS driver.

First out the gate at the Concourse event was the rear-wheel-drive GS 350, fitted with a 3.5-liter V6 rated at 306 horsepower. It was soon followed at the 2012 Frankfurt Motor Show by the GS 450h, a gasoline-electric hybrid with a total system power of 338 horsepower, and then came all-wheel-drive variants. Most interesting to us, however, were the enthusiast-tuned F Sport models that debuted the following month at SEMA.

The F Sport models, in the words of Lexus, are "designed to engage driving enthusiasts with factory engineering and the ability to take performance to an entirely new level." To accomplish this mechanically, GS F Sports are fitted with 19-inch alloy wheels with performance tires, F Sport-tuned Adaptive Variable Suspension (AVS), upgraded suspension bushings, thicker anti-roll bars and larger front brakes with high-performance brake pads. Rear-wheel-drive models also gain the automaker's Variable Gear Ratio Steering (VGRS).

Cosmetically, the GS F Sport models are visually identified by their distinctive sport front bumper (with unique mesh grille inserts) and rear lower valance. There is also a rear lip spoiler on the trunk decklid and F Sport badging on each front quarter panel. Inside the cabin, the performance tuned models feature 16-way power driver's sport seats and other minor cosmetic upgrades, including available Cabernet Red leather.

Our test car, a 2013 Lexus GS 350 F Sport, was painted Liquid Platinum over black leather with Striated Aluminum trim. It arrived carrying a base MSRP of $46,900 and its costliest option was the F Sport package ($5,690), including 19-inch staggered alloy wheels, Adaptive Variable suspension (AVS), Variable Gear Ratio Steering (VGRS), upsized brakes, F Sport driver's seat, black headliner, F Sport aerodynamic package and more. The Mark Levinson Premium Surround Sound Audio System ($1,380) added a 17-speaker, 835-watt sound package and the Navigation package ($1,735) introduced the 12.3-inch high-resolution split-screen display. Lastly, our car was fitted with Intuitive Park Assist ($500) and an Accessory package ($242) with trunk mat, cargo mat and locking wheel locks. Add in the destination fee ($875), and our total was $57,332. Sadly, our test car was missing the Lexus Dynamic Handling System, including its rear steering actuator that is capable of turning the wheels up to two degrees to improve handling.

Its aggressive pricing structure places the Lexus right where it needs to be when pitted against the pricing sought for its sporty competitive set such as the Infiniti M37 (base price $48,200), Audi A6 3.0T ($50,400), Mercedes-Benz E350 ($51,000) and the BMW 535i ($53,100) – we don't need to remind anyone that there isn't a single poor choice on that list.

After more than a year, we have had plenty of time to get used to the GS's bold new look. Whether one approves of it or not, it is unquestionably aggressive and sporty from just about every angle. And, to the designer's credit, it has lost none of its trademark "Lexus" profile. The F-Sport enhancements integrate well with the design, serving to improve its overall appearance without looking forced, cheap or aftermarket. The staggered wheels (painted a hue that hides brake dust) are also attractive and the rear spoiler blends cleanly with lines of the trunk.

On paper, the new GS 350 F Sport reads like a midsize sport sedan champ – especially in specification.

Carried forward from last year with only a few tweaks is a naturally aspirated all-aluminum 3.5-liter V6. The four-valve engine takes advantage of the automaker's dual Variable Valve Timing with intelligence (VVT-i) to generate 303 horsepower at 6,200 rpm and 274 pound-feet of torque at 3,600 rpm. A six-speed automatic transmission (Toyota's A760E) delivers power to the rear wheels in one of three electronically controlled modes (Eco, Normal and Sport). Despite a lack of launch control on the traditional torque converter gearbox, the 3,795-pound sedan will still break the 60 mph benchmark in about 5.7 seconds. Keep your right foot planted and the Lexus won't run out of steam until about 142 mph.

Underpinning the redesigned sport sedan is an all-new suspension engineered to improve cornering precision and respond better to irregularities in the road surface. Up front, the upper and lower control arms are cast in lightweight aluminum, while the rear multi-link setup (mounted in a completely redesigned subframe) uses the same alloy in its control arms. Even the oil within the dampers has been changed to a lower viscosity in an effort to improve its responsiveness. Standard on the F Sport is the AVS with driver-selectable shock absorber damping.

The front brakes utilize four-piston calipers over ventilated rotors and there are single-piston sliding calipers over ventilated rotors on the rear. The F Sport also wears upgraded 19x8-inch cast aluminum alloy wheels at all four corners. For grip, Lexus had configured our test vehicle with Bridgestone Potenza RE050A summer tires (265/35YR19), but production rubber will also be supplied from Dunlop, Michelin and Yokohama.

Before pressing the 'Start/Stop' button, drivers should familiarize themselves with the four different driving configurations offered by the new Lexus Drive Mode Selector, which is located just behind the traditional console-mounted transmission lever (PRND+/-). In a nutshell, the engineers have incorporated a slew of electronically controlled performance settings into the vehicle that may be accessed through the puck-sized round dial.

By default, the system reverts to Normal mode (blue dash illumination, standard throttle mapping, comfort-oriented gearshifts, standard AVS damping and full power to all accessories) when the vehicle is started or the button is pushed straight down. Those seeking a bit more dance in their step will need to turn the dial to the right to activate Sport S mode (red dash illumination, quicker throttle mapping, firmer AVS damping and full power to all accessories).

If that doesn't get juices flowing, some models (including our high-end GS) also allow yet another turn to the right for enthusiast-tuned Sport S+ mode (red dash illumination, sport throttle mapping, sport AVS damping, sport steering effort, sport VSC logarithms and other powertrain enhancements), On the complete opposite side of the spectrum, a turn of the dial to the left will initiate ECO mode (blue dash illumination, slow throttle mapping, reduced seat heating and reduced climate control operation). Understandably, ECO mode is configured for those who are most concerned with reducing fuel consumption.

Lexus has done a fine job with its GS passenger cabin as it is roomy for up to five passengers and very comfortable. Gone is any hint of wrap-around styling, but the 90-degree panel angles are fresh, stylish and well... youthful. The primary instrument cluster, with its two large Optitron analog dials (tachometer and speedometer) and a TFT multi-function display, remains familiar. Not so for the truly massive 12-inch split-screen infotainment display on the center console. It is positively eye-opening, and in a very good manner. Everyone marveled at the colorful and easy-to-read display, although it does take some time to become familiar with its joystick-like interface – now controlled via the current Lexus Remote Touch haptic joystick on the center console – and not everyone will like the amount of light pollution the large screen puts out at night, even on its dimmest setting.

Read more by Michael Harley at Autoblog.com

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2013 Dodge Dart

The 2013 Dodge Dart is the most visible manifestation of the still-new monogamous relationship between Chrysler and Fiat, the Pentastar's savior from the depths of government-sponsored bankruptcy (or worse). If you'll recall, one of the big problems pundits, management and government officials identified with Chrysler's US lineup was its complete lack of competitive small cars.

Now would be a good time to mention that Dodge had a good thing with the original Neon. Not only did the little subcompact sell in conspicuously high numbers, it was also pretty fun to drive, especially in 150-horsepower ACR Coupe trim. In fact, so entertaining was the little two-door coupe, powered as it was by a dual-overhead-cam version of Chrysler's 2.0-liter four cylinder, that it spawned its very own racing series.

The successful Neon got a redesign in the year 2000, and as has so often been the case, the Pentastar Crew didn't do nearly enough to keep it competitive amidst a sea of Civics and Corollas, save the way-too-quick-for-its-own-good Neon SRT4, that is. The response to lagging market share? The Dodge Caliber, introduced in 2007. Suffice it to say that the Caliber was not the answer small-car buyers were looking for.

Enter the Dart. Is this compact the small-car savior Chrysler envisioned when it paired with Italy's Fiat? Let's take a closer look.

If an automobile is going to compete in the hotly contested compact car market in America, it's got to look good. Fortunately, the Dart delivers with styling that won't be mistaken for anything else in its segment. Up front is Dodge's familiar grille, with cross-shaped elements in either black or body color finish. The overall design manages to be both aggressive and curvaceous, due in part to the angular fascia and details like (optional) dual exhaust outlets, blacked-out trim and a distinct lack of chrome. In profile, the Dart is pretty much the exact opposite of the Caliber it replaces, and that's a good thing in the eyes of most consumers – though some will surely miss the utility available only in a hatchback.

At the rear, Dodge has implemented a unique version of its signature racetrack-shaped taillight array, made up in this case of 152 individual LED bulbs (available on R/T, SXT, Rallye and Limited trims). We like the effect of the racetrack taillamp array at night, and we appreciate its availability on the entry-level Dart.

Wheels can be had in 16-, 17- or 18-inch varieties, in bright silver, satin silver, polished or in a so-called Hyper Black finish on the R/T and Rallye models.

A few of the Dart's unique styling elements carry over into the interior. First and foremost is the racetrack-mimicking light strip surrounding the gauge cluster and top of the center stack. There are also plenty of piano-black trim pieces, which match the exterior bits seen on the Rallye model, and though the shiny surfaces are more than a little overdone, at least there's an alternative to the painted silver seen on every one of its competitors. Illuminated cup holders are a nice touch, as is the class-exclusive storage compartment hidden beneath the front passenger seat cushion.

Interior plastics and the fabric seating surfaces in our test car were well chosen, though not what we'd consider class leading – the Ford Focus and Chevrolet Cruze offer generally nicer duds. Most of the touch points have soft coatings applied that make them feel more upscale than past Dodge efforts, and the availability of 14 different cabin and trim combinations means buyers can individualize their Darts to their liking far better than most of its classmates.

Dodge has seen fit to offer its excellent 8.4-inch Uconnect in-dash technology in the Dart, and for that, we're thankful. It's quick, intuitive and powerful, and nothing else in the compact sedan class has any infotainment tech that's anywhere near as competent. Also worth mentioning is the available seven-inch TFT gauge cluster, which offers up a slew of driver-configurable screens that include multiple speedometers, navigation information, economy readouts, vehicle information updates and even a flower that grows or wilts based on your fuel-minded driving habits. Yeah, we could do without that last little bit, too.

Roominess is something of a mixed bag. There's 42.2 inches of legroom up front and 35.3 in the back; hip room in the rear seat measures 52.6 inches while shoulder room comes in at 56.1. The trunk measures 13.1 cubic feet. Basically, what we have in these dimensions is a full serving of competitive. Based on the Dart's exterior dimensions, however, we were hoping for more – the Dart, measuring 184 inches stem to stern with a 106.4-inch wheelbase and 72 inches in width, is the longest and widest car in its class. We're neither engineers nor math majors, which might explain why we're left scratching our heads as to where those extra potential cubic feet went off to.

Even more concerning, however, is the Dart's relative heft. The lightest Dart Dodge sells is still a heifer at nearly 3,200 pounds. The Honda Civic and Hyundai Elantra weigh a shade over 2,600 lbs, the Toyota Corolla and Mazda3 come in near 2,800 lbs, the Ford Focus is 2,960 lbs and the Chevy Cruze, once considered the porker of the segment, tips the scales at a bit under 3,100 pounds. Put another way, the Dart, without a single passenger, weighs as much as a Honda Civic with four 150-pound occupants.

Three engine options are available (or at least will be available once the delayed R/T model hits dealerships), including a standard 2.0-liter naturally aspirated mill, a 1.4-liter turbocharged and intercooled unit that leads the pack in efficiency and a 2.4-liter with 184 horsepower and 171 pound-feet of torque for those looking for the most powerful option. We drove a Dart with the standard 2.0-liter engine mated to a six-speed automatic for a week, then sampled the 1.4-liter turbo with a six-speed manual. Both engines move the Dart with competence through traffic. Horsepower for both the 2.0 and 1.4 engines comes in at 160, but the turbo's 184 lb-ft handily outdoes the base engine's 148.

If it were our hard-earned bucks on the line, we'd definitely opt for the smaller turbocharged engine, which, while balky at low-rpm takeoffs, is genuinely spritely once the tach swings near 3,000 rpm. What's more, it's the 1.4 liter that earns the highest fuel economy figures, with an estimated 27 miles per gallon in the city and 39 on the highway. Add the optional Aero pack, which includes active grille shutters and other slippery tweaks, and highway mileage jumps to 41 when mated to the six-speed manual gearbox. Choose the six-speed automatic and you'll get 28 city, 40 highway. Sadly, the turbo mill requires premium gasoline, negating some of the mpg benefits. For reference, Chevy's turbocharged 1.4 earns similar EPA figures on regular-grade fuel, though its 138 horses and 148 lb-ft are way down on the Dodge.

Behind the wheel, the Dart's Italian DNA is only somewhat apparent. Yes, the car is based on a platform originally developed by Fiat for Alfa Romeo, but it's been stretched like silly putty in every direction for the States and the suspension is tuned for American drivers on American roads. As such, it's soft enough to deal with horrid roadway surfaces and quiet enough to take your parents out to dinner. Fortunately, when you decide it's time to have some fun, the chassis is ready to play. Steering feel is quite good, and the fun-to-drive quotient on the street is right up with the Ford Focus and Mazda3, which we consider to be best-in-class in this regard.

Little things like the engine note and the way the Dart responds to quick steering inputs make for an entertaining car to drive aggressively, but full at-the-limit handling is much messier, with plenty of body roll to go along with the tire squeal. In other words, don't expect the Dart to carry you to any track-day glory as the Neon once did.

The six-speed automatic that can be had with the base 2.0-liter engine is smooth enough that it mostly went unnoticed. Like most modern cars, the tranny's electronic brain wants to shift to the next highest gear as soon as possible for fuel-economy purposes, but that's a disease inflicting most machinery these days.

Rowing through the six-speed manual gearbox isn't as fun as it should be. The shifter isn't as crisp as competitors from Honda or Mazda, and the throws are longer than we'd like. Complicating matters is a clutch that has a somewhat odd engagement. Our staff is divided on how bothersome the shift-for-yourself Dart experience really is, so we suggest you take one for a test drive before signing on the dotted line. In any case, buyers of the row-your-own model with the turbo engine better get used to rowing, as the little engine falls flat on its face at low rpm. Best to keep the mill spinning in the middle reaches of the tach.

Read more by Jeremy Korzeniewski at Autoblog.com

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2014 Lexus IS prototype

At the beginning of 2011, we rocked up to the parking lot at Southern California's Santa Anita Raceway to test the 2012 Lexus GS. This was the first sedan in the luxury brand's lineup to reset its intentions on the balance of sport and luxury. The previous GS had blanched into mute tepidity, and the new generation we drove on an autocross course and on a canyon road corrected just about everything; we liked its looks, and the Variable Gear Ratio Steering- and Adaptive Variable Suspension-equipped car moved its abilities into the realm of a true sports sedan, and it was great to drive. They absolutely nailed it.

In our review of that car, we wrote that the only other sporty Lexus was the IS, and that our favorite among its rank and file is the IS 250 with the six-speed manual. Specifically, we called it "a spirited little weakling of a car." Down on power but also on weight, it rewarded commitment and skill – it didn't have the gumption to compensate for missed shifts and bad lines, and because it was so easy to get wrong, the momentum carried through right to the smiles when you got it right.

Yet no one was ever seriously comparing the IS – Lexus' third-best-selling car – to the BMW 3 Series, and for Lexus that was a problem. You can't have your entry-level sports sedan omitted entirely from the conversation. So now, finally, it is time for the IS to get its dip into Lexus' spindle-grille-and-F-Sport-performance bath.

The aim is high: Chief Engineer Junichi Furuyama said he wanted the IS to be "the most fun to drive in the segment." That was reinforced throughout the presentation and the day with statements that the new IS should react "faithfully to even slight inputs" and that it should "respond to the driver's will." The idea with this model is to build a link from the LFA, down through the IS F, to this F Sport model.

These are goals that are hard enough in light of how cars are growing in size and weight, in general. On top of that, Lexus has to work around the ideas of luxury and refinement that any mention of the brand brings with it. Easy (well, easier) to do when you're charging LFA money, much harder when buyers are checking the bottom line and lease rates carefully. And one only needs to look at where the 3 Series has gone to see how weak the word "sport" has gotten in the phrase "sport sedan."

The next generation IS 250 and IS 350 F Sports were benchmarked against the previous-generation 3 Series M Sport, targeting its driving dynamics, feedback and fun-to-drive factor. While buyers for standard cars in the segment skew female, buyers of tuned versions like F Sports and M Sports skew male, and that's the pie Lexus wants a larger piece of.

Furuyama grouped the changes to the IS into three categories: body and suspension, driver environment and powertrain. Body rigidity has been increased by using more spot welding, a process called laser screw welding, and a lot more adhesive to join body panels at all of the major cutouts – windshield and backlight, door cutouts, engine bay and wheel arches. The front suspension is stiffer by 20 percent through the use of a new front stabilizer. In back, the IS adopts the rear suspension from the GS, separating the spring and the absorber and changing the position of the toe arm. The increased body rigidity also meant they could lower the spring rates. The objective was increased rear grip, a side benefit being that with the suspension towers going more upright there is more cargo room in the trunk.

Another part from the GS used as a starting point for this IS was the steering gear. Better feedback through the wheel and more direct steering have come through refinements like a higher stroke ratio, new ball-screw structure and increased rigidity in the pinion shaft. Lexus also wanted to give drivers the sensation of a clear on-center area.

To raise its dynamic game, the new IS 350 gets the eight-speed Sport Direct Shift (SDS) automatic from the IS F that has "G-AI," programming that makes it sensitive to g-forces and will keep it from shifting during hard cornering when in Sport mode. The 350 also gets the aforementioned Variable Gear Ratio Steering (VGRS) and Adaptive Variable Suspension (AVS) from the GS.

The IS 250 has three driving modes: Eco, Normal and Sport. The IS 350 gets four, adding Sport S+ to the top end. Sport ups the throttle sensitivity, while Sport S+ 'activates' the most aggressive settings on the electric power steering, the VGRS and the AVS.

This is called the Next Generation IS, but it's the cabin and chassis changes that go the furthest. Covered in camo as these cars were, we had to use the light and shadow to make out what we could as best we could, but on the outside this is an evolution of the current design. It doesn't look noticeably bigger than it is now, but it is noticeably more expressive.

Naturally, that starts with the spindle grille in front. The F Sports will be differentiated by exterior design and tuning, and the grilles on these sedans were filled in with different treatments on the 250s and 350s at the event – a six-bar grille up top on the 250, mesh on the 350, and each wore a different lower bumper – but we were told that these differences weren't indicative of the final cars. The headlights, single-lens jobs that are cleaner in design, jut out from the line of the car instead of being contained within it. The side sills are more sculpted and get thicker as they move rearward, then twist to form a character line that runs up the front of the rear wheel arch. It doesn't appear that substantial when viewed straight-on, but when we saw the car driving into the sun you could detect the width – everything below the sill character line is in shadow. That line is met on the other side of the rear arch by a cutline that runs over the tops of the taillights. Behind the arch, another line forms a crease that runs underneath the lights. As for the lights themselves, it almost looks like the current units have been turned over and drawn out a bit more along the sides of the car. And we don't know if the rear track is wider, but the rear arches are definitely punchier.

Instead of a lip on the decklid, the deck is shaped into a spoiler in the center of the car. Below, another crease in the bodywork runs from the bottom of the rear arch up to the bottom of the bumper, creating an effect like a built-in diffuser.

Inside, the interior feels vastly different – moreso than a list of its details would indicate. The driver's hip point has dropped 20 millimeters due to the increased concavity of the seats – and concomitant increase in bolstering. Neither the roof height nor the floor height of the car have changed, but those 20 mm raise the center tunnel and the door shoulder height in relation to your position, so you feel like you're dropped much more deeply into the cabin.

The armrest starts up near the instrument panel, the inclined portion housing the window, lock and mirror switches, sliding down into a flat stretch where one's arm would go. It's a familiar setup and replaces the L-Finesse wave of the door on the current car, where the buttons are placed on a horizontal low and in front.

The vertical slabs of paneling in the current car give way to inclines. The IP doesn't rise, cliff-like, from the center tunnel; instead it slopes up and away toward the windshield and away from the driver, but it isn't canted toward the driver. A vertical feature that houses the vents divides the upper and lower parts of the dash, textured plastic and the nav screen above, hard, shiny bits below. The climate controls have been reworked with eight buttons in two rows underneath a digital temperature readout as opposed to the six buttons in one row on the current car. Beside that readout there are touch controls to adjust the temperature; slide your finger along the silver bar, up to increase the temp, down to lower it, or you can tap either end for the same function.

We were told that one of the primary reasons for rejection of the current car among shoppers is the lack of rear leg room. That has been addressed. In the new car, with the driver's seat set for a driver nearly six-feet tall, hopping in the back seat still left an inch between the closest part of the driver's seat. Leaving one's legs in the scallops of the back of the seat meant even more space. In the previous gen our knees were hard up against the driver's seatback. There is appreciably more headroom as well. And for the first time in an IS, the rear seats fold down in a 60/40 split.

Read more by Jonathon Ramsey at Autoblog.com

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2013 Lincoln MKZ

Lincoln – pardon us, the Lincoln Motor Company – assures us that Ford is committed to its success. The awkwardness of the statement (which feels vaguely like your mother telling you that she loves and supports you regardless of what everyone else thinks) was hard to escape when we recently spent a few days with the all-new second-generation 2013 Lincoln MKZ.

Launched earlier this year at the 2012 New York Auto Show, the MKZ is a midsize premium sedan that shares platforms with the Ford Fusion (also all-new for 2013). The sedan's primary competitors, according to Lincoln, include the Audi A6, BMW 5 Series, Cadillac CTS and Lexus ES Series sedans – each an established, accomplished player.

But Lincoln sees opportunity in the segment. They feel that today's customers, with values shaped by the recession, are open to new brands and experiences. Shoppers are seeking unique products and experiences (e.g., a more intimate dealer relationship) to substantiate the additional cost of a premium vehicle. With Ford firmly supporting its back, Lincoln is betting its future on product design, quality and an improved ownership experience.

The 2013 Lincoln MKZ is a real looker, especially when compared to its bland predecessor (launched as the Lincoln Zephyr for the 2006 model year, but renamed the MKZ after a refresh for 2007). The new sedan is sleek – almost futuristic – with distinctive styling that includes a sweeping roofline, taillamps that stretch across the rear façade, a new interpretation of Lincoln's split wing grille and fresh LED illumination. Overall, the look is clean and memorable. Even the "baleen" grille (our word, not theirs), which saw us raising our eyebrows on other Lincoln models, integrates surprisingly well here.

Even though they share mechanicals, the similarities between the MKZ and Fusion are mostly hidden from view. The wheelbase is the same (112.1 inches), but the Lincoln is 2.4 inches longer (194.1 inches), .1 inch taller (58.2 inches) and half an inch wider (73.4 inches, excluding mirrors) than its relative. Interestingly enough, it is longer than the A6, 5 Series, CTS and ES as well.

The interior is also noteworthy. Lincoln has ditched its characterless past and gone with a sweeping cockpit highlighted by a flowing instrument panel with a standard touchscreen display. While the primary instrument cluster retains its analog speedometer and tachometer, the traditional shifter and mechanical parking brake have been replaced with flush buttons and switches to allow increased storage. The look is spacious in appearance, pleasing to the eye and clean.

Powering the new Lincoln are three different engines and two drivelines.

Standard gasoline models are fitted with the automaker's turbocharged 2.0-liter EcoBoost four-cylinder, rated at 240 horsepower and 270 pound-feet of torque on 87 octane. The all-aluminum engine is mated to a six-speed 6F-35 automatic transmission. The more powerful engine is a naturally aspirated 3.7-liter six-cylinder developing 300 horsepower and 277 pound-feet of torque (also on regular unleaded), mated to Ford's beefier 6F-50 six-speed automatic transmission. In the Sunshine Belt, most MKZ models will be front-wheel-drive, but all-wheel drive is a wise option for those in more challenging climates.

As it has in the past, the automaker is also offering an MKZ Hybrid. Under its hood is a 2.0-liter Atkinson-cycle four-cylinder, rated at 141 horsepower, supplemented by a 47-horsepower electric traction motor utilizing a lithium ion battery for storage (total system power is 188 horsepower). A continuously variable transmission is standard on the front-wheel-drive eco-friendly model.

Underpinning the new Lincoln is a standard Continuously Controlled Damping (CCD) suspension system with MacPherson struts and aluminum control arms up front and a multi-link configuration in the rear, while the steering is electric power assisted (EPAS). There are standard 12.4-inch disc brakes (single-piston sliding calipers) at all four corners hidden beneath 18-inch aluminum wheels wrapped in 245/45R18 tires (19-inch alloys are optional). The curb weight of the standard model (FWD 2.0) is 3,719 pounds, with the range-topping V6 (AWD 3.7) coming in at 4,002 pounds. Two tons is about average for the segment when fitted with AWD.

In terms of fuel efficiency, the MKZ 2.0 FWD earns 22 mpg city and 33 mpg highway, and the MKZ 3.7 is rated at 18 mpg city and 26 mpg highway (the MKZ Hybrid is rated at 45 mpg, in both the city and highway cycle). Those figures are significantly better than its predecessor, but the six-cylinder consumes more fuel than its competition.

In lieu of a traditional launch, where journalists are usually brought to a manufacturer-sponsored event for PowerPoint presentations, product demonstrations and prescribed driving routes, Lincoln cut to the chase and lent us a range-topping MKZ 3.7 AWD for a couple days. While it was nice to drive the luxury sedan on our own turf, we missed the traditional data dump and torrent of product information as it is excellent insight.

Nevertheless, our Ruby Red over Charcoal MKZ seemed attractive enough to speak for itself. In its premium form, it wore a $39,045 base price (the MKZ 2.0 FWD starts at $35,925 and the MKZ 3.7 FWD starts at $37,155). In addition to standard full power accessories, LED headlamps, remote start and Active Noise Control (ANC), added to its bottom line was the Preferred Equipment Group 103A (19-inch alloys, heated steering wheel, THX Premium Audio, premium floor mats, heated rear seats, etc.) bundled with a massive single-panel glass moonroof for $6,530, the Technology package (adaptive cruise control, active park assist, lane keeping system, auto high beams, etc...) for $2,250, aluminum trim package (alloy accents on the doors, instrument panel and a leather-trimmed steering wheel) for $195 and rear inflatable seatbelts for another $195. The grand total, including Lincoln's $875 destination charge, was $49,090.

Read more by Michael Harley at Autoblog.com

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2014 Maserati Quattroporte

The sixth-generation Maserati Quattroporte is big – and not just because it's 6.5 inches longer than before with a wheelbase that stretches 4.3 inches beyond its predecessor. The new Quattroporte is big also because it's a huge deal both for its segment and for Maserati. Just as FoMoCo is finally chucking $1 billion at Lincoln MoCo, so too is Fiat investing 1.2 billion euros ($1.55 billion at the time this writing) in Maser's future hopes of achieving the larger success we all have wished for it. And after a thorough drive over the intensely challenging mountain roads of France's Mediterranean coast, we can't deny that there's finally reason to put some faith in this long overdue investment.

The much-applauded outgoing Quattroporte enjoyed a reputation of being among the very fastest executive sedans of its day, all while delivering the sportiest overall ride and handling, even in base trims. Yet there was constant corporate-level dysfunction that kept all Maseratis from getting important upgrades or receiving much-needed investment support. So, the outgoing Quattroporte has up until now sort of languished nobly, largely resting on the laurels it earned when it launched way back in 2003.

With continued proper mother company support and ambitious marketing initiatives finally on the table, this all-new 2014 Maserati Quattroporte looks fit to help lead "Il Tridente" through some huge changes as the company prepares to celebrate its centenary in December of 2014. First off, from its current annual total sales figure of 6,000 or so units, Maserati is confident that its global sales will reach 50,000+ per annum by the end of 2015, thanks certainly to all-new product coming on soon like a house afire. Try not to scoff at that too much. Rather cheer when the lights hit the new Quattroporte this January at the 2013 Detroit Auto Show, knowing that new products are on the way to help the FourDoor and the Gran Turismo in their quest for this ambitious volume target.

The departing fifth-gen Quattroporte maxed out in $135,200 Sport GT S trim with 444 horsepower at 7,000 rpm and 376 pound-feet of torque at 4,750 rpm from its naturally aspirated, Ferrari-assembled 4.7-liter V8. The only transmission in North America to this point has been a standard six-speed ZF automatic that can be paddled at the steering column, and the departing model's curb weight totaled 4,375 pounds. For those documenting such things, 0-60 took 5.3 seconds en route to a top speed of 178 miles per hour. Those were nice numbers in 2003, but they're decidedly less so in 2013. What's more, the Quattroporte has only ever come in a standard length, 200.7 inches long, providing owners with 15.9 cubic feet of luggage room. These days, none of this is terribly competitive.

Right out of the gate, the V8 base model of the new Quattroporte hits 523 hp at 6,800 rpm and 524 pound-feet of overboost torque between 2,250 and 3,500 rpm, that power arriving courtesy of a bi-turbo 3.8-liter direct-injected V8, also built by Ferrari. There are now eight gears available from the standard ZF automatic and curb weight reads 4,189 lbs, so the new, bigger car is lighter, too. The 0-60 is now a game-changing 4.6 seconds and top speed hits 191 mph. Given that long-wheelbase versions of these big exec sedans sell far better worldwide, Quattroporte VI is now offered exclusively at 207.2 inches, and the wheelbase has been stretched from 120.6 inches to 124.9 inches. Luggage room with the rear seats up is also a much more acceptable 18.7 cubic feet. So, this Italian is again champing at the bit to compete, primed to land on more shopping lists at the very least.

The Quattroporte's all-important steering remains lovingly hydraulic, plus there's a new, very decent and truly adaptive Comfort/Sport suspension, a bit of tech that was glaringly absent before. Keeping all of this rightness in mind, we were set loose on a Monte Carlo Rally-style drive loop where almost any other extended-wheelbase sedan would never have been launched for fear of journalists coming away with a sideways first impression. Many of the most tortured alpine roads on our loop possess lanes not much wider than the new Quattroporte's 76.7-inch width, and there was usually a low rock wall to the outside, the sort that traditionally doesn't offer much give when hit.

About that steering and how it has gone a step better – one of the sensations that has been unique to this big Italian in a class utterly dominated by the Germans has been the Quattroporte's light-on-its-feet feeling when carving up roads as on our test route. A Porsche Panamera Turbo S or GTS comes close, but the manner in which we were able to toss this Quattroporte around would be likely not possible – at least not as confidently – with the weightier-feeling Teutons. This, Maserati technicians tell us, is partially due to the stressing of lateral acceleration forces, particularly at the rear wheels as the suspension guides them along. Switching off stability control doesn't really alter the situation all that much when the conditions are sunny and perfect, as they were for our drive. The Pirelli P Zero tires – 245/40 ZR20 99Y front and 285/35 ZR20 100Y rear – did a layman's fine job in every circumstance, through every transition and weight shift. About the design of our tester's alloy wheels, well, we leave you to your own thoughts. As a no-cost offering, buyers of this V8 model can also request 19-inch tires from the soon-to-follow V6 model for added ride comfort.

Just ambling along in the cash-drenched Riviera or cruising the French autoroutes, the Quattroporte's chassis and suspension continued to perform as anticipated – not as imperfection-numbing as the typically over-engineered German über sedan, but rather with a well-received sportiness. Said another way, you'll know you're in a Maserati, even though the standard adaptive suspension in Comfort is plenty compliant. The overall payoff for someone living with this new Quattroporte is that they'll have the finest driver feedback in this class, bar none. And this is just the base model of the V8 trim.

When setting off from idle, the compact bi-turbo V8 from Ferrari provides just a modicum of lag, though this feels right for the sort of automobile which, in many markets, will have His Lordship in the back seat. Get into the 1,500- to 2,000-rpm range, however, and the response of the throttle/engine and behavior of this new modular chassis are point-blank. Really, between about 1,800 and 4,000 revs, the powertrain's torquey character takes over, and from there, the power curve rolls right up to 6,800 revs. Redline is marked at 7,200 revs, but we rarely went there, as we were too busy playing incessantly with the really crisp eight-speed paddle shifters in Sport mode, taking gear changes in a solid fifteen-one-hundredths of a second.

The Maser's exhaust tone, whether set to normal or in Sport, just explodes at 4,200 rpm and above. The off-throttle popping and snarling is legendary stuff. It's so supremely mighty when compared to any other super sedan's base exhaust that it should come as no surprise that the pipework is supplied by current cobbler of great exhausts, Faurecia.

Eyeballing the Quattroporte, we couldn't help but stare at the brakeset, especially after studying the day's drive route map. Before taking the wheel, we asked Maserati product development boss Benedetto Orvietani why a massive set of profit-mongering carbon ceramic brake discs are still not even an option. He gave us that cheeky response of "Drive it first and then decide." After flying all day over brake-baking roads, the standard aluminum and lead drilled and vented Brembo performance brakes (15.0-inch front with six-piston calipers, 13.8-inch rear with four-piston pinchers) proved sufficient enough that we've stopped assuming the car needs $15,000 brakes to make it any better. Nonetheless, marketing people at Maserati tell us they're in deep discussions on the hot topic, and not just for the Quattroporte.

The exiting Quattroporte still on sale has a design that has aged. Pretty well, we must say, but still a little long in the tooth, so the 2014's completely fresh design from Pininfarina is good to see in person. From nose tip to rear cabin pillar, we knew they'd get it right. It was arguably the rear portion of the departing generation that aged most poorly. What we see now is a vastly improved approach that is also helped a lot by the larger proportions on display. The only possible dubious reaction, which just about everyone is having and rightly so, is that the rear fascia looks straight off of a new Audi A4 with a dash of Citroên C5 in the shaping thereof. We can't really turn that into a criticism, though, since we like those rear end executions a lot, and the Quattroporte is at least no longer featureless when viewed from behind.

The cabin is equally as revolutionary as the exterior, and it previews a really good, cleaner trend for Maseratis yet to come. Sit in any German big gun, any big Jaguar, or the Japanese competitors, and things have arguably gone a bit, well, pimpy. This overwrought style trend all works and reflects an abundance of onboard tech, but the trend is seemingly also meant to come off as some sort of showy flashbulb that adds value to one's large investment. But Maserati's designers and engineers have collaborated for a truly classy interior that doesn't overcook a thing. Spatially, you can assume more than sufficient passenger and cargo room now, but the surfacing and materials are also decidedly finer than ever before. The adjustable seating on the V8 is very good, providing decent support for when the hairpins hit or for when it's time to travel 400 miles. More sound enters this Maserati's interior than with any other competitor, but when it's such a great soundtrack, this isn't a complaint.

The controls on the middle dash and center console all make sense, giving us an immediately good feeling. Only one novelty really leapt out at us as a surprise, and it's placing the Start button to the left of and below the steering column, as if inspired by Porsche. Did we continually un-remember this and poke the lower right dash instead? You betcha. The seven-inch Maserati Touch Control (MTC) screen orchestrated by Garmin is hardly revolutionary stuff, but we enjoyed it, as it's fast and, again, simply makes sense all around. In fact, it's very close to state-of-the-art as is, so once more, Maserati has avoided an over-complicated solution. Hallelujah.

Read more by Matt Davis at Autoblog.com

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2013 BMW ActiveHybrid 3

The business case is pretty simple: BMW wants a green (or blue, if you like) "liaison" line of models between its standard lineup of cars and the upcoming mega-wow i models. This maximizes choices, fills all niches, and buys time while BMW waits to get those i cars just right before the start of deliveries.

These ActiveHybrid full parallel-hybrid electrics are also acting as the closest BMW can get to its amazing range of turbocharged diesel motors that not enough people want in North America and Asia. In European terms, there is no business case for these hybrid cars apart from curious and cash-heavy early technology adopters, since the EU is awash in BMW's wonderful oil-burners. Those beloved turbocharged diesels would be a far better product in North America and Asia as well, but, hey, let's not get all pipedream-y, now. And, no, we're not trolling here.

So BMW has created a lineup of pretty darn good heavier and pricier models, coining the new brand word ActiveHybrid with versions of the X6, 7 Series, 5 Series and now the 3 Series, called "F30h" internally in this case. The efficiencies gained by this powertrain are fairly good as well, so we'll try tempering our doubts.

Versus the 335i sedan, the ActiveHybrid 3 adds 305 pounds of curb weight for a grand total of 3,860 pounds. Most of that weight increase happens under the trunk floor thanks to the 96-cell lithium-ion battery pack between the rear wheel wells. This changes the fore:aft weight split from 51.5:48.5 percent in the 335i sedan to 49.7:50.3 percent in the ActiveHybrid 3. Seems small to notice, but it does change the comportment of the sedan to a more dynamically neutral feel. We also lose 3.2 cubic feet of trunk space.

While the electrical guts added pump up the curb weight, they also thankfully add some welcome juice to the throttle play. Versus the 302 horsepower and 295 pound-feet of torque of the 335i with the "N55" twin-scroll turbocharged inline six-cylinder engine, the ActiveHybrid 3 adds an electric motor integrated in the housing of the eight-speed Steptronic transmission. This e-motor by itself is good for 54 hp and 155 lb-ft of torque from the moment you graze the pedal. The actual power and torque numbers that result are exactly what we reported for the ActiveHybrid 5 back in January of this year: 335 hp and 332 lb-ft.

At least the ActiveHybrid 3 weighs 505 pounds less than its larger 5 Series sibling and therefore the overall drive experience is more suited to our expectations of a BMW carrying the 35i engine. We require at least a little "ultimate driving machine" in our ultimate driving machine, especially if we're paying a base price on delivery of $50,195 ($7,395 above the 335i) when the ActiveHybrid 3 leaves the lot for home. And the characteristic Liquid Blue metallic paint job that screams "ActiveHybrid"? Costs $550 extra right off the bat. Jet black or Alpine white are the only colors that cost zero dollars.

There are four separate model lines you can choose from to enhance your active hybridization – Sport, Modern, Luxury and M Sport – each of them prettying up both the exterior and interior. Ours was a Sport Line car (add $1,700) that stresses the color red, while Modern goes with shiny chrome details, Luxury with brushed chrome and M Sport runs with blue. Our car also had the no-cost optional 18-inch Streamline design alloy wheels that slightly enhance aerodynamics and brake cooling, plus they look very "AH".

As we said, this 3 Series setup with its ActiveHybrid powertrain and drivetrain is dynamically superior compared to the heavier and larger ActiveHybrid 5, so unless you absolutely need a larger car, stick with this smaller carriage. Besides, it's quicker off the line than its big brother – an estimated 5.2 seconds to 60 miles per hour against the Activehybrid 5's 5.3 seconds. Wow.

About all of the hybrid action that happens is dictated by the attitude you choose for the car through the touchy-feely-sounding Driving Experience Control to the left of the console lever for the eight-speed Steptronic transmission. While in Eco Pro and Comfort modes, the hybrid electric system is showing us everything it is programmed to do, including the standard Stop-Start function at intersections with red lights or in stop-and-go traffic. Once in Sport or Sport+, you in some ways have a heavy BMW 335i Sport Line on your hands, though some energy recuperation for the lithium-ion battery pack still happens as well as other small efficiency moves. And there is still the added boost at take-off of the parallel electric motor.

All else aside, though, this N55 six-cylinder is simply an exceptional motor, and using it as the base material for any car almost automatically makes that car really good. Even with the e-motor and/or N55 engine chiming in seamlessly and often (pure EV driving extends only to 2.5 miles max and at an average speed no greater than 22 mph before the internal combustion engine switches back on), the overall driving comfort of this hybrid design works extremely well. Fuel mileage per gallon with the ActiveHybrid tech on board is said to improve by an average of 25 percent over the stock 335i sedan. The car has an official EPA rating of 25 miles per gallon in the city and 33 on the highway, though, which likely underestimates how it will perform in the real world.

There is also a coasting mode for the drivetrain, a state of forward progress more fanciful companies call 'sailing'. When you let off the throttle on a downhill portion of the highway (only up to 100 mph while operating in Eco Pro mode), the internal combustion engine decouples from the driveshaft to the rear axle and shuts off, thus emitting no pollutants nor slowing the car down via the engine's own friction. It is a very interesting experience watching needles drop to zero. On some of the downhills we were actually gaining speed, so when they say decoupled, they mean it.

All the while, as you play with the various calibrations over different road situations, there is a small blue number readout at the base of the instrument cluster telling you how many "free" miles you are awarding yourself thanks to having bonded with the hybrid system.

Further, as on the ActiveHybrid 5 we tested, when you opt for the $2,150 Navigation Professional onboard system, its intelligent ECU syncs up with the car's ECU, the chief benefit being to chart out the entire mapped route and anticipate hills, descents and curves so as to maximize fuel savings at all times without slowing the journey. This feature also permits a fully accurate, instantaneous recalculation of true range when weighing remaining battery energy in parallel with the fuel supply over the chosen route.

To make certain the ActiveHybrid 3 can be more than just quick in a straight line despite all its green credentials, you can still opt for an M sport suspension calibration, variable sport steering ($1,000 together) and crisper shift mapping with the sport automatic that then gets a dedicated console lever design ($500).

It'll be very interesting to see for how long BMW carries on the ActiveHybrid offerings once plans for the opening salvo of BMW i models are all realized in a few years. That's the challenge with these nonetheless perfectly valid hybrid-electric Bimmers: It feels like a placeholder solution while Munich waits eagerly to start selling the dense i technologies it cares about more. This ActiveHybrid 3 really is as good as BMW needs it to be and, to their credit, they admit that the sales figures sought are "realistic".

A new-gen 330d and 335d would be exceptional, lighter and more efficient. Or even an ActiveHybrid diesel with these. But we'll leave the business case stuff to the experts.

Read more by Matt Davis at Autoblog.com

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2013 BMW 750Li

For a while now, the absolute and rather uncontested king of big luxury executive sedan sales worldwide has been the Mercedes-Benz S-Class. Among the obvious competition, there has been an almost unspoken agreement that this is so, and that it shall remain so for our lifetimes. Clearly, this is regardless of the fact that the motoring press – i.e. we the so-called "experts" – have generally preferred this generation of Audi A8/S8, or the sporting BMW 7 Series in its various trims. But hey, what do we know?

Deliveries of this midlife-update BMW 750Li to US dealers began back at the end of September, and we waited deliberately until now to delve deeply into it. Visually, aside from some small aesthetic changes, there is little difference on the surface between this 2013 model and the 2012 model it replaces, the main change being that it gets the latest edition of BMW's iDrive system, which in software terms is version 4.2.

We'll get to that, but there have actually been upgrades to the twin-turbocharged V8 ("N63B44" to those in the know) that renders this big Bimmer more of a sports car in its class, even in the long-wheelbase form tested here. Output is up by over eleven percent to 443 horsepower at 5,500 rpm, torque now stands at 479 pound-feet for a more modest gain of just under seven percent between 2,000 and 4,500 revs. Acceleration to 60 miles per hour is claimed at 4.7 seconds using the eight-speed Steptronic automatic, a time that seems almost freakishly quick for a 4,660-pounder that stretches 17.1 feet from bumper to bumper.

As you have likely already assumed, our test car arrived fairly well stuffed with performance, aesthetic, comfort and convenience options, taking the ultimate sticker price a few thousand north of the $100k mark. This sort of pricing is fairly common at this tier, whether you want this rear-wheel-drive 750Li with its $3,300 M Sport Package, a Mercedes S550, Jaguar XJL Supercharged, Audi A8L 4.0 TFSI, or (for a little bit less) Lexus LS460 F Sport. Every single one of these models is very well executed and intensely interesting in its own right, but there's still something special about the Bavarian.

The interior is very nice on this 750Li, and the M Sport touches add some welcome attitude and tactile surfaces. The changes all work well with the car's most aggressive drive attitude, achievable through the Driving Dynamics Control on the center console. Go for Sport or Sport+, and the M-wearing 750Li gets pleasantly hungry in its throttle mapping, steering calibration and shift times. Our tester was also supplied with options like Integral Active Steering ($1,750) and Active Roll Stabilization ($2,500), assuring that our drive experience on California's finest sunny and dry roads was going to be entertaining.

Like all of the latest high-end onboard infotainment suites, iDrive 4.2 is all about ridiculous levels of connectivity, 3D graphics aplenty, choosing the most efficient route to the charcuterie shop and much wider use of the handy pie-style menus. The iDrive interface and functionality have come light years since that fateful September 2001 day in Frankfurt, when the new 7 Series was revealed with the groundbreaking, all-in-one controller for the first time. That first generation was one of the most hated devices ever seen in a new automobile, and the Chris Bangle design didn't exactly come in for a lot of praise at the time, either.

By comparison – and thanks to other manufacturers' systems like Audi's MMI that showed how to do the central control knob scheme better – today's BMW iDrive can duke it out with the absolute best. (Are you listening, Cadillac CUE?) A particular favorite feature of ours is the progressive quality of the 3D graphics when approaching a destination, usually in a city setting. Get within several blocks of where you're headed and the screen offers a street-level point-of-view in enlightening detail. This is a very helpful advancement of the already full-featured tech on board.

As this sort of long-wheelbase 7 Series frequently doubles as a mobile office, it's a good development that the frontiers of voice recognition and dictation are becoming so advanced. There is full-sync connectivity onboard for two smartphones as well, so not only the boss can stay connected and hands-free. BMW Apps subscriptions make sure the car's ConnectDrive capabilities actually enhance and outstrip those of your smartphone. Voice recognition software can quickly identify and adapt to six different languages, among them English and Spanish, of course. The editing tools via voice control can also help you perfect any text message or email before sending.

Back to the driving, though. With the main screen and the instrument cluster both displaying what mode the standard electronic damping system was set to, it was easy to keep tabs on the Dynamic Drive Control's mood. It was also easy to appreciate our tester's 20-inch Pirelli P Zero tires (245/40 R20 front, 275/35 R20 rear), which jacketed a handsome set of optional $1,300 twin-spoke M-specific alloys. With the Active Roll Control system governing the dynamic anti-roll bars to level out the corners, good handling was all but assured, but we were pleased that the 20-inch tire option didn't translate into a lot of extra road noise in the cabin. The added sound deadener in the middle and rear pillars, as well as the beefed-up window seals that are new to this midlife update all do their part to make sure peace is maintained inside.

Between the newly added Eco Pro powertrain mode and a new coasting mode while off-throttle between 30 and 100 mph, the Valvetronic-equipped V8 is said to be 25 percent more efficient than last year's model. The EPA sets 2013 city/highway ratings at 16 miles per gallon and 24 mpg, respectively, with a total range from the 21.1-gallon tank of 400 miles when driving the 750Li with restraint – something we found difficult on California's excellent roads.

This updated 2013 7 Series is more than equipped to win the proud Number Two rank in this class. An executive desiring this ride is likely to be more sport image-oriented than the comfort and luxo-liner reputation of the Mercedes S-Class, a positioning that suits us well. So, BMW is fine with the silver trophy... and we do love 7 Series. But then again, Mercedes is set to unveil an all-new S-Class sometime this auto show season, and the Audi A8 keeps getting better and better, too. It's an increasingly difficult scrap in the premium saloon boardroom, and continued fortifications like this mid-cycle updo are going to be necessary to keep BMW in the hunt.

Read more by Matt Davis at Autoblog.com

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2013 Jaguar XJ AWD

Even though this year's winter has gotten off to an abnormally slow start for most of North America, Jaguar has shown the world it means business by launching its all-new Instinctive All Wheel Drive system in Montreal, Canada. Designed primarily for consumers in the Northern US and Canada, Jaguar put us on the same snowy, slushy and icy roads that many of its buyers will have to deal with. Rather than making declawed versions of the XJ and XF, Jag says this system enhances the performance abilities of its sedans when desired while still making them as fun to drive as their rear-wheel-drive counterparts. We had a chance to test out both the XF AWD and XJ AWD, but we spent most of our time behind the wheel of the flagship XJ, driving it on the open roads as well as a few closed courses.

Considering the lengthy and convoluted history of the Jaguar brand – including a stint as a member of Ford's defunct Premier Automotive Group alongside Volvo and Aston Martin – it is rather surprising that the automaker is just now getting around to introducing an all-wheel-drive system intended for widespread use, but the new Instinctive AWD will finally allow the XF, XJ and other future products to better compete against the likes of Mercedes-Benz 4Matic, BMW xDrive and Audi Quattro. In the XJ, Jaguar expects the AWD models to account for around 40 percent of the product mix nationwide and a little bit more (50 percent) for the XF, but in the northern states, it expects around 80 percent of XF sales to be AWD variants.

- Instinctive AWD is rear-biased and operates as full rear-wheel drive in good weather, but when the road conditions turn slick, the system can split engine power 50:50 between front and rear axles using a center transfer case.

- In addition to driving the XJ AWD on the street, we had a chance to test out its abilities at the Mecaglisse motorsports complex – about an hour and a half north of Montreal. On separate tracks normally used for motorcycle and rally car racing, Jaguar let us test out the XJ AWD and XF AWD for accelerating, braking and cornering on snow- and ice-covered asphalt and dirt tracks. Both of these circuits demonstrated the two different attitudes these cars can exhibit. With Winter mode on, the system does a great job of nannying the driver making sure the car keeps its footing and remains on the road, but staying true to Jag's motorsports heritage, the system can also be set to Dynamic to improve the performance of the car in bad weather giving the driver fewer safety nets to rely on. The complex also had courses set up for snowy slaloms and an icy, drift-friendly skidpad.

- Rather than being a part of an expensive option package, each AWD version of the XJ and XF will be an individual model. This means that getting the added benefit of all-wheel traction doesn't require buyers to opt for other unrelated packages (such as a cold-weather or technology package, for example) that some automakers force on buyers. On the XJ, AWD is offered on both regular and long-wheelbase XJL models.

- Neither the XJ nor the XF architectures were originally designed to accept all-wheel-drive, so Jaguar made extensive changes to parts of the car most people will never see, including the suspension, front floorboard and even some of the engine components. For example, to keep the engine low in the engine bay for optimal balance, the front driveshaft is actually built into the oil pan. All of the changes and added AWD parts increase the XJ's curb by less than 300 pounds.

- As the new base engine in the XJ, Instinctive AWD can only be had on cars equipped with the new 3.0-liter supercharged V6 engine. While this engine lacks the throaty exhaust note of the 5.0-liter V8, at virtually no point can its performance be faulted especially when factoring in the car's curb weight of just over two tons.

- The XJ AWD comes standard with Continental all-season tires, but Jaguar equipped our test cars with Pirelli M+S winter tires. While this certainly helped the cars handle better in the snow, Jaguar representatives noted this was done so to abide by Quebec law – and besides, these tires are available as an option.

- I was able to learn firsthand just how far the system allows the car to be pushed, too. In my first lap around the snow-covered off-road course in Winter mode, the Instinctive AWD and its associated systems interjected frequently to slow the car and help keep it on its intended path. On the ensuing laps, in Dynamic mode, things got a little hairier. With an instructor riding shotgun shouting driving instructions like a rally car co-pilot (to fully exhibit the car's potential in a short period of time), I spent most of the next two laps doing my best trying to go as quickly as possible while keeping the car on the track. I almost made it. On one portion, the surface was too icy and the dirt embankment just a bit too close. Egos and lower fascia were bruised, proving that not even winter tires and great AWD system can always save you from Mother Nature.

Read more by Jeffrey N. Ross at Autoblog.com

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2013 Buick Verano Turbo

Those of you who still think of the Buick Verano as some sort of callously badge-engineered, gussied up version of the Chevrolet Cruze ("Why would anyone spend that much money on Buick's Cruze?" you may have been heard to mutter) have got the wrong idea. Entirely. Even in its most modest form, the Verano turns out to be a sedan that is feature-rich, insulated from wind and road noise in proper luxury car fashion, pretty good to drive and not bad to look at in the new school of high-nosed pedestrian-impact-regulated fashion. In a less modest form then, one that attaches the word "Turbo" to the moniker and plops a force-fed 2.0-liter four-cylinder under the hood, the Verano is downright interesting.

Of course, "interesting" is rarely a descriptor that fills one with lust – and so it goes with this example. There are two competing forces within this near-premium subcompact sedan, and the balance struck between them must resonate with any potential customer before the Verano Turbo can become a serious purchase consideration.

The first, and arguably most potent of these forces, is the overarching "new Buick" tuning and vibe that percolates through the Verano. The interior is clad in soft but not particularly rich leather; the seats are quite comfortable but a long way from sporting or very supportive in dynamic situations; the car is whisper quiet pretty much all of the time, even under full-throttle acceleration; and the sound system offers clear and bright audio, without an overabundance of power or depth. Everywhere we look and feel in the Verano, we're met by materials and workmanship that offer a clear cut above the average, without ever being truly exceptional.

The other force evident in the Turbo is headlined by the eponymous 2.0T engine, and to a lesser extent, in the case of our test car, the six-speed manual gearbox that manages its power. In the accessible, forceful thrust of this 250-horsepower, 260-pound-feet four-cylinder engine, we feel something that is pretty un-Buick-like – at least in terms of existing brand stereotypes. The company lists a 0-60 miles per hour time of 6.2 seconds, and we'd believe it if someone told us that a few tenths quicker than that is easily possible. And the run up to 60 mph is hardly the point with this mill. The real fun is had by way of its broad torque curve, at mid-range speeds (say, 50-70 mph), where just a few degrees of throttle has the Verano Turbo doing its best Mazdaspeed3 impression. Yes, that means it's pretty quick.

The aforementioned 6MT may not be a standout in the increasingly small world of do-it-yourself transmissions, but it's pretty slick. The short throws and positive, light action of the gear lever are bolstered by a clutch that is progressive with an easy-to-find take-up point. There's a fair amount of slop in the wide shift gates, but not so much that the overall shifting experience is spoiled for us. The engine and trans work well together, delivering a feeling of accessible enthusiasm with all of the sharp edges sanded down.

That elusive third pedal in this manual-trans sedan is also, we should say, the best of the trio in terms of feel. We were initially put off by the spongy feel of the brake pedal in slow-speed stopping situations, and grew to be legitimately annoyed by it when we starting hauling the Buick down from higher speeds. Outright stopping power wasn't the issue, the standard issue 16-inch units front/rear got the job done, but the rate at which we felt the initial bite of the brakes was disappointing. Similarly, the throttle response at low-revs was pretty lackluster for an engine this torquey – due in no small part to the long-travel of the unsporting gas pedal.

The car certainly benefits from having a well-tuned basic chassis to start with, especially because Buick hasn't really touched the underpinnings of the Verano for this go-fast iteration. The Turbo doesn't offer the same torque-steer reducing HiPer Struts of its big brother, the Regal GS, but its independently sprung MacPherson units still manage to keep the nose headed quickly in the requested direction. And, critically, they offer a smoothly modulated ride over bumps, swales and potholes. The Verano, as ever, feels particularly well balanced for a front-wheel-drive vehicle when moving from corner to corner, though the Turbo certainly does nothing to break new ground in the sport handling department.

By now, we'd be surprised if you weren't catching on to the head-scratching ambivalence that this small, quick Buick generated in us. At heart, it's a perfectly nice car in almost every area, fitted with a potent engine/transmission combination for this class, but without any trace of the involving character that would engender passion in someone who cares about driving for pleasure.

Part of the problem, we can't help thinking, is that, pushed in the "sport" direction, the Verano Turbo could be one hell of a Chevy Cruze SS. Stiffen the springs, quicken the steering, bolt on a throatier exhaust and tweak the throttle mapping a bit (don't forget bigger brakes), and you've got a hot-hatch-like sedan that would give every GTI, GLI, Speed3 and Focus ST a real scare if you also brought it down to Chevy-scale pricing.

Pushed towards the true luxury buyer, the Verano might shine brighter as well. We've mentioned that we do like the car's overall cabin design and suite of technology, but the truth is that a few more dollars spent on metal, leather and real wood (if you must) in the cabin would make it more of a credible premium space. A slightly glitzier center stack in place of the dull, button-heavy unit there now could potentially net Audi comparisons. Don't misunderstand – the Verano Turbo's insides offer quite a good luxury-like value, but that's a different thing than being luxurious.

Even as it stands now, though, the Turbo is a dominating competitor for cars that make very little noise in the US market like the Acura ILX 2.4 and the Audi A3 2.0T. In terms of both performance and specification, the Buick easily outpaces the few other quasi-luxury players in the country. In fact, the competitors that feel most closely aligned with the Verano Turbo in terms of size and performance are entry-lux stalwarts like the BMW 328i and the Audi A4 2.0T.

But the Buick brand is still so poorly defined and badly regarded by young, hip premium car buyers that we might be considered optimistic if we said the Verano is a "few generations" away from having the reputational chops to dice with those traditional luxury marques. And, as Acura has learned over the years, front-drive luxury cars are always going to be stigmatized as being somewhat second-rate compared to rear-drive and all-wheel-drive competitors.

The Verano Turbo, like the Regal GS introduced before it, will likely be pointed to as an example of Buick turning the corner, if, years from now, General Motors' most ill-understood brand can start to build a reputation for itself again amongst youngish American shoppers. Dual-natured though it may be, the high-po Verano is, quite honestly, entertaining to drive, and priced and spec'd very well against a pretty weak set of direct competitors. But that future is both uncertain and likely to be pretty far off.

As a proposition for buyers in the here and now, then, the confusing messages abound: Buick's core values have never really included having cars that are small, tech-laden, quick and fashion-forward – at least not all of those, all at once. (To both members of the Buick Reatta Fan Club, you have our sincerest apologies.) A semi-sporting, near-luxury subcompact Buick sedan (with optional manual transmission, don't forget) is anything but run of the mill, but it may not be the car that turns buyers out in droves, either.

Read more by Seyth Miersma at Autoblog.com

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2013 Volkswagen Jetta Hybrid

Let's have some fun, and do some math. We're talking pretty rudimentary stuff, multiplication and division, to figure out if the upcoming Volkswagen Jetta Hybrid can make a baseline case for itself against two very strong competitors in this segment. The competitors in question, at least for now, are two more Jettas: the diesel-drinking TDI and the fit-for-the-masses SE with VW's long-serving 2.5-liter engine.

To keep the equations clean and simple (hey, we're writers), we'll calculate based on the most flattering EPA miles per gallon stat from highway driving for all cars, assume a healthy 20,000 miles driven per year, and factor in today's average cost for the respective fuels these three require: diesel (TDI), regular (SE) and premium (Hybrid). We'll also start with the base prices for all models.

With all of that info loaded into our mental hoppers, how much time does it take to make the 45-mpg fuel economy of the Jetta Hybrid offset its premium price? To refresh, the $24,995 Hybrid is $2,005 more than the TDI and a heady $6,000 more than the SE. With highway economy ratings of 43 mpg for the TDI and 48 for the Hybrid, even considering that diesel fuel is more expensive, it'd take you about seven years of Hybrid driving before you've paid off the technology premium. The regular-gas sipping SE is a still more compelling argument for the frugal, as you'll need to drive your hybrid for roughly 13 years to make up the sticker difference at today's fuel prices. Bring the miles driven down to a closer-to-average 12k per year, and the payback takes even longer.

So what? Run a similar thought experiment with any other sets of gasoline- and hybrid-powered models in the universe today and you're likely to come up with very similar results – hybrid technology is still too expensive to "pay for itself" in almost every instance. The difference here, especially striking to those enthusiasts (like us) that have driven and enjoyed TDI products in the past, is that VW has long seemed to be the anti-hybrid, high-mpg beacon of driving fun in a world that becomes more Prius-shaped each time we look up from the Porsche catalog long enough to wince at it. So going into this full-bore test drive of the Jetta Hybrid, we want both better mpg-performance and at least as much driving fun as the TDI, or, really, what's the point?

At the heart of the Volkswagen hybrid proposition is a powertrain comprised of a 1.4-liter turbocharged gas engine and a 20kW electric motor that draws power from a 220-volt, 60-cell lithium-ion battery pack. Total output for the system is 170 horsepower and 184 pound-feet of torque, with the electric motor good for a consistent 114 lb-ft of torque on its own, though the actual put-through number is electronically limited by the car's transmission.

The electric motor is also able to work on its own, in a fully electric mode, when state of charge and load demands allow, up to 37 miles per hour (or 44 mph when one has selected to drive in the more efficient "E-Mode"). In practice, we found it fairly difficult to use this EV mode much, even around town, unless we were very conscientious about maintaining an even, slow application of throttle. The EV mode will probably prove much more useful as an incremental addition to overall good fuel economy figures than it will contribute long periods of emissions-free driving.

Of course, the electric motor is also used in tandem with the turbo gas engine to offer more scoot during full-throttle runs. Here we were quite pleased with the overall torquey feeling of low-speed acceleration, as well as the ability to execute passing maneuvers at highway velocities. The Hybrid feels every ounce as quick as the 2.5-liter five-cylinder equipped Jettas we've driven en masse, though doesn't offer the torque punch that the TDI has in store.

With that said, and factoring in the ultra-smooth-shifting, seven-speed DSG gearbox with its attendant willingness to drop or add gears rapidly in either auto or manual modes, this Jetta is a far more fun-to-drive hybrid than most of its competitive set. Certainly mainstream Prius drivers would be likely to call the Jetta "sportier" than Toyota's segment leader, though we're not sure exactly how many mainstream buyers care about that capability.

Likewise, the ride and handling profile of the Jetta Hybrid is a bit crisper and more enthusiastic than your bog-standard compact gas-electric, though that's a bit like calling it "almost not boring." We found the suspension to be largely smooth and unfussed when dealing with poor road surfaces, and only moderately squishy when asked to take a corner at faster velocities than the posted limits would recommend. The front end of the car was somewhat willing to turn-in quickly, though the added weight of the Hybrid battery pack, along with the Jetta's natural tendency towards safety-first understeer anywhere near the limit, saw the front end pushing well wide of any apex we may have been foolish enough to aim it at. (Unless we aimed very slowly, of course.)

The car's controls, from the fuzzy-feedback steering experience to the non-linear grabiness of the regenerative brakes, were predictably not-crisp, sadly. The throttle was squishy in the first inch or so of travel, too. We adjusted to all of this, even the strange brakes, in just a few days of driving, but the point is that we were not exactly dazzled for a hybrid that may have been the enthusiast's answer to the run-of-the-mill.

The other critical expectation of the Jetta Hybrid, of course, is that it offers really kick-ass fuel economy. And here, we were disappointed. Our test of the car ran for more than 300 miles over a week of driving, including hundreds of miles on the freeway headed to and back from the west coast of Michigan. We ended up with a figure of 36.2 mpg for our total test period. Even if we take those numbers with a grain of salt – there was certainly a lot of fast driving when we were on back roads, and on the highway, our cruise control tended to be set at 75 mph or higher – they strike us as significantly less impressive than the last set we generated behind the wheel of a Jetta TDI, and less still than the Jetta Hybrid's EPA combined rating of 45 mpg.

With that, and considering that the Jetta Hybrid is almost a carbon-copy of every other Jetta from interior, fit/finish and exterior points of view (the car does have a snazzy set of optional wheels that are specific to the trim), we have to wonder who this new high-tech hybrid is aimed at.

Earlier we asked in a seemingly rhetorical fashion, "What's the point" of this Jetta Hybrid? A true answer to that question can be given in many ways, depending on who you are and what your priorities are. Certainly you can make environmentally responsible concessions for the lack of mpg-dominance for the car, based on its all-electric mode and quantifiable reduction in tailpipe emissions as a result. You could argue for convenience if there's a paucity of diesel pumps around your home court, or you may even claim a fondness for the slightly more refined running of the Hybrid's gas/electric operation. If you're a VW product planner, you will almost certainly point out that, with green American dollars being thrown at hybrid models in increasingly large volumes, it would be fiscally irresponsible not to be a player in the growing segment. (For what it's worth, Volkswagen estimates some five-percent of Jettas sold in the model year will be Hybrids.)

Realistically, there's not an ironclad case for ownership to be built here. You want what you want, and buy what you buy. A hybrid doesn't make any less sense than a GLI, for instance, it just makes sense in a different way, to a whole different set of shoppers. We'd still plunk our Jetta money down on the TDI model, probably ten times out of ten, if fuel economy is our jones. Not because the Jetta Hybrid isn't good to drive, and probably to own, it most certainly could be. It's just not as good, which is enough to make all of the difference.

Read more by Seyth Miersma at Autoblog.com

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2013 Honda Civic

On some level, it's hard to blame Honda for the strategy it took with its new-for-2012 Civic. Executives looked at the key players on the market as the model was being developed, soaked in the growing global economic malaise, and decided that if they wanted to make decent money on their small car, they'd have to find creative ways to take cost out of its build. In light of the financial crisis, consumers and critics would surely understand some belt-tightening in order to secure the company's legendary reliability, resale value and ease-of-use, right?

So Honda took a pass on expensive new technology – more complex transmissions, forced induction, active aero, and so on. And it also substituted in some cheaper interior materials, skimped on sound deadening, creature comforts and found lots of little ways to save money. Surely in a segment where the frankly ancient and moth-eaten Toyota Corolla has consistently ranked among the sales leaders, nobody would care, eh?

Well, Honda was half right. After an unusually long product cycle with the eighth-generation Civic, loyal customers were all too eager to plunk down their hard-earned cash for a new model, with 2012 sales totaling well over 300,000 units. But the model's long-term prospects were less certain. That's because Honda miscalculated the strategies of its rivals, playing things close to the vest when others chose to double-down in the segment.

Between the time the 2012 Civic's design was locked in and the moment it hit the market, the compact car fray became exponentially more competitive. Ford took the wraps off of its sophisticated and tech-rich Focus. Hyundai rolled out its audaciously styled and value-laden Elantra. Mazda took its already great-driving Mazda3 and elevated its fuel economy with Skyactiv engineering. Even perennial small car backmarker General Motors put forth a high-quality effort with its mature new Chevrolet Cruze. Critics' reaction was no less swift and stern: Not only was the 2012 Civic a galactic comedown in terms of interior appointments and design, it wasn't as much fun to drive as its predecessor, nor was it the least bit innovative. For a company that made its nut – and its reputation – on the back of its engineering prowess, all of this was bitterly disappointing.

We're not sure whether it was enduring the media drubbing (that Consumer Reports fall-from-grace had to sting), looking around at its suddenly fierce competition, fielding embittered calls from its dealers or just a simple bit of soul searching that spurred Honda to react so quickly, but here we are, just one model year later and there's a surprisingly comprehensive update on sale. But is it an impressive about-face for Honda or just a bit of apple-polishing and slight-of-hand? We spent a week with a loaded EX-L to find out.

When we initially heard rumors of an "emergency refresh" coming for the 2013 Civic, we honestly didn't expect much – the era of massive year-over-year changes died decades ago, after all. But what arrived at November's Los Angeles Auto Show was a whole lot more comprehensive in scope than what we anticipated.

To begin with, the 2013 Civic's nose features a thoroughly updated look, with a more complex hood stamping, larger mesh grille opening framed by a chrome-edged smile, more expressive headlamps and a reworked lower fascia with a fillet of brightwork that does wonders to help the design look more upscale. In profile, with the exception of fresh wheel patterns, the look stays largely as it was for 2012, with the same aggressively raked greenhouse and fuss-free sheetmetal contours. Out back, a redesigned trunklid houses a better-integrated license plate pocket and a chrome trim strip is bookended by larger and more elaborate two-piece taillamps. Overall, we think the look is a major improvement, appearing far more sophisticated than the 2012 car, which was at best an incremental improvement over the admittedly radical eighth-generation model.

But the 2012 Civic's personal Waterloo wasn't really its exterior – it was inside where the car stumbled. A quick peek at Honda owner forums reveals that existing Civic drivers who came in looking to trade their cars for a 2012 model were disappointed with the noticeable cheapening of cabin materials. That's been rectified for 2013, with more soft-touch plastics, convincing faux stitching on the dashboard and doors, a richer headliner, nicer upholstery and, in general, a more premium aura.

The unique two-tier dashboard strategy remains, and while it looks busy, it's quite easy to get used to. Items like a backup camera, Bluetooth telephony/streaming audio and Pandora integration are welcome standard equipment additions, but the biggest improvement to the cabin isn't something you can put a finger on, because it lies beneath. A canopy of additional sound deadening has been added to the firewall, wheel wells and flooring, and a thicker windshield and front-row side windows further mute the outside world. Hondas have rarely been known for their noise abatement abilities, but the 2013 update helps bring a welcome composure to the Civic's cabin, cutting powertrain noise noticeably under acceleration, and road and wind noise everywhere else.

Speaking of the powertrain, it's untouched – no Earth Dreams here. You'll find the same 1.8-liter four-cylinder engine doling out 140 horsepower and 128 pound-feet of torque through either a five-speed manual or the five-speed automatic fitted to our test car. It continues to be a smooth-revving if unremarkable drive partner, more notable for the relative ease with which it hits its EPA fuel economy numbers of 28 city and 39 highway than anything else. Despite picking up a modest amount of weight thanks to its higher feature count and sound insulation (50 to 100 pounds, depending on specification), the Civic's mid-pack 0-60 time of 9.2 seconds is unchanged, yet the quieter accelerative experience is a lot more pleasant.

While Honda didn't spend its engineering resources on redressing the Civic's powertrain, it wisely focused on trying to restore some of the car's spunkiness, thickening the anti-roll bars both front and rear, quickening the steering rack by some seven percent and retuning the bushings, all in the name of better handling. Despite the sun-soaked images of our California photo car, our week with the Civic was spent in the greater Detroit area, snow and all. Thus, properly assessing the full measure of the car's handling envelope wasn't on the table, but the ride did seem less busy and turn-in perhaps a skosh quicker. And while the company's engineers were fiddling around with the car's greasy bits, they also reinforced the front body structure and tweaked the side airbags for better safety.

This panoply of improvements adds just $160 to the Civic's base MSRP. That's both impressive and troubling. Impressive in that so little buys so much – we're not sure a better $160 has been spent on a car – but troubling in that Honda didn't think to do all of this last year. Assuming the company is still making a profit, do Honda's beancounters really think so little of compact buyers that they assume consumers wouldn't have spent an extra $160 to get a much better vehicle?

The reality probably lies somewhere in the middle. It's more likely that the 2013 Civic's profit margins aren't as generous as those of its counterpart from last year (tellingly, the base DX model has been dropped), and besides, Honda would probably rather fortify the model's prospect for long-term competitiveness and improve its critical stature than make a few extra bucks. That sort of recalculation would make sense to us, but we also have to wonder if this redesign isn't the result of Honda just pulling ahead what was basically an already-in-the-can refresh that wasn't scheduled to hit for another couple of model years. If that's the case, does that leave the Civic with bare cupboards a few years from now?

In the end, while there are still better driver's cars to be had in the segment, it's hard not to be impressed with what this litany of little tweaks has done for the Civic, from its more expensive appearance to its suddenly class-competitive refinement and equipment levels. While we still dearly miss the days when Honda reveled in challenging its engineers to openly and freely innovate on even its most basic of models, the Civic is once again in the thick of the small car hunt.

Read more by Drew Phillips at Autoblog.com

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