2012 Hyundai Genesis Video

I was impressed by Hyundai’s upgraded engine offerings for the 2012 update of the Genesis sedan. You can read about all of them in my full review after checking out the video. Unfortunately, the changes outside the engine bay are so mild that it’s hard to tell with the naked eye.

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Reviews the 2011 Infiniti M Series

The Infiniti M was redesigned for this model year, now featuring curvaceous lines not only on the outside, but also in the cabin. The new V-6 is so robust that you don’t need to opt for the available V-8, says Cars.com senior editor Joe Wiesenfelder, but the indecisive transmission doesn’t deliver seamless power. Also, the Infiniti’s price tag has slowly crept up, nearing the price of the BMW 5 Series. Is it worth the Benjamins?

2011 Infiniti M37 Reivew

By Colin Bird

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40 MPG Compact vs. Subcompact Mileage Challenge

One recent oddity in the increasingly efficiency-obsessed automotive industry is some new compact and subcompact models each get 40 mpg despite being significantly different in terms of size. The question for car shoppers becomes not whether the smaller cars get better mileage in the real world, but can you live with the smaller confines to save money at the dealership — and not just the gas pump.

Currently, there are two clear examples of this trend: Ford’s new Focus compact and Fiesta subcompact and Hyundai’s Elantra compact and Accent subcompact. Ford offers a special option package, called SFE, on the two cars, helping them achieve 40 mpg highway, while the Hyundai models are rated at 40 mpg highway without any additional packages.

We put these four cars through a nearly 300-mile drive to see if size truly matters. We also found out which car was a clear winner at the pump. The larger question — could the smaller cars win us over? — was much harder to answer.
All four are rated almost identically by the EPA:

* 2012 Ford Focus SFE: 28/40/33 mpg city/highway/combined
* 2011 Ford Fiesta SFE: 29/40/33 city/highway/combined
* 2011 Hyundai Elantra: 29/40/33 city/highway/combined
* 2012 Hyundai Accent: 30/40/33 city/highway/combined

The four test models were sedans, and with the exception of the Elantra (a Limited trim), were similarly equipped. All four had automatic transmissions. Their as-test prices were:

* 2011 Hyundai Elantra Limited: $22,110 (comparably equipped GLS $19,595)
* 2012 Ford Focus SE with SFE Package: $19,785
* 2011 Ford Fiesta SE with SFE Package: $17,245
* 2012 Hyundai Accent GLS: $16,625

The results proved what we assumed going into the mileage challenge. After nearly 300 miles, the smaller cars got better mileage than their similarly rated larger siblings.

Clearly, the Fiesta won overall, according to the trip computer and at the pump when calculating mileage. The Accent also delivered better mileage than the larger Elantra, but not by as much as the Fiesta versus the Focus.

Our four intrepid drivers had differing opinions on the cars and if the compacts warranted the extra $2,500 or $3,000 it’d cost to upgrade to them from their subcompact siblings.

Kelsey Mays, Cars.com Editor

Kelsey began the refrain of cramped confines in the Fiesta. “Both Fords feel narrower inside than the Hyundais. The Fiesta’s seats are too small for taller adults, especially in cushion length.”

The lower-priced Accent didn’t hold up to the Fiesta or Elantra. “Cabin materials are best in the Elantra and the worst in the Accent — big difference there, with dingier window controls, no armrest padding and no telescoping steering wheel.”

Kelsey also found the Ford cars’ transmissions weren’t up to par. “Both Fords ride well, but the transmissions are problematic. It’s worse in the Fiesta, whose tiny engine makes you dig deep for downshifts.”

Colin Bird, Cars.com Editor

Colin writes for KickingTires and is a current Accent owner of the 2006 vintage.

The Fords won Colin over. “I thought the Fiesta had more personality than the Accent, inside and out. Acceleration was punchy, and I liked the handling of the Accent. Though things are well-thought-out here, I would probably pay the $1,000-plus premium for the more stylish Fiesta.”

But did the subcompacts offer enough to keep him from leaving the segment? “I’m very frugally minded, so the subcompacts are good enough for me. I thought the Fiesta and Accent offered perceptibly the same amount of space, from the driver’s position, as the two larger compact cars.”

Brian Neale, Cars.com Vice President Product, UX

We enlisted the aid of a Cars.com executive to help the editorial team out for this drive. Brian Neale was a journalist in a former life and is an avid motorcyclist. Most importantly, he had seven or so hours to drive 300 miles in the four cars.

Brian had a clear favorite, and unlike Colin, he thought there was enough to warrant moving up in class. “The Elantra out-classed both Fords — especially the Fiesta — by a margin even wider than the MSRPs suggest.”

Brian also preferred the Accent to the Fiesta for its comfort level. “The Accent was my bang-for-the-buck favorite, offering a bigger-car feel than the Fiesta at an impressive MSRP. I’d trade off the gas mileage versus the Fiesta without a second thought.”

He wasn’t down on the Fords entirely though, just the cramped Fiesta. “I’d be happy enough in the Focus, but even the miserly MPG numbers wouldn’t lure me into the Fiesta.”

Mike Hanley, Cars.com Editor

Like Brian, Mike was more comfortable in the Hyundais, but the Fords won him over. “The most impressive thing about the Fiesta is how few compromises in refinement and quality it makes compared to the Focus. Both cars offer direct, responsive steering that yields a degree of engagement that's missing from the Hyundais.”

But only one of the subcompacts did enough to stop him from picking the bigger model. “The Focus’ larger size and extra power are compelling, but it’s not enough to make me choose it over the thriftier Fiesta. The Accent hasn't closed the gap between subcompact- and compact-car quality and refinement as much as the Fiesta has. I’d spring for the more expensive Elantra.”

By David Thomas

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Reviews the 2012 Volkswagen Beetle

At first glance, the newly redesigned 2012 Volkswagen Beetle seems like an oddity, says Cars.com senior editor David Thomas. Who wants a two-door, nostalgia-laden hatchback? But take a closer look and this iconic nameplate offers more than just fond memories. There’s a luxurious, airy cabin and a quiet, plush ride to enjoy, too. Still, the engine is loud and gas mileage is subpar compared with competitors like the Mini Cooper and Fiat 500.

2012 Volkswagen Beetle Review

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Chevy Volt Hits 10,000 Miles: The Good and Bad

The Cars.com 2011 Chevrolet Volt just passed the 10,000-mile mark, so we're taking the opportunity to report some of our lasting impressions, including the good and the bad. As all car owners know, some initial grievances fade away over time and others emerge and grow, sometimes becoming an ever-present burr in the proverbial saddle. Thankfully, for an all-new model, the Volt has been practically trouble-free. I said practically…

Some trauma has been visited upon the Volt by a hungry varmint and an unfortunate but enlightening collision, but with the exception of a software upgrade, the car itself has been trouble-free. Only the 120-volt charging unit had to be replaced, under warranty, when it failed after seven months.

What we like
Cars.com's editors universally appreciate the Volt's smooth, quiet ride. The cabin itself remains admirably quiet once the gas engine turns on, though the noise is more intrusive than it seemed when I first reviewed the car. Cold weather intensifies it because the engine runs at higher rpm, even at low speeds, to generate warmth.

We also appreciate how accurately the Volt predicts its range. In this regard, our 2011 Nissan Leaf is an enigma. Frankly, we'd prefer the opposite, as the stakes are higher when the Leaf runs out of juice.

Running on electricity: It's nice not having to frequent gas stations. We could engage in a lengthy debate about how clean an electric car truly is on the grand scheme, and I can't say I'm a fan of electric utilities, but all the same I underestimated how satisfying it is to not burn petroleum for up to 50 miles. Some of our editors commute in the Volt without using gas at all, depending on conditions. The cost of operation on electricity is undeniably lower than it is for a comparable gas-powered or hybrid car.

The Volt's styling continues to impress. In a class of dorky high-mileage cars, the Volt is a slick-looking package. It continues to garner praise from onlookers who have never seen a Volt in person.

What we don't like
The brakes: Our three main complaints about the Volt are the brakes, the brakes and the brakes. I thought the pedal felt pretty decent compared with hybrids when I first reviewed the car last autumn, but we've all come to loathe our Volt's brakes for the dead zone over the first inch or so of pedal travel and the mushiness thereafter. Awkward nosedive braking is all but assured when parking. In an otherwise impressive driving experience, it's a major downer, and something you experience every single time you drive, making it a potential deal-breaker for shoppers.

Another shortcoming is one you don't experience every time you drive, and that's the premium gas requirement. If you run electric-only, all is well, but cars like the Volt are often purchased to save money on fuel (if not the car itself). Premium gas is the province of luxury and high-performance cars, and likely Volt buyers have never touched a premium nozzle in their lives. At an estimated 37 mpg once the engine turns on, the Volt is reasonably efficient, but more affordable cars with comparable interior space are now pushing 40 mpg on regular gas. Having the on-board generator as a backup is key to the Volt's "value proposition," but the incongruity of filling it with premium fuel when the battery runs out is its own kind of penalty. It isn't as bad as getting stranded in a purely battery-electric car, but it's a monetary and existential penalty regardless.

The visibility issues haven't eased. Some Cars.com editors find it difficult to visualize where the front bumper is, and a higher seating position only worsens the obstructive low roofline. The bifurcated rear window is even worse: The lower pane collects dirt and water and typically fails to function as a window at night. We can't imagine owning this car without the optional backup camera.

Interior space: The moms and dads on staff found one of the Volt's other major shortcomings, and that's limited space for child-safety seats. Frankly, our editors are split on the issue of backseat space for adults, because some object to begging legroom from front occupants and/or they don't like the high center console between the two seats. But when it comes to child-safety seats, there's about as much room for argument as there is for the seats themselves. The Volt has no center position, and the console crowds the child-safety seats and complicates their installation. Even if you seldom use the center position in a car's backseat, it's valuable overspill area for a child seat.

Finally, the touch-sensitive center control panel has only one fan on our staff. Others object to the lack of physical buttons and the slapdash button arrangement.

Despite the nine weeks it spent at the body shop, our car is pretty close to achieving the national average of 12,000 miles per year. We'll continue to report on the Volt experience, including the expected and unexpected.

By Joe Wiesenfelder

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Reviews the 2012 Hyundai Veloster

In the past year or so, Hyundai has revamped its small-car lineup, with a new Elantra and Accent. The automaker has expanded that lineup with the 2012 Hyundai Veloster, a small three-door hatchback. Unlike Hyundai’s other entries, the Velsoter hopes to compete against other sporty so-called pocket rockets like the Volkswagen GTI and Mazdaspeed3, says Cars.com senior editor Joe Wiesenfelder. While the Veloster is the best-handling Hyundai currently offered, it is no rocket — at least not yet, says Wiesenfelder.

2012 Hyundai Veloster Review

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