At the 2012 Chicago Auto Show, Kia unveiled a fully-loaded Optima sedan, the SX Limited, that will sit at the top of the sedan’s trim-line offerings. The SX Limited will be powered by a 2.0-liter turbocharged engine delivering 274 horsepower, with fuel economy rated at 22 mpg city and 34 mpg highway. We have found this four-cylinder to be both economical and powerful, but not as refined as some competitors' V6 engines.

This well-equipped, performance-oriented model features a lower bumper design, sport-tuned suspension, HID lights, LED daytime running lights, chrome-accented rear spoiler, 18-inch wheels, steering wheel paddle shifters, and sunroof. There is also a four-way power passenger seat, driver memory seat, heated and cooled front seats, and heated rear seats. Navigation with backup camera and satellite radio is also standard.

Inside the cabin there are wood accents on the steering wheel and interior trim. The upscale feel is further conveyed with leather on the seats, door panels, and center armrest.

The Optima SX Limited hits dealerships in March.

Read our past Kia Optima road tests.

Aimed at car enthusiasts, Kia unveiled a high-performance concept called the Track’ster based on the Soul wagon at the 2012 Chicago Auto Show.

The three-door Track’ster is powered by a 250-hp, 2.0-liter, turbocharged four-cylinder engine. It’s also matched with a six-speed manual transmission and all-wheel drive. In Subaru parlance, this is the WRX imaging of the mainstream model—an interesting concept, indeed, for Kia.

The Track’ster wheelbase is about an inch longer and five inches wider than the production Soul and rides on a lower, track-tuned suspension on 19-inch wheels. Larger 14-inch Brembo brakes in front with 13.6-inch in the rear also differentiate the Track’ster from its Soul-mate.

The interior includes a touch-screen display with navigation and start/stop ignition button.

One other noticeable difference from the Soul is the absence of a rear seat—pure show-car folly. The front doors have been extended and the rear has been replaced with an equipment tray and spare tire well.

At this time there are no plans to build the Track’ster, but these designs could hint at a future Soul. And significantly, it opens the discussion on whether there is room for a performance variant, and perhaps separately, is there a market for an AWD Soul.

Toyota announced pricing today for its new small Prius C. The smallest hybrid car is set to go on sale next month starting at $18,950, plus $760 for destination charges.

The base model will have standard Bluetooth and iPod connectivity, nine air bags, active head restraints, brake assist, a tilt-and-telescoping steering wheel, automatic climate control, and remote keyless entry.

For $19,900, the Prius C Two adds many features commonly found on base models, such as a six-speaker audio system, variable-speed intermittent wipers, a 60/40-split fold-down rear seat with adjustable head restraints, cruise control, a center console, and cargo area cover.

The Three trim level runs $21,635 and includes navigation with Toyota’s Entune Internet connectivity system, Sirius satellite radio, HD Radio, a USB port, keyless entry, steering-wheel audio controls, and voice control. Access to Entune premium services, including traffic information, is free for three years. Stepping up to the Prius C Three also allows buyers to add a moonroof for $850 and 15-inch alloy wheels for $390.

At $23,230, the top Four trim level includes the 15-inch alloys standard, as well as heated outside mirrors and fog lights. Sixteen-inch alloy wheels are a $300 option.

The Toyota Prius C will arrive at dealerships in March.

Hyundai introduced its Elantra coupe today at the Chicago Auto Show, bringing a sporty-looking, two-door design to the line.

The coupe will be powered by the same 1.8-liter four-cylinder engine as the Elantra sedan with an estimated 148 horsepower. The engine can be paired with either a six-speed manual or automatic transmission. Fuel economy is estimated at 29 mpg city, 40 mpg highway for the manual transmission model and 28/39 with the automatic.
The Elantra will have a size advantage over its chief rival, the Honda Civic coupe, boasting a longer wheelbase and overall length, greater width, and a claimed more interior space.

Standard features include “vehicle stability management,” similar to the system found on the Hyundai Equus that manages both the electronic stability control and electric power steering.

The Elantra coupe will be offered in GS or SE trim lines. Touch-screen navigation is available on the SE with voice activation and a large 7.0-inch screen. The sound system can accesses digital music files via Bluetooth or connect through the iPod/USB inputs. The system also has an optional rear-view camera and users can upload personal pictures from a USB to be displayed on the screen.

Optional features include a proximity key with push-button start, leather seating, heated front seats, power sunroof, and dual automatic temperature control.

The Elantra coupe will hit dealerships this spring.

This morning at the 2012 Chicago Auto Show, General Motors unveiled an updated GMC Acadia for 2013. The freshened full-sized crossover will get revised styling and some additional features, though it otherwise remains a carry-over model.

Perhaps the most notable improvement to the Acadia is the addition of a center front air bag that deploys from the inside edge of the drivers’ seat to protect front occupants from so-called far-side impacts, those on the side of the car away from where they’re sitting.

The more upright front end gets new LED running lamps, in conjunction with either halogen or Xenon HID headlamps, LED tail lights, and a wrap-around rear window. GM says the new Acadia will get updated soft-touch interior materials and “French stitching” on the upholstery.

We’re encouraged to hear that the transmission will be upgraded “for better shift response and improved driveability,” one of our major gripes we had with the old Acadia siblings. Beyond that, and the styling, GMC isn’t messing with its successful formula. Curiously, towing capacity is down 200 pounds to 5,000 maximum - on par with the Ford Explorer but 1,200 pounds shy of a Dodge Durango V6.

The Acadia still comes with seven- or eight-passenger seating, and the uplevel Denali model will continue.

Expect the new Acadia to go on sale in the fall, along with updated versions of its siblings, the Buick Enclave and Chevrolet Traverse.

Our reaction to this update is mixed. This refresh probably is short-lived, with more extensive changes on the horizon. For now though, these SUVs are pleasant and well-rounded, so there wasn’t much to really fix. But fresh competition from Dodge, Ford, and now Nissan gives the Acadia (and Enclave and Traverse) the perception of being dated. Given that the Explorer and Durango also get better fuel economy than the GM triplets, we’re surprised there aren’t some improvements there.

The production 2013 Acura RDX debuts today at the Chicago Auto Show, right on the heels of the initial concept reveal last month in Detroit. The RDX coming to a dealership near you this spring closely resembles the original concept, with a hint of platformmate Honda CR-V.

The RDX is slightly longer than the CR-V, and it is most distinguished from it and the original RDX by its powertrain. Gone is the unrefined, not particularly fuel-efficient turbocharged four-cylinder, replaced with a 273-horsepower, 3.5-liter V6 fitted with a six-speed automatic transmission.

Acura claims this larger engine, producing 33 more horsepower over the outgoing model, will deliver better fuel economy. Initial EPA estimates put the front-drive RDX at 20 city, 28 highway mpg. The all-wheel-drive RDX is estimated at 19 city, 28 highway mpg.

As with the new ILX sedan, interior notables include a Pandora radio interface for streaming Internet audio, text message integration, and keyless access with push-button start. It goes one, make that two, better than the ILX with a three-view back-up camera. Less exciting, though more practical, news is that the RDX promises to provide more passenger space with larger doors to ease access, increased cargo space, and an available power liftgate.

A Technology package packs the RDX with a surround-sound audio system and navigation, with real-time traffic and weather information.

The RDX will go on sale this spring.

Acura will take the wraps off the production version of its ILX compact sedan at the Chicago Auto Show today, and we present a sneak peek here before the doors open at the convention center.

Based on the Honda Civic, the ILX looks much like the concept shown last month in Detroit. It will provide the automaker with an entry-level upscale model to slot beneath the TSX sedan, itself derived from the European-market Accord. The ILX is distinguished from the Civic with different styling, proportions, and suspension tuning. It will be offered in two trim levels and with three powertrains.

The ILX configured with a choice of three four-cylinder engines, each with its own transmission:

• 150-hp, 2.0-liter and five-speed automatic with an EPA-estimated 24 city/32 highway mpg.


• 111-hp, 1.5-liter hybrid and continuously variable transmission with an EPA-estimated 35 city/38 highway mpg.


• 201-hp, 2.4-liter and six-speed manual with an EPA-estimated 20 city/29 highway mpg.

We expect that the Acura treatment will address many of the Civic's shortcomings, particularly the cheap interior and so-so handling limits. Hopefully ride and noise are improved, too.

The ILX will be built in Indiana and go on sale this spring.

Henrik Fisker and a small team from Fisker Automotive recently brought a Karma to our Connecticut auto-test facility. We only had a few hours with the $100,000 luxury sedan, but this first production vehicle from the California startup made an impression.

The enthusiastic Fisker first led us on a walk-around in our main shop, where we got a technical deep-dive, including a close-up look inside, outside, and underneath the curvaceous plug-in. When seeing the car in person, the first thing you notice is the long flowing lines. The attention to design details is not surprising since Fisker was the main man behind the Aston Martin DB9 and BMW Z8. The Karma is large, with a 124-inch wheelbase, and heavy. At about 5,500 pounds, it weighs as much as a big SUV, like the Dodge Durango.

The Karma is essentially a plug-in hybrid of the same general type as the Chevrolet Volt, meaning that it’s an electric car that uses a gasoline engine solely to provide electrical power to the drive motors and maintain charge for the car’s drive battery.

The company has claimed that the Karma can drive solely on its battery for about 50 miles but, as we’ve seen, such estimates are often optimistic. In fact, the EPA rates the Karma range at 32 miles. Once the 20-kWh lithium ion battery is depleted, the car transitions to its gasoline mode, using a 260-hp, 2.0-liter General Motors four-cylinder turbocharged engine spinning a generator to power the electric drive.

With a claimed 403 horsepower, you’d expect the Karma to be quick, but I didn’t think it felt all that punchy either in “stealth” (all-battery) mode or gas-enhanced “sport” mode. Clearly, the heavy curb weight takes its toll. Initial take-off lacks the urgency you’d expect from a car of this price and presence. Relying on a single-ratio transmission also compromises acceleration.

Handling is responsive, but, again, the Karma’s mass hurts the car’s agility. It’s not at the level one would expect from a sporty high-end sedan. However, when pushed to its limits, the Karma proves stable and balanced. Unique for an EV, the steering is hydraulic, and it feels linear and communicative. On the beautiful but freezing day of the visit, the Karma was wearing 21-inch winter tires rather than its standard 22-inch summer tires, which would impact the handling feel and performance.

The suspension shows good compliance, but ride motions tend to be quick and sometimes abrupt. Quiet when driven on electric power, a rather pronounced wind noise set in at highway speeds, at least on this early-production sample. In Sport mode, the engine sounds rather coarse and emits a high-pitch whine unbefitting a $100,000 car. Rear passengers noticed the sounds from the two electric motors humming just underneath them.

In contrast to the car’s large footprint, the interior is snug and seats only four. It’s very cramped in the back. The trunk is tiny. Getting in and out requires a lot of ducking. But the cabin is plush and imparts a special atmosphere. All the materials, such as the suede-like dash and seat upholstery, can be optioned to be either eco-friendly and not use animal products or can be fitted with real leather. The wood trim, for instance, is sourced only from dead wood. Furthering the “sustainability” theme is a solar panel on the roof, which is said to pre-cool the cabin, but this green feature precludes a sunroof.

Charging takes about 5.5 hours using a 240-volt supply. If you had a short commute and charged often, you could avoid using gasoline altogether. The 9.5 gallon tank is said to provide an additional 250 miles once the EV portion is finished. Sport mode overrides the electric usage and can preserve it for a city drive rather draining the battery reserves on a highway cruise.

There is no question that the Karma is a striking-looking car and being part electric, it might soothe the conscience of a potential Porsche Panamera customer. As added appeal, it qualifies for the $7,500 federal tax credit from the government, a discount such customers hardly need.

The Karma is certainly one of the most intriguing and unusual cars that we’ve ever tried. It brings the electric vehicle to a totally different level. But whether it’s as green or as sporty as it ought to be remains to be seen.

Visit our special section on alternative fuels and cars.

The latest in a long line of special-edition roadsters, the Mazda MX-5 Miata debuting at the Chicago Auto Show this week is based on the retractable hardtop version. It gets a black top and exterior trim bits, along with black leather seats and piano black interior trim. Rounding out the dark look are gunmetal black 17-inch wheels. But that’s where the black stops, because red and white are the only exterior colors offered.

Based on the range-topping Grand Touring model with Premium package, just 450 Special Edition models will be produced, equipped with either a six-speed manual or automatic transmission with paddle shifters. All will have keyless entry, satellite radio, and Bluetooth for hands-free calling. Manual transmission models will also get a sport suspension with Bilstein shock absorbers and a limited-slip differential.

It is worth noting that more than 900,000 Miatas have been built since the original made its debut at the Chicago show in 1989.

Visit the Mazda MX-5 Miata model page to read our road test, reliability, owner satisfaction, and other information.

The government is cutting off funding to Fisker, builder of the Karma plug-in hybrid luxury car that we sampled on our track last month. (Read: "First drive: 2012 Fisker Karma luxury plug-in sedan.")

The company was planning to use the funds to launch a second, more affordable plug-in hybrid called the Nina, scheduled to go into production next year at a former General Motors factory in Delaware. The company has been dependent on Department of Energy to develop both the Karma and the Nina. According to a company statement, Fisker has laid off 23 workers in Delaware and another 40 at its headquarters in California in response to the DOE announcement. It has suspended development of the Nina, though much of the preliminary work and engineering has been completed.

Fisker was originally slated to receive $529 million from the DOE’s Advanced Vehicle Development and Manufacturing loan program. So far, the company has spent $193 million of the money to develop the Karma, which is on sale now. But loan recipients must meet certain financial and production milestones to keep the money flowing. According to a statement by the DOE, Fisker fell short of those milestones, so payment of the remaining $336 million has been suspended.

CEO Henrik Fisker told Consumer Reports last month the company had sent about 200 Karmas to dealers and has “about 1,200 in the pipeline,” as well. Last month the company raised an additional $110 million in private funding, bringing its total capitalization to about $850 million, according to Bloomberg.

For its part, Fisker says it is seeking to renegotiate the loans. Company spokesman Roger Ormisher told Bloomberg News the company has not had access to government funding since last May. “We hope we can reach a resolution soon,” he said.

The DOE has been under pressure from Congress as three previous loan recipients have gone bankrupt: solar panel maker Solyndra, and battery makers Beacon Power and Ener1. Electric carmaker Aptera, an X Prize contestant, also closed its doors last fall when it couldn’t get additional government funding.

At the Chicago Auto Show this week, Nissan will unveil is modestly updated 2013 370Z sports car. The exterior is freshened for the upcoming model year, while the mechanicals remain unchanged.

Most notable, the front fascia is new, showcasing vertical LED daytime running lights. To the rear, the former black center cover between the exhaust outlets is replaced with a red reflector. New 18- and 19-inch wheels are available as are red-finished brake calipers. Magma Red and Midnight Blue paint options are also new.

The 370Z continues to be propelled by a 332-horsepower, 3.7-liter V6 engine, paired with a choice of six-speed manual or seven-speed automatic transmission.

The higher-performance (think: faster, more furious) Nismo 370Z boasts a 350-horsepower version of the powertrain. For 2013, the Nismo version adds a new Bose audio system with two additional speakers and two subwoofers.

This rockin’ sports car goes on sale in June, 2012.

Read our latest 370Z road test and see our impressionsin the video below.

Gas prices continue to rise around the country compared to the week before. The national gasoline average is $.35 above the price this time last year. Diesel fuel is about $.43 above this time last year. Premium fuel is $3.76, up four cents from last week.

Source: Energy Information Administration, 2/6/12. Figures rounded to the nearest cent.

See our guide to fuel economy for advice on saving gasoline, including reports on how to get the best gas mileage and where to find the cheapest gas. Learn about future technologies in our guide to alternative fuels.

The new 2013 Mazda CX-5 crossover will start at $20,695 (plus $795 for destination) for the entry-level model with its SkyActiv four-cylinder engine and a six-speed manual transmission. The base model will include 17-inch alloy wheels, daytime running lights, power side mirrors, and automatic headlight shut-off. Inside, the vehicle has push-button start, tilt-and-telescope steering wheel, and steering-wheel-mounted controls for audio and cruise control.

The optional six-speed automatic transmission version will start at $22,095. All-wheel drive models sticker at $23,345. A $400 Bluetooth audio package is available and includes phone and audio connectivity, and a 5.8-inch touch-screen display.

The Touring model starts at $23,895 with front-wheel drive or $25,145 for all-wheel drive. Standard features in the Touring version include the Bluetooth package, fog lamps, upgraded seat fabric, rear-view camera, blind spot monitoring system, and a six-way power adjustable driver’s seat.

The Grand Touring model adds 19-inch aluminum wheels, automatic headlights, heated outside mirrors, rain-sensing wipers and a moonroof. Inside there are heated front seats, an eight-way adjustable driver’s seat with lumbar support, dual-zone climate, and satellite radio. Pricing for the front-wheel drive Grand Touring model starts at $27,045 or $28,295 for all-wheel-drive.

We have driven the CX-5, finding that it melds practicality, fuel economy, and styling with a dash of exuberant handling. Check out the video below for our first impressions.

The Mazda CX-5 arrives at dealerships this spring.

Related:
EPA rates 2013 Mazda CX-5 fuel economy top in class
First look video: Mazda CX-5
First drive: 2013 Mazda CX-5

The refined-and-luxurious Z4 roadster range now sports the first four-cylinder engine BMW has deployed in the United States since 1999. We recently spent some time with a Z4 borrowed from BMW to sample this fresh powertrain and share our impressions.

Beyond the Z4, the new 2.0-liter turbo four will be the base engine in the redesigned 3 Series that goes on sale any day now and already serves the 5 Series in the 528i. In the Z4, the engine churns out 240 horses, with decent overall power and a healthy mid-range punch. Just don’t expect it to duplicate one of BMW’s super-smooth straight sixes in either sound or fury, never mind official acceleration numbers. It’s here for fuel economy.

Since BMW makes some cars that are traditionally entertaining to drive, you’d expect the $50,000-plus Z4 to deliver the goods regardless of what winds up under the hood. Sadly not. Yes, there’s plenty of capability and cornering grip, but the steering is disappointing, being devoid of feel and feedback. And if you turn up the powertrain volume a bit—well OK, more than a bit—understeer sets in and its not always easy to correct. At least the ride is not punishing as it is in other sports cars.

The cabin is extremely tight. Getting in and out of the low-slung cabin can require a rather taxing pirouette. And if you have a passenger, as well as a briefcase, one of them has to go in the trunk. Unlike the handling, the interior stays true to BMW’s tradition of impeccable finish.

On the fun-to-drive scale, the Z4 doesn’t come close to, say, the Porsche Boxster. Even the Mercedes-Benz SLK would give the Z4 a run for its money these days. But if you just want to tool around in a great-looking two-seater, the Z4 may be your cup of Schnapps.

Harley-Davidson is nothing if not a manufacturer with a respect for its own heritage and traditions. But the Milwaukee, Wisconsin-based motorcycle maker has chosen to break with tradition this year, by introducing two new models in the dead of winter, months earlier than their usual rollout. Fans of the status quo need not be concerned, though, because the breaking of new ground stops with the timing.

The new models are variants of the big V-twin designs Harley has been cranking out for decades, with styling and graphics strong on heritage but aimed at new and younger audiences. Those are riders critical to a company whose owners are largely aging baby boomers.

The Seventy-Two is the latest version of the Sportster, powered by an air-cooled 1200cc V-twin engine in the Harley-Davidson tradition. Decked out with metal-flake paint, whitewall tires, and raised handlebars, it’s inspired by stripped-down choppers from the Easy Rider era. Prices start at $10,499. Anti-lock brakes (ABS) are not available. With all due respect to heritage, we’d like to see Harley, and other manufacturers, expand ABS availability to all its models.

The Softail Slim (below) reaches even further back into the past for inspiration, drawing on a custom look from the 1950s, with shortened, chopped fenders, wide “Hollywood” handlebars, black trim, and other retro bits adding to the minimalist look. Power comes from a 1690cc, twin-cam V-twin. Prices begin at $15,499, and ABS is only available as part of a security package adding $1,195.

Both bikes are available now. But riders in northern climes looking forward to spring are best advised to bring woolies along with your leathers if you’re planning a test drive.

The U.S. National Highway Traffic Safety Administration has issued a recall alert for 2012 model year Honda Accord sedans and Honda Crosstour vehicles. The cars may have an air bag inflator that wasn't manufactured to specifications and may fail to deploy the driver's side- or passenger's side air bags during a collision.

According to the NHTSA, just under 350 of the Honda vehicles may have an issue with its side curtain air bag inflators. And American Honda Motors will begin notifying Accord and Crosstour owners affected by this recall on or about Feb. 10.

Honda says it will replace the side curtain air bags from the recalled Accords and Crosstalks free of charge.

For more information, consumers can call Honda's toll-free customer service line (800-424-9153) or visit the NHTSA's website: www.SaferCar.gov.

Recall: 2011 Honda Accord / 2011 Honda Crosstour - Side air bags      Campaign ID#: 12V030000 [NHTSA]

The Fiat portfolio will expand next year when the larger, five-door 500L joins the Cinquecento range in the United States. This new model will make its world debut next month at the Geneva Motor Show.

Fiat has been building out the 500 line here, adding the clever 500 Cabrio convertible, special Gucci and Pink editions, and soon a sportier 500 Abarth. The 500L will be the first truly different model.

It measures about two feet longer than the familiar 500, promising a more family friendly package than the current car. We found that access to the rear seat in the two-door model was difficult and accommodations rather tight once there.

Fiat has said three engines will be offered in Europe, but no details have been announced yet for the States. Hopefully it will offer more grunt than the 101-hp, 1.4-liter engine now used in the 500.

Read our road tests of the Fiat 500 and 500C.

Toyota is recalling 427 of its RAV4 vehicles from model year 2011 because one or both curtain shield air bags may not deploy due to the inflator potentially not performing properly. In the even of a crash, the air bags may not be able to properly protect an occupant, increasing the risk of injuries.

In the curtain shield air bags, propellant with the incorrect specification was used for the initiator assembled in the air bag inflator. The recalled RAV4 vehicles were manufactured from November 24 through December 19, 2011, the National Highway Traffic Safety Administration reported.

Toyota will notify owners and dealers will check the vehicle identification number to identify the curtain shield assemblies and replace the assemblies as necessary with new ones free of charge. The Safety recall is expected to begin in early March.

Owners can contact Toyota at 800-331-4331, or the National Highway Traffic Safety Administration's Vehicle Safety Hotline at 888-327-4236 or visit www.SaferCar.gov.

427 2011 Toyota RAV4s for non-compliant curtain shield air bags [NHTSA]

Heather Peters took on corporate giant Honda in a southern California small-claims court over the fuel economy of her 2006 Honda Civic Hybrid. And she won.

A former lawyer, Peters chose not to join a class-action suit that would reportedly pay out $100-$200 per owner and include a $1,000 credit toward a new car. Instead, she presented her own case in a Torrance, California, small-claims court where judgments are limited to $10,000, and she was awarded $9,867 yesterday.

By going this path, Peters avoided paying legal fees. For contrast, she cites fees as being $8.5 million for the trial lawyers proceeding with the class-action suit. An Associated Press report quotes Peters as saying she hopes the victory will encourage other Civic Hybrid owners to follow her example, and she has set up a website to help get them started: dontsettlewithhonda.org. (Car enthusiast blog Jalopnik has posted an interesting, related piece: “How You Can Sue An Automaker In Small Claims Court And Win.”)

The core issue for Peters is that Honda had advertised the Honda Civic Hybrid as delivering 50 miles per gallon, and she did not experience that figure. Worse, she says a battery-related software update further reduced her mileage down to no better than 30 mpg.

Consumer Reports’ testers were disappointed in the fuel economy results when we tested the 2006 Civic Hybrid. The car achieved 37 mpg overall, with 26 mpg in the city and 47 mpg on the highway.

At the time, it was EPA-rated at 50 mpg combined, 49 mpg city and 51 mpg highway, hence the source for Honda’s claims.

With the revised EPA fuel economy figures put in place for the 2008 model year for all passenger vehicles, the 2006 Civic Hybrid was adjusted to 42 mpg combined, with 40 mpg city and 45 mpg highway.

The revisions the EPA made to its fuel economy ratings have brought their numbers closer to what we feel car owners, in general, will experience in the real world. Even still, there can be notable variance with hybrids, particularly in city driving.

Clearly, results will vary based on driving style, fuel, terrain, speed, traffic flow, altitude, and weather.

Like Peters, many Honda Civic Hybrid car owners allege that a software update resulted in a reduction in fuel economy, but we have not verified that claim.

Consumer Reports feels the current EPA figures provide a solid, comparable basis for consumers to cross-shop vehicles. We had worked hard for years to encourage an update to the fuel economy ratings methodology to better reflect how cars are used today, compared against in the 1970s when the previous protocol was developed. Today, air conditioning is common, more time is spent in cities, and highway speeds are greater. Those considerations are factored into the revised methodology.

While the methods could be further enhanced, we feel the improvements make them far more useful.

Further, updates to window stickers for the 2013 model year and beyond provide much more information for consumers and should help people make informed comparisons right on dealers’ lots. If fuel economy is a priority when shopping for your next vehicle, we recommend checking our test results. The video below shows how we test fuel economy.

Also watch: Transportation Secretary Ray LaHood explains the new fuel-economy labels.

With snow a rare sight in southern New England this year, Consumer Reports relied on the good folks at Jay Peak Ski Resort in Vermont (way up near the Canadian border) to provide the frosty conditions necessary to test 71 tire models. Plus, we still need to purchase six additional models, enabling us to evaluate 77 models this year. The tire types being evaluated include regular all-season (S- and T-speed rated) tires, performance all-seasons in H- and V-speed ratings, and winter tires.

No surprising trends have emerged thus far, but there have been some revelations at the model level.

As the graph below shows, winter tires are your best bet for getting through snow. All-season tires, specifically the S- and T-speed rated models, provide a compromise, trading off some snow traction for all-weather grip. H- and V-speed rated tires as a whole offer less snow traction than either all-season or winter tires. Keep in mind that these are general trends; there were noticeable differences between models in each of the tire categories.

For instance, we observed one H- and V-speed rated all-season tire model that excelled in our test, rivaling the snow traction performance of many winter tires. In contrast, there were some models that should be avoided if you drive in wintry conditions.

The real takeaway has been reaffirming the importance of consulting our tire ratings before making a purchase to ensure you get the right tire for you driving needs.

But, we cannot make concrete recommendations yet, as testing continues. Next up: Ice braking.

Stay tuned for more insights from our ongoing tire test program.

We test for snow traction by accelerating from 5 to 20 mph on our moderately packed snow course. We then measure the distance required to get to 20 mph; the shorter the distance, the better the grip.

Å small number—just over 200—Honda Ridgeline pickup trucks are being recalled by America Honda Motor Co. According to the U.S. National Traffic Highway Safety Administration, those 2011 and 2012 model year pickups have incorrect information regarding their spare tires, which could lead to tire failure and cause a crash.

The NHTSA says that the data printed on the tire information placards, mandatory on all vehicles in the U.S., don't match the data for the Honda Ridgelines' actual spare tire—a violation of federal safety standards.

Honda says in a press release that it has begun notifying customers affected by this recall to bring their Ridgeline pickups to local dealerships. Mechanics there will inspect the spare tires and placards and replace either the tire or the placard for free,

For more information, consumers can contact Honda (toll-free: 800-999-1009 Web: www.recalls.honda.com) or visit the NHTSA's website: www.SaferCar.gov.

Recall: 2011-2012 Honda Ridgeline - Tires    Campaign ID#: 12V025000 [CPSC]
Statement regarding recall of 2011-2012 Honda Ridgeline [American Honda]

When the Wrangler was redesigned for its current generation (aka JK), the iconic SUV saw its road test score more than triple. The larger, more powerful Wrangler had joined the 21st-century, though it remained a trail-bred machine lumbering in a world now dominated by civilized crossovers. As Chrysler Corp. has rapidly updated its models on this side of bankruptcy, we were interested to see if the new touches applied to the Wrangler could elevate its standing.

To ensure we sampled the full breadth of the updates, we bought a well-equipped 2012 Wrangler Unlimited Sahara. No longer are barebones two-door models in favor. Instead, sales skew toward feature-laden four-door models. Ours stickered at $36,340, and it wouldn’t be hard to nudge up to $40,000, at which point there are many alternatives far better suited to suburbia.

But clearly, Jeep buyers are drawn to the heritage, mystique, rugged looks, and go-anywhere ability that the Wrangler offers. It is very telling that the Wrangler has, indeed, become more civilized, with subtle touches through the interior to better approximate what consumers would find in competing models. Our tester has power heated mirrors, heated seats, iPod control, Bluetooth connectivity, automatic climate control, and remote start—features that long seemed inconceivable.

Still, the Wrangler remains outdated. The ride is jiggly, handling clumsy, steering vague, and stopping distances long. The 285-hp, 3.6-liter V6 is a vast improvement over the ancient 3.8-liter V6 it replaced. It moves the large Wrangler pretty well, but this Pentastar engine still has to work hard. And fuel economy still isn’t a strong suit.

Arguably, many people buy a Wrangler for allure of its off-road potential. To live that dream, some on-road sacrifices have to be made. We’d bet, though, that even ardent trail blazers will likely spend the vast majority of their time driving on pavement.

While the Wrangler can perform off-road feats, we were disappointed in how our Unlimited Sahara struggled on our punishing rock hill. The culprit was tire traction. We had much better adventures in mud and sand.

Handsome as the Wrangler is, the traditional body configuration makes for challenging ingress and egress, with small door openings, no door checks to keep them open, and a high step-in. Of course, the upside is that the doors can be removed for an open driving experience. The top features convenient panels up front that can be taken out for a large opening, without wrestling with the full hard top. However, the top does not have a sound- and weather-insulating headliner, as with nearly every other vehicle on the road, so noise and temperature are readily transmitted to the cabin.

Overall, this is the most polished Jeep Wrangler to date, with many features to ease the transition from a more conventional vehicle. With its numerous tweaks and new V6 engine, the Wrangler has earned a higher road test score, but it still remains the lowest-ranked model in our ratings of over 300 models.

Check out the video below to see the Jeep Wrangler in action, and read our complete road test for more detailed insights.

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From the logbook: 2012 Jeep Wrangler Unlimited Sahara
Just in: 2012 Jeep Wrangler Unlimited Sahara

We’ve just completed a preliminary drive of the redesigned 2013 Chevrolet Malibu and on the whole, we came away impressed with this new family sedan. That’s a good thing, for the new Malibu will take on the upcoming redesigned Ford Fusion, Honda Accord, and Nissan Altima, battling for market share in one of the largest segments.

The 2013 Malibu is derived from the very competent midsized Buick Regal. The version we tried, the Eco, loaned to us for a few days by General Motors, will be the first iteration out of the gate when it goes on sale in March. The Eco version uses the same eAssist technology that’s in the Buick LaCrosse. The Malibu Eco starts at $23,235.

Driving impressions
The “Eco” designation indicates a mild hybrid with a small electric motor augmenting the gasoline-fueled engine. It works well, with smooth transmission shifts and decent acceleration. As in full hybrids, the engine shuts off when you stop and then instantly restarts when you let go of the brake pedal. The stop/start is so unobtrusive that most people won’t even notice it. Following the Malibu Eco, the base Malibu will debut with a new 190-hp, 2.5-liter four-cylinder engine. A range-topping version will be introduced even later in the year, with a more powerful 2.0-liter turbo four-cylinder engine instead of a traditional V6.

With its quiet, nicely appointed cabin and absorbent, steady ride, the new Malibu feels almost like a luxury car. Handling is fairly agile with precise and responsive steering. Such driving dynamics are not entirely surprising given the car’s European donor, the sophisticated Opel Insignia from Germany. The Malibu is not as Euro-centric as the Regal, though: It has a more relaxed demeanor that may have broader appeal.

The control layout is more logical than in some other recent GM models; we appreciated its large, clear buttons. The dash is of the soft-touch type, giving the cabin some class.

Unfortunately, the rear seats are less roomy than in the outgoing Malibu, and that’s a shame. The restricted knee space puts the Chevrolet at a distinct disadvantage compared to the new Toyota Camry, Volkswagen Passat, and a whole slew of other competitors.

This redesign represents a major step forward in ride, handling, refinement, and interior quality. Our only qualm thus far was the rather cramped rear seat. But we’ll have to wait for our formal tests of the new Malibu to see where it ranks in a market crowded with good choices.

Toyota has expanded the coveted Prius brand by introducing this larger wagon, and it will soon flank the original Prius hatchback with the introduction of a smaller hybrid, the Prius C. The Prius V certainly seems like a good idea: Take a proven powertrain and fit it to a roomier vehicle, offering current Prius owners a step-up vehicle, well suited to growing families. But does it work? We bought a Prius V “Three Model” ($28,217) to see if Toyota got the formula right, or if it proved to, literally, be too much of a good thing.

The Prius has routinely done well in our tests, with good safety marks, impressive reliability history, and of course, outstanding fuel economy. Likewise, the new Prius V performed admirably and stands tall within the wagon category.

The Prius V returned an impressive 41 mpg overall in our fuel economy tests, compared with 44 mpg for the regular Prius. Naturally, its fuel economy is impacted by the V’s heavier weight and less aerodynamic shape. These factors also put a damper on acceleration. The V shares the Prius drivetrain, adapted to this application with lower gearing. Despite this modification, the motor and engine still have to work fairly hard, especially when the car is loaded or scaling large hills at highway speeds.

A true five seater, the Prius V provides good access to the second row, with comfortable space for all riders. Rear passengers have generous leg and head room. The tall design provides significantly more cargo space than the Prius, and split-folding rear seatbacks allow for flexible configurations that can swallow a fair amount of stuff. The wagon body style is more conducive to traveling with adult companions than the Prius, and it significantly improves outward visibility.

The dashboard quirks carry over, with the center-mounted digital instruments, awkward shift lever, and push-button Park. While there is a slight learning curve for first-time Prius drivers, previous owners will feel right at home.

In the end, we think the strong fuel economy and improved interior packaging more than make up for the sacrifices in performance and powertrain noise.

Watch the video to see the Prius V in action, and read our road test for more detailed findings.

At first look - not to mention the second and third - the Land Rover Range Rover Evoque is rather appealing. But living with and thoroughly testing the car reveals a lot of flaws.

Yes, we know that the Evoque has received many awards in the enthusiast media. Among them, the Evoque was named North American Truck of the Year, Motor Trend’s Sport/Utility of the Year, and it’s on Automobile’s 2012 All-Star list. These accolades make some sense. The sharp-looking Evoque is distinctive in a world of cookie-cutter cars. It also marks a new direction for the famed British brand, now run by an Indian conglomerate. And unlike most small upscale SUVs, the Evoque packs some off-road capability.

But we don’t score styling. Image and corporate heritage create a feel-good factor—and a good story—but they don’t affect product quality. And given that most SUVs stay firmly on road, off-road capability isn’t a big deal for the typical buyer, either.

Instead, we care about how good the Evoque is to drive and live with in the real world. Here, the Evoque also makes a pretty good first impression. Frisky handling and generous power earned plenty of positive initial comments in the vehicle’s logbook. The drivers also lauded the full-length see-through roof as a clever touch in the well-finished interior.

Unfortunately, a deeper look reveals some substantial flaws. For instance, the responsive handling is marred by steering that has an artificial feel and weight. The stylish cabin has a really tight driving position; my left foot fell asleep on a 30 minute drive. Most buyers will find the well-bolstered front seats to be narrow and constrictive. Rear visibility is limited to a little slit of glass. More concerning, the Evoque slides its tail out in emergency maneuvers, while simultaneously lifting a rear wheel and hopping. An SUV just shouldn’t do that, especially one that is tuned for sporty on-road driving.

Finally, it makes it a whole lot easier for other reviewers to like a vehicle when they don’t have to pay for it. We bought our Evoque. Even modestly equipped (ours lacks navigation), the sticker price was $45,745. This is several thousand dollars more than the already-steeply-priced competition. Never mind that it’s easy to push the price over $50,000—a lot of money for a rather small SUV with compromised functionality.

Check out the video below to see the Range Rover Evoque in action, and read our complete road test for more detailed insights.