2012 Chevrolet Sonic – First Drive Review

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2012 Chevrolet Sonic - First Drive ReviewChevy’s new entry in the revived economy-car segment shows some serious promise.BY MICHAEL AUSTIN
May 2011

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Photos (28)Visit Our Buyer's Guide »ChevroletNews & Reviews2012 Chevrolet Sonic - Video2012 Chevrolet Sonic Official Photos and Info - Auto ShowsTop CompetitorsFord Fiesta hatchbackHonda FitMazda 2Nissan Versa 5-door hatchbackToyota Yaris 5-door Liftback

In the subcompact market, things like standard aluminum wheels are big news. Guess what? The 2012 Chevrolet Sonic has standard aluminum wheels. Honestly, we really like that. But in bigger news, Chevy’s forthcoming econobox is actually fun to drive. This is an about-face compared with the outgoing Aveo, which traded exclusively on its bargain-basement price. The Sonic, on sale this fall, seeks to recruit buyers with quality, features, and—to borrow a phrase overused by German car companies—driving pleasure.

A brief disclaimer: Our driving exposure was limited to preproduction prototypes in one configuration (1.4-liter turbo, manual transmission, five-door) on an improvised circuit at Lucas Oil Raceway in Indianapolis, Indiana. In other words, we won’t be able to give you a definitive review until we get more time in a finished production car. But so far the worst thing about Chevy’s new subcompact is the Sonic name. There isn’t much wrong with the actual word, but so many other items in popular culture (fast-food drive-ins, video-game hedgehogs, Seattle’s former basketball team) come more readily to mind than “affordable American car.”

Plenty to Like

Aside from that, there is much to like about the Sonic, most notably the turbocharged 1.4-liter engine we sampled. Shared with the Cruze, the turbo four makes 138 hp and 148 lb-ft of torque, 18 hp and 26 lb-ft more than the Ford Fiesta, a clear rival. And when paired with a six-speed manual, Chevrolet promises a 40-mpg highway fuel-economy rating for the Sonic turbo. The other engine (also sourced from the Cruze) is a naturally aspirated 1.8-liter making the same 138 hp but with a reduced torque figure of 125 lb-ft. The Sonic has slightly different gearing and weighs about 400 fewer pounds than the Cruze, so we expect better acceleration and fuel economy across the board. (In a recent comparison test, an automatic-equipped 1.4T Cruze posted an 8.0-second 0-to-60-mph run.)

The Sonic’s turbo pulls well above 3000 rpm; there is noticeable lag at lower engine speeds, despite a low torque peak of 1850 rpm. Still, it’s a strong, smooth engine. This is not the second coming of the Volkswagen GTI, but the Sonic turbo injects some serious fun in a segment that usually puts performance on the back burner. Chevrolet had a Honda Fit and a Ford Fiesta on hand for comparison, and the Sonic held up well. In lap times, all the drivers present went almost two seconds quicker in the Sonic than in the next-fastest Fit, but some of that is surely due to superior acceleration at higher speeds. The Honda, which is geared shorter, feels better at low engine speeds. And the Ford offers less body roll. But the Sonic looks as though it would acquit itself nicely against the Fit and Fiesta, as well as the Mazda 2. The Chevy’s steering is light and reacts quickly on turn-in. Handling eventually gives way to understeer (the Honda can be tossed around more), but up to the limit the Sonic is responsive and behaves predictably even under trail braking. We’d like a little more feel in the shift lever, but it’s acceptable for this price point.

Should Be Practical and Affordable

The Sonic is an economy car, which means sacrifices in creature comforts. The rear seats don’t have an armrest or cup holders, but they are acceptably habitable even behind a six-plus-footer in the driving position. Both Sonic sedan and hatchback share the same 99.4-inch wheelbase. The four-door, at 173.1 inches, is 14.1 inches longer than the hatch but loses in the space race with 14 cubic feet of trunk space to the hatch’s 19. The hatch also has slightly better rear-seat headroom. The cargo area in the five-door, although not as spacious or ingenious as the Honda Fit’s, has a removable false floor that creates a level surface when the seats are folded. There is also a slot for the cargo cover to slide into behind the rear seats.

Chevrolet won’t divulge Sonic pricing until the fall on-sale date gets closer, only hinting that it will be competitive in the segment. We take to that to mean a starting price of about $14,000 and, as is the case with Fiesta and Fit, loftier trim models (including the turbo) that run as high as $19,000. Also like the Fiesta, we’re guessing the Sonic hatch will command a premium for its more attractive looks, although we have to say that the Sonic sedan manages to look something less than dumpy—a huge achievement in this segment. Even in base LS trim, the Sonic comes with the aforementioned wheels, plus air conditioning, power locks, keyless entry, stability control, and an impressive 10 air bags.

We’re not quite ready to break out the “super” prefix for the Sonic, but it does appear to mark the return of the American small car, and not just in name. As part of GM’s restructuring, the Sonic will be assembled in Lake Orion, Michigan. The good news for Chevy, however, is that the Sonic appeals on its merits as a car and not as a piece of flag-waving patriotism.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan or 5-door wagon

ESTIMATED BASE PRICE: $14,000

ENGINES: DOHC 16-valve 1.8-liter inline-4, 138 hp, 125 lb-ft; turbocharged and intercooled DOHC 16-valve 1.4-liter inline-4, 138 hp, 148 lb-ft

TRANSMISSIONS: 6-speed automatic with manual shifting mode, 5- or 6-speed manual

DIMENSIONS:
Wheelbase: 99.4 in Length: 159.0–173.2 in
Width: 68.3 in Height: 59.7 in
Curb weight (C/D est): 2800 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 7.9–9.0 sec
Standing ¼-mile: 16.1–17.0 sec
Top speed: 124 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 27–28/36–40 mpg

 


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2011 Mitsubishi Outlander Sport SE AWC, an AW Drivers Log Car Review:

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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.

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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.

ART DIRECTOR CHERYL L. BLAHNIK: Wow. What does everyone think of this Laguna blue paint job on this 2011 Mitsubishi Outlander Sport SE? Not sure I'm sold on the color with the alloy fuel door. I do like the 18-inch wheels wheels, and the overall sporty shape with the rounded back end and aggressive front fascia. I would like to see one of these in silver or red.

The interior is laid out nicely, and the panoramic roof was a nice surprise with the LED lights. There's good room for families, and there are premium touches such as a push-button start system, a backup camera and heated seats.

On the road, this engine is buzzy. And for all that noise there isn't much punch from this 2.0-liter four-cylinder, but it seems to do well on fuel. I logged 100 miles during my overnight and the fuel gauge hardly moved. The suspension absorbed potholes well and yields a solid ride.

So what's to like about this Outlander Sport? A lot with the all-wheel drive, good fuel economy and the roomy interior. I can imagine this being perfect for outdoorsman with a rack up top to carry bikes or snowboards. But the as-tested price of $28,570 does make you pause. That's more than I would be willing to pay for this.

ART DIRECTOR TARA KLEIN: Is it sporty? Is it cute? Is it stylish? Is it luxurious? The Mitsubishi Outlander Sport seems to be going through an identity crisis when it comes to the overall look and feel, and because of this, I don't think it thrives in any area.

The exterior, while teetering toward completely boring, did have a sporty edge to it. I also agree with Cheryl that I may have been distracted by the awful paint color that would have been more suitable for a Jolly Rancher.

The ride was stable for the most part; it got slightly irritated on our subpar Michigan roadways, but it was a total pain to get up to speed. There have been few vehicles where I could literally put my foot to the floor and not be nervous about the looming blast of power, and this Outlander is one of those few. When accelerating in this SUV, not only was I itching for more oomph, my ears were also being irritated with the sounds of engine, wind and road noise.

The brakes are also not as responsive as I would have thought. I found myself having to really push on them to get an instant reaction in rush-hour traffic when a gradual approach wasn't cutting it.

Inside of the Outlander, one of the first things I noticed was the massive sunroof. This is a feature I found some real value in, but when I caught a glimpse of the reflection of the limolike lighting scheme, I was confused. It doesn't coincide with the initial impression I got from the Outlander. The seats were also hard and uncomfortable, but the rest of the interior was composed well.

I think the Mitsubishi Outlander Sport has some real soul searching to do before it can find its permanent niche in the SUV world.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: The Outlander Sport--especially with this CVT tying it down--makes me sad, because I know there's a good car and a great Lancer chassis buried somewhere underneath this crossover get-up. You can feel it when you toss the Outlander into a corner, feel it start to roll and then check itself as the suspension responds and the tires bite for traction. The problem comes when you try to dial in more power and there's just nothing left in the tank, or the CVT's response is dull and lagging. The engine could use some help as well--don't these folks know a lot about turbos and such? The engine, as noted, is buzzy at best.

All of that aside, this a nicely equipped ute for the money, with AWD, navigation, backup camera, heated seats, automatic climate control, keyless entry and ignition, and that giant sunroof. There's a lot of equipment here to love, but somehow it feels like window dressing on a vehicle where I'd be a lot happier if Mitsubishi targeted transmission response and engine output before getting carried away with extras.

There's a great little ute in here somewhere. It'd be really great if Mitsubishi would let it out.

EDITOR WES RAYNAL: I don't have much to add to the above. The Outlander is close to being a good little ute, it looks good to my eye, but the powertrain lets it down. The CVT is just awful (as I'd have thought) and basically ruins an otherwise decent drive. And why bother with the paddles?

The four-cylinder is good, the car feels light on its feet and potholes are fairly well absorbed. In other words, it's not too soft or too harsh.

I'd love to see better materials inside, but the seats were decent and for this money, what do you want?

However, this is a competitive segment. Would I consider this over a Chevrolet Equinox or a Volkswagen Tiguan? Not with this drivetrain.

DIGITAL EDITOR ANDREW STOY: Knowing in advance that the Outlander Sport uses the old-world engine/CVT powertrain from the early Dodge Caliber, I wasn't expecting much. Turns out I was pleasantly surprised by this little runabout. Granted, the engine and transmission are far from satisfying, but walking into the gig knowing what to expect (the CVT's obnoxious moans and slipping-clutch driving dynamics), I found that it did its job fine. And the engine felt much stronger than its numbers and displacement would suggest, particularly since this was a 4WD model with the extra mechanicals. Finally, Mitsubishi did a good job of isolating the cabin from the worst of the powertrain racket.

In fact, the entire car was remarkably quiet and composed in every driving situation I encountered. It's a far more enjoyable place to spend time than either of the Scions that I drove recently. The dash is well laid out and covered in soft-touch materials, the thick steering wheel and good seating position help, and the Mitsubishi multimedia system is tolerable--not the best, not the worst. My only complaint is that the center armrest doesn't extend far enough forward. Oh, and the whole car smelled like a new Hyundai in 1988. I can't describe it, but you'd know it if you smelled it. It's like some kind of glue or plastic that no one uses anymore.

The glass roof was a very pleasant surprise, and it made a basic commuter car interior into a wide-open, airy space.

But would I pay $28,500 for a Mitsubishi? No way. The company doesn't have the brand equity to charge that kind of money for this vehicle. That's unfortunate, as there are the makings of an actual competitor here.

NEWS EDITOR GREG MIGLIORE: I had a weekend cruise in this Laguna-hued 2011 Mitsubishi Outlander Sport SE, and I liked the looks and the glass-roof feature. It fit in well during one of the first truly warm weekends of the year in Michigan. The Evo-styled grille, lower fascia and detailed headlights are sharp, adding character to the Outlander Sport in a crossover segment that's devoid of it. The side panels look sporty, too, with impressive lines and contours that show plenty of design character. I was a little surprised at how nice this car looks in the flesh. It gets attention.

The CVT was what I expected--which was disappointing. Its operation is a bit awkward, especially low in the band, and it seems sluggish at times. Harder launches are slow, too, and this four-banger is adequate at best. The nicest thing I can say is at least the Outlander GT doesn't feel underpowered.

The chassis is considerably better than what lurks underhood. It's tight, well-sprung and offers little rebound when whacking road imperfections. It feels sporty, yet with the elevated ride height, it isn't abusive. I give props to Mitsu for keeping the curb weight relatively low (for a crossover with AWD) and the body is composed during most maneuvers. I found a comfortable driving position, and the front part of the cabin is plenty roomy. The materials are fine, and the dark plastics actually present rather well. Steering offers a bit of weight into turns but is still often on the light side. The interior lets in a good amount of engine noise as this four-cylinder whines and strains, and I detected a bit of wind noise on the expressway. Other random thoughts: The fuel economy is fairly solid and the rear camera is quite clear.

Overall, this is a nice effort by Mitsubishi. It looks great, drives decently, and is generally well done. But I would prefer a better powertrain.

2011 Mitsubishi Outlander Sport SE AWC

Base Price: $23,775

As-Tested Price: $28,570

Drivetrain: 2.0-liter I4; 4WD, continuously variable transmission

Output: 148 hp @ 6,000 rpm, 143 lb-ft @ 4,200 rpm

Curb Weight: 3,263 lb

Fuel Economy (EPA/AW): 26/24.6 mpg

Options: Navigation with rearview camera including 40GB HDD navigation with music server and real-time traffic, rearview-camera system and auxiliary video input jack ($2,000); premium package including panoramic glass roof with LED illumination, black roof rails, 710-watt Rockford-Fosgate punch premium sound system with nine-speakers, 10-inch subwoofer, six-disk CD/MP3 in-dash head unit, Sirius satellite radio with three months' service ($1,800); exterior sport package including large rear spoiler, front corner extensions, rear diffuser garnish, alloy fuel door ($995)

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Dirt 3 Game Review: Just the Sort of Ambassador Rallying Needs in the U.S.

The Dirt video-game series is Gran Turismo for the tarmac-averse, with rallies, hill climbs, X Games–style head-to-head racing, and stadium-truck events. The just-released Dirt 3 builds upon the series basics, adding nighttime racing and Ken Block–inspired gymkhana challenges that do not, in fact, take place on dirt.

Twin-Turbocharged Physics Engine

Like Gran Turismo, Dirt 3 employs a hyper-realistic physics engine for intense gameplay—nailing a decent time on a rally stage or beating the competition in a full-field truck race takes some concentration. The cars respond well to finessed inputs, but ham-fisting your car down a winding, narrow rally stage will put you into the trees faster than you can say “Scandinavian flick.” Just like in real life, slides induced by the flick take quick hands to control.  We found trail-braking or a quick handbrake application to be the much more manageable way to nudge our tail out in a tight turn, and a brief mid-corner lift of the throttle or jerk of the handbrake was usually more than enough to re-vector the car in gentle sweepers.

The same physics engine that punishes less-than-perfect driving also lends crashes an addictively cinematic flair. Cars roll and tumble, flinging debris and bodywork. Players choose whether damage is merely cosmetic or if it affects the car mechanically. If you go the realistic route, race-ending crashes are accompanied by a pop-up window displaying impact speed and g-force (our best was over 100 g’s, or double the human injury threshold). Fortunately, Dirt 3 carries over the “flashback” in-game rewind function, which players can use up to five times during a race to retry a difficult corner—or flip into the trees at just the right angle.

The Where and the What

Those trees spot the roadside in nine different locations, from exotic Finland, Monaco, and Kenya to the less-than-exotic Los Angeles Coliseum and Michigan (woo!). Each site has multiple track configurations and surfaces ranging from gravel and tarmac to dusty sand and—new to the Dirt series—snow. The added gymkhana mode puts players in vehicular playgrounds like those seen in Ken Block’s sensational internet videos, where they earn points for sliding around, under, and through various obstacles. And for a complete break, the game also offers a party-game mode that includes events like capture the flag and, um, zombie-infection tag.

There are more than 50 rally, hill climb, and off-road cars and trucks from which to choose—most of which are available in several different liveries—and Dirt 3 maker Codemasters has already released the first in what will be an ongoing series of downloadable packs of cars, liveries, and tracks. It’s enough diversity to be interesting without being overwhelming, and there’s a lot of cool stuff on the roster. The historic-rally garage includes venerable offerings like the original Audi Quattro, the Ford Sierra Cosworth RS500, the Lancia Delta HF Integrale, and the original Mini Cooper S. Ken Block’s Monster-sponsored Ford Fiesta and a Mini Countryman rally car are among the game’s contemporary rides. Players also can slip behind the digital wheel of several Pikes Peak hill-climb racers, including the Hyundai-powered Rhys Millen Racing PM580, and a generic stadium truck and off-road buggy. Unlike other racing games, Dirt 3 doesn’t make its players buy cars. After all, who wants to be broke in real life and in video games? More cars—and liveries for existing cars—are unlocked as a player progresses through the game, and you simply choose from all unlocked cars for each specific event. We really dig this approach, as it eliminates those hair-pulling decisions about which of two fantasies to buy.

We also really appreciate the simplified in-game menu. Those who played Dirt 2 likely will be thrilled that 3 does away with its predecessor’s obnoxious motorhome-based career interface, replacing it with a tremendously streamlined structure—although players still have several annoying disembodied voices explaining things along the way, and you can’t skip these pep talks. In addition to career mode and the quick-hit arcade mode, multiplayer allows for two-player split-screen play or for up to eight people to duke it out online.

Seriously, Couch Potatoes? Please Try Real Human Interaction

Prior to online matches, savvy competitors will be able to scout potential competitors thanks to a new feature that uses the gaming system’s internet connection to upload replays to YouTube. The replay functionality makes any pilot look like a champ, with sweeping “helicopter” camera shots teamed with in-car and stationary ground-level views, although the occasionally awkward camera angles mean some perfect drifts or epic crashes might be obscured by a tree or other scenery.

The YouTube bit strikes us as tremendously gimmicky—and we’re horrified to think how much utter crap will be posted to a site already rife with crap—but that’s one of few complaints we have about Dirt 3. While the realism makes the game challenging, we never felt it was so intense that it could turn off the casual gamer. Rallying doesn’t have much of a following here in the U.S., but Dirt 3 is a fantastic ambassador for the sport.

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2011 Dodge Journey Lux, an AW Drivers Log Car Review:

The 3.6-liter V6 in the Dodge Journey is rated at 283 hp.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: I was thinking this 2011 Dodge Journey Lux was too pricey for the market, but a comparable three-row, AWD, V6-powered Chevrolet Traverse prices out at about $6,000 more. Right away that starts to reframe my opinion from thinking the Journey isn't quite up to the competition, even in this high-level trim, when in fact it's a clear winner on the value equation. Then it comes down to what you give up to pay less.

To the naked eye, you're not giving away any features or capability by going with the Dodge--and in some areas you might even find the Journey more practical in terms of special storage built-in all over the vehicle. All the electronics are there, and in this trim, the interior looks 100 percent better than the first Journeys on the market. The third row isn't up to Traverse standards, but it does exist for those limited times when you need somewhere to belt in two more riders.

The engine is up to snuff, as is the transmission, but I found an odd continuation of power even though I was off the gas pedal, at least when running in manual mode in first gear. Overall, the vehicle drives a lot like a minivan or like the underlying Avenger with which it shares a chassis.

What you give up is class-leading ride, handling, performance and styling--General Motors is holding all those cards for now with its excellent three-row crossovers. The Journey might get Dodge by for now, but 2014, when the Fiat-based crossovers arrive, can't come soon enough.

EDITOR WES RAYNAL: Wow, this Journey is a heck of an improvement inside. I remember this having a weird angular dash made of inexpensive materials. This is much better with good materials, much better fits and a third row for emergencies.

It doesn't drive badly, either, thanks to the chassis fixes such as a revised rear suspension, shocks and spring rates. It's a much more refined driver now and feels better planted. Power is also decent from the Pentastar V6.

Overall, I liked this Journey way better than I thought I would. This is definitely in the running for my most-improved award. I don't know whether it would pry me out of a Mazda CX-7, though.

AUTOWEEK.COM EDITOR DALE JEWETT: I have to admit to being surprised by the level of comfort in this SUV. Every penny spent on upgrading the interior trim was worth it.

On surface streets and freeways the ride of this Journey strikes a nice balance between comfort and control.

One area I needed to focus on was the braking feel. There's some heft to this SUV. It's not all that apparent in normal driving but if traffic is coming to a rapid stop, you need to really get into the brake pedal to haul this thing down.

The new generation of navigation/audio/HVAC controls on the center console is user-friendly. It's nice to see all the song info on the large, two-din display screen. There are a number of redundant buttons for the climate controls, which is good.

With the third-row seats up, there's not much storage room in back. Drop those seats and you can swallow the standard basket-load from Costco. In my case, I used the Journey to claim a 60-inch flat-screen television. This required dropping the second-row seat backs to create the flat load flow. All the levers on the passenger side of the second-row seats can be confusing--I spent minutes trying to get the seatback to fold flat, not tilt and slide forward.

Oh, and the second row is pretty comfortable for passengers. The third row looks to be strictly for kids.

Finally, there's a storage bin hidden under the front passenger seat. It looks like the perfect hiding spot for a purse. Pretty neat.

NEWS EDITOR GREG MIGLIORE: I did a commuter lap in the 2011 Dodge Journey and I liked it, for the most part. The refresh is most evident inside and underhood, I would say.

The cabin has nicer plastics and a better feel all-around. It's comfortable, well-laid out and displays color, easy-to-read gauges. Seems like a great environment for families. The power is also a nice leap, with this Pentastar V6 shining in this and every other Chrysler product I've sampled. It's not spectacular, but it's an engine consumers will like in everyday use.

The looks are almost wagonlike, and it's a reasonable well-sorted crossover. The looks are decent, too, nonoffensive but a bit different from others.

Still, given the option, I'd take the long-gone Magnum wagon with rear-wheel and V8 power.

2011 Dodge Journey Lux

Base Price: $35,190

As-Tested Price: $36,060

Drivetrain: 3.6-liter V6; AWD, six-speed automatic

Output: 283 hp @ 6,350 rpm, 260 lb-ft @ 4,400 rpm

Curb Weight: 4,195 lb

Fuel Economy (EPA/AW): 19/19.1 mpg

Options: Navigation convenience group including universal garage-door opener, Garmin navigation system and Uconnect touch-screen CD/DVD/MP3/NAV ($500); second-row seat with two child booster seats ($225); trailer tow prep group including four-pin connector wiring, engine oil cooler ($145)

AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com

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2012 Audi A7 3.0 TFSI Premium Plus, an AW Drivers Log Car Review:

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INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN Of the swoopy four-doors out there, only two are good-looking to my eyes: the Aston Martin Rapide and this 2012 Audi A7. The garnet-red pearl paint make the shape look even better.

The car got a lot of looks from traffic, especially from the Audi drivers. A few sped up to catch me, the rest nearly swerved out of their lanes to see.

The 2012 Audi A7 is a lot of car for $66,000. Our long-term Audi S4 stickers at $58,000 with everything. This car is well worth $8,000 extra. It has more room, a cavernous trunk and almost as much power.

Audi interiors are usually top-notch, and this is no exception. The seats are somehow firm but soft, the multicontrol is easy to use and the dark wood grain has a flat finish. Everything else is done in satin-finish metal and black leather.

The A7 cruises pool-table smooth in comfort mode and stays library-quiet. Switch to dynamic and throw it in either sport or manual-shift mode, and the A7 becomes an enthusiast car with room for four adults and their golf clubs.

I didn't get to toss the car around too much because it rained all night, but I never felt nervous on the expressway, even over the wet blacktop that looks like glass. The few bits of standing water I hit didn't upset the car in the least.

The brakes and steering both have a good amount of feel to them. At first I thought the clampers felt kind of soft, but the pedal travel and stopping distance are low. The steering heft is nice and light when parking but tightens up once you're at speed.

Audi dropped an eight-speed ZF transmission in the A7 and it works beautifully. Ninety percent of the time it's completely unnoticeable, but when using the paddles or the shifter to switch, it's extremely responsive.

I like the fuel rating of 28 mpg highway, and I think we could actually get it. With anything less than a stomp on the pedal, the Audi A7 shifts out of first and second by the time you've reached 25 mph. When you get on the highway it's already cruising comfortably in eighth gear. It also looks very slippery; I'm sure the wind resistance is low.

This is a great car. It's luxurious without being gaudy, and it's quiet and quick when you need it to be. Did I mention it looks like a spaceship?

ASSOCIATE EDITOR JONATHAN WONG: Geez, these sedans with coupelike profiles are really catching on, aren't they? We have the Mercedes-Benz CLS (beautiful), the Porsche Panamera (not beautiful) and now this 2012 Audi A7 (beautiful, but not as beautiful as the CLS). On the less expensive end of the scale, you have the Volkswagen CC.

So what do we have here with this A7? It sits on the next-generation Audi A6 platform and packs the 3.0-liter supercharged V6 we've become quite familiar with during the year with our long-term S4. For the A7 application, the engine produces 310 hp instead of the 333 hp it churns out in the S4. The 325-lb-ft of torque is the same, though. Thankfully, the engine still felt more than up to the task of moving this 4,200-pound A7 briskly. There is good thrust in the middle of the rev range for easy expressway merging and passing.

What's the most impressive part of the Audi A7 to me? It has to be how well this big car handles. It rounds corners with composure that is shocking for a car this size, with loads of grip available. Turn-in is quick, but the steering feedback available through the wheel is a little disappointing. We can give a lot of credit for this A7's handling prowess to the optional sport package with the sport suspension system and 20-inch tire package wrapped with Yokohama Advan Sports.

There is a big downside to those wide, low-profile tires, though. Thuds, small bumps and expansion joints reverberate through the cabin to disturb the otherwise quiet ride.

I'll echo Jake's comments about the ZF eight-speed automatic: impeccable shifts and with a satisfyingly responsive paddle shift mode.

The interior is handsome with high-quality materials throughout. The fine-grain ash brown wood trim sports a nice matte finish, and the navigation system with Google Earth mapping looks and works great. I easily punched in a few destinations just to test out the touchpad, which we first saw on the A8, and it works quite well. The front bucket seats are comfortable and supportive.

Out back, there is a large trunk area. The only problem is that the coupelike profile prevents you from storing anything really tall back there. Of course, you can solve that problem by just folding down the rear seats.

I'm looking forward to driving the new Mercedes-Benz CLS to see how it stacks up against this. Hopefully, Mercedes has sharpened the new car some because this Audi is a heck of a good driver.

EDITOR WES RAYNAL: This 2012 Audi A7 is cool to look at. It's different. A luxury hatch isn't necessarily an everyday sight in the United States, and people definitely notice this thing. It reminds me of the Mercedes-Benz CLS, but that's not a hatch. This is Audi's twist on it, I guess, with near the function of a wagon. This completely blows away the BMW 5-series GT in looks and the way it drives.

The supercharged 3.0-liter V6 is stout and more than satisfying. Power is smooth and linear, and there's plenty of it. And throttle response is good. The transmission is smooth, too, so this A7 is all good on the powertrain front.

I fiddled with the adjustable suspension and ended up with it in auto all the time. Sport was a little firm and soft was a little too soft. Auto felt just right. The steering is a bit overboosted at slow speeds, but above about 40 mph it feels a lot better. There's terrific grip in turns and the brakes are strong.

The cabin was, to me, one of the highlights. It's stunning and well-built with terrific seats. I loved the matte-finish wood trim. When it comes to interiors, Audi keeps raising the bar. This is a terrific car.

2012 Audi A7 3.0 TFSI Premium Plus

Base Price: $60,125

As-Tested Price: $66,220

Drivetrain: 3.0-liter supercharged V6; AWD, eight-speed automatic

Output: 310 hp @ 5,500-6,500 rpm, 325 lb-ft @ 2,900-4,500 rpm

Curb Weight: 4,210 lb

Fuel Economy (EPA/AW): 22/21.8 mpg

Options: Premium plus package including 19-inch wheels with all-season tires, Audi navigation plus with MMI touch, Audi connect, front and rear parking sensors with rearview camera, HD radio, auto-dimming, manual-folding heated exterior mirrors, seven-inch color driver-information system ($3,620); 20-inch sport package including 20-inch wheels with summer performance tires, sport suspension, three-spoke multifunction steering wheel and shift paddles ($1,500) Audi side assist ($500); garnet red pearl effect exterior paint ($475)

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2011 Dodge Durango Citadel, an AW Drivers Log Car Review:

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NEWS EDITOR GREG MIGLIORE: What an upgrade this 2011 Dodge Durango is. From its overly curvy, awkward predecessor to this bold, in-your face henchman of an SUV, the new Durango delivers. It's luxurious, powerful and imposing. The only drawback is that the gas mileage is not great. But remember, you're driving a Hemi-powered fortress.

The updated Durango now feels like a utility-vehicle version of the Ram. That's a good thing. The pickup is one of the best-driving in its class, and this Durango now shares that dynamic. The V8 power is exactly what one wants in a vehicle this large. The 360 horses come on smooth, and this five-speed automatic is effective and efficient. Dial up more than 5,000 rpm, and this ute blasts off. Power from launches is impressive yet civilized, and the Hemi growls and purrs depending on what it's being called upon to do.

The steering is light, similar to that of the Ram, but adds satisfying feedback into maneuvers. The chassis is all-conquering, and I annihilated a pothole on the expressway without even blanching. This trench was the kind of obstacle that would have ripped the bottom off a smaller car. The Durango was unflinching.

The styling is beefy and taut. I like the way the sheetmetal fits yet still has some attitude. Whereas the old version was almost cartoonish, this one is well-tailored and sharp. The headlights are perfect, and the wheels are simply huge.

Inside is a smart black and caramel layout, and the white-and-red-accented gauges present well. You sink into these seats, and there's a commanding road view. The Citadel package marks the summit for the Dodge Durango. I'd take one for our long-term fleet in seconds. I like this muscle ute even more than I like our long-term Infiniti QX56, which is a tank in its own right. But the Dodge is pretty much just as blinged-out, looks better to my eye and costs $24,030 less than our long-term Infiniti. That's high-protein food for thought.

EXECUTIVE EDITOR ROGER HART: I would agree with Greg on liking this better than our long-term Infiniti QX56. Actually, I was stunned at just how good this new Durango really is. Think of this as a Jeep Grand Cherokee with a third row. I actually had two different people come up and ask me about the vehicle, what it was, etc. Both commented that it looked so good that they were surprised it was a Durango. That's a good thing, because the old Durango was, well, let's just say it didn't have anywhere near the refinement this one has.

I loaded this up with seven passengers for a trip to Michigan State University for my daughter's graduation, and a trip after to dinner. Even those in the way-back seats had nothing to complain about. I like the black and caramel two-tone treatment, and the seats are very comfortable. The Hemi underhood is strong and made no complaints as we loaded the thing up.

The Chevrolet Suburban/Tahoe is probably still the leader in the clubhouse when it comes to full-size sport-utes. But there is nothing wrong with this new Durango. It is so much better than the vehicle it replaces it probably should have had a new name. It is that good.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Add me to the chorus singing the all-new 2011 Dodge Durango's praises. I think Dodge should have just dropped the link to past vehicles and used that Citadel moniker as the vehicle's new brand name. It's that different, and good, compared with the old Durango. The old truck was barely competitive, while this one offers a ton of Hemi grunt, sharp styling, a superb interior, and top-notch ride and handling for a 5,400-pound, four-wheel-drive beast. As much as the Grand Cherokee, with which this shares its platform, is a great vehicle, the Durango's three rows and Hemi power might put it a step above the Jeep. And looking at Roger's observed fuel-economy numbers, posting nearly 20 mpg is certainly livable.

I like this truck--a lot.

2011 Dodge Durango Citadel

Base Price: $44,645

As-Tested Price: $48,530

Drivetrain: 5.7-liter V8; AWD, five-speed automatic

Output: 360 hp @ 5,150 rpm, 390 lb-ft @ 4,250 rpm

Curb Weight: 5,397 lb

Fuel Economy (EPA/AW): 15/18.7 mpg

Options: 5.7-liter Hemi V8, dual rear exhaust with bright tips, two-speed on-demand transfer case, heavy-duty engine cooling and 220-amp alternator ($1,895); customer preferred package 25j including rear DVD entertainment, video entertainment system, satellite radio and TV ($1,695); inferno red crystal pearl coat exterior paint ($295)

AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com

View the original article here