I Had A Blast At The L.A. And Detroit Auto Shows

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It was a tale of two very different auto shows: Los Angeles in December 2018 and Detroit in January 2019. The Detroit show would be the last time the show would be held in January, and you can see why. With all German automakers except Volkswagen skipping the Detroit show, the hall was a little quiet and sad.

But I still had a blast. The L.A. show was exciting and had a different vibe from my home New York show. The food selections in L.A. were also more interesting. Some manufacturers even offered tiny test drives around Gilbert Lindsay Plaza.

These trips were follow-ups of my new car shopping at the New York show. I attend the New York International Auto Show as a member of non-credentialed media, and I usually spend both press days there (that’s about 16 hours). I have attended the press days at the New York show since 2010, less than a year after I got my first car in the city. But in 2018, I was seriously car shopping.

I want a compact SUV this time around. At the New York show, the BMW X1, Ford Escape and Volvo XC40 were looking like the front runners. But all of that changed when I went to L.A. I had ignored the Lincoln MKC. I didn’t like the push button gear selector. I didn’t think it was interesting at all. It used to have an ugly face. But now it doesn’t. And Lady Sterling really liked it. I finally gave it some attention, and I think it’s really interesting now. It’s a baby Ford Explorer. And when we went to the Detroit show, the front-runner was still the MKC. And so I am test driving the MKC next week, and if I have time, I will post a small review.

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The Detroit show was not sad overall. First off, we arrived in a snowstorm (pictured above) and drove a JK Wrangler Sport to get to downtown, where we stayed at the lovely Siren Hotel. Cadillac has a great booth that featured a 1959 Eldorado Biarritz convertible that had an incredible amount of chrome. Chinese automaker GAC crashed the party and showed off its cars that have surprisingly good design and build quality. Kia finally showed-off the production version of the Telluride. I finally learned that owners can get into the lounges of most booths by showing their keyfob or some other proof of ownership. As Hyundai owners, Lady Sterling and I got into the Hyndai booth for snacks, a gift (a USB power bank), and a full 15 minute back massage. After an exhaustive 3 hours at the show, we had dinner at San Morello, the fantastic new Italian restaurant at the Shinola Hotel.

We also learned during these trips that Los Angeles is very walkable. We walked from the Staples Center to downtown, City Hall, Union Station, Little Tokyo, the Arts District and back to the top of the impressive Wilshire Intercontinental Hotel.

When we go back to the New York show, we’re going to take fuller advantage of the owner perks at the brand booths. I might have a Lincoln on-order by then. A Lincoln at age 46. Now I am old.

A New Hyundai Compact Platform Is Born: The IONIQ And Niro

Imagine you are Hyundai-Kia, and you want to jump into the plug-In hybrid and electric vehicle (EV) game. What's the most cost effective way to do it? Make a plug-in hybrid version of the Sonata? That's doable, but that's one existing model. They could try to re-develop the Elantra platform.

But no. Hyundai did the most logical thing and developed a whole new platform that can accommodate both gasoline and electric powertrains. That platform has just given us four new models for 2017: the Hyundai IONIQ hybrid, the IONIQ plug-in hybrid, the IONIQ EV, and the Kia Niro. I have mentioned that Hyundai has been watching Volkswagen in the last 10 years, and once again, Hyundai has done something I would expect from Wolfsburg, and that is logical platform development and sharing.

Let's take a moment to look under the hood of two of those cars, the IONIQ hybrid and the Kia Niro, as those models will be the hot sellers. Under that contemporary plastic cover is a small, 205-pound, 1.6 liter Hyundai Kappa III gasoline motor, and next to it, a 6-speed dual clutch transmission (DCT). In between the two is a 32 kilowatt (43HP) electric motor. Pretty fancy considering the gearbox is not a CVT. Oh, and there's no separate battery for the starter motor. One car, one lithium-ion battery pack.

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Hyundai promises smoother activation of the electric supplement and smoother shifting. And with reportedly unnoticeable regenerative braking, Hyundai swears that the vehicles will not suffer from the rubber band acceleration, coasting and overall jerkiness of the Toyota Prius, their main rival.

I am a firm believer in front wheel drive for young drivers. I also believe in it for warm climates (like, two thirds of the US nowadays). When it is engineered for sporty performance, you get cars like the Volkswagen GTI, Acura Integra, Volvo S40, and more than a few French cars. When it is engineered for economy runs, we get impressive hatchbacks like the 1985 Honda Civic CRX HF and the current Ford Fiesta FSE. But we also get vehicles that are not fun to drive (most people will say Prius, but there are worse). 

Hyundai is looking to make high economy cars fun by retaining gearboxes and rear multi-link suspensions. 

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I'm particularly curious about the Kia Niro. It's a tall wagon, not unlike the Kia Rondo from years ago. It has a polished, asymmetrical interior that is an early candidate for Ward's Ten Best Interiors in 2017. We shall see. More if and when I get my hands on one. 

The 2016 Hyundai Tucson And Kia Sportage: A Tale Of Two Design Philosophies

The non-luxury compact crossover segment in the USA is hotter than ever. For years, the segment has been dominated by the Honda CR-V, the Toyota RAV4 (the best selling car in Massachusetts, apparently), and the Ford Escape. While the top three best sellers have been stable, the battle in the remaining ten spots has been no less important, with the monthly winners bringing in much needed profits for their parent corporations. The CX-5 has become the best selling vehicle for Mazda. The Nissan Rogue, a rather soft vehicle in look and feel (soft suspension, soft CVT transmission, really soft steering, soft seats), has been a huge hit for Nissan. The Subaru Forester is now big enough to belong in this segment. The GMC Terrain and Mini Countryman are sleepers. The Fiat 500L is adorable, but too slow, and not long for this world. Jeep has a new vehicle coming to this segment in 2017. The Volkswagen Tiguan is poised to re-enter the segment at a more reasonable price. And then we have the Korean siblings, the Hyundai Tucson and Kia Sportage.

Looking back to around 2001, these two little SUVs represented the bottom of the American automotive barrel. The Kia Sportage was a badly designed vehicle based on the Mazda Bongo, and was recalled twice for a little problem of having a rear wheel fall off now and then. The exterior panels and interior parts didn't seem to match. The parts didn't seem to belong to the same vehicle. The rear hatches were rickety to say the least. The quality was simply not there. The Tucson fared a little better, with a dated design, but with an old, yet reliable Elantra powertrain. By 2010, the Tucson had gotten a new platform and new engineering from Hyundai's offices in Germany. And now, both the Tucson and Sportage enter new generations for 2016 that bring new levels of quality and design to both brands. These are daily drivers, to be sure. But they deserve a serious look for those who want to avoid the top three sellers and get a lot of car for their money. Well-equipped and with all wheel drive, either can be had for a little over $30,000.

Hyundai has a controlling stake in Kia, and the similarities between the two vehicles is apparent. The Tucson is in its fourth generation, and the Sportage is in its third, but I now see them synchronized with each other. I'm fairly sure they ride on the same Hyundai Elantra platform. The both have rear, independent multi-link suspension (are you listening, Honda?). They both have a 1.6 liter, turbocharged, direct-injected aluminum Hyundai Gamma motor under the hood (for premium AWD trims). That motor is mated to Hyundai's noisy but effective 7-speed dual-clutch transmission (DCT). In fact, that motor and DCT is coming to the Elantra as well. Both now offer Android Auto and Apple Car play interfaces for their entertainment head units. Both offer heated leather seats, LED exterior lighting, and a motorized rear hatch. And both offer digitally-set cruise controls and a host of driver safety aids, both standard and optional.

A note about that 7-speed gearbox. Hyundai's new DCT seems inspired by Volkswagen's excellent use of the technology. The reviews are in, the consensus is that Hyundai's DCT is better than any CVT. However, it is slow to shift, and so, it is not much fun. There is a slight hesitation to get moving from a stop, as is the case with most DCTs. And when the driver parks the car, or takes it out of Park, the gearbox sometimes makes a ratcheting or clicking sound. Hyundai even produced a video explaining how this behavior is normal. 

So the difference is obviously design. Hyundai is taking a more conservative, luxury car path, as it wants it's cars to compliment its rebooted Genesis brand of luxury sedans and possible coupes. Kia prefers to be different, with it's happy, big mouth grilles and sportier interiors. Indeed the biggest differences are inside, where Hyundai has taken a conservative approach to vent shapes and soft-touch materials, and Kia is going for the younger buyer, with a sportier flat-bottom steering wheel busier (and glossier) center stack. 

Both vehicles feature four (four!) thumb toggle controls on the steering wheel. Two on the left side for audio controls, and two on the right for cruise control settings. Because more is more, right?

Automakers have finally figured out where customers want USB ports and 3.5mm audio ports to live - behind the shifter. 

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And then aside from the steering wheel shape, the question is, how do you want your center stack to look? Do you like he Hyundai's soft touch materials that simulate a more expensive car, or is the Kia's piano black gloss bearable?

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These cars are not going to go from 0-60 in under 8 seconds. But they are important. How important? Well, for Kia, the Sportage has taken over as their best selling vehicle worldwide. The longer it remains hot, the better Kia will be able to produce more cool family movers like it, and grow as a respected brand. In 20 years, Kia has gone from a brand you can never trust, to the "Hyundai for people with bad credit," to the more interesting and edgy division of Hyundai.

I am yet to test drive either, but I hope to this year or next. I do think that with both vehicles, the Sport or EX trim is the one to get. Hyundai offers a stripped-down version of the Sport called the Eco. But considering that it only manages to match the Sport's 25 miles per gallon, there is no clear advantage. So if you can afford the heated seats of either the Tucson Sport or Sportage EX, go for it.

In Defense Of The "Boring" Cars At The NYIAS: Part 3, The 2014 Mitsubishi Outlander GT S-AWC

The New York International Auto Show is long over. But I am not quite finished with my tips of the cap to the boring, yet practical cars of the show.

My third pick is a vehicle that has grown on me quite a bit the more I read about it - the third generation Mitsubishi Outlander. Part of this is because it has been on sale across Europe for over a year already. Another reason is because Mitsubishi has really brought the good stuff, especially for those who cross the $30K threshold (although that may be overpriced). Fully loaded, you get the guts of Mitsubishi's most legendary off road vehicles, the Pajero and Challenger, an interior that is finally refined and luxurious, and for the first time, a suite of safety technologies that Mitsubishi has only kept in Japan up until now.

I feel this is going to be another unnecessarily long post on automobiles. You have been warned.

As usual, I am ahead of myself. Let's catch up with Mitsubishi, a car company that is doing well in Japan, Australia and the Caribbean, but not many other places these days. Why do us car guys like them? There are several reasons. Mitsubishi is Japan's first mass producer of automobiles, with the Model A in 1917, nearly 20 years before Toyota built their first car. They never really charged into the US market, as I recall. They needed help to get here. So they sold a share of their car business to Chrysler, which realized that they could improve fuel economy in the turbulent 1970s oil market. That partnership resulted in the Dodge Colt, and Mitsubishi's gaining a foothold in the USA.

The 1977 Dodge Colt coupe. Perfect for hooning down under. 

History records that Detroit was too slow to make their cars lighter, more efficient, more reliable, safer, and more comfortable in the 1970s. The Japanese manufacturers did, and took a huge bite out of US market share in the 1980s. Detroit might have even forseen Japan overtaking them, but that didn't stop US manufacturers from partnering with their Asian competitors. Ford parternerd with Mazda. And GM formed partnerships with Suzuki, Subaru, Izusu, and Korean maker Daewoo (the last partnership continues to this day as GM Korea). These partnerships brought smaller, lighter cars to the US.

Not all Americans wanted small cars, to be sure, but the impression I always had was that Americans wanted more choices, and the Japanese companies worked harder to provide them. The more Americans gave Japanese cars a chance, the more Americans appreciated their smaller styles and more ergonomic interiors. Wanted a lightweight, rear wheel drive sports coupe? Datsun, Mazda and Toyota made those. How about a light pickup truck for those who didn't need an Ford F-150? The Japanese created a whole new compact pickup market. Subaru brought standard all wheel drive to its entire lineup beginning in the late 70s. Mid 1980s cars like the Honda Civic HF and Toyota FX-16 gave Americans both sporty performance and high fuel economy, unheard of in American cars. And while the XJ Jeep Cherokee, Chevy Blazer and Ford Bronco were the kings of the second generation of American SUVs, the Toyota Land Cruiser, Isuzu Trooper, and Mitsubishi Pajero (a.k.a. Montero) quickly became legends in the own right.

There was a slow build up before Mitsubishi could become a known and respected brand in the US. Up until the early 1980s, Mitsubishi was just a smaller manufacturer of lightweight sedans. But their engine building reputation got them more business from their rivals. Their partnership with Chrysler led to them to design and build more engines for companies like Hyundai and PSA Peugeot Citroën. Together with Chrysler and Hyundai, they developed the World Engine project, which supplied engines to all three companies for nearly 20 years. The Eagle (Chrysler) Talon had a bulletproof Mitsubishi alloy engine. So did the first Hyundai Elantra. A lot of Mitsubishi DNA went into some of Chrysler's most successful cars of the 1990s, such as the Dodge Intrepid and Stealth (which was actually a rebadged Mitsubishi GTO, one of the most successful GT cars of its time). And they manufactured the first generation Volvo S40, which was a redesigned version of the Mitsubishi Carisma.

Another rare bird. The Lancer Wagon, sold in Asia, Europe, and Canada only.

Designing and building engines for other car manufacturers is something Mitsubishi has done for decades. But it needed to find a niche of its own in order to build brand identity in the US. And by the early 1980s, it seemed to have found it in the compact Lancer sedan, the rugged SUV known as the Pajero (also called the Shogun and Montero in other markets), and the slightly more comfortable, full size SUV known as the Challenger. The Lancer and Pajero were introduced in 1973 (with the Pajero undergoing 9 more years of development before it went on sale). The 4-door Pajero came to the US in 1983 as the Montero. The 2-door Pajero followed as the Dodge Raider in 1987. The following summer, Mitsubishi added the Eclipse coupe and Galant midsize sedan to its US lineup.

By 1990, the Eclipse and Montero were hits in the US, giving Mitsubishi the opening it needed to expand its network of dealerships. Along with the Lancer and Galant, these four cars would be Mitsubishi's core US lineup for 13 years. The Lancer would become a worldwide hit once its high performance varient -the Evolution- was produced.

There would be no big expansion on that lineup. The wonderful Delica minivan made the briefest of apperances in the US. Pickup truck models would come and go. The mirage subcompact would come and go (and now it’s back). But essentially, Mitsubishi Motors USA sold four vehicles with the red diamond logo on them from 1988 to 2011, with the Lancer and Montero becoming the most loved and respected over time.

Most auto enthusiasts would get to know the Lancer. It made the incredible transition from a cheap compact to an all-wheel-drive, four door rally car rivaled only by the Subaru WRX. Like the Subaru, Ford Escort and Citroën Xsara, the Lancer is one of the great rally car sales and marketing success stories of the last 30 years. Most Americans would recognize the Montero as well. It's arguably the only other Japanese off road vehicle that could keep up with the Toyota Highlander in all conditions (and the Isuzu Trooper II wasn't far behind the Montero). In harsh, hot environments such as Hawaii, Puerto Rico, and the American Southwest, you can still see quite a few Monteros in use. People who currently own one are holding onto them. They are special vehicles. Mitsubishi still sells the Pajero and Challenger, where they are especially loved in Australia.

A 2007 Pajero and a 1983 model, which was sold as the Montero in the Americas.

Things were going really well for Mitsubishi in the US around the year 2000. They had earned respect. They had big budget commercials on American TV and sales were up. But then "Project America" happened around 2001. It was a corporate misfire, and cost them dearly. Since 2003, Mitsubishi Motors in the US has been slowly dying, and Project America, combined with cuts in marketing expenses are directly to blame.

Since I don't know too much about it, I'll keep my summary short. Essentially, Mitsubishi decided to re-design and build two of their models, the Galant and Montero, in the USA (Normal, Illinois), and introduce a crossover tp be sold worldwide as the Outlander.

First, they redesigned the Galant with an emphasis on what they thought Americans wanted in the 21st century. They thought Americans wanted longer, more retro looking sedans. But Americans only bought more Accords and Camrys. Those who didn't go with Japan's two most popular brands gave Ford's new global sedan platform a try, which boosted both sales and prestige for the Mazda 6 and Ford Fusion. Even the smaller, BMW-like Subaru Legacy became a smash hit. The Galant, having achieved greatness in design and technology in its eighth generation (1996-2003) became totally left behind in its final form. A last minute attempt to market the Galant in Australia as a muscle car failed. In August 2012, the Galant ended its production worldwide, and the company is still trying to sell off unused inventory in the US.

The ninth generation Galant. From sleek and fun to drive to long, heavy, and ugly.

In the second phase of Project America, a similar thing happened to the Montero. But I would argue the consequence was worse, because it cost Mitsubishi its flagship in the world's second largest car market. The US-based design team made the Montero longer and bumpier, with pronounced bumpers and thick fender flares, and renamed it the Endeavor. They also gave it the retro fascia of the ninth generation Galant. Mitsubishi must have realized that their new face for American cars was terrible, because they quickly revised the facia of the Endeavor, but the damage had been done. By 2009, sales of the Endeavor were so bad, Mitsubishi Motors USA suspended production for over a year to give unsold inventory a chance to decrease. In August 2012, the Endeavor was discontinued in all of North America. The Montero is still a hit worldwide as the Pajero, and it's still a real off roader worth buying. But with no 4x4 in the US market, Mitsubishi only lost precious market share.

Under the bumpy skin it was still a Montero. But Americans rejected it in droves.

Just so I'm clear, I'm arguing that missteps in the physical design of the Galant and Endeavor sealed their fates. Quite often, how bad a car looks can explain its demise, just like missteps in marketing, poor corporate leadership, or overall poor build quality. Just look at what happened late in the game to Pontiac and Isuzu.

For Project America's third phase, Mitsubishi entered the crossover market with the Outlander. Of the three "Project America" projects, it has not been a disaster. But it had a rough start. The first generation actually looked great in Japan (known in the JDM market as the Airtrek). But in the US, the Outlander (a name too close to the Subaru Outback, I think), was given a similar, retro nose and grill similar to the last generation Galant and Endeavor. The big grill vents look like something out of Fallout (where big 1950s car designs rust away in post World War III America). But Mitsubishi probably caught a break here. The Outlander was affordable, had all wheel drive, and was relatively efficient. Its sales numbers were respectable, and it was spared the axe.

2003-2006 Outlander and its ugly grille. 

The second generation Outlander was a vast improvement. It had more room and luxury features. It intorduced a 650-watt audio system by Rockford Fosgate. It had one of the better navigation systems available. And it offered Mitsubishi's new, global small truck engine, the 6B3. After a long hiatus, one of the engines offered in the Pajero and Challenger in three continents had returned to the States, more efficient than ever before.

Entertainment / navigation hub in the second generation Outlander. One of the best offered at the time.

The Outlander stretched from 179 to 184 inches to to accommodate a third row of seats, and the price, fully loaded, swelled to $34K. And yet, it became a hit, mainly because the entry level trims offered a lot of car for the money, and the quality was a marked improvement over the second generation. The Galant may have been dying. The Eclipse had been beaten by a new generation of east Asian rear wheel drive sports cars (Nissan Z, Hyundai Genesis, the Toyota-Subaru twins). But Mitsubishi had found a new product to compliment the Lancer, and remain in the US as a small niche brand.

The 2007-2012 Outlander. Progress!

It was soon time for Mitsubishi to do three things: reboot their North American marketing, increase their American marketing budget (a big reason sales dropped since 2009), and redesign an existing, popular vehicle without ruining it.

In the summer of 2012, the third generation Outlander debuted in Russia to positive reviews. Then it came to its native Japan. Then Australia. Then mainland Europe. And now, finally, the USA. So far, the two biggest gripes are that the base engine is too weak, and the GT model with AWD and the V6 is overpriced. The critics are nearly unanimous that overall, it is an improvement over the second generation model, aside from the loss of the drop-down tailgate. The critics also agree that while the styling is conservative on the inside, it's what American drivers prefer in terms of materials. A soft-touch dashboard goes a long way to win critics’ hearts these days.

The new Outlander is the most aerodynamic Mitsubishi ever produced with a drag coefficient of 0.33. Design-wise, it has elements of things I have liked over the last 10 to 20 years. It has a somewhat rectangular profile similar to the last generation Montero to be sold in the US, or the first generation Toyota Highlander. The front air intake is prominent, and probably shows too much radiator, but I appreciate the wide distance between the front headlamps (one of, if not the widest in the US market). The rear window is curved, contemporary, and compact. And the crystal clear brake light lenses are reminiscent of the previous generation Subaru Impreza, and they blend into the rear bumpers and lines very well. The stamped steel roof has ridges, which are functionally unnecessary, but similar to the ones seen in rugged vehicles like the Nissan XTerra, Ford Escape, and Jeep Wrangler. There are no fender flares like previous Outlanders. This is a tighter, more minimalist exterior design.

A nice accent: the chrome trim under the side windows swoops up to highlight the C pillar. It's almost a Hoffmeister Kink.

Rear brake light lenses remind this author of the third generation Subaru Impreza.

The Outlander is no wider over the previous generation - a relatively narrow 71 inches (just an inch wider than my Hyundai Elantra Touring). It has actually shrunk in overall length by one inch to 183 inches. Because of this, and its reduced weight, it is classified by the EPA as a compact SUV, like the Subaru Forester. But in terms of overall dimensions, it should be considered a midsize SUV. It is very similar in dimensions to the Subaru Tribeca, Hyundai Santa Fe Sport, Chevy Captiva/Equinox, Kia Sorento, Dodge Journey, and Ford Edge. And of those vehicles, only the Outlander has a standard third row seat. In addition, the Outlander promises fuel economy equal to the Captiva and Santa Fe Sport, at about 25-28 MPG overall. Those are the Outlander’s key selling points, and the company can only hope American buyers take notice.

In the American three-row SUV market, the list is short, and the prices often creep above $35K. There’s the Chevy Traverse, Ford Explorer, Dodge Durango (essentially a lengthened Jeep Grand Cherokee), Hyundai Santa Fe Seven, Toyota Highlander, and Mitsubishi Outlander. With the lowest entry level sticker price of that group, the Outlander has an advantage it needs to market to death. It seems to be working. I’m seeing Outlander ads on TV again, marketed towards moms and dads alike (dads get a Monument Valley ad, moms get ads about the active safety technology). More important, I’m beginning to see the new Outlander here and there. I saw one at the Newport Folk Festival in July, and another in midtown Manhattan last week. So it is selling. But where is the cost cutting, and is it worth it to step up the premium model?

Not having driven the premium GT S-AWC model yet, I can’t comment on performance. But I spent some quality time in one at the 2013 New York International can make some observations conclusions about the overall package.

So what do you get for starters? Things you should expect for a contemporary crossover. The Outlander has independent suspension, four wheel disc brakes, steering wheel-mounted cruise and audio controls, an alloy engine, deep tint rear windows, and heated side view mirrors. So far so good.

The base model, the ES, gets a 2.4 liter I4 generating 166 horsepower, mated to a CVT. The jury is in on that combination: it’s efficient but sluggish, like the former Honda Element. The slightly more luxurious SE gets the same combo. The SE S-AWC also gets it, except it also gets a transfer case and center differential, for part-time all-wheel drive (or as Mitsubishi calls it, “Super All Wheel Control,” or S-AWC). I expect the SE S-AWC to be the best selling model, as it offers more convenience, safety, and luxury packages while retaining the 28MPG overall average. That’s the same average as the slightly smaller Chevy Captiva.

But the Grand Touring (GT) trim interests me the most, despite the high price. It swaps out the four banger and CVT for the 6B3 engine and a new 6-speed automatic transmission. Peak horsepower is only obtainable at high RPMs, but the overall noise and vibration is far lower compared to the ES andd SE trims. The GT also adds aluminum paddle shifters on the steering wheel and digital, dual zone climate control. S-AWC comes standard with the GT, as well as the option to lock all wheel drive at slow speeds. Don’t expect a 0-60 time of under 9 seconds, but do expect a quieter, more confident ride, as well as better road feedback and handling, which I greatly prefer. If the Outlander with the CVT feels slightly numb, like a first generation Nissan Murano, as I suspect, then I would hope the Outlander with the 6-speed feels more like a Hyundai Santa Fe sport. That would be a lot more fun.

There is a high price to pay for the upgraded drivetrain - about $5,000 more. And then, with the price nearing $30K, you might be tempted to get the Grand Touring options package, which adds heated leather seats, a sunroof, and the 710-watt audio system by Rockford Fosgate. That brings it to about $31K. If you go all the way and add Navigation, a power liftgate, and radar cruise control and speed limiter, it tops out around $34K. That’s about the price of a well equipped Santa Fe Sport with nearly the same features (minus the third row of seating, and substituting a turbocharged I4), or the price of an entry level Audi Q5 (also with a turbocharged I4). That’s premium territory, and critics have pointed out, it's a bit much for any Mitsubishi aside from the Lancer Evolution or Challenger.

Stepping inside the Outlander, you can see the critics have a point. The gauges are LED-illuminated, not electroluminescent (a premium feature these days). The steering wheel, while leather wrapped, is not small and beefy as is the trend today (see any current BMW, Audi, or the Jeep Grand Cherokee). The centerpiece of technology is the Rockford Fosgate radio/CD/NAV unit, which, since 2008, has always looked more like an aftermarket product than a factory installed option. But I am still in love with that unit. It’s among the best factory-provided satellite radio and navigation units available.

The dash, at long last, is soft touch, but the design is closer to cargo van than luxury SUV (I admit, I am fond of the new design, because it is closer to what Mitsubishi and Subaru offer in their domestic market vans). The vents are up high, and the center stack is nearly vertical. But in a nice ergonomic touch, all the buttons and controls are all angled at the driver, not unlike the last Saabs or the current Kia Optima. There is no Mazda-like slope to the center stack. There’s nothing to surround the driver in soft materials. But that does seem to be Mitsubishi’s design philosophy, as seen in the nearly vertical center stacks in both the Challenger and Pajero SUVs overseas.

I have no idea why manufacturers like Ford and Nissan think that piano gloss black plastic is a premium material. I try not to touch my dashboard as a general rule, but piano black is a fingerprint magnet. It’s usually a dealbreaker for me, but I admit it looks okay here. The buttons are big enough so it’s difficult not to miss them with your finger. But I will have to wait until a test drive to see if the aluminum trim around the cluster of buttons is reflected in the windshield. The Saab 9-3 had that issue, and in sunlight, it caused the trim to appear as a bright line across the driver’s line of sight out the front windshield.

So the interior is conservative. But still, on a scale of Western vs. Japanese, I’m happy to say that the Outlander still feels Japanese. I actually consider that a selling point in in the current US market, as most Japanese automakers are designing their cars in Europe and the US.

The back seat is fine. There’s plenty of legroom. The seats are firm and supportive. My rule for back seats is simple. If there’s more room than a BMW 5 series, and a drop-down center armrest, then I’m happy. If not, then I have a impractical car that can’t accommodate my mother in law. Most cars skimp on legroom, especially the German brands. I need those seats to be roomy.

Cargo space is also fine. With the third row folded flat, there’s 34 cubic feet of space behind the second row of seats. With the second row folded down, cargo space becomes an impressive 63 cubic feet, a little more than my own Hyundai Elantra Touring. I carry a toolkit, various tote bags, and two beach chairs in my Elantra Touring at all times, and can still carry two pieces of rolling luggage when needed. The Outlander can easily do the same.

A panoramic sunroof is not an option at this time (something you’d hope for above the $30K mark). Mitsubishi opted not to make a rear seat DVD or video game center available, which opens the door to plenty of aftermarket choices for families who need to keep their kids entertained.

Third generation Outlander conceptual illustration, circa 2008.

Although the automotive world saw this vehicle coming in slow motion since 2008, I like how Mitsubishi maintained its size and overall look during the design process. From conceptual drawings, to concept show car, to final production model, Mitsubishi took care to make this a global car, marketed in nearly every continent as the first vehicle of a refreshed car company looking to put recent mistakes behind them.

Third generation Outlander prototype, 2009.

I will kick its tires again at the New England International Auto Show in January 2014. And there is an outside chance that the plug-in hybrid model, the Outlander PHEV will make an appearance at the New York International Auto Show in April, as Mitsubishi hopes to sell it in the US before the end of calendar year 2014. We’ll see if this vehicle lives up to my positive first impressions in the months ahead.

I'm probably in the minority when I say that I care about Mitsubishi, and I want them to stay in the USA. Mitsubishi, Mazda, and Subaru are the smaller, "performance" brands from Japan,and I'm a fan of all three. What Mitsubishi does over the next 12 months will decide their fate here, as does the sales figures for the new Outlander.

Let's Try This Aussie V8 Supercar Thing Again

Supposedly there are enough Americans who want a rear wheel drive sedan that can run with the BMW 5 series, but don't want to pay more than $50K like a 5 series. But does this country really want a rear wheel drive GM sedan? Haven't we been here before?

GM tried this in 2008 with the Pontiac G8. It was a Holden Commodore in disguise - and a fine one at that.

Well, here comes the Holden Commodore again, as the Chevy SS (they should never have introduced that name in the 60s).

It will be a sales dud.

When GM gives us what we "want," we get all excited for the car at the auto show, NASCAR event, or dealership. But then we buy a Malibu, Impala, or a Honda or Toyota. It's part common sense. It's also the hard fact that most American car buyers, male or female, are looking for the most practical sedan that gets them where they need to go. Those who want rear wheel drive, American vehicles, buy a Jeep, Dodge, or Chrysler, and those who want a BMW or Mercedes simply look to those dealerships.

There's a difference between what excites car people, and what the market clearly shows us: that buyers want luxury and technology features, and are willing to stretch auto loans to 7 or even 8 years to get those leather seats, big rims, panoramc moonroofs, and touchscreen infotainment systems. Explaining to a buyer why they would have a much more fun driving experience with the rear wheel drive SS over the front wheel drive Impala could be fruitless. But GM will give it one more try.

I'm calling it now. It's going to FAIL. It doesn't deserve to fail, mind you. But like sport wagons and practical crossovers, we Americans can't have all the nice things. We have more car choices than ever before, and that might be the problem. Even the largest car market in the world can't support every niche. Only Japan can.

The 2014 Jeep Cherokee Is Awesome

Allow me to cut to the heart of the brewing Jeep Cherokee design controversy. If this were unveiled as the 2014 Jeep Liberty, there wouldn't be as much outrage. It has an A pillar and sloping front door line reminiscent of the Kia Sportage. It has a rear windshield and taillight setup similar to the Subaru Tribeca. So what? Seriously. So what? There is no rule that the Jeep Cherokee needs to look like this:

Just as there's no rule that forbids a Range Rover from looking like this:

Jeep already has a vehicle in its lineup, the Patriot, that looks slightly retro, like the XJ Cherokee (1984-2001).

It's the year 2013. Jeep has only one body-on-frame truck in its lineup, the Wrangler. That's their most capable off road vehicle. Every other new vehicle they lunch is going to be a car-based unibody design. The Compass? I didn't see much hate towards their female-friendly, comfy crossover, based on the Dodge Caliber. The Patriot? It comes in a Trail Rated trim, but it too is based on the Dodge Caliber, and originally had a CVT transmission.

Jeep has a flagship that people love - the Grand Cherokee. It's challenge is to make a desirable intermediate SUV that won't compete with either the Wrangler or Grand Cherokee. 

And so, after Fiat acquired Chrysler, they immediately put the Fiat Viaggio platform to work in North America. The first product was the new Dodge Dart. You remember the Dart name, don't you? In the 60s and 70s, the Dart was a well powered compact car, which back then was still a car over 100 inches long. It is Stephen King's favorite Dodge of all time. Now it's back as a contemporary compact sedan, built on a front wheel drive, Fiat platform.

The 2012/2013 Jeep Liberty

And so the Jeep Liberty, while popular with both rental chains and Jeep fans since 2001, was not delivering what the majority of crossover buyers want in North America. They want more smartphone integration. They want a more ergonomic driving position. They also want a quieter ride and improved fuel economy (the Wrangler is not good in either category). Simply put, Jeep, seeing a large sales increase since the acquisition by Fiat, wants to keep the momentum going. And while the second generation Liberty is a big improvement over the first, it only has a three percent market share in the intermediate SUV segment – the most popular car segment in the USA. With this third generation vehicle, they think they can compete with the Ford Escape, both in the rental chains (which they already do) and the driveways of the suburbs. With four trim levels, two engines, and three all wheel drive systems to choose from, the Cherokee might be the vehicle to help Jeep push past the 1 Million units sold mark within a fiscal year.

Chrysler was expecting a fan backlash to this new design. But so far, they are unapologetic

The Cherokee won't compete against the Kia Sportage, Hyundai Tucson, Honda CR-V, or Toyota RAV4. While the four cylinder versions of the Cherokee will have thee engine positioned horizontally with a front wheel drive bias, the Trailhawk trim can go far off road, leaving those vehicles, plus the Ford Escape, on the pavement.

In the commercial vehicle market, the current Liberty competes very well against the Ford Escape and Chevy Captiva. The Captiva is popular with the US Government, and the Escape is popular with small businesses. Liberties are seen all over cities, including New York. But I suspect this redesign will not make it a popular choice among plumbers. Jeep is aiming straight at the active small family set.

The press won't have any first drive reviews until at least May. Jalopnik was the website that first revealed the new Cherokee rolling off the assembly line. Most writers at Jalopnik who have written about it have defended the design and return of the Cherokee name in America (the Liberty was sold in other markets as the Cherokee). Matt Hardigree has already explained how the KL Cherokee is technically superior to the XJ Cherokee. Here are more reasons:

The 2.4 liter Tigershark inline 4 engine is Chrysler's replacement of the World Engine project co-developed with Hyundai and Mitsubishi. Ford and Hyundai's best engines are small displacement I4 turbos that use regular 87 octane. The Tigershark uses Fiat's “multiair” intake and variable valve timing technology to recycle a small amount of exhaust back into the intake cycle, resulting in a dramatic increase in fuel efficiency.

I just mentioned fuel efficiency. Here's something that will make it even more impressive: a 9-speed automatic transmission. Jeep purists already lament the lack of a manual transmission in the KL Cherokee. But this is the market. This is the 21^st century. And this is the first 9-speed transmission in any mass produced vehicle. This means that even the Trailhawk version, with its full time “Active Drive Lock” 4X4 system, should still get over 30 miles per gallon using the Tigershark engine and the rear axle disconnected (which makes it the first 4X4 Jeep to offer that ability). This should translate into a 45% improvement in fuel economy over the outgoing Liberty.

The interior is welcoming, ergonomic, and beautiful. They really thought it out. It has a back seat 110-volt AC outlet for tailgaters. It has “hill” motifs on the insides of each door. There are plenty of leather and stitching options. It has an 8” entertainment and information center available. It looks like instlling interior LEDs will be easy. And it has a storage compartment on top of the dashboard – perfect for hiding that E-ZPass.

A full size 110v outlet faces the rear passenger seats in the Trailhawk and possibly other trims.

And I have one more reason to love it. Mango Tango! Yes. Mango Tango. Can't wait to see this color on the Cherokee.

Mango Tango on the Dodge Challenger

In Defense Of The "Boring" Cars At The NYIAS: Part 2, The 2013 Subaru XV Crosstrek

Another car that isn't going to excite many people, but ranks high on the value meter is the Subaru XV Crosstrek. This car was introduced at last year's show, but it took a year of reviews and comparisons to cars in its class to grow on me. Why? Well. I wanted to give the Hyundai Elantra GT (i30) a fair shake. It has nice features, a good transmission and a very good engine. But the cost cutting in the rear of the car is obvious. Hyundai didn't send the wagon version of the car to the US (as they did in 2009 with the Elantra Touring), and the rear suspension has been downgraded to torsion beam. Most drivers won't notice or care. But I prefer independent rear suspension. Car makers took away the fun of rear wheel drive from us, but at least let us car buyers choose a superior suspension setup. Fortunately there are plenty of other cars out there.

The Crosstrek XV is the better value compared to the Elantra GT. The increased ride height is not for everyone. Nor is the CVT transmission. But the utility features, the slightly larger cargo space, the better stock wheels, and sportier cockpit should win both singles and young families alike. More important, it has a longer list of standard features, especially the heated seats, a feature that I believe Subaru offers standard in al of its cars sold in the US.

Car aficionados lament how Honda got rid of its tradition of using double wishbone suspension on all four wheels. That was and still is a premium, superior suspension design. Subaru has retained double wishbone rear suspension in all of its current US lineup. That's an engineering advantage over cars with torsion beam rear suspension.

Subaru unveiled a hybrid version of the XV Crosstrek at this year's New York International Auto Show. It has a driveshaft, so the rear wheels are not electrified as they are in Subaru's Viziv concept, which they unveiled this past February. The verdict on this more conventional hybrid is that the additional fuel savings probably won't justify the higher price tag. In fact, if anything, it will highlight just what a good value the gasoline-only XV Crosstrek is. Zac Estrada over at Jalopnik points out that the XV Crosstrek hybrid only get 10% better fuel economy over the slightly more fun, and lower priced gasoline model.

Like the Outback Sport before it, the XV Crosstrek is a lot of car for the money, and is Subaru’s best value. It comes well equipped at $20,000.

Subaru's global head of sales and marketing, Tomohiko Ikeda, revealed that Subaru's next two milestones are to electrify the rear wheels in future hybrid models (using independent electric motors, one for each wheel), and then full electrification for all non “performance” models (the BRZ and WRX). But until then, we have Subarus like this. While not nearly as fun to drive as the models that used five speed tradtional transmissions, these will do until the electectric vehicles arrive. At least the Crosstrek brings back some of the quirkyness that made Subaru such a lovable brand.

In Defense Of The "Boring" Cars At The NYIAS: Part 1, The 2013 Toyota RAV4

Car Shows are not really necessary, not in this day and age. The automotive press has shrunken in size. Manufacturers could simply stage events, like Apple or Samsung, and car fans will turn up to see it on the Internet, blogs, news sites, and all kinds of social media.

But car shows are fun. Exotic or hand built cars bring in a lot of ticket paying visitors, while dealers, parts suppliers, and the press all catch up with the latest selling points and automotive technology and marketing. That last bit is key. Going to an automobile show to see the press events is a window to how the vehicles are marketed.

Car design is almost always driven by marketing. Even manufacturers that make cars that put an emphasis on performance, are driven by marketing. BMW's reputation as a performance vehicle, as well as Mazda's reputation as being fun to drive, are shaped by marketing. It's almost all marketing, so as a regular attendee to these shows, I have learned not to get too excited by any car. Most cars aren't collected. They are utilitarian and help compliment an owner's lifestyle or personality. As passionate as I am about cars, I try to block out the highly seductive advertising and promises that come with them.

A few weeks ago, before the New York show, I saw Jalopnik's first impression of the 2013 RAV4. Travis Okulski called it a “sleeping pill.” Zac Estrada simply called it "boring" when it rolled out in LA last fall. Based on Toyota's track record since the Celica and MR-2 were discontinued, I was inclined to agree. Toyota sells a lot of cars by being mechanically reliable, and by playing it very safe (mostly). In many respects, Toyota has become one of the most conservative car makers in the world. They make cars you want to drive for five years and then get a new one without skipping a beat. That's the twentieth century American car marketing and manufacturing model, right?

I never liked the RAV4 very much. The first two generations won accolades for being small and fuel efficient. Motor Trend even called the first generation the best SUV of 1997. It accomplished what the Suzuki Samurai and Daihatsu Rocky couldn't, which was to bring better reliability and comfort to micro SUVs, thereby firmly establishing the segment in the USA. And yes, the RAV4 is credited with being the breakthrough hit that allowed the compact SUV market to flourish in the USA. The Samurai and Rocky were very popular in Africa, Sotheast Asia, and the Caribbean, but it was the RAV4 that made it into big American cities. When you see a Honda CR-V, Ford Escape, Hyundai Tucson, Chevy Captiva, or Kia Sportage, you are seeing a vehicle that is following a path that the RAV4 began.

Quick bad analogy, but here goes. Citizen Kane is boring for most people, but it is historically significant. That's the RAV4. Sort of.

But a funny thing happened when I checked out the RAV4 at the New York show this past month. I liked it. I like it better than any previous generation of the product. I like it's Scion-like quirks, such as the asymmetrical placement of the cup holders, or the faux carbon fiber in the center stack. I like the faux leather on the dashboard (which Toyota calls SofTex). I like the six speed automatic transmission and part time AWD.

Sure, I know, we have the right to like anything. The young writers at Jalopnik have the right to call it boring. But I was looking at the new RAV4 as a vehicle that has a little something for everyone. It is a family vehicle, for sure, with a lot more interior room than the Camry just three years ago. And it has classic Toyota touches that I haven't seen in a Toyota for a while, like a row of switches and buttons low on the center stack (that reminded me of every generation of the Land Cruiser since the 80s).

It has a little bit of quirkiness. The wedge front end took me back to the 80s a bit (anyone remember the Corolla FX-16 or the third generation Celica with the headlamps sloped back? This wedge is way bigger, but it made me think of those). And the standard, running board / side skirt on the premium models seems functional, like kids will use it to help them stem into the vehicle. So it's both a ground effect and a practical part of the car. That's 80s, too, I think. It made me wonder if any of the Toyota designers made intentional design winks to the cars that Toyota's customers grew up in. I'd like to think so.

But obviously Marketing drives the RAV4. Who is it for? Young families that need more space than the Camry or Corolla, and want the higher ride height. But it can't be priced higher than the Prius wagon or Highlander. So it's the one Toyota that offers a ton of interior room for the money. That's notable. And that's why I think this latest RAV4 will be remembered fondly out of all the others that succeeded that small, plastic coated SUV 16 years ago. This is the bang for the buck choice in the Toyota lineup.

Another Great History Of The Subaru WRX

Now that we've had a preview of where the Subaru WRX will go within the next 24 months, Mate Petrany over at Jalopnik put together a fine, tight history of a favorite street legal rally car. I tried to do it last year and got a little carried away.

This story of an all new WRX began back in the Spring of 2011, when Subaru told the press at the New York International Auto Show that the Impreza and WRX would go separate ways. They have kept their promise. At this year's show, they told the press that all non-perforance Subarus will one day be fully electrified. I think they will also keep that promise.

Heading to the 2013 NYIAS

Press Day One at the New York International Auto Show is tomorrow. I have said this in previous years. But I am really gonna try to do two blog posts tomorrow and two on Thursday. Jeep and Subaru are going to get posts. Who will the other two manufacturers be?

The GX1 is charged. The spare battery for the Galaxy Nexus is charged and packed. The tablet is charged. It's time to grab a large Dunkies, check out the cars, and play wannabe journalist.

And after eight hours on the floor, it will be time for a burger and pint at Smithfield. A fun day off. More content coming soon.

And if you want to see how the pros do it, follow Jalopnik's NYIAS coverage. Go put them in your feed / Currents / Flipbook, whatver. They are the best mainstream car blog out there.

Volkswagen Group Announce Unified FWD Platform

Volkswagen has announced the platform that will serve as the foundation for most of their cars, from the tiny Up!, to the Audi A3, to the Skoda Octavia, to the VW Bulli. It's called MQB, or "Modular Transverse Matrix."

Simpy put, the next 30 to 40 front wheel drive models being produced by the Volksgaen group will ride on a unibody platform that has universal engine mounts and a driver pedal box located in the exact same location for every vehicle. 

However, almost everything else in the unibody can be adjusted to support a wide variety of body types and car lengths. Everything from seat height, to ground clearance, to body style can be changed within the MQB platform. So unlike recognizable global platforms on our streets today (the Subaru Impreza/Forester and Ford Focus/Escape come to mind), identifying MQB cars will not involve examining cabin widths, engines, or wheelbases. It will simply boil down to three questions: What is the drive train? Who makes it? And when was it produced? If the car is front wheel drive, produced by the Volkswagen group, and released after August 2010, then it rides on the MQB platform.

MQB was announced in 2011 and the first cars to be built upon it are already on the street. They are the VW Jetta and second generation Beetle. The next MQB product is now ready - the third generation Audi A3.

The MQB platform promises to reduce both costs and weight. The floor and roof of MQB vehicles can, in the near future, be made of aluminum, further reducing weight and improving fuel economy. Volkswagen says that the reduced cost will allow for a greater variety of options packages for consumers. Seats could have mor types of upholstery available. Fog lights could become standard equipment. LED lighting inside and out will soon become commonplace. And consumers will want information and navigation consoles, just like the Audis and Lamborghinis today. Rear facing cameras could also become standard equipment in all MQB cars.

Notable cars that will soon adopt MQB include the second generation Skoda Yeti, the Volkswaen Polo Mark VI, the Golf Mark VII, and the Bulli minibus, which is expected to hit North American streets in 2014.

The key trait in MQB is the distance between the front axle and the driver pedals will be the same for every vehicle in the platform. Volkswagen has been modernizing its manufacturing facilities for about 10 years now, and the new platform is one of several that it will use worldwide (there will be two luxury rear wheel drive platforms for the premium brands to use, such as Lamborghini and Bentley).

The platform reduces the number of different parts that connect the engine compartment to the firewall and passenger cabin. Volkswagen says it will simplify global manufacturing and reduce costs, and allow the use of any of VWs new aluminum engines. We know them well. The direct injection gasoline. The TDI (diesel). A new plug in hybrid. Two natural gas engines. A biodiesel. And now, an electric motor that VW wants to offer in the Up!, Golf, the Audi A3, and possibly, the Bulli.

I'll be at the 2012 New York International Auto Show in April, and I hope to see more examples of the global MQB platform. Volkswagen has lofty goals to sell about twice the number of cars it currently manufacturers worldwide. MQB is necessary in order for VW to achieve those goals.

R.I.P., Saab

Last month, Spyker's attempt to take full control of Saab fell through, and the company was subsequently forced into bankruptcy. It was hoped that a Chinese firm named Youngman would be able to purchase the car maker, but that eleventh hour deal fell through as well. It's game over.

And so the story ends for Saab. The car maker was unique and one of the first to master practical front wheel drive as well as winterized accessories that are common on nearly all luxury cars today (heated mirrors, heated seats, winterized fuel injectors, etc.).

This week is particularly sad, as the manufacturer is forced to put over 100 cars from its private collection up for auction. Yes, even the Subaru B-9 Tribeca clone, the 9-6x is up for bids, which are due tomorrow.

I remember spotting Saab's final design chief, American-born Jason Castriota, at the 2011 New York International Auto show. He was in a fine gray suit and purple shirt and tie, showing off his baby, the PhoeniX concept. The PhoeniX is a beautiful design descendant of the Ursaab (92001), the first Saab automobile. I wonder if he knew his design would be the last.

The Saab PhoeniX Concept (Spring 2011)

Third Generation Subaru Forester To Be Unveiled This Christmas

I thought I had to wait until the 2008 New York International Auto Show. But Subaru in Japan have decided to make the unveiling a Christmas present to the fanboys and fangirls out there who have been begging for an updated Forester. It is the final car in Subaru's North American lineup that is due for an upgraded interior (in both design and quality), and obviously that had to wait for the complete re-design.

Spelling error aside, we'll be watching this space. The spelling error could have been more embarrassing. But still, it is inexcusable.

UPDATE 11/30/2007: The spelling error on the Subaru Japan wibsite has been corrected.

Breaking the Cover on the New Subaru Impreza, Part II

On Thursday, Subaru officially unveiled the third generation Impreza here at the New York International Auto Show. There are two trims so far, the 2.5i and the WRX. The new design has Subaru fans like myself puzzled. We've got questions. Is this a new design direction for Subaru, or does this new face belong to the Impreza only? Does Subaru not care about a lack of uniformity in its sheet metal and grill design across its model range? Is this all part of Subaru's charm? Or will eventual ownership by Toyota wash away that charm?

When I think about it, I'm all for charm. The SVX had a unique shape, face, and interior (thanks to Giugiaro), and it was considered to be all-Subaru. So why not this new ugly duckling? It is sure to grow on me.

A couple things about the exterior design. First, the high, round rear section looks a lot like the BMW X3, which is also a favorite of mine (and also considered to be BMW's ugly duckling).

Second, it features a contradiction. Despite being taller than its predecessor, this Impreza has a lower center of gravity.

The interior is gorgeous. Word from the auto show floor is that the materials inside the car are every bit as good as the Legacy and Outback, which received an upscale cabin in 2004 (and they arrived here in 2005). I even like the light-colored steering wheel in the 2.5i model. Can't wait to drive one.

Breaking the cover on the new Subaru Impreza, Part I

Well, Edmunds and Motor Trend have leaked official photos of the third generation Subaru Impreza. The car will be officially unveiled on Thursday April 5th at the New York International Auto Show. The current generation is one of my favorite cars on the road thanks to its unusual styling and rally-inspired full-time all-wheel-drive system (on manual and turbo models only). But the automatic transmission is dated and sluggish, and the interior, while sports car material, lags-behind the cleaner, contemporary cockpit of the Legacy and Outback siblings. A serious redesign was needed. And the initial offering coming this fall is a mixed bag.

Still built in Japan, the Impreza will offer solid mechanics. The suspension has been upgraded. The engine is the same, reliable 2.5-liter flat-4 that drives the Forester and most Legacy and Outback models. With the optional turbocharger, it generates 225HP. However, those who cannot drive stick, including myself, will have to wait for an upgraded gearbox. The dated 4-speed transmission will be carried over to 2008, and it is not practical for use with the turbocharger. So for full-time AWD, you must order the manual tranny.

Subaru's strategy is to dramatically increase sales of the most affordable and practical model, the 2.5i automatic. It will compete against the Volkswagen Rabbit, Golf, Mazda 3, Honda Civic, Mitsubishi Lancer, and Toyota Matrix, which all start under $18,000. The high beltline and increased headroom should make it more appealing, especially for those who are turned-off by a low-riding sports car. The 2.5i Impreza will use the current part-time AWD system, which is shared with the base Forester, Legacy, and Outback. With the exception of the rally-style underbody spoiler in the rear, the exterior styling is more conservative this time around. The compact, chrome grill and low-profile headlights remind me of the 5th generation Toyota Camry, Mazda 3, or even the Nissan Murano crossover.

Subaru enthusiasts are all asking the same thing: "Chrome?" Even the Camry Sports Edition trades-in its chrome grille for one in matte black. So Subaru still does not have a unified grille or face design across its 5-vehicle range. Subaru calls this grille the "mustache" grille, and it is is used by the Outback and Legacy in Europe, as well as the 2008 Tribeca and Impreza. But the Forester and North American Legacy and Outback get something else entirely. On the positive side, the famed Stars of Pleiades emblem on the new Impreza will be extra-large compared to all other Subies. It is no longer the badge for a cheap, inferior car.

The interior is the most significant improvement, and it is a welcome change. It features bigger guages, slightly fewer seams, an available navigation system, and a sculpted dashboard similar to Subaru's flagship, the B9 Tribeca.

So this first-year Impreza is going to try to appeal to everyone who is open to driving a hatchback. No word if the Outback Sport (based on the Impreza) will still be offered in 2008. My guess is that it will be dropped and customers will be encouraged to opt for the Forester if they want a compact car with raised suspension.