It’s got over 200 hp, makes 100 lb-ft of torque and tops out at over 200 mph. This is the Ducati 1199 Panigale R and it is one of, if not the, coolest sport motorcycle on the planet. Wes Siler of RideApart recently had a chance to not only flog this beast on the street, but run the full course at the brand new Circuit of the America’s down in Austin, TX. Click through and check out his full review after the jump.

Source: RideApart.com

YEAR / MAKE / MODEL: 2013 Infiniti FX37

POWERTRAIN: 3.2L V6 with 325hp / 267 lb-ft of torque : 7-speed Automatic Transmission w/ Rev Matching

FUEL ECONOMY: 17 city / 24 hwy / 19 combined

There’s a pretty good argument out there that a well-designed crossover could in fact be the perfect vehicle. Gone are the rough and tumble truck characteristics from the SUVs of old, and in their place are wonderful cross-stitched interiors, supple rides and engines so smooth you hardly even know they’re running. The new 2013 Infiniti FX37 is one such vehicle, and while it’s good in most respects there are some areas in which it could use some improvement.

Under the hood lies Infiniti’s 3.7L V6. It pumps out 325hp and 267 lb-ft of torque, that’s a 22 hp and 5 lb-ft of torque increase over the 2012 FX35 we tested last year. Now you can opt for the 390hp 5.0L V8 if you want to be fancy, but trust me when I say this V6 motivates the FX37 along just fine. Our tester was rear wheel drive only and tipped the scales at 4,209 lbs, so understand that it’s no lightweight. Regardless though, the V6 has more than enough grunt to spin up the back wheels, which was something that I’ve never actually done in a crossover before this thing showed up.

We were also equipped with the optional “Touring Package” a $3,300.00 option. That meant the big 20-inch wheels you see here, quilted leather interior (a really nice touch), and ventilated seats for when you want to cool off that tuckus of yours.

Now, the downsides to those 20-inch rims are the Bridgestone Dueler HP 265/50/20 series tires that surround them. Not only did they generate a lot of road noise, but they also accentuated an already stiff suspension.

Handling on the FX37 was very good. So good in fact that I actually took a trip into the canyons just so I could play around with this thing. You may not believe it, but a big, rear-wheel drive crossover is actually a hoot to drive at the limit. Responsive steering and ample power help make this happen, however as mentioned, unless your flogging this thing, I think the suspension may be a bit too stiff for most.

The interior is one area where the FX37 really shines. Beautiful cross-stitched and nicely bolstered seats provide all day comfort, while a well laid out center stack provides easy access to all your techo-niceties. Options like navigation, audio and vehicle settings (all part of the Premium Package: $4,300.00) can also all be controlled through voice prompts and can be activated via the steering wheel mounted controls.

Front seat room is aplenty, however rear legroom is a bit on the compromised side. Another thing of note is that the rear boot storage is actually limited with only 24.8 cubic feet of space with the rear seats folded up. Fold the rear seats down however and space opens up to 62 cubic feet.

As equipped, our tester came in at $55,800. A big number for a V6 powered crossover that’s not equipped with AWD. By comparison, the 2012 FX35 Limited with all-wheel-drive that we previously tested came in at just under $53K. Hmm… interesting.

There’s no question that the 2013 Infiniti FX37 would make a great vehicle for small families or individuals that are looking for a sporty and great looking crossover. However due to its limited cargo space and lack of a 3rd-row seat, I fear that it may be a bit small for larger families.

*The FX37 comes equipped with a full-surround camera system, something that may sound frivolous, until that is, you use it! Great idea!

Each case though is obviously different, so with that I would simply say, go down to your dealership and check it out. Its build quality is superb, it’s fun to drive and after my week with it I can safely say that the 2014 Infiniti FX37 would be a complete pleasure to live with as a daily driver.

Thumbs Up: Perhaps the best-looking midsize sedan, premium feel

Thumbs Down: Could use more power, transmission not particularly sporty

Buy This Car If: You’re shopping for a midsize sedan with good looks and an upscale feel

While this may not come as a surprise to many readers, Mazda doesn’t sell nearly as many Mazda6 sedans as Honda sells Accords or Toyota sells Camrys. That’s not to say the previous Mazda6 was a bad car, but it was easily lost in the crowd, especially when competitors spend serious money on television and print advertising.

The definition of insanity is doing the same thing over and over again, while expecting a different outcome, so Mazda knew it needed to change things a bit with the launch of the all-new 2013 Mazda6 sedan. Rather than building another car to target mainstream sedan shoppers, Mazda made an effort to give the new Mazda6 a premium feel, and it will soon launch a turbodiesel engine option for its newest sedan. Both are strong arguments for shopping the Mazda6, and both show that Mazda is thinking outside the box.

Mazda’s attention to detail is evident in the car’s styling, which reflects the Kodo (soul of motion) design language pioneered on the Mazda CX-5. Some may find its exterior details to be a bit busy, but we’re not in that camp. In fact, we’d call the new Mazda6 perhaps the best-looking midsize sedan on the market today.

We love the muscular sweep of the front fenders, as well as the deep character lines that run upward from the front wheels. Tasteful chrome is used to trim the daylight opening, and the C-pillar trim is dimensional, a detail we haven’t seen on many contemporary automobiles. Even the long roofline and short rear deck add to the car’s sporty nature, giving it a coupe-like stance with sedan practicality.

Distinctive best sums up the Mazda6’s front styling, which is dominated by a sculpted hood and a wide, shield-shaped grille. The front air dam is pronounced, too, and we suspect its a functional piece designed to further reduce drag and improve fuel economy. There’s some brightwork to accent the front end, but it’s not used with the same reckless abandon seen on the new Honda Accord.

Out back, Mazda has done a good job of minimizing the Mazda6’s taillights and incorporating them into the trunk lid. There’s one thick strip of chrome across the trunk we’re not particularly fond of, but otherwise the rear of the Mazda6 is a clean design that we think is destined to age well.

Inside, the dash design and layout delivers a near-luxury feel that ties nicely to the brand’s premium goal. There’s (thankfully) not a trace of fake wood or simulated leather to be seen on the dash, which is adorned with glossy, graphite-colored trim and metallic accents. Even the steering wheel seems to have some thought behind it, as it’s wrapped in leather and shaped for optimal hand placement at the 9:00 and 3:00 positions. If we were the nitpicking type, we’d point out that the infotainment system is small by contemporary standards, but the console-mounted controller makes using it a breeze.

Instruments also convey an upscale feel, with metallic trim rings used for contrast on the tachometer, speedometer and driver information display. It’s an eye-catching design, complete with bright, high-contrast readouts for the gear indicator, odometer, outside temperature, fuel gauge and information screen. Some critics have panned it for being “too plain,” but we much prefer function to flash in our daily drivers.

Our Mazda6 in Grand Touring trim came equipped with leather-clad sport seats up front, and we’d give them two thumbs up. The leather is perforated for improved year-round comfort, and Mazda uses red stitching around the seat’s perimeter to add a bit of style. There’s plenty of side bolstering to hold driver and front-seat passenger in place, and those in the front row get heated seats for cold-weather comfort. There’s even a two-position driver’s seat memory, further proof that Mazda is paying attention to others in the segment.

Those occupying the second row will also have few complaints. Both head room and leg room are surprising, meaning that even those taller than six feet in height will be comfortable in back. We’d like a bit more bolstering on the outboard rear seats, but we suppose that would turn a five-seater into more of a 2+2, and that’s not what Mazda is going for here. It’s also a bit odd that the red contrast stitching is used on the front seats only, especially since the Grand Touring trim includes leather seating surfaces in the rear as well as the front.

For now, the sole choice of engine is a gasoline-fueled, normally-aspirated 2.5-liter four cylinder, producing 184 horsepower and 185 pound feet of torque. That’s enough for reasonable acceleration under normal circumstances, but we’ll admit to being a bit let down by the six-speed automatic transmission’s shift logic. Even the paddle shifters don’t deliver particularly crisp shifts, which begs the question of why Mazda even included paddles aside from the fact that other sport-themed sedans have them.

In any case, you can expect a 0-60 mph time of around 7.5 seconds, but the Mazda6 does deliver better than average fuel economy. The EPA says to expect 30 mpg combined (26 mpg city and 38 mpg highway), and we saw an indicated 30.3 mpg in mostly-city driving.

Like all Mazdas, the 2013 Mazda6 delivers an above-average driving experience. The steering has great feel and is nicely weighted, helping derive the most from the car’s 225/45-19 Dunlop tires. There’s very little body roll in corners, which is all the more surprising given the car’s compliant ride. While we’d stop short of calling the Mazda6 a sport sedan, when you take horsepower out of the equation it will likely out-corner most front-drive midsize sedans. Brake feel is quite good, too, though to be fair we didn’t have a chance to test the Mazda6 on anything but public roads.

If safety is a concern, the Mazda6 will likely impress you with its available features, too. Our Mazda-supplied press fleet car had adaptive cruise control, smart city brake support, cross-path detection, forward obstacle warning, a blind spot monitoring system, a rearview camera and a full complement of airbags. While the car has not yet been crash tested by the NHTSA, it has earned the coveted “Top Safety Pick +” designation from the IIHS, so we expect it to score equally well in NHTSA testing.

Our 2014 Mazda6 i Grand Touring carried a base price of $30,290, including a destination charge of $795. Options on our press fleet tester included the $300 Soul Red Paint, and the $900 Mazda Radar Cruise Control and Forward Obstruction Warning Package, for a total sticker price of $31,490.

For comparison, a similarly-equipped Toyota Camry XLE would price at 30,229, while a comparable Honda Accord EX-L with Navigation would sticker for $30,785.

24 years. That’s how long the world has been infatuated with the Mazda Miata. When first released back in 1989, this little roadster literally rewrote the book on what inexpensive, open-air cruising was all about. For 2013 Mazda has released the Miata Club, a hopped up version of their famous roadster that’s said to be better in every way. Motor Trend’s Carlos Lago recently took the 2013 Mazda MX-5 Miata Club out for a proper thrashing, and by the end of the video you’ll notice that everything that made the MX-5 great in the beginning, still remains today.

Source: MotorTrend.com

Thumbs Up: Reasonable power and ride quality

Thumbs Down: Sport in name only with CVT

Buy This Car If: You want Honda reliability in a relatively entertaining midsize sedan

When Honda redesigned the Accord for the 2013 model year, it also made a serious attempt to broaden the product line and appeal to an even wider array of customers. One such model is the new-for-2013 Accord Sport, which lies one step up from the bottom of the range and is meant to appeal to younger buyers looking for some entertainment value with their family sedan.

As the name implies, the Sport delivers a bit more horsepower (189 hp, versus 185 hp on other four-cylinder Accord models), 18-inch wheels, a rear trunk spoiler, a leather-wrapped sport steering wheel and paddle shifters for the CVT transmission (though, thankfully, the car is also available with a six-speed manual transmission). It inherits the good looks and roomy interior of other new Accord models, as well as the nicely restyled dash and instrument display.

The 2013 Accord restyle gives all models a fresh and contemporary look without deviating too far from its sensible roots. Don’t look for style gimmicks here, since Honda doesn’t need a “tiger nose” grille to get buyers into showrooms. Though the Japanese automaker may have erred in releasing the 2012 Civic before it was completely ready, it hasn’t made the same mistake with the new Accord. While the midsize segment is more competitive than ever thanks to new (or relatively new) offerings from Chevy, Ford, Nissan and Toyota, all 2013 Accord models we’ve driven are more than capable of taking on competitors in terms of style, content and pricing.

Outside, the proportions of the new Accord seem just right to us, likely helped by the 2013 Accord’s smaller overall size. There’s a short front overhang, enough wheelbase to ensure rear-seat passenger comfort, and a trunk that’s larger than the rear overhang would seem to indicate. If we’d throw a flag on Honda for any exterior styling trend, it would be “excessive use of chrome,” as thick slabs of brightwork are used extensively to adorn the front and rear fascias, as well as the daylight opening. We’re not opposed to a bright accent or two, but the Honda is dangerously close to sporting Liberace levels of adornment. Please, Honda, taper this back in your next design revision.

Inside, the Accord’s new dash design is a big step forward. Even non-infotainment-equipped models get an oversized dash-top display, though this looks a bit odd showing just a clock or audio settings. We’re fans of the dash’s stepped design, which is wrapped in a finely-grained soft touch vinyl. Even the patterned trim is nicer to look at than fake wood or piano black, making us wonder why more manufacturers don’t go this route. Honda excels in delivering a high quality feel to the Accord’s interior, which is a step above what you’d expect to get for the price.

Instruments mirror those in the Accord Coupe we reviewed last month, and our opinion hasn’t changed. The speedometer incorporates a driver information display, and is flanked by a tachometer and combination fuel and temperature gauge. All instruments are easy to acquire and the LCD information display is brightly lit for daytime visibility. Though no one buys a car based on its instrumentation alone, we’d declare the Accord’s to be among our favorite.

Front seats are wrapped in an attractive black fabric, and the driver’s seat is power-adjustable. It’s got an inflatable lumbar support, too, but both front seats lack the kind of bolstering needed for “Sport” driving. That doesn’t detract from their comfort, however, and the first row delivers plenty of head and leg room. Missing, perhaps, are seat heaters, but then again the Sport is just one level above the basement trim.

There’s plenty of head room and leg room in the second row as well, which serves up ample space to fit two adults or three children in comfort. Three adults will fit in a pinch, too, but there isn’t much head room in the center seat, so occupants will need to plan accordingly. Like the front seats, the rears are wrapped in a textured black cloth, which we much prefer to the proliferation of cow-from-a-test-tube offerings beginning to populate the industry.

Under the hood, Sport models get the same 2.4-liter four-cylinder engine used throughout the Accord range, but it makes (slightly) more power. While the standard 2.4-liter makes 185 horsepower and 181 pound feet of torque, the Sport’s dual exhaust increases output to 189 horsepower and 182 pound feet of torque. Will you feel a difference? No, but on paper, the Sport is faster; expect a 0-60 mph run in about the same 7.5 seconds it will take other Accord models equipped with the CVT to get there. The EPA says to expect 29 mpg combined (26 city, 35 highway), but our own numbers are closer to 32 mpg highway and 28 mpg combined.

On the road, the Accord Sport delivers a somewhat entertaining driving experience. The steering has a decent feel and is nicely weighted, and the same can be said of the brakes’ pedal feel. The chassis seems willing to take on any winding road you have in mind, and the sedan transitions from left to right like a much smaller car. The bad news is the CVT; if we’re honest, it delivers a lot more sound than fury. Honda doesn’t have the development time with CVTs that Nissan does, and it shows; in Sport mode, the engine drones on unpleasantly as it seeks to deliver maximum power. The simulated paddle shifts are quick enough (and Honda does give customers seven fake “gears” to play with), but even they fail to deliver anything approaching a sporting experience. With the available six-speed manual transmission (which we sampled in the Accord Coupe), the Accord Sport would deliver a much more engaging driving experience.

Our complaints about the Accord Sport are minor in light of our praise for the car, and Honda deserves credit for giving buyers a bit of entertainment value in the lower end of the family sedan price bracket. If we needed a commuter car with room for four, we’d seriously consider putting the Accord Sport on our own shopping list, since it delivers what we need (and want) without saddling us with faux luxury or excessive gadgetry. We’d opt for the six-speed manual, though, as it really would transform the car.

Honda supplied the 2013 Accord Sport for the purpose of our evaluation. Sticker price on our press fleet tester was $24,980, including a $790 destination charge, and there were no dealer-installed options listed.

For comparison, a similarly-equipped Nissan Altima 2.5 SV would sticker for $25,645, while a comparable Toyota Camry SE would price at $24,794.

Thumbs Up: Impressive handling and fuel economy; good content for the money

Thumbs Down: Dated exterior design

Buy This Car If: You want a commuter car that delivers both features and frugality

Just a few short years ago , a car that served up features like a blind spot detection system, adaptive headlights, Bluetooth audio streaming, navigation, keyless entry with push-button start, rain-sensing wipers and a Bose Centerpoint surround-sound audio system would have fallen into the luxury car realm, priced far out of reach of the average consumer.

Today, that’s just a partial equipment list for the 2013 Mazda3 i in Grand Touring trim, fitted with the Technology Package. As if that weren’t impressive enough on its own, the car’s SkyActiv-G gasoline engine delivers enough power for reasonable acceleration (155 horsepower and 148 pound-feet of torque), while returning highway fuel economy of 40 mpg. Did we mention that it serves up impressive handling, too, for a sticker price under $26,500?

If you’ve been new-car shopping lately, you know that there isn’t much in the under $30k price range that comes as well-equipped. Sure, the current Mazda3’s styling (which dates back to 2009) is getting a bit old, but with everything else in its favor, we can easily look past a design that’s starting to border on stale.

That’s not to say the Mazda3 is ugly, but it’s simply not as contemporary a design as served up by many of its rivals. We still like the strong creases that sweep from the grille, across the hood to the A-pillars, and we’re still fond of the muscular swell of the front fenders that tie it back to the MX-5 and the (sadly) out-of-production RX-8.

In profile, however, we find the looks of the hatchback to be much cleaner than the lines of the sedan. If anything, the styling of the four-door is a bit too conservative, with only a pair of character lines running across the doors to add interest. We appreciate the lack of brightwork around the daylight opening, but the Mazda3 sedan, even in Grand Touring trim, needs some kind of design flourish to reduce its anonymity.

The rear could also benefit from a clean design. Its taillights, like its headlights, are large by contemporary standards, and we think the white taillight trend has played itself out. The tastefully-minimalistic rear deck lid spoiler is a nice touch, but we wish the rear had something other than body-colored metal and plastic to look at.

If that’s the bad news, here’s the good news: a new Mazda3, wearing the company’s current Kodo design language, is expected to debut in 2014. If you’re in the market today, that’s still good news as it means the current Mazda3 models are priced to sell. If you want to hold out for the new design, chances are good you’ll be spending more money to get the same level of content, all in the name of fashion.

Inside, the Mazda3 (thankfully) skips the faux-luxury to serve up a well-executed cabin and dash design. Materials are what you’d expect in the car’s price point, but fit and finish are a step above most competitors. The dash layout, for example, uses a dual-screen display for functions like range, average mpg, time, outside temperature and cabin temperature. The displays are in LCD format, which isn’t as clean or stylish as most rivals are using these days, but we appreciate the fact that you’re not having to look down at the infotainment screen to adjust cabin temperature.

Instruments are well designed, with the driver looking at a hooded tachometer and a hooded speedometer, split by a gear indicator, an LCD bar-graph fuel gauge, an odometer and a trip odometer. They’re not fancy, but they’re functional and easy to acquire, which is good enough for us.

Front seats are better than expected at this price point, serving up a comfortable perch with plenty of head and leg room. The driver gets an eight-way power adjustable seat, which should allow buyers of all shapes and sizes to find the best seating position. The passenger seat lacks the same range of adjustability (and isn’t motorized), but both are wrapped in stout-feeling leather and vinyl, and both are heated.

Rear seat passengers aren’t likely to be as enamored with the Mazda3 as those in the front row. Despite the sloping roof, there’s room enough for passengers under six feet in height, but there isn’t much leg room to speak of. Mazda includes three seat belts in the rear, but let’s be honest: only two adults, or perhaps three children, will be comfortable in the Mazda3 sedan’s second row.

While the Mazda3 can be had with three different engines (excluding the Mazdaspeed3, which is really an entirely different model), the one to pick is the 2.0-liter Skyactiv-G, which cranks out 155 horsepower and 148 pound-feet of torque. That’s good enough to get the car from 0-60 mph in around 8.5 seconds, which isn’t bad for the class, while returning 33 mpg combined (28 mpg city, 40 mpg highway) with the six-speed automatic transmission.

Unlike other cars focused on fuel economy, the Skyactiv Mazda3 doesn’t feel slow, even off the line. It’s no sport sedan, to be sure, but it doesn’t feel like a car that serves up near-hybrid levels of fuel economy. Like every other car that wears the Mazda badge, the Mazda3 Grand Touring sedan manages to provide some level of entertainment value behind the wheel, too, primarily via its optimally-weighted steering and nimble handling. Some will complain that the Mazda3 Grand Touring serves up too firm a ride, but we don’t find it harsh at all. If anything, the quick turn-in and minimal body roll deliver confidence, and we’re willing to accept a stiffer ride as a trade-off. The six-speed automatic transmission does include a manual shift mode, but it really doesn’t improve the car’s shift times (not that anyone is going to be drag racing a 2.0-liter Mazda3). Finally, the brakes deliver a good pedal feel and return reasonable stopping distances, especially in light of the car’s non-performance-oriented rubber.

If you’re in the market for a compact commuter car, should you shop the 2013 Mazda3? Our answer, without hesitation, is yes. It delivers an engaging driving experience, returns impressive fuel economy and gives buyers a variety of trim levels to choose from. Even optioned-out, in the highest Grand Touring trim, the car carries a sticker price under $27,000, yet gives buyers features like heated seats, navigation, Pandora audio streaming (via smartphone), Bluetooth connectivity, blind spot detection and adaptive HID headlights. There aren’t too many other cars we can think of that offer so much in the plus column, with so little in the minus column (the car’s somewhat dated styling, in this case).

Mazda supplied the 2013 Mazda3 i Grand Touring sedan for the purpose of this review. Base price on our press-fleet tester was $24,445, including a destination charge of $795, and options included the $200 Interior Lighting Kit, the $275 Homelink Rearview Mirror With Rain Sensor and the $1,500 Technology Package (auto on-off HID headlights, adaptive headlights, fog lights, LED taillights, body-colored heated side-view mirrors with integrated turn signals, Sirius satellite radio, alarm system, rain sensing wipers, rear deck spoiler) for a total sticker price of $26,420.

For comparison, a similarly-equipped Chevrolet Cruze LTZ would sticker for $27,795, while a comparable Ford Focus Titanium would price at $25,685.

Thumbs Up: Looks good, best-equipped Kia we’ve ever driven

Thumbs Down: More chrome does not equal more luxury

Buy This Car If: You’re a Kia loyalist who’s looking for entry-level luxury

Not too many years ago, Korean automotive brands were shopped almost exclusively by those who couldn’t afford a Japanese alternative. Then Hyundai and Kia borrowed a page from the Japanese automaker playbook; once they’d drawn in the initial batch of customers with low prices, the Korean brands began to step up quality.

Next came Hyundai’s foray into the luxury segment, beginning with the Azera sedan, which was the first Korean car sold in America to top the $30k price point. The Azera’s success led to the introduction of the Genesis sedan, which ultimately led to the introduction of Hyundai’s Equus flagship.

Things are a bit different at family brand Kia. Its own equivalent of the Hyundai Azera, the Kia Cadenza, will go on sale in the near-luxury segment by mid-2013. The Kia Quoris, which shares a rear-drive platform with the Hyundai Equus, is due on these shores as well, giving Kia two legitimate luxury sedans to offer U.S. buyers.

Until these cars hit the market, Kia’s mainstay family sedan, the Optima, is tasked with catering to both mainstream and near-luxury buyers. In de-contented form, the Optima can be had for under $22,000; load up the range-topping SX trim to limited specifications, and you’re looking at a car that’s dangerously close to $35,500.

While that may sound like a lot of money, it’s probably worth pointing out that a loaded Honda Accord Touring V6 tops the $34,000 barrier, while an optioned-out Toyota Camry XLE V6 prices above $35,600. In other words, the Kia Optima SXL is priced about on par with well-equipped examples of its main Japanese rivals.

Where the Kia Optima stands out from the crowd is its Peter Schreyer-penned lines. From its “tiger-nose” grille to its steeply-raked windshield to its tapering-waist character lines, the Kia Optima doesn’t look like any other car on the road, and is arguably the first Kia model to draw buyers into showrooms on looks alone.

Now in its third year of production, the design still manages to look fresh, which is something that can’t be said for a lot of cars on the road today. What we’re not overly fond of, however, is the SX Limited’s excessive use of chrome. It’s everywhere on Limited models, from the gleaming wheels to the door handle accents to the rear spoiler cap. There’s even a strip embedded in the rocker panels for good measure, as well as one outlining the shape of the grille. Kia also tries to dress things up with red brake calipers, but their diminutive size looks somewhat comical behind the chrome wheels. The net effect is heavy-handed on a car with otherwise clean lines, and we’re at least thankful that the Optima wasn’t emblazoned with gold trim instead.

Inside the cabin, the brightwork is minimized in exchange for tasteful materials, colors and textures. The dash isn’t nearly as stylish as the Optima’s exterior (chrome excluded, of course), but it’s well laid out and supremely functional. It doesn’t say “luxury car,” but it’s far less cluttered than the dash layout on most vehicles with legitimate luxury pedigrees.

We like the attention to detail, too, like the dark wood accents used for the door trim and steering wheel, as well as the Supervision color driver information display. The bar graph layout for the coolant and fuel gauges works well, and the brightly lit white on black instruments are easy to read in all lighting conditions.

The Optima’s front seats are more mass-market than luxury, but they’re still comfortable enough for our expectations. The Nappa leather feels stout enough to hold up over time, and we like the fact that the front seats are both heated and ventilated. Kia even provides a two-position memory setting for the driver’s seat and an inflatable lumbar pillow, but the lumbar support can’t be repositioned and there’s little hip bolstering.

Rear Seats, however, fall into the “truly impressive” category. Not only does their sculpted design look good, but it provides a degree of lateral support not often found in sub-luxury level cars. They’re heated, too, and serve up ample leg room. Taller family members may complain about headroom in the rear seats, but we seriously doubt that those six-feet tall and under will have any complaints about second-row accommodations.

Optima SX models are powered by a 2.0-liter turbocharged four-cylinder engine, driving the front wheels via a six-speed automatic transmission. Output is rated at 274 horsepower and 269 pound-feet of torque, which is good enough to deliver a 0-60 mph time of around 6.5 seconds. While the car feels relatively quick, it can also be thirstier than the EPA would have you believe; the Optima’s sticker claims 26 mpg combined (22 mpg city, 34 mpg highway), but we saw around 23 mpg in a mix of city and highway driving.

On the road, the SX struggles to find its identity. On the one hand, its firm ride takes it out of the luxury class, but its numb and uncommunicative steering precludes it from consideration for the sporty class. The same can be said of the car’s paddle-shifted transmission; while it works just fine as an automatic gearbox, shifts executed via paddle are best described as “leisurely,” which more or less defeats the purpose of having paddle shifters in the first place.

That said, the Optima SX Limited will only disappoint those expecting a true sport sedan or those expecting a true luxury sedan. In fairness, the SX Limited is marketed as neither, and most who shop the car will find its on-road behavior to be pleasant. It’s quick enough to provide some entertainment value, and its handling limits are well beyond anything most drivers will ever explore on public roads. Its cabin is near-luxury-car quiet, making the Optima SX Limited a good choice for those who routinely find themselves faced with long highway drives. Its brakes provided a decent pedal feel and returned expected stopping distances, and the car’s overall handling can best be summed up by the phrase “utterly predictable,” which we mean as praise in this case.

So if the Optima SXL isn’t a luxury car and it isn’t a sporty car, what is it? We’d call it a stylish daily driver that’s long on comfort, yet not averse to the occasional spirited on-ramp or canyon road blast. Your car pool companions will like it, too, regardless of whether they’re sitting in the first or second row. The Optima SXL also has distinctive-enough lines that it won’t get lost in the mall parking lot, among the sea of ever-present Honda Accords, Nissan Altimas and Toyota Camrys. For some, that’s reason enough to shop the Kia.

Our Kia-supplied Optima SX carried a base price of $27,575, including a destination charge of $775. Options on our press fleet tester included the $2,950 SX Premium Touring Package (panoramic sunroof, power folding outside mirrors, Infinity audio system, rear view camera, power front passenger seat, driver’s seat memory, heated and cooled front seats, heated rear seats), the $1,400 Technology Package (navigation system with Sirius Traffic) and the $3,350 SX Limited Package (LED daytime running lights, 18-inch chrome wheels, red brake calipers, chrome accent lower door sills, Nappa leather seat and interior trim, black cloth headliner and pillar trim, electronic parking brake, unique interior accents, chrome-tipped rear spoiler, first aid kit) for a total sticker price of $35,275.

For comparison, a similarly-equipped Toyota Camry XLE V6 would sticker at $33,641, while a comparable Nissan Altima 3.5 SL would list for $33,070.

Thumbs Up: Usable back seat, Acura quality with a Honda price tag

Thumbs Down: Stops just short of being a driver’s car

Buy This Car If: You need sedan-like room but prefer a coupe body style

Honda has completely revamped its Accord lineup for 2013, and an all-new Accord Coupe is among the models. While that may have been met with some indifference in the past, the 2013 Honda Accord Coupe is a surprisingly capable car that looks great both inside and out. In fact, the only thing we can’t figure out about the new Accord Coupe, especially in higher-trim versions, is why it’s sporting a Honda badge and not an Acura logo.

In the past, there was clearer differentiation between Honda and its luxury brand, Acura. While you could still buy well-equipped cars from Honda, they stopped short of being luxurious. That’s simply not the case with the Accord Coupe EX-L V-6 with Navigation, which comes to market with surprisingly good leather seats, a passenger-side blind spot camera system, lane departure warning, a rearview camera system, active noise cancellation, dual-zone automatic climate control and a host of other features previously reserved for luxury cars. While we’d stop short of calling the car’s $33,140 as-equipped sticker price inexpensive, it is surprisingly low for the amount of content offered.

Acura’s cars have always been entertaining to drive, but the same thing can be said of the new Accord Coupe, too. Yes, it’s nose-heavy and shod with run-of-the-mill all-season tires, but it will still exceed the handling expectations of most buyers. Steering is precise enough and nicely weighted, and there’s surprisingly little body roll in corners, at least driving the kind of speeds that allow one to remain a licensed driver. It’s no sport coupe, to be sure, but we’d be more than willing to drive one cross-country well above posted speed limits.

We think it looks good, too. Its angular front styling conveys a sense of speed and purpose, even when the car is parked. The large lower intake gives the Accord Coupe a sporting demeanor, as do the fog light surrounds shaped to look like brake cooling ducts. Though thick chrome generally isn’t our preferred style, the meaty chrome grille trim on the Accord Coupe doesn’t detract from the car’s looks.

In profile, the same can be said about the brightwork surrounding the daylight opening. It’s tastefully narrow until it thickens at the C-pillar, giving the coupe a needed bit of bling. We like the parallel character lines, too, which sweep from the front fender, across the door, before terminating ahead of the rear wheel.

The Coupe’s rear lines are equally pleasing, and we like the subtle deck lid spoiler and faux cooling vents integrated into the rear bumper. We’re less sure about the chrome trim strip that spans the bumper below the license plate, though; while the rear of the Accord Coupe needs something to dress it up, this oddly-sized and oddly-located bit of brightwork isn’t, in our opinion, the right answer.

Inside, we’re encouraged by the absence of faux-luxury or faux-sport trim. There isn’t a scrap of fake wood or simulated carbon fiber to be found; instead, the dash is a pleasing blend of patterned plastic with metallic trim, topped in soft-touch vinyl. Controls for audio and navigation are clear and easy to access, and the large navigation screen is presented as close to eye level as possible.

We love the Accord Coupe’s instrumentation, too, as it delivers every bit of information we need in a clear format without distracting us. Front and center is an oversized speedometer with an inset driver information display. Flanking the speedometer is a tachometer (on the left) and a fuel gauge / temperature gauge (on the right). Trimming the speedometer are a pair of light bars that glow green (in Eco mode) when the car is being driven in an environmentally-friendly manner, giving those concerned with fuel economy active coaching.

We’d call the front seats as good as any we’ve experienced in an Acura model, and that’s saying a lot. In fact, we’d pick them over the front chairs in the Acura ILX, which (to be fair) is aimed at a slightly different demographic and price point. They’re comfortable, supportive and sized just right for a wide range of drivers, and the coupe is roomy enough that front seat passengers won’t complain about head room or leg room.

Second row accommodations aren’t quite as luxurious, but those below six-feet in height will find the outboard seating to be satisfactory. Unlike other coupes we can name (the Ford Mustang and the Chevy Camaro, for example), the Accord Coupe’s back seat offers up a reasonable amount of legroom, too. Getting in or out is still more challenging than with a sedan, but the Accord Coupe is certainly a car we could live with as a daily driver and occasional passenger hauler.

While the base engine in the Accord Coupe is a 2.4-liter inline four, our Honda-supplied press fleet model came with the optional 3.5-liter V-6. In Accord Coupe trim, its rated at 278 horsepower and 252 pound-feet of torque, and available with either a six-speed manual (like our car) or a six-speed automatic. Acceleration in more than adequate, with the run from 0-60 mph taking just 6.1 seconds. We’re fans of the entertaining and smooth-shifting manual transmission, but those seeking optimal fuel economy will want to choose the automatic. Our manual gearbox V-6 Accord gets an EPA-estimated 22 mpg combined (28 highway, 18 city), but the automatic-equipped car delivers 25 mpg combined (34 highway, 21 mpg city).

On the road, the Accord Coupe serves up a comfortable, if firm, ride. Acceleration isn’t sports-car quick, but it is better than the average grocery-getter, and so is handling. Pushed hard in a corner, the all-season radial tires will wave the white flag long before any of the Coupe’s suspension components, and as we mentioned earlier there’s surprisingly little body roll in corners. Turn-in is quick enough for a car without “Sport” in its name, and there’s even a reasonable amount of steering feel (and a nice weight to the steering). The brakes worked well enough under any conditions we tested them, and our overall impression is that the Accord Coupe has significantly higher limits than most buyers will ever probe. It won’t be a lot of fun on track days thanks to it’s heavy front-end weight bias and durable tires, but that’s not the car’s mission. As a practical and attractive daily driver, the Accord Coupe has the benefit of delivering more entertainment value than most cars in its segment.

Our press fleet 2013 Honda Accord Coupe was delivered in EX-L trim, with the V-6 engine and the navigation system. The as-equipped price was $33,140.00, including a destination charge of $790.

For comparison, a similarly-equipped Nissan Altima Coupe (available only with the 2.5-liter four-cylinder engine) would sticker at $33,850, while a comparable (but higher-performance) Hyundai Genesis Coupe would list for $33,225.

Thumbs Up: Still delivers razor-sharp handling and superb value

Thumbs Down: Long overdue for replacement

Buy This Car If: You prefer your affordable fun in topless form

Mazda’s MX-5 Miata, in its current form, dates back to the 2006 model year. That’s when the second generation of the world’s favorite sports car gave way to the current generation, dubbed “NC” in Miata-speak. Seven years is a long time to sell any model without significant changes, but the Mazda MX-5 Miata has one primary advantage: it’s outlived all of its competition.

Since the original Miata’s launch in 1989, the Mercury Capri, Toyota MR Spyder, Pontiac Solstice and Saturn Sky have all gone the way of the dinosaur, killed off by changing market conditions or a weakening economy. Only the Mazda MX-5 Miata soldiers on in the affordable open-air sports car category, and it’s still arguably the most-raced car in the world. On any given Sunday, there are probably more MX-5 Miatas dicing wheel-to-wheel or spraying cones across a parking lot than any other make and model of car, which speaks volumes about their appeal and potential.

When the third generation launched in 2006, its look was a radical departure from both earlier MX-5 models and from the rest of Mazda’s product line. A slight restyle for the 2008 model year brought the design more inline with the rest of Mazda’s catalog, but had the unfortunate side effect of giving the MX-5 a cute, almost cartoonish front look. For a vehicle struggling to shed its “chick car” stigma, the redesign did nothing to help the MX-5’s cause.

For 2013, Mazda has again reworked the MX-5’s styling to deliver a slightly more serious front end. It’s also introduced a new variant, called “Club,” which replaces last year’s mid-range Touring model. Other minor package tweaks aside, the current MX-5 will likely stay the course for another two years before an all-new model debuts in 2015. Rumor has it that the next MX-5 will get a smaller-displacement, Mazda-developed engine with forced induction, likely in the form of turbocharging. Multiple variants are planned, including a lightweight version targeted to drivers that track their cars, as well as a more luxurious version for owners who just want affordable top-down fun.

The next MX-5 will reportedly be smaller in size, too, likely closer to the original or second-generation cars. That could well translate to less trunk and interior space, making the 2015 version hard to live with as a daily driver. If you’re on the fence about buying a current model, consider this: we’ve owned both NA (first generation) and NC (current generation) MX-5s, and only the current model is what we’d call suitable for use as a daily driver.

Inside, the 2013 Mazda MX-5 Miata serves up a reasonable blend of comfort and support, and the fabric top on our Club version is easily opened or closed with one hand. The power-retractable hard top available on higher-end versions may add security, but it also adds weight and complexity. We don’t know of any other car on the market today that has a folding top that’s quicker or easier to drop or deploy than the MX-5’s cloth or vinyl top.

If luxury is your thing, you aren’t likely to be thrilled with the MX-5’s cabin. Though quiet enough for a normal conversation at speed (unlike earlier Miatas), there’s still a lot of road and wind noise transmitted into the cabin, due to the Mazda’s scant use of sound-deadening to save weight. Heated leather seats are available, but don’t expect amenities like lumbar support or a seat cushion extension. The audio system options aren’t great either, which means you’ll need to go to the aftermarket if good sound is important to you.

On the other hand, if the thought of a lightweight, purpose-built roadster with reasonable performance and exceptional handling appeals to you, the Mazda MX-5 remains seriously worthy of consideration. Stock models benefit greatly from a set of Eibach or Mazdaspeed lowering springs, as well as stiffer anti-roll bars (though we prefer an adjustable rear bar, like the Mazdaspeed unit). If you really want to go crazy, mount up a set of Michelin Pilot Super Sport or BF Goodrich gForce Comp-2 rubber and call it done.

Under the MX-5’s lightweight aluminum hood is a 2.0-liter in-line four-cylinder engine rated at 167 horsepower and 140 pound-feet of torque. While our Mazda-supplied Club tester came with the smooth-shifting six-speed manual transmission, base models make do with a five-speed manual transmission. Buyers can also opt for a six-speed automatic with paddle shifters, but checking this option box drops the MX-5’s output to 158 horsepower. With the six-speed manual transmission, the Mazda MX-5 is capable of making the trip from 0-60 mph in about 6.7 seconds, while returning an EPA-estimated 24 mpg combined (21 mpg city and 28 mpg highway).

While there are faster cars to be had for around the same money, few can hang with the MX-5 when the road turns to switchbacks and straight line speed is an irrelevant concept. The Miata has always excelled in the handling department, and the current generation is no exception to this rule. Not only is it capable, but it’s a sheer joy to drive fast, and driver errors are (generally) addressed with a slap to the wrist instead of a punch to the face. Lose your bravery while charging into a corner and lift at the apex, and the MX-5 will remind you of your error with a few degrees of lift-throttle oversteer. Try that in other performance cars, and you’ll be swapping ends before you even realize what happened.

While some view the MX-5’s absence of horsepower as a liability, it’s really an asset as it teaches you to carry speed into corners, especially during track days and autocross events. The car’s steering is nicely weighted and surprisingly communicative, allowing for precise placement of the car on road or track. Brakes, even with the stock pads, are superb, and the overall package consistently gets us wondering how Mazda gets this so right while other automakers get it so wrong, even on cars costing several times the sticker price of the MX-5.

While the Mazda MX-5 used to be alone atop the affordable front-engine, rear-drive sports car pyramid, it no longer has that luxury thanks to the introduction of the Scion FR-S and the Subaru BRZ coupes. Both are fine choices and can hang with the MX-5, even in tight corners, and both have similar power-to-weight ratios (if you’re curious, the MX-5 weighs 14.8 pounds per horsepower, while the Scion FR-S weighs 13.95).

While this is a subjective opinion, the MX-5 is still just a bit sharper behind the wheel, and even a bit easier to drive at the limit than either the Scion or Subaru. Neither of the coupes come in an open-air version (yet), so if you like to see the sun in good weather, the Mazda MX-5 is the logical choice.

The Club trim level includes Club fender badges; black chrome 17-inch wheels with performance rubber; a black cloth convertible top; cruise control; unique front and rear fascias; black chrome instrument trim; MX-5 striping on rocker panels and dash and steering-wheel mounted audio controls. There were no options on our Mazda-supplied press fleet tester, which stickered at $27,500, including a destination charge of $795.

For comparison, a similarly-equipped (but front-wheel drive) MINI Cooper S Roadster would list for $30,000, while the only available trim level of the Scion FR-S stickers at $25,255.

Thumbs Up: Far more refined than its cousin, the Honda Civic Si

Thumbs Down: Navigation unavailable, average fuel economy

Buy This Car If: You’re looking for a commuter car that isn’t boring to drive

Had things gone according to plan, Acura’s ILX sedan would have been an instant success the moment it hit dealer showrooms, allowing Honda’s luxury brand to put the aging TSX sedan out to pasture. On paper, at least, the ILX delivers the goods: it’s available in models ranging from hybrid though sport-tuned, looks good and delivers a fair amount of content for the price. Acura even wrapped it in a slick ad campaign that said, effectively, dad would have bought this car if he hadn’t been burdened with the responsibility of a family first. We weren’t sure what it meant, either, but then again we’re not exactly in the ILX’s target demographic.

Now, a year into ILX sales, the volumes are finally starting to pick up. Honda’s learned a valuable lesson from the launch of the last Civic, and that lesson is this: always listen to your customers when they complain. Shoppers liked the ILX with the 2.4-liter engine (as used in the Acura TSX), but they hated the fact that they couldn’t get it with the navigation and infotainment system. They also weren’t fond of the fact that Acura built the higher-output model with a manual gearbox only.

Acura’s taken this feedback to heart, and is currently working on a revised ILX that will deliver the 2.4-liter engine, a five or six-speed automatic transmission and the same electronics package that’s available on the 2.0-liter and hybrid models. We’re not sure when these new models will hit the market, but we are sure that Acura is listening to what its customers want again, and that’s a very good thing.

The Acura ILX may be based on the Honda Civic, but its shape is completely different from that of its more pedestrian cousin. Up front, Acura’s trademark shield-shaped grille is the most noticeable feature, but it’s (mercifully) toned down from earlier cars. We like the angular cuts of the front fascia, too, since they work with the narrow headlights and character lines that sweep up from the grille to the A-pillar to give the car a presence.

In profile, we like the way the roof flows seamlessly into the short rear deck, giving the car an almost coupe-like appearance. The semi-pontoon rear fenders, a styling faux pas on the previous Mercedes-Benz E-Class, actually work on the ILX to give it a stronger and more defined shape. The wheels are a bit on the bland side, but we suppose that’s what the aftermarket is for.

Out back, we admire the ILX’s minimized taillights and total absence of chrome (except for the Acura logo). We’re glad the car doesn’t have a stick-on trunk-lid spoiler, either, as it would only serve to break up the sedan’s clean lines. In fact, we’d call the ILX the best-looking sedan in the company’s current lineup, and looks alone will likely help draw buyers into Acura showrooms.

Inside, the ILX is upscale without being pretentious. There isn’t a scrap of fake wood to be found, and there’s no chrome trim hiding in here, either. Instead, the dash relies on metallic gray and black trim for ornamentation, while it’s wrapped in soft-touch vinyl that carries a rich texture. The audio display sits atop the dash in its own sculpted pod, while the instruments ride in a curved enclosure that looks much more refined than other cars in the class.

We’re fond of the old-school analog instruments, too. Black-on-black with white numbers and metallic trim rings, they look fantastic and give the car a sportier feel than it would otherwise have. The numbers are clear and easy to acquire (though the information display that splits the tachometer and speedometer could be bigger), and we favor the less-is-more approach when it comes to gauges.If we had one minor complaint, it would be this: does the 2.4-liter Acura ILX really need a 160 mph speedometer?

Included in the Premium level trim are leather-surfaced sport seats, and these are better than most in the entry-level luxury segment. They don’t serve up a lot of lateral support and they don’t include any kind of adjustment for lumbar support, but they’re more than good enough for a spirited drive to the office or an extended weekend getaway. They’re heated for winter comfort, and deliver ample head room for average sized adults.

Even the rear seats serve up above average accommodations in terms of head and leg room. No, the ILX isn’t as spacious as a TL in the second row, but we’d definitely call it above average for the class, and six-foot passengers should be able to fit without complaint. Like the front row, seats are trimmed in perforated leather, though the rear seats aren’t heated.

Our Acura-supplied tester came with the 2.4-liter four cylinder engine, rated at 201 horsepower and 170 pound feet of torque and mated only to a six-speed manual gearbox. Acceleration wasn’t bad, but it stopped short of being impressive, with the run from 0-60 mph taking just a tick over seven seconds. The bigger engine has an impact on fuel economy, too, and the EPA says you can expect fuel economy of 25 mpg combined, 22 mpg city and 31 mph highway. In mostly-highway driving, we saw an indicated 29.3 mpg, which isn’t that impressive in the compact class.

While the 2013 Acura ILX 2.4 Premium is a much better car than the last Honda Civic Si we drove, that may be damning by faint praise. It still doesn’t feel quick enough to be consistently entertaining, although we’d stop short of calling it underpowered. We love the slick-shifting six-speed gearbox, but hate the way that the engine speed hangs when you put in the clutch (yes, we know this is an emission thing, but we still don’t like it). We like the taut feeling in corners, but don’t appreciate the semi-harsh ride over broken pavement. Even the tires seem to be a compromise, as the car would certainly have higher limits with stickier rubber in all four corners. As it is, though, the ILX exists in an odd no-mans land between sport and luxury. Add an automatic transmission (preferably with six gears instead of just five), make navigation an available option and soften the suspension a bit, and the entry-level luxury crowd will probably buy as many ILX sedans as Honda can build.

On the other hand, we see an opportunity here for an ILX Type S, too. Add a few more horsepower, find a way to shed 100 pounds or so, tighten the gear ratios a bit and add summer performance tires, and we also guarantee you’ll sell them by the boatload. Yes, both suggested versions are more narrow in focus than the car that exists today, but that’s the point: by trying to please everyone, you run the risk of pleasing no one.

And perhaps that’s the best way to sum up the 2013 Acura ILX. It’s a very good car with a solid build feel, and we’re positive it will deliver years of bullet-proof reliability. It just needs a little more focus and a little more personality to be the hit Acura needs in the segment.

Acura supplied the 2013 ILX 2.4 Premium for the purpose of our evaluation. The as-equipped price was $30,095, including a destination charge of $895. For comparison, a similarly-equipped Buick Verano Premium (which makes substantially more horsepower) would sticker at $30,900, while the upcoming Mercedes-Benz CLA is expected to be priced from $30,805 (in base trim).