2014 Subaru WRX: Hopefully More BRZ than Impreza

What It Is: Two years after the redesigned Impreza, Subaru's four-wheel-drive proto-rally car is reborn.

Why It Matters: The WRX kick-started the affordable rally-rod craze back in 2001. This all-new model will be further separated from the plebeian, cut-buck Impreza.

Platform: It'll borrow the Impreza's chassis, but Subaru's engineers will tune the components to maximize stiffness and handling prowess. Rumors indicate that Subaru also is prepping this WRX for a return to the World Rally Championship.

Powertrain: A turbocharged and direct-injected 2.0-liter flat-four. We're expecting at least 275 horsepower.

Competition: Mitsubishi Lancer EVO, Mazdaspeed3, Ford Focus ST, girlfriends.

What Might Go Wrong: Purists will scoff if too much of the limp-boned Impreza leaks through. The BRZ gives us hope that Subaru's engineers can deliver.

Estimated Arrival and Price: Expect to pay close to $30,000 when it goes on sale at the beginning of 2014.

2013 Honda Civic Hybrid

The 2013 Honda Civic hybrid might not be quick, but its lightning-strike development sure was. After a fully redesigned Civic lineup debuted for 2012 to disappointment, Honda forced a speedy update down the pike. The fruit of its hurried labor has now ripened, and impressively, the shotgun fix remedied many of the shortcomings, at least on the conventional Civic sedan. Now we’ve run the revised hybrid model through our testing to see how it was affected by the rapid relaunch.
Smile, It’s a Hybrid!
As does the entire 2013 Civic lineup, the hybrid inherits a rash of structural, chassis, and styling tweaks designed to turn the 2012 car’s frown upside down and address its unsavory refinement levels, lackluster aesthetics, and floppy handling. And speaking of changing facial expressions, like other Civics, the hybrid inherits a pair of upturned chrome accents for the grille and lower intake, which impart a less-droopy, sad-looking countenance. 

Behind the revised look are slightly beefier springs, thicker anti-roll bars, and a stiffer front-end structure—all of which deliver subjectively better handling and body control over last year’s car. Thanks to a quicker ratio and reduced friction in the rack, the electric power steering is more accurate, too. The hybrid version, however, rides on fuel-economy-optimized Bridgestone Ecopia tires, their hard, narrow construction limiting lateral grip to 0.77 g on the skidpad. The low-rolling-resistance Ecopias also contributed to an abysmal 196-foot stop from 70 mph to 0. So even though the 2013 car feels more tied down and responsive, lateral grip and stopping performance are unchanged from the 2012’s.
Keep Calm and Slow Your Expectations
As mentioned, the Civic hybrid’s primary mission is to conserve fossil fuel. So we shouldn’t have been surprised when a geriatric piloting a Buick Lucerne—apparently unaware of our impromptu race—poignantly demonstrated this truth by smoking us from a stoplight. At the track, the hybrid took 9.9 seconds to reach 60 mph and topped out at 111 mph. Even though the 2013 model still pumps 127 combined horsepower from its 1.5-liter gas engine and 23-hp electric motor, acceleration figures are 0.2 second quicker and 1 mph lower than those of a 2012 hybrid we tested last year. Performance still trails off considerably when the battery pack is depleted. Despite our lead-footed driving style, we did manage 38 mpg—about 15 percent shy of the 44-mpg EPA combined figure and, truthfully, this hybrid’s most-important performance metric. 

Since you’ll have plenty of time to soak in the Civic’s inner sanctum while trying to keep up with other slow-laners, it’s a good thing it’s been improved. The dash layout is a tad more conventional, and there are now better materials as well as a padded vinyl dashboard and upper-door trim. Added soundproofing, plus thicker windshield and front-side window glass—they took the edge off wind and tire noise—added only two pounds to our test car relative to an identically equipped 2012 model.
Despite the multiple updates and improvements, the hybrid’s price inflates by a few hundred bucks, and bidding opens at $25,150. Our leather- and navigation-equipped test example rang in at a steep $27,850, but similarly optioned competitors such as the Volkswagen Jetta hybrid and Toyota Prius carry similar price tags.
Were it our money, we’d still check out nonhybrid, C-segment offerings like the Ford Focus, Chevrolet Cruze, and Honda’s own Civic HF. Besides being capable of returning mid-30-mpg fuel efficiency for less money, they are quicker and more fun to drive

Image Leak! Again! Subaru’s Tasty WRX Concept Spills Forth 2013 New York Auto Show

Well, lookie here, another big New York auto show debutante has been leaked ahead of the show, and this time it’s the Subaru WRX concept. (Earlier this week we were given an early glimpse at the 2014 Cadillac CTS sedan.) The images appear to have originated on the French site Blog Automobile, and show the WRX concept completely uncovered and in full blue glory.

Just as we suspected, the next WRX—should it stay true to this concept version—makes a significant break visually from the Impreza, a model it’s previously been closely based upon. The concept features bodywork that shares nothing with Subaru’s compact car, and features a low, coupe-like roofline, sleek headlights, C-shaped taillights, and a low-set grille. Those beastly fender bulges aren’t far from what’s offered on today’s wide-body WRX, and they’re nicely integrated on the WRX concept’s four-door form.

Speaking of four-door, we hope the next WRX returns in both sedan and five-door hatchback forms, but we’ll have to wait and see what Subaru has up its sleeve in that regard. We do know that the car will be powered by a 2.0-liter turbo four, as will the uprated STI variant. (Blog Automobile’s report also mentioned an electrically powered turbo. If true, this could greatly minimize turbo lag by allowing the blower to spool up extra fast.) We’ll have full info and more photos of the WRX concept later this week following its official debut in New York, but until then, feast your eyes on the hot compact here.

2014 Chevrolet Corvette Stingray Z51 Performance Estimates Revealed!

Detailed technical information? Blah. Photos? Yawn. Those goods simply aren’t enough when it comes to the 2014 Chevrolet Corvette Stingray—all enthusiasts have been dying to know is what it can do, in units of time, g, and mph. We’re talking about performance figures, and Chevy finally has placated enthusiasts and released its estimates for what the C7 Vette, equipped with the Z51 performance package and magnetic ride control, is capable of.
With 455 horsepower on tap—yup, Chevy didn’t even employ the active exhaust system, which adds 5 horses—the Stingray Z51 can hit 60 mph in a claimed 3.8 seconds and trip the quarter-mile lights in just 12 seconds at 119 mph. Chevy says the Stingray can haul itself down from 60 mph in 107 feet and hang on for 1.03 g of lateral acceleration. We test braking from 70 mph to a stop and typically use a 300-foot-diameter skidpad to test lateral acceleration, so in the absence of skidpad details or a direct braking comparison, we can’t really speak to those claims. Of course, we’ll be strapping our test gear to the new Vette very soon to draw our own conclusions, but taken at face value, Chevy’s performance estimates are impressive.

In fact, the 2014 Z51 nips at the heels of the last 2012 Corvette Z06 we tested, and it even keeps the 2013 Corvette ZR1 we recently tested in sight, too. The Z06 reached 60 mph just three tenths of a second sooner, and ran the quarter four-tenths and 7 mph quicker. The mighty ZR1 shaved another tenth from that 0–60 time, matched the quarter-mile time, and achieved 2 mph more in the quarter. Allow us to state the obvious: If the regular Vette can match Chevy’s claims, we’re positively giddy for what the next Z06 or ZR1 will be capable of.
Chevrolet also says it eked out a 2:51.78 lap time around Virginia International Raceway’s 4.1-mile Grand Course configuration. We conduct our annual Lightning Lap performance-car lap-time test at the same circuit using the same Grand Course configuration. We’ve tested several Corvettes at VIR over the years, and compared to those, the new C7 Corvette’s time falls directly between the two C6-generation Corvette ZR1 models’ performances.

2014 Toyota Corolla

When we first saw photos of the 11th-generation Toyota Corolla, it got us thinking about the AE86. To drifters and import hot-rodders, the twin-cam, rear-drive AE86 Corollas of the 1980s are venerated icons. Given the aggressive (for Toyota) styling of the new Corolla we felt a twinge of hope because when the Corolla went front-drive in the late 1980s, it also went to sleep. There's nothing wrong with a good afternoon nap, of course, and the 39-plus-million Corollas sold thus far have provided countless reliable miles to their owners. But few have been fun.
Three trim levels (L, LE, and S) carry over from last year’s model, and Toyota adds a new high-mileage variant, dubbed LE Eco. There's no denying the new Corolla is a visual step up from the current version that blends into the background so quickly as to be darn near invisible. With design cues shared with the recent Furia concept, the face has more character, aided by sculpted LED headlamps that are now standard on all Corollas. There are token fender flares and the rear design seems rather upmarket for the compact segment, if a bit generic. Wind-tunnel work yielded a flatter underbody, the S and LE Eco getting closeout panels underneath for better aero-efficiency.
The Old Smooth and Stretch
In the process of crafting the new Corolla’s sheetmetal, Toyota stretched it as well. Although width and height remain within an inch of the last-gen model’s, both the wheelbase and overall length are up by 3.9 inches, and that’s a big plus for rear-seat space. Toyota shifted the rear seat hip point back nearly three inches. Slimming the front seatbacks added more legroom for those in the second row, while Toyota claims
denser pads and foam inserts in the rear seats add comfort. The rear seatbacks fold and are split 60/40.

The longer, sleeker shape looks best, of course, on the S version with its 17-inch aluminum wheels that give the car a proper stance, not the running-on-tiptoes demeanor of the base model with 15-inch steel wheels and hubcaps.
Upgraded Equipment
There is no stripper model per se, with even the base trim offering standard air conditioning, power windows, power door locks, eight airbags and today's requisite Bluetooth connectivity. Just as expected are the options, from an info/nav screen to heated seats to various sound systems and SofTex faux leather on the seats.
Where the current Corolla has an instrument pod and vertical center stack for controls, the redesign creates a more horizontal form. There are two gauge packages: the S models have two dials flanking a digital 3.5-inch readout panel, while the other models get three gauges, with the central speedometer featuring a small readout. The new horizontal one-knob-and-five-button control panel for the climate-control system doesn’t look as handy as the old three-knob layout, but it thankfully avoids the multiple menus of more elaborate setups in pricier cars. The center stack is decked out with high-gloss piano-black surfaces, which look quite nice when just cleaned, but not so long after. Toyota apparently spent considerable time quieting the new-gen Corolla's interior. Noise-attenuation measures include an acoustic glass windscreen, a seal between the cowl and windscreen, better floor-carpet insulation, fender sound insulators, and a silencer pad on the inner dash. Continued...

New 2012 Ferrari 458 Italia Prices

Carried over for 2012, the Ferrari 458 Italia is a RWD mid-engine two-door supercar, available in coupe and convertible trims levels, that seamlessly blends performance and style. The 458 Italia is powered by a 4.5-liter direct injected V8 engine that produces 562 hp and 398 lb-ft of torque. Paired with a dual-clutch 7-speed F1 transmission the 458 Italia has a 0-60 time of 3.3 seconds, top speed of 202 mph, and redlines at 9000 rpm. A performance suspension consisting of twin wishbones at the front and a multi-link set-up at the rear provides the driver with superlative handling. The superior aero-dynamic styling, stretched headlights, and triple exhaust give the car a distinct flair. The interior is a driver oriented cockpit adorned with carbon fiber and leather trim. Steering wheel controls allow for preferred driver settings. The 2011 458 Italia is expected to get similar gas mileage as the previous model year, around 15 mpg. The 458 Italia is backed by a new 7-year maintenance program. 

New 2013 Lincoln MKT Prices

New for 2013, the Lincoln MKT is a full-size luxury crossover utility vehicle with seating for seven. The base MKT, equipped with FWD, is powered by a 3.7-liter V6 engine that produces 303 hp and 278 lb-ft of torque. For upgraded performance Lincoln offers an optional 3.5-liter EcoBoost V6 twin-turbocharged engine, equipped with AWD, that produces 365 hp and 350 lb-ft of torque. Both engines are paired with the same SelectShift™ 6-speed automatic transmission with paddle activation. Fuel mileage falls within an EPA estimated range of 16 mpg city to 25 mpg highway, depending on engine selection. Features include fixed-glass vista roof, keyless entry, power liftgate, active park assist, HID headlamps, capless fuel filler, leather seats, voice-activated navigation, THX® surround audio system, rear view camera, HD radio, cooled seats, push button start, and ambient lighting. Safety is comprised of six airbags, electronic stability enhancement system, electric power assist steering, anti-lock braking, and collision warning. The MKT is backed by a 4-year/50,000-mile warranty.