So, how do you sell a high-dollar pickup truck with all the luxury amenities you can stuff into it? Ditch the Lincoln badge and label it the Platinum F-150. So the question is, is the F-150 Platinum the platinum standard? Let’s find out.

The exterior of the F-150 Platinum is differentiated from other F-150s by the unique grille and added silver trim on the rear tailgate. The power running boards, 20-inch chrome plated wheels, and tow mirrors all give the F-150 Platinum an understated, but unique look when in a parking lot next to another F-150 variant.

One of my passengers was enamored with the power running boards. The second someone yanks on the door handle on any door, the power running boards drop down from the bottom of the truck on both sides. When the running boards aren’t deployed you only see a chrome strip at the bottom of the doors. It almost acts as an accent piece.

The interior of the F-150 Platinum features everything you could ask for. Heated and cooled seats, touchscreen hard drive based navigation, Bluetooth, leather, soft touch materials, a Sony sound system – the list goes on and on. This isn’t just a work truck, it’s a full on luxury truck.

This truck is large. I don’t mean it just long either – it has a ridiculous amount of room inside the cab. Rear-seat legroom rivals many luxury cars. When you don’t need all that legroom for passengers, you can flip up the back seat to reveal a flat load floor. You can fit two bikes with the front wheels off in this space.

One of the unique touches inside the truck is the four-inch color LCD screen between the gauges. While it does have typical trip computer functions, it also has unique truck and off-road features. It can display the angle of each wheel along with the percentage of brake controller that is being used. It’s a unique piece of technology that the competition doesn’t offer.

We piled five people into the F-150 Platinum and drove four hours to Northern Minnesota. The three people sitting in back all agreed that the rear seat is very comfortable, with plenty of space. All passengers were shocked this was a truck with the capability to tow over 10,000 pounds, yet was so comfortable. The one large gripe I heard from the backseat was the lack of adjustable seat belts in the rear.

While all of the above is great, the real story here is the new 3.5-Liter Ecoboost V-6 that was powering this F-150. A similar engine has been offered in other Ford and Lincoln models over the last few years. This is the first time Ford has offered this engine in a truck. After ten minutes in the truck I instantly thought, what took so long?

A quick look at the numbers shows this 3.5-Liter V-6 featuring direct injection is rated at 365 horsepower and 420 pound feet of torque. The really important thing regarding that 420 lb-ft rating is that it is achieved at a mere 2,500 rpm. The torque at low revs is especially important for those who will use this truck to tow large loads.

The power is handled by a six-speed automatic, just like the 2010 F-150. But unlike the 2010 F-150, you now have the ability to manually shift. Having the ability to control shift points is another important factor for those who tow.

In normal around town and highway driving the Ecoboost engine sounds like a cross between a V-6 and V-8, but never has the low-end growl that a V-8 produces. Under hard acceleration if you listen closely, you can barely hear the turbos spool up.

While slamming the gas pedal won’t produce Shelby GT500-like acceleration, you definitely wouldn’t be held accountable for mistaking this engine for a V-8. You will be pushed back into your seat and the truck will get going with little hesitation.

Ford’s big push with the Ecoboost engine is the ability to get V-8 power while delivering better fuel economy. The F-150 Platinum Ecoboost I had came with a a 15/21 mpg EPA rating. I saw an average of 14.5 mpg around town in the suburbs and 16.9 mpg on the highway. I was slightly disappointed with my highway number. I was able to determine that cruising north of 70 mph is what killed my average. Driving in the same highway conditions loaded with the same luggage and five people I saw an average of 19.9 mpg cruising at 60 mph. My real world numbers were very close to the ratings.

So what to make of the 2011 F-150 Platinum? It’s pretty clear that a twin-turbo V-6 featuring direct-injection can easily compete with V-8s. It’s also clear that a luxury truck wearing a Ford F-150 badge will sell better than the same truck with a different name and a Lincoln badge, even with a sticker price of $53,700. Glad to see Ford realized that.

At the end of the week everyone that saw the F-150 Platinum agreed that this truck is packed with technology and luxury. The competition should be working hard on new engines and pulling long hours to implement technology that will make every truck owners life a little bit easier. It is clear Ford isn’t holding anything back in this competitive market.

Full Disclosure- The review vehicle was provided by Ford

Let’s get something straight; I love the look of the new Camaro. I was born in the eighties and missed the heyday of the muscle car wars. While the new Dodge Challenger is clearly a modern interpretation of the classic, the new Camaro is seriously a Hot Wheels car brought to life. I honestly can’t put it in better terms. Chopping off the top takes that concept car look to a whole new level.

With the steeply raked windshield, and concept-car-like side mirrors, this drop top is one fattie that you can’t wait to light up. Fattie is definitely one way to put it – with a wide and low slung stance, this car definitely has curves.

If you’ve seen the new Camaro coupe, then you’ve seen the Camaro convertible – well, imagine it with no top and you have what it looks like. From a design aspect basically Chevrolet just chopped off the top. Though not all convertibles look good with the top up, I am happy to report that the Camaro looks just as good with the top down as it does up. In fact, with the top up, the Camaro convertible has similar lines to the coupe. It’s clear the Camaro was designed with a convertible iteration in mind.

Chevrolet designers didn’t want a RC car-like whip antenna on the rear decklid. To solve this issue two HAM radio engineers were hired to develop a rear decklid spoiler with the radio antenna inside. This leaves the Camaro convertible with a clean look. A painted shark fin antenna for XM radio and OnStar still resides on the trunk.

One of the major complaints regarding the new Camaro is visibility. Common sense says that if you chop off the top of a car visibility will improve. The laws of common sense are in full swing here, but the forward visibility still has some issues. With thick A-pillars and a low roofline, in certain situations you still curse the design. Rearward visibility is much better, but put the top up and you are pretty much back to poor visibility. In fact, the back glass is smaller in the convertible with the top up than in the coupe, making for even more blind spots. But, why are you driving with the top up?

Top down cruising is, as you would expect, glorious. Wind noise is completely in check and there is no buffeting. The top is made by the same supplier as the convertible top on the Corvette. Both tops feature a one handed grab handle release for unlocking the top before lowering it.

With the top up there is actually more wind and road noise than you would expect. You hear every pebble and stone that hits the wheel wells. At first I thought one of the windows wasn’t sealed perfectly due to the wind noise. Eventually I realized it wasn’t the windows but just the way the car sealed.

The interior design is exactly the same as the coupe. Both the coupe and convertible will receive a new steering wheel in 2012, in an effort to quell the negative response regarding the current deep dish design. While it may look cool, the functionality of the current one suffers when it comes to the steering wheel mounted controls.

One of my favorite new features in the Camaro for 2011 is the heads up display (HUD). The display is relatively crisp, but we aren’t talking BMW level HUD quality. All the necessary information is relayed to the windshield, including the tachometer, speed, radio information, and other important information.

My tester featured GM’s 3.6-liter V-6 with direct-injection, now rated at 311 horsepower. The power is sent to the rear-wheels through a six-speed automatic transmission (a six-speed manual is a no-cost option). While the V-6 does have more horsepower for 2011 on paper, it is the same engine with a new rating. You don’t feel the difference. But for a V-6, this thing hauls (relatively). With a 0-60 of 6.1 seconds and a really good exhaust note, you seem to always want to have your foot in it.

You would think having your foot in it would kill your gas mileage, but I saw an average of 19.8 mpg in mixed driving. Again, I had my foot in it most of the time. The Camaro V-6 with the automatic is rated at 18/29.

Structurally the Camaro convertible is sound. Chevrolet went to great lengths to ensure the ride quality would be similar to that of the coupe. While I can’t say there is zero cowl shake, there is definitely very little. The chassis feels stiff and there is a huge tower brace under the hood. A few other bits were also added under the car for added strength and rigidity.

Is the Camaro convertible heavier than the Ford Mustang? Yes. Does it matter in the real world to most consumers? Absolutely not.

My tester had a sticker price of $36,185, and was outfitted with all the popular options. It is competitive in the marketplace and it has looks to kill.

So after a week I had my answer to my original question. What hat happens when you chop off the Camaro? The answer is fun in the sun, with few downsides. Visibility is much better, but not fixed. The design is terrific and the experience is what you would hope for. The bottom line is simple: if you like the Camaro coupe but want a top-down experience, the convertible will meet your expectations. Depending on why you hate the coupe, you might just end up liking the convertible.

Full Disclosure- The review vehicle was provided by General Motors

Now that I’ve said all that, it is true that every time a truck lands in my driveway for a week I seem to get all excited. I like driving trucks. They are big, loud (comparatively speaking), and have ridiculous capabilities that I’ll never end up fully utilizing. But hey, those capabilities are there.

The Ford F-150 is the best-selling nameplate in America. For 2011 it received an all new engine line-up that is so good, the competition must be sitting wondering what just happened.

Recently a 2011 F-150 FX4 Supercab coated in cherry red paint landed in my driveway for a week. Featuring the new 5.0-liter V-8 engine and six-speed transmission, I was definitely excited to drive this truck.

Having been given a refresh back in 2009, the F-150 interior and exterior remain virtually unchanged. That isn’t a bad thing as this is one sharp looking truck. My FX4 tester featured the tinted headlights and taillights, which look terrific when combined with the black grille and candy red metallic paint. The 18-inch machine-faced alloy wheels wear a six-spoke design that is complimented by some grey paint for accents. Its as if each detail have been looked at both for functionality and style. I never thought I would say that about a truck.

My fiancée grew up in the country. Her dad owned a truck as his daily driver. When she got into the cab of the F-150 for the first time her jaw dropped. She looked at me and said, “This is what trucks are like?” Of course I kindly responded with something to the effect of, not all of them are like this. The Silverado we drove back in 2010 was nothing like this.

Most of the materials inside the F-150 are soft touch or leather. The bits that are hard are grained very nicely with a low sheen. This interior wouldn’t be out of place in a luxury car.

We ended up driving the F-150 down to Iowa and back to see some family (an unplanned trip). The seats are definitely firm, but very supportive. Someone using this truck 16 hours of the day for work will not be uncomfortable. To go along with that is the ride, which is controlled and never overly jarring. The suspension and tires soak up imperfections in the road with surprising ease. Wind noise is kept to a minimum and the sound system was decent. I hear the Sony branded system is terrific.

The new 5.0-liter V-8 is a true gem, especially paired to the six-speed transmission. The programming in the transmission isn’t all about upshifting as quickly as possible, rather it is about utilizing the torque this engine is producing. Speaking of the engine, if you slam the go pedal a terrific sound is produced and you almost want to continue…..that is until you realize how quickly you are closing in on triple digit speeds. For a truck, the F-150 is no slouch. With 360-horsepower and 380 pound feet of torqu, this truck has the power to get out of its own way.

Headed down to IA we always seem to average lower gas mileage due to the terrain. On the way down we saw an average of 15.8 mpg with the cruise control set north of 70 mph. That isn’t terrific considering the 19 mpg rating. Though on the way back up to Minneapolis we observed an average of 18.1 mpg with the cruise set at the same speed north of 70 mph. It’s worth mentioning that with the cruise set at exactly 60 mph I saw a consistent average of 20.1 mpg, which beats the EPA rating. Sadly I didn’t not have much time driving the F-150 in the city and really can’t give an accurate mileage observed report.

There was one feature on the F-150 that was really nice to have, a 4.2-inch LCD display between the gauges. This display was color and seemed to have a very high resolution. It had the ability to display anything from trip computer information to angle of the axles. It had a ridiculous amount of information available that was all easy to read and access.

So what’s the bottom line with the 2011 F-150 FX4? It looks the same as the 2010 F-150 FX4 but has a terrific range of engine options that puts the competition to shame. With an as tested price of $39,800 it offers the latest technology and more capabilities than most consumers will need. Is it the best truck on the road? I’ve said it before and I’ll say it again, all three of the American made trucks are good trucks. You wont go “wrong” buying one. But if you want the latest technology, and the most diverse engine line-up in the pickup market, then the F-150 is your truck.

Full Disclosure- The review vehicle was provided by Ford

Ford introduced the refreshed 2013 Taurus sedan last week at the New York Auto Show. Sporting new wheel designs, a refreshed front fascia, and a new center stack, the new Taurus features Ford’s latest technology. Below is our video walkaround.

Last week the High Gear Media team invaded the Javits center in New York City. We were amped up on coffee and pretzels walking the show floor covering the latest in car news. Below is our video walkaround of the 2013 Ford Taurus SHO featuring….ME. Enjoy.

I recently spent a week with the second generation Ford Edge SEL to see if it is even better than the first generation.

The exterior of the Edge is more evolution than revolution, which makes sense since this is a refresh not a completely new vehicle. Up front the headlights are significantly smaller and now feature projectors. One cool detail in each headlight is a little plastic piece with EDGE etched into it – the piece sits in front of the turn signal indicators.

The mass-to-headlight ratio seems a bit off now that the headlights shrank in size. There is a lot of paint on that front end. The grille is huge and features Ford’s three-bar chrome set-up. The fog lights have morphed into LED light pipes that are more about style than light output.

The actual shape of the Edge hasn’t changed. In fact, from the side view you really don’t notice the evolution. The rear features new taillights that actually remind me of those that are on the current Hyundai Accent. All Edges feature dual exhaust peaking out from below the rear bumper.

Overall the exterior of the Edge feels more polished and complete, leaving the general shape and styling direction of the first generation while moving it forward and keeping it fresh. It definitely is still instantly recognizable as a Ford Edge.

The interior is where the Edge really needed an update. The last generation featured hard plastic, some of it quite cheap feeling.

The dashboard now features a soft touch material that wouldn’t feel out of place in a Lincoln. The doors still feature some hard plastic but much of it is now covered in a nicely grained material.

The seats are comfortable, if a bit on the soft side. My fiancée noted that she felt the bottom of the front seat cushions were a bit short for her taste. I’d have to agree with her.

My tester featured Ford’s new MyFord Touch system. This puts two four-inch screens flanking each side of the speedometer. These screens are controlled by D-pads on each side of the steering wheel. The left screen handles all the of the settings, fuel economy, and trip computer information. The right screen handles infotainment functions.

An eight-inch screen dominates the center stack with touch sensitive “buttons” sitting below. Each corner of the screen is a different color and correlates to a different function: phone, climate control, navigation, and sound.

I have read many other journalists reviews on the MyFord Touch system. Consumer Reports finds it so distracting that it does not recommend the system. While I had played with the system before, this was my first time living with it for a week.

My first thought was instantly: wow this is awesome. There is so much technology packed into this thing that a few years ago we were only dreaming about. Then everyday living sank in, along with reality. The processor or software, or maybe both, just aren’t meshing. The system is slow and lags when making choices. I have to be deliberate in my selection and move slowly. It is always one step behind where I want to be. After a little while, it gets frustrating. There’s also so much packed into this system that some of the buttons are quite small.

After a week, there is no question the MyFord System is advanced. It’s terrific on paper. But in reality, it could use some work. There’s also no doubt in my mind that this system is distracting to the driver. With more refinement I do believe it could become less distracting.

All trim levels of the Edge other than the Sport feature a 3.5-Liter V-6 putting out 265 horsepower and 250 pound feet. The power is channeled through a once choice six-speed automatic transmission that does have manual shift controls. You can choose front or all-wheel dive. My tester was the former. We received a small amount of snow during my week with the front-wheel drive Edge, and it was more than capable of handling a few inches of the white stuff.

The first thing I noticed instantly was that the exhaust note coming out of the dual exhaust both when outside of the Edge and inside of the Edge is a nice deep tone. I’m actually quite surprised.

There is more than enough power to hustle this CUV down the highway. While it by no means is a sportscar, the acceleration and handling are sure to surprise more than a few people.

The steering felt very direct and nicely weighted. The Edge actually drives smaller than it is. The suspension isn’t harsh, but it keeps everything controlled. This is definitely a CUV that handles better than you would expect.

I saw an average of 21.3 mpg in mixed driving. Not bad considering the front-wheel drive Edge is rated at 19/27.

My tester carried a sticker price of $34,685 which included over $4,000 in options. This puts the Edge right in the heart of the CUV market. While that price isn’t undercutting the competition, there is a lot of technology packed into this package that the competition can’t touch.

Let’s cut to the chase: the first generation Edge was a great vehicle. I am happy to say that the second generation Edge takes everything I liked from the first generation and gives it a great interior with a sleeker exterior. It’s all in the details, and this is one sharp Edge.

Full Disclosure- The review vehicle was provided by Ford

Ford without question was a huge winner at the show. The crowds were constantly huge at this booth throughout the day. There was a ton of positive buzz surrounding the new 2012 Focus which consumers seemed genuinely impressed with. Ford also had not one, but two 2012 Mustang Boss 302s sitting on the show floor, though both were locked. Surprisingly, a Mustang GT seemed to be receiving more attention. I’m not sure if people simply didn’t know what the Boss 302 was or if it was simply because the Boss 302s were locked, and the GT model wasn’t. Of course Ford had the very cool Mustang pool table on display and I overheard many people ask Ford representatives how they could purchase one. I did see a gentleman look at the Taurus SHO and he seemed impressed, until he saw the sticker price. It was clear he was shocked. All in all Ford might not only be a winner at this show, but the largest winner.

The Hyundai booth was another major winner. I was surprised how many people seemed interested in the Equus, though from I hear what sales are already exceeding expectations. The new Genesis R-Spec 5.0 was on display looking just gorgeous. I did overhear someone say how they actually liked the colored wheels on the Veloster, which I am personally mixed on. Many people seemed enamored with the Sonata, especially the Sonata Turbo. Though with 274-horsepower and a 34 MPG rating on the highway, it’s hard not to be impressed.

Buick had a LaCrosse with eAssist dashboard buck with front seats in its display. This gave consumers the opportunity to “sit in” the new LaCrosse eAssist and play with the dashboard controls. Buick also featured both the 2012 Regal GS and 2012 Verano Turbo. The booth prefessional on stage reiterated what we heard leak out already, the Verano Turbo will feature 250-horsepower from its 2.0-liter four-cylinder. Combined with a six-speed manual transmission, the Verano Turbo is shaping up to possibly be a very fun car to drive. It’s worth noting this engine will likely trickle up to the Regal Turbo giving it a nice power bump .This also likely means the Regal GS will get a slight power boost within a year or two after launching.

At the Chevrolet booth I paid close attention to how consumers were reacting to the new Volt. While it has gone on sale already, it is not currently offered in the Minnesota market (yet). Chevrolet had a booth professional on a turntable going over some of the Volt’s features and selling points. After she was done I witnessed many confused consumers asking questions. It quickly became very clear that explaining to people how the Volt works is not an easy task. Consumers seemed confused as to whether this was an electric car or hybrid. Chevrolet definitely has its work cut out when it comes to informing non-car enthusiasts as to the details of the Volt.

AutoMotorPlex actually hosted a section called the Ultimate Garage. It built a structure that housed four separate garages, each featured a different look and feel. The goal was to showcase what the AutoMotorPlex offers, and to give consumers an idea of what the ultimate garage, or commonly referred to as “man cave,” can truly look like.

Chrysler, what’s up? Seriously, some of your new product is impressive (some is not). But using the old signage with the dead Pacifica, and the dated Chrysler logo just seems….not smart.

In the aftermarket room there were a handful of customized vehicles. Let’s be clear about something, LeRoys Customs apparently thinks a string of LEDs stuck onto the outside of a GMC Sierra headlight with double stick tape is OK.

Hey! It’s Lightning McQueen. He’s such a good guy. Always making time for the little people.

I’ve got to say, this years Minneapolis Auto Show was even better than last years. With more manufactures on the floor, more unique aspects to the show, and more enthusiasm from the consumers, the show seems like a huge success. I heard that the Minneapolis Auto Show board is already looking into ways to take things a step further next year. I look forward to seeing what they comes up with.

When I was a kid, I drooled over cars like the Subaru WRX STI, and the Mitsubishi. Not for just for their high output four cylinders, but for their entire drivetrains. Those high output four cylinders combined with the rally bred all-wheel drive systems are just a marvel to behold. When given the chance to have a 2011 Mitsubishi Evo MR Touring in my driveway for a week, I jumped all over it. Is the little rally bred street racer all I hoped? After spending a week with it, I finally have some answers.

The exterior of the Evo is menacing. I mean really, the front looks like it is going to eat you. From the sculpted hood with heat extractors and air inlet, to the gaping mesh grille, it all works. And don’t forget about those scowling headlights.

More than one person during the week asked me what that big silver thing was towards the bottom of the front clip. That my friends, is a nice big intercooler. It helps keep the hopped up four banger cool.

My Evo MR test vehicle sported some very nice light-weight 18″ BBS wheels shod with Bridgestone snow tires. Peeking behind those great looking wheels were a terrific set of Brembo brakes that kept this little beast in control at all times.

From the side view, the Evo MR almost looks like a normal Lancer, almost. The body kit has side skirts that extend from the rocker panels quite a bit, enough to make you pay attention when entering the car. If you aren’t careful, you’ll get a leg full of snow and slush.

My favorite part of the rear is definitely the taillights. Both during the day and even more so at night, they appear to be scowling at you. The MR deletes the big stupid boy racer wing off the trunk, and replaces it with a tasteful lip. Below the bumper lies an aggressive diffuser with two chrome exhaust tips protruding out.

Bottom line on the exterior of the Evo MR: it’s aggressive. The MR ditches the silly wing and makes the Evo almost passible as a car that doesn’t shout “Hey look at me Mr. Police man,” though I did say almost.

Before I get to the interior, lets get one thing straight….this car is about driving. The powertrain is what makes this car. This is evident in the interior.

If you read my review of the 2011 Lancer Sportback ES, you’ll know the interior materials on that car are a letdown. With hard plastics that can scratch easily, it just looks cheap. The Evo shares this interior because it is based off the Lancer.

The touring package blesses the Evo with terrific heated Recaro leather seats that are manually adjustable. These seats are terrific and also worth noting, absolutely not made for overweight Americans. I fit just fine, but many people will find these seats to be uncomfortable. They grip you in all the right places. When flying around a track, your body will not be moving around. That is exactly what you want from sport seats.

Sound was provided by the Rockford Fosgate Punch sound system. This system puts out 710-watts and is connected to 9 speakers and a 10″ subwoofer. In a word, it’s boomy. The highs are messy and the lows are loud, but muddy. In a car like this, how much does a sound system really matter anyway though, right?

Overall the interior is somewhat cheap, but hey, once you hit the go pedal you really don’t care. I assure you of this. Oh, and the seats make up for any problems you have with the crappy plastics.

Now what we have all really been waiting for: the powertrain and driving impressions. The Evo has one engine choice, a 2.0-liter inline four-cylinder that has a twin-scroll turbocharger. This is good for 291-horsepower and 300 lb-ft, which of course goes to all four wheels.

The base Evo has a 5-speed manual transmission while the MR model features Mitsubishi’s 6-speed TC-SST transmission. The TC-SST transmission is Mitsubishi’s dual clutch transmission.

The TC-SST transmission has three modes: Normal, Sport, and S-Sport (Super Sport). These modes can be changed via a toggle next to the shifter. One thing to note: you can change the modes while driving, but to put the car in S-Sport you must be fully stopped, and hold the toggle for a few seconds. It is almost like a hidden mode. Normal is what you would expect, normal. Though it does seem to do exactly what you want when you want it in most conditions. Sport takes things up a notch keeping the revs higher, and shifts are a little harder. S-Sport is really just ridiculous for street use, it keeps the revs nearly always above 5,000 RPMS , and hits redline every time. Oh, and it also shifts so hard that you feel like you just hurt the transmission. I almost felt bad for it.

All Evo’s have what Mitsubishi calls Super All-Wheel Control (S-AWC). The S-AWC system is a really sophisticated all-wheel drive system. It has more sensors than you can probably count. It also has an active center differential. Taking things even further, we have active yaw control in the rear. This is the part that makes the power go side to side in the rear. When you go around a corner, the power is being moved around to push and pull you, even when the wheels are slipping.

The S-AWC system has three modes which you change using a button near the emergency brake (how convenient). The modes are: Snow, Gravel, and Tarmac. Push the button and it will toggle through the modes. Each mode calibrates the S-AWC for the condition of which you selected. Remember, this is/was a rally bred car.

Driving the car is like piloting a go kart on the road. Though it is a really heavy go kart. At 3,500 lbs, it is surprisingly heavy! Turbo lag is here, but you realize it quick and plan accordingly. From a dead stop if you slam the gas it is a second of thinking “hmmmm” followed by “holy crap” once the revs hit about 3,000 RPMs.

The steering wheel is a nice diameter and the metal paddle shifters that lurk behind the steering wheel are great. They are mounted (correctly) on the steering column instead of on the steering wheel. You always know where they are.

Steering is direct and very responsive. It almost does what you are thinking, literally. With only 2.7 turns lock-to-lock, it does not take a ton of input to direct the Evo. It almost feels like a precision tool meant to listen to your every command.

When you take a corner, it almost doesn’t matter your speed. The S-AWC has a little graph that you can display in the information cluster. This shows you where the power is going in relation to the wheels. Hit the gas and take a corner fast, you’ll see the power go to the front inside wheel and rear outside wheel.

The suspension is somewhat harsh. When I say harsh, some will find it a bit ridiculous. I found it tolerable, though many will not.

With a 14.5 gallon gas tank I will recommend you watch the gas gauge closely. The Evo is rated at 17/22 mpg, but good luck getting that. I averaged anywhere from 14 to 18 mpg. As you might imagine, I went through quite a few tanks of gas. A high-output turbocharged 4-cylinder pulling that much weight literally chugs premium gasoline.

Along with your gas tank issue, make sure you pack light. The trunk has less than 7 cubic feet of cargo space. Between the rear mounted battery, windshield washer fluid tank, and the subwoofer, you will not be taking the kids stroller to the park along with that picnic basket.

So after spending a week with Mitsubishi’s halo car, was it everything I had hoped and dreamed? In a word, yes. I was disappointed that it was so heavy, and while I expected the low rent interior (man you should have see the last generation), the Evo is hard to argue with. At $41,995 as tested, it is not a cheap ride, but it starts at a little over $34k and you can choose how you option it from there.

The the Evo is a ton of coin; heck you are in small premium car territory at that price. You could even buy a Camaro SS or Mustang GT for less money, but they are a different type of performance. Those are brute power kind of cars.

At the end of the day the Evo is a ton of fun, and much more refined than past generations. You just need to know what you are buying for that kind of money. An expensive small car that chugs premium fuel and has little to no cargo room in the trunk. Did I mention the Recaro seats, TC-SST transmission and the mind bending all-wheel drive?

Full Disclosure – The review vehicle was provided by Mitsubishi

Some Photography – Alex Bellus

You see in my lifetime (that I can remember), Chevrolet hasn’t had a class leading compact sedan. Heck, not even a really competitive compact sedan. The Cruze is set to change all that. But is it really class leading, and if it is, how long can its reign last?

The exterior of the Cruze is a mix of good and bad. The front is aggressive with swept back headlights and Chevrolet’s dual-port shield grille. The hood has a nice crease that runs down the center and around the sides. This adds to the aggressive look of the swept back headlights.

Below the headlights sit two black blank pieces of plastic. This is where the fog lights would go if you optioned for the RS package. It seems downright silly that even an Cruze LTZ (the highest trim level) wouldn’t have fog lights without an optional RS package. The front is aggressive, but they could have taken it even further.

The sides have a strong character line that sweeps from the front fenders back into the rear taillights. The bottom of the doors also have some sculpting that visually make the Cruze look less slab sided.

Around back is the most disappointing part of the Cruze exterior. Visually it will not offend anyone. The flip side of that is the rear is quite boring. It is like the designers of the front ran out of energy. Maybe they got tired one night and said, just call it good and be done with it. While I’m not sure exactly what happened, at the end of the day it’s bland. The rear blends in with the sea of cars on the road.

At one point I stated that the current generation Malibu might be the tightest screwed together car GM makes. The Cruze definitely is giving the Malibu a run for its money. It also has tight panel gaps and a solid overall feel.

Chevrolet has been bragging about the interior in the new Cruze quite a bit lately, and I must say, they have every right to do so. The materials all feel high quality and look terrific. While there is quite a bit of hard plastic inside the cabin, it all looks nice with low shine and nice graining.

ThefFront seats are very comfortable, and are highly adjustable for being manual seats. It is easy to find a comfortable driving position with the tilt and telescoping steering wheel.

Chevrolet is touting midsize sedan room for the Cruze, even though it is a compact sedan. That extra room is felt in the rear seat. Foot and leg room is more than ample and it also has a decent seating position.

The center stack features black high gloss plastic in the shape of a flux capacitor. The buttons all have a high quality feel to them. I found it notable that the climate control knobs had no wiggle and that they felt solid.

Chevrolet knows that Ford has been touting its Microsoft SYNC system loud lately, so they had to do something. The new Cruze might be one of the most tech savvy cars out of GM in recent years. The Bluetooth system downloaded my phonebook, so every time someone called, the screen showed the callers name. You can also scroll through your contacts on the screen. The USB port will read almost any device that you plug-in – my iPhone 4 worked seamlessly with the sound system.

I found it unique that the dashboard featured cloth that matched the material on the seats. The Cruze I was in featured red cloth both on the seats and on the dash. All models that have leather feature a leather-like material on the dash instead of cloth. If GM had not added this unique touch, the dashboard would be a sea of hard plastic like most of the competition. It is clear that a ton of thought was put into the design and quality of the interior.

Two engines are currently available in the Cruze, but most will be sold with the 1.4-liter turbo inline four-cylinder. This engine produces 138 horsepower and 148 pound-feet of torque to the front wheels. This powertrain is rated at 24/36 mpg but I averaged 25 mpg in mixed urban suburban driving and a disappointing 29.4 mpg on a holiday highway trip.

Sadly, as it stands the only transmission choice is a six speed automatic. The transmission is fine, but I would’ve liked to have seen a manual option for those that like to row their own gears. Initially, reports flowed out that the transmission was poorly programmed. Chevrolet has since performed a firmware upgrade to the transmission that helps with these issues.

Overall I found transmission to be fine, though it hesitates to downshift. Acceleration is acceptable but don’t go street racing a Cobalt SS at the stoplight. Passing is its one weakness. The power just isn’t there to fling you forward, it builds slowly. Also, that manual shift capability? Don’t bother. It takes about half a second to register before it will perform the shift.

Cruze features electric power steering to help improve gas mileage. The application is probably one of GM’s best to date. Steering is light at parking lots speeds, but firms up once on the highway.

The Cruze 1LT I tested featured: connectivity plus package, 16″ alloy wheels, crystal red metallic tintcoat, and a compact spare tire. The total sticker price on this particular Cruze 1LT was $20,240 after destination. That places the Cruze at the high end of the compact car class. The Cruze isn’t a cheap compact, but it is a substantial compact car.

Back to the beginning, I was initially impressed with my first experience with the Cruze. After spending an entire week with a 1LT model, am I still as impressed? In one word, yes. I was slightly disappointed with the gas mileage, but the engine is smooth and quiet.

As for the question about the Cruze being class leading, the short answer is yes – for now. The competition is all getting refreshed and the Cruze has been on sale across the world for over a year. The new Hyundai Elantra is rated at 40 MPG on the highway across the board, the new Focus has some impressive technology available, and we don’t even know what the new Honda Civic and Toyota Corolla will bring. At the end of the day, the new Cruze is currently one of the most competitive compact cars on the market.

Full Disclosure- The review vehicle was provided by General Motors

The Lancer is Mitsubishi’s foray into the compact car segment. The question is, is it competitive or is there a reason many consumers don’t know Mitsubishi still sells cars in the United States?

The front of the Lancer Sportback ES features Mitsubishi’s current design language, which has a sharp and forward slanting grille. It looks as if the front clip is about to eat you. My girlfriend thinks it looks like a shark and I can see that resemblance. The sides have a strong crease that run from the front fenders to the rear fenders and there is some slight sculpting is down by the rocker panels. The rear has a very steep slope to the glass and this cuts into the cargo room slightly. An integrated rear spoiler extends to the rear roofline and gives the rear glass a little cover during rain and snow storms. The optional 15″ alloy wheels look decent but have large tires that fill out the wheel wheels. Side repeaters for the turn signals are a nice touch in this class. Overall, I like the exterior for its uniqueness. It doesn’t look like any other compact car on the road.

The interior is a little more of a let down. A few years ago this interior would have been standard fare, but now the competition has upped its game. The plastic on the dash is all hard and somewhat cheap looking. The switches and knobs all feel fine, and the HVAC controls have a nice solid click to them on each interval. The cloth seats do feature a unique pattern, though the bottom bolsters are farther apart then I would like.

The radio display is red and inset into the dash slightly. This looks fine, but in sunlight the entire display gets washed out. The auxiliary inputs use red and white pigtails instead of the normal auxiliary input jack. That is somewhat annoying if you do not have the right cables. Once you have the correct cables it gets more confusing, you must hold the MP3/CD button on the radio for 2+ seconds to switch to the auxiliary input. I’m creative, but even I had to go to the owners manual to figure that one out.

The steering wheel has a voice command button along with hang up and answer buttons for the Bluetooth. The only issue is, this particular Sportback didn’t have Bluetooth. It seems all Sportbacks are pre-wired for Bluetooth and have the buttons. So, if you do not select the option for it, you will be stuck looking at the buttons every time you drive the car. Just a reminder that you kind of skimped on the options. Not exactly sure why they are there but hey, they are.

I wanted to comment on the seating position; it was more rally car than compact car. With an adjustment for up/down, forward/back/and a back adjustment, it was easy to find a comfortable driving position. The steering wheel did tilt but does not telescope.

The engine is a 2.0-liter MIVEC inline 4-cylinder that pumps out 148 horsepower and 145 pound feet to the front wheels. The power is put down through either a five speed manual or Sportronic CVT automatic. The Sportback I had featured the Sportronic CVT, which I will say wasn’t as bad as I initially expected it to be. Personally, I am not the biggest fan of CVTs due to their rubber band nature, but this one seemed to mimic a six-speed automatic fairly well. Only when really pushing the engine did it start to have a rubber band feel. The Sportback was actually fun to drive, when going around a corner it felt more like a rally car than a typical compact car. While the two higher trim levels are definitely sportier, this base Sportback was able to throw a smirk or two on my face.

Aside from the interior material quality and radio display, I do have one major gripe. The price of the Sportback ES seems reasonable, until you realize what you can now get for that same kind of money. Starting at $17,775 with a manual transmission and no options, this is not exactly a cheap compact car. The model I was in had the CVT and alloy wheel options bringing the total to $18,955. The EPA mileage ratings are 25/32 mpg, while I averaged 23.5 mpg in the city and 27.6 on the highway. Not exactly class leading on the gas mileage either.

So what did we end up with? A compact hatchback that has some sharp styling and sport driving characteristics. That sounds like a somewhat unique combination. With vehicles like this, it really isn’t a surprise to me that my friends didn’t know Mitsubishi was still around. This is a unique and almost niche vehicle. Your top priorities can’t be fuel economy or interior material quality. It also isn’t the best value based solely on price, especially when compared to a Mazda3, Ford Focus, Chevrolet Cruze, or a myriad of other compact car options. No, to buy this car means you want to be different and stand out from the crowd. With a fun to drive factor that is surprising and a fair bit of utility, this shark is in crowded waters but deserves a fair shake if you want to stand out from the compact car crowd.

Full Disclosure – The review vehicle was provided by Mitsubishi