2015 Honda CR-V Limited First Drive Stylish

For the new model year, Honda has significantly updated the CR-V, from adding new safety technology to refreshing the exterior design. And while this wasn't a full redesign, the difference between this new model and the outgoing one is significant.

The Honda CR-V is one of the top-selling small SUVs, and one of the safest on the market. However, one title it hasn't held--at least in our book--is that it isn't that great of a drive. Sure it will get you from point A to B, but it didn't have much to offer outside of that. For the new model year, that has changed. Not only has Honda added an extra trim level, but nearly $2,000 worth of technology and safety features. You might think that means a higher starting price, but no. The base model starts at $24,570, a mere $200 increase over the previous model.

We wanted to get behind the wheel and see what the 2015 Honda CR-V was all about. Read on to learn what we thought.

Walkaround

Right off the bat, the new exterior design grabs your attention. While the front fascia has been completely redone and offers a more aggressive and masculine appearance, we would have liked the rear to have received the same treatment. The all-new Limited model offers a striking wheel design that separates it from the rest of the lineup.

This new model is clearly a step up in terms of exterior styling and differentiation from the rest of the lineup, and compared to other small SUVs, the Honda CR-V offers design elements that make it immediately recognizable. If the exterior was this exciting and fresh, we had hopes that Honda had updated the interior. It was time to get behind the wheel and find out.

Sitting Down

While Honda has received some negative feedback on previous models in its lineup for having a mish-mash of materials and quality, the automaker worked hard to improve the new CR-V. And it shows. Inside, there are higher-quality materials that are cohesive and no longer feel disconnected. Added to that, the use of hard-touch plastics is at a bare minimum. Seats were comfortable, supportive, and it was easy to find that ideal driving position.

However, there were some interior changes that we weren't a huge fan of. The infotainment system juts out from the dash, and while it may make it easier to reach the controls, it offers an unattractive appearance. The navigation system was finicky, and wouldn't let us type in a house number when plugging in a destination, but when it came time to delete said destination, it was a breeze. But perhaps our least favorite part about the infotainment system was the lack of knobs. Only tiny buttons and a touch screen with two small knobs made up the controls. We also would have liked it if the top screen wasn't so deep into the dash.

Driving

We were impressed with the improved quality of the ride on the 2015 Honda CR-V, thanks to the updated CVT transmission. No longer can you feel every nuance of the CVT, and during the drive, we forgot about it altogether. While that aspect may have been improved, the CR-V has a stiff suspension, and we felt every bump and road imperfection.

The cabin was quiet, and engine noise barely permeated into the cabin. We did get some road noise, but turning up the radio just a hair helped us tune it out. Driving around Southern California in a mix of highway and city streets let us get a feel for what the new CR-V had to offer. It handled very well, and tight corners were no issue. It feels a little larger on the road than the outgoing model, but it doesn't impede the overall driving performance. Acceleration is not as quick as we would have liked, but it gets up to speed relatively quickly. Brakes are solid and confidence-inducing as we had quite a few sudden stops on our drive.

Summary

When looking at value for the price, you'd be hard-pressed to find a better deal than the 2015 Honda CR-V. But does that mean it's the best on the market? It has its pros and cons, just like every model, and those will be unique to the customer. However, the CR-V is one of the best-selling compact SUVs on the market, and for good reason. For us, we loved the improved CVT, exterior and interior styling, and the new safety technology. We just wish the ride was smoother and the infotainment system was less bulky and more streamlined. While we had a short time behind the wheel, we're interested to get behind the wheel again for a longer evaluation.

2014 Jeep Wrangler Willys Wheeler Road Test Trendy

Drive down the road in a bright orange Wrangler and you're bound to be noticed. We've driven plenty of cars, but with a few notable exceptions (like the Tesla Model S and Chevy Corvette), very few have turned more heads than the Wrangler. Most of the attention we received was from other Wrangler owners, and the comradery among this group quickly became obvious.

Since it's such a niche product, qualities that would normally be unforgivable on a regular car are somehow charming on this model. But overall, the Wrangler requires significant compromise that, frankly, a good majority of buyers would not want to live with on a day-to-day basis.

What We Drove

We drove the special-edition 2014 Wrangler Willys Wheeler, which features enhanced off-road capability. While a standard Wrangler would normally go for $23,390, our model totaled $30,980 thanks to the $5,700 Willys Wheeler package as well as Uconnect and a power accessories package.

Our Wrangler Willys Wheeler came with off-road tires, a performance suspension, and a Dana 44 rear axle with Trac-Lok limited-slip rear differential and 3.73 gears. Cosmetic upgrades include 17-inch high gloss black wheels, a black Willys Wheeler grille, a Willys Hood decal, and other unique badging. On the inside, look for a leather-wrapped steering wheel, Mopar slush mats, and charming backpack style handles to assist passengers upon entering the vehicle.

Standard safety features on the Wrangler include multistage front airbags, electronic stability control, traction control, electronic roll mitigation, hill start assist, and four-wheel disc brakes. Unfortunately, the government has only released partial crash test information for the 2014 Wrangler. The vehicle earned a mediocre three stars in rollover tests.

The Commute

When Monday morning comes, the only thing you really want is a comfortable and quiet ride to work. Although we didn't expect this from the Wrangler, we didn't know exactly what we were in for.

Entering the vehicle is the first challenge. It can be tough for petite drivers and passengers to hop in the high-riding Wrangler, and the position of the handle bars on top of the roof don't do much to help. Once you're in, the drive starts out smoothly. Hit the road, and you'll notice shifting with the standard six-speed manual transmission is a breeze once you get used to the long throws. Just be careful when switching to sixth gear, as it can easily be confused for Reverse thanks to the positioning of the gears. The overall drive inspires confidence, except for the occasional creaks and croaks of the car when making a turn. We found this gives the SUV a bit of its charm.

But there was one unescapable part of the vehicle's performance that many drivers will get likely never get used to. When traveling above 40 mph, excess road noise permeates the cabin, and when you hit highway speeds, you have to yell to carry on a conversation with the person sitting next to you. Much of this noise comes from the tires, and the retractable soft top doesn't do much to stop wind noise. You can hear a Prius whiz by.

At slower speeds, or while parked, the Wrangler is perfectly comfortable. The cloths seats are surprisingly cushy, and even after long drives, we were supported and ache-free. The Wrangler's Uconnect infotainment system features straight-forward, user-friendly controls. But it was about a 50/50 shot if the Bluetooth would sync up my phone's music without displaying an "Error Occurred" message.

The Grocery Run

Behind the Wrangler's rear seats is 12.8 cubic feet of storage, which doesn't afford much room for groceries. For extra room, you could look in the rear passenger compartment, but we couldn't fit a single paper grocery bag between the front and rear seats. If you're looking for space to fit groceries for a whole family, take the Camry.

Fortunately, the Wrangler fits into almost any parking space thanks to its short body. Its tight turning radius made it easy to navigate in tight parking lots. Its athletic prowess is one the Wrangler's biggest attributes, something we were just beginning to learn during our time with the vehicle.

The Weekend Fun

The Wrangler is best known for its off-roading performance, so we took it to Stoddard Park in Barstow for an adventure. Our special-edition Wrangler came with a performance suspension, which is also standard on the Rubicon model, and made our time off-roading quite comfortable and enjoyable.

The Wrangler provides a surprisingly comfortable ride off the beaten path. It feels stable over large rocks with little vibration coming into the cabin. Here the ride wasn't too loud. The SUV's smaller size makes it maneuverable and stable on the road compared to off-road trucks with heavy back ends, but its shorter wheelbase also causes shaky steering on uneven roads. This is trade-off is easily overcome by paying a little more attention to the steering wheel.

Our long weekend drives on and off the highway drained the vehicle's fuel tank quickly. Despite its relatively large gas tank, at 17/21 mpg city/hwy, drivers can expect to be stopping at the gas station pretty frequently. We sure did.

2014 Hyundai Veloster R-Spec Road Test

The Hyundai Veloster entered the hot hatch segment back in 2011, and while it had a good fan base, hype for this model has gone down over the years. You don't see too many on the roads today, but the Rally Car circuit takes full advantage of its offerings.

But for everyday use, is a turbocharged hot hatch with a six-speed manual transmission really viable? From the dreaded morning commute to the weekend roads, we put the Veloster R-Spec through the paces to find out. This stripped-down version may not be for everyone, but it has plenty to offer. Read on to learn what we thought of our time behind the wheel of the 2014 Hyundai Veloster R-Spec

What We Drove

Our 2014 Hyundai Veloster R-Spec comes powered by a 1.6-liter turbo GDI four-cylinder engine mated to a six-speed manual transmission that delivers 201 horsepower and 195 lb.-ft. of torque. As this model is a stripped down version, there are no added features, bringing the total price for our model to $22,110, after the $810 destination charge.

While there aren't any options, our test model benefits from a standard Ground Effects body kit and body color rear spoiler, Hyundai Blue Link, rearview camera, 7-inch touchscreen infotainment system, leatherette bolster seats and door inserts, leather-wrapped steering wheel, R-Spec badges and floor mats, and more. Safety features include standard airbags, ABS with electronic brake-force distribution and brake assist, torque vectoring control, and front seatbelt pre-tensioners.

In government crash tests, the 2014 Hyundai Veloster R-Spec earned a 5-Star Overall Vehicle Score from the NHTSA. However, the Veloster failed to earn a Top Safety Pick rating from the IIHS, thanks to a marginal score in the difficult small overlap front crash test, as well as an acceptable in the side impact test.

The Commute

During the morning commute, a manual transmission is never the ideal car, thanks to all the stop and go traffic. However, the 2014 Hyundai Veloster R-Spec offers some features to make the drive more bearable.

The clutch is easy to get used to in a matter of minutes, and while the shifter may be a bit stiff when sliding into first gear, the others are smooth and quick. The seats are supportive and rather comfortable, despite the fact that they aren't leather. The red and black interior design scheme provides not only a sporty feel, but enhances the aesthetics, making this car feel more expensive and less stripped down than it actually is.

The infotainment system is easy to use and connect our phone to. However, if you're going to charge your phone up while trying to play Pandora, it's not going to work. Aside from that, we only have one small complaint during our time behind the wheel of the 2014 Hyundai Veloster R-Spec. The steering could definitely have been tighter for such a sporty model.

The Grocery Run

If you're not feeding a family of four, the 2014 Hyundai Veloster R-Spec is not a bad choice to take to the grocery story to load up on a week's worth of food. The trunk offers 15.5 cubic feet of space, while extra bags can go in the back seat, which is easy to get to thanks to the small rear door on the passenger side. However, the rear seats do fold to provide more room for those larger items.

Because of its small size and good handling, the Veloster can maneuver in and out of parking spaces with ease. The backup camera also provides added help when backing out. But if you don't want to deal with the hassle of the manual transmission, we'd recommend leaving it at home.

The Weekend Fun

Hot hatches have become some of the most enjoyable affordable cars to take out on the open road, and when equipped with a manual transmission, the fun is upped to another level. The 2014 Hyundai Veloster R-Spec immediately delivers strong performance as soon as your foot is off the break. Acceleration is strong, and getting up to highway speeds takes no effort at all.

We wouldn't recommend this as a road trip car as the constant shifting in traffic can tire your legs out, but for the weekend in the canyons, it's perfect. Winding roads are ideal for the Veloster, as it grips the road and goes through corners with ease. Whether you use that to zip through traffic or carve up a mountain, there's no doubt that a smile will be on your face. While this model may not have all the bells and whistles, it has a personality and it more than makes up for any shortcomings.

Jaguar XF 3.0 AWD Quick Drive 2014

Now that the XK has been discontinued after the 2015 model year, the XF executive car is the oldest product in the Jaguar lineup. Last redesigned in 2009, the Jaguar XF shows its age in many ways compared to other Jaguar products, as well as its competitors in the midsize luxury sedan segment. Despite this one (admittedly major) fault, the XF offers a rewarding drive thanks to its powerful engine, tight cornering, and stable ride. While the competition is stiff, we think it is at least worth a look for buyers in the market for a comfortable and sporty luxury cruiser.

Model and Price

Buyers can get their hands on a stripped-down XF model for $50,175. The model we drove came with an upgraded 3.0-liter V-6 supercharged engine and a healthy 340 horsepower. A Premium Pack ($4,250) added navigation, rearview camera, keyless entry, Sirius, and a Meridian audio system. A Portfolio Pack ($4,000) tacked on heated and cooled front seats, upgraded leather, suede headliner, and other extras. Other options on our model included a Cold Weather Pack ($750), Rhodium silver-metallic paint color ($500), jet headliner ($525), and split fold RR seat with ski hatch ($125). When everything was accounted for, including the destination fee, the total cost of our model came to $64,075.

Safety and Key Features

Unfortunately, neither the government nor the IIHS has released crash test ratings for the XF sedan. But buyers can rest assured thanks to the car's two front airbags, two airbags at the outer edges of the front seats, and side curtain airbags. Head restraints in the front seats were designed to prevent whiplash in the case of an accident. Other standard safety features include perimeter alarm, engine immobilizer, tire pressure monitoring system, and LATCH restraint anchor points. Our model came with an optional rearview camera and front parking sensors that helped us safely navigate into tight spaces.

Family Friendliness and Utility

Like many things in life, the XF offers a give and take in terms of space and utility. Rear seats don't fold down, but there really is no need to. The XF features a cavernous trunk that extends deep into the back, providing plenty of space for a week's worth of groceries and more. Trunk capacity is 17.7 cubic feet, which is more than the Lexus GS and BMW 5 Series.

But the catch is the limited space for passengers in the back. Taller passengers will find limited legroom and headroom. While normally cramped, the middle seat can be converted to a space for additional cupholders.

In terms of technology, the XF has a small touchscreen for audio, navigation, and other functions. While it may appear a bit outdated, it is perfectly functional. One of our favorite things is a rotary gear knob that makes shifting gears seamless.

Comfort and Quality

Many times, buyers can be falsely charmed by leather seats. Stiff and overly-supportive or so plush that you just sink right in the middle, it is hard to find the sweet spot. But Jaguar has managed to find this spot with its seats. In our upgraded Portfolio package, the supple leather seats were soft to the touch yet supportive enough for even the longest drives.

With one look inside the cabin, you definitely see the car's age. From the old design of the steering wheel to the outdated buttons, it is not revolutionary by any means. But we found that the cabin was functional, clean, and comfortable, and that kept us pleased.

How it Drives

The XF is a larger car, and at times, it feels like it when accelerating or maneuvering through tight spaces. But it also feels planted and stable, capable of taking fast turns around bends with complete confidence. Overall, we think the engine provides a bit of a sporty kick that will please most performance-oriented buyers. We also enjoyed the sound insulation that made road and wind noise barely noticeable.

A few things we didn't like? The stop-start technology on this car is a bit aggressive for our liking, but overall, we felt braking was crisp and confident. Also, visibility can be limited up front and in back thanks to the shape of the car. Our biggest grievance was fuel economy, as we felt like we were always filling up. At 16/26 mpg, the Jaguar XF gets worse fuel economy than all of its major rivals, including the BMW 535i xDrive (20/29), Audi A4 quattro (20/29), and Lexus GS 350 AWD (19/26). Hopefully, a revised version of the XF will feature better fuel economy so that it can keep up with competitors in this category.

Lexus RC F Road Test 2015

For the 2015 model year, Lexus is bringing an all-new entrant into the luxury sports coupe segment, and already it has set its sights on the BMW M4. However, those are some pretty big goals, as BMW has been in the performance game much longer, honing their M division into a finely-tuned performance powerhouse. But that's not to say that Lexus can't compete. Over the years, the Japanese automaker has been expanding its F-Sport lineup, and the RC F is just the latest offering. With power coming from a 5.0-liter V-8, the 2015 Lexus RC F commands respect while pumping out 467 horses at a top speed of 168 mph. Read on to learn what we thought about our time behind the wheel of the 2015 Lexus RC F.

What The Drove
The 2015 Lexus RC F comes with a starting price of $62,400 and loaded with standard features. However, our model came with a few additions like 19-inch split 10-spoke alloy wheels ($850), a leather trimmed interior ($800), the Mark Levinson infotainment package ($2,840), special paint ($595), a Premium package ($4,400), a pre-collision system with radar cruise control ($500), and a moonroof ($1,100). As it sat, our RC F came to a total of $74,410, after a $925 destination charge.

Standard features included keyless entry and ignition, "F" spec sport seats, Bluetooth, Siri Eyes Free, a rearview camera with gridlines, carpeted floor mats with "F" logo, and more. Safety features included a host of airbags, smart stop technology, LED headlamps and DRLs, Safety Connect with automatic collision notification, stolen vehicle location, emergency assist button, and enhanced roadside assistance, as well as a tire pressure monitoring system, first aid kid, and tool kit.

The Commute

When a sports car is your daily driver, commutes can become miserable, especially with the continuous stop and go. But the Lexus RC F makes that drive bearable. Although the suspension is as stiff as we'd expect for a sporty model, the luxurious interior touches like the comfortable and supportive leather seats with heating and ventilation, the latest technology, and different drive modes, the RC F becomes a suitable daily driver.

For the new model year, Lexus has also decided to update its infotainment system, replacing the mouse-like control with a touchpad. The new system is not only less of a distraction when trying to navigate through the different options when driving, it's also much easier to use and more accurate. While it still may not be our favorite system out there, it’s a step in the right direction for the Japanese automaker.

Chevrolet Colorado is the 2015 Motor Trend Truck of the Year 2016

What was good for Texas was good for pickups. So full-size pickups got bigger, and midsize trucks began to vanish. Gone were the Ford Ranger, the Dodge Dakota, and, most recently, the GMC Canyon and Chevy Colorado.But three years after disappearing, the Colorado returns, completely redone in more manageable bite-sized proportions compared to those full-sized Texan trucks. The Colorado may not be the biggest pickup in contention for the 2015 Motor Trend Truck of the Year, but it turns out to be the best in more of our judging categories than anything else."The Colorado to me is the perfect-size truck again," Reynolds said. "Its simplicity and purity are what a truck ought to be about."Indeed, for many, a midsize pickup appeals to a more modest sense of size. The segment has been shrinking due to neglect. So when the Colorado reappeared, it trounced the Toyota Tacoma and Nissan Frontier in a comparison test, clearly marking itself as a segment leader. No other vehicle tested stands out as much."This is a really good, honest little truck," Evans said. "I can see it being very popular with small businesses that have been running old Rangers and the like."The Colorado also provides a considerable value for consumers looking at that segment, another criteria Motor Trend judges weighed.Our two test vehicles, an extended cab work truck with a sticker price of $23,300 and a crew cab Z71 pickup at $36,210, were the least expensive of the TOTY contestants. You could buy three Colorado work trucks for less than the $74,665 F-450 we tested. Granted, those are short-bed to long-bed comparisons, but the Colorado represents solid value in its segment, comparably priced against the (less impressive) Tacoma and Frontier."For a very basic offering, it doesn't feel that cheap," Loh said of the work truck. "There are almost no button blanks or other obvious signs of cost cutting, aside from the wide bezel on the tiny screen."Good things do come in small packages.There are currently two engines to choose from: a 2.5-liter four-cylinder and 3.6-liter V-6. Next year, Chevrolet will introduce a 2.8-liter turbodiesel I-4, slightly modified from the overseas market.All the engines are mated to a Hydramatic six-speed automatic transmission or, on lower trim levels of the 2.5-liter, an Eaton six-speed manual. Our two testers came with the automatic, which received the one consistent gripe from editors. While the transmission provided good acceleration and never lurched, it did seem to want to get to sixth gear in a hurry, sometimes causing the Colorado to lag. But stomp on the accelerator, and it would drop a gear or two, and the truck was off and running.The Colorado is rated to tow 7,000 pounds with a V-6 and towing package, which we did not sample. The 2.5-liter is rated for 3,500 pounds, but Chevy doesn't sell a hitch on 2.5-liter models, so we put one on and towed a 3,000-pound trailer. Acceleration to 60 mph slowed from 9.3 to 17.4 seconds -- slowing just slightly more as a percentage than its GMC sibling Canyon 3.6 V-6 did with the same trailer (7.7-13.3 seconds). Our Z71 model did not include a hitch.Editors noted that either empty or loaded, the Colorado provided a solid, smooth ride. Its size became a noticeable asset instead of a mark against it. "I had been concerned that these midsize trucks were too close in size to the full-size ones," Markus said, "but this seems enough smaller to feel nimble."Added Lieberman, "The Colorado has the best steering I've ever experienced on any truck, full stop."

Mitsubishi Lancer Evolution GSR Quick Drive 2015 as On the Beach

After the 2015 model year, the Mitsubishi Lancer Evolution will officially say goodbye. But until then, it remains one of the few street racer options out on the market. Critics rightfully say it shows its age, as this model hasn't been redesigned since 2008 and lacks some of the basic features we expect from new cars. Its simplicity remains one of its charms, but also a major downfall.

While it may look like the kind of car your daughter's bad news boyfriend would roll up in, it definitely doesn't fit that stereotype. Our model totaled nearly $40,000, which gets rid of that teenage boy appeal. We liked a few things about this model, but we think most buyers will want to look elsewhere in the sports sedan segment.

Model and Price

We drove the Lancer Evolution GSR, which starts at $34,995 and is equipped with a five-speed manual transmission. Our model tacked on the Sunroof & Leather package, which adds—guess what—a sunroof and leather seats, as well as heated seat functions, upgraded center console, and sound dampening for a quieter cabin. We also had the Sight & Sound package, which delivers a Rockford premium sound system and keyless entry. When factoring in a destination fee, the total cost of our model came to $39,590.

Safety and Key Features

Unfortunately, the 2014 Mitsubishi Lancer Evo has not been crash tested by the government. Standard safety features on the Lancer Evo include front airbags, front seat mounted side aribags, side curtain airbags, knee airbags, and adjustable rear headrests. Regular Lancer models achieve an overall rating of four stars in crash tests.

Standard features on the Lancer Evo are limited. The car includes a leather wrapped steering wheel, an outdated touchscreen display, Fuse Handsfree Link system, and three months of SiriusXM. Standard front Recaro sport seats were our favorite feature. Our least favorite things? The car has a tilt-only steering wheel and manually adjustable seats with no adjustment for height.

Family Friendliness and Utility

We can think of plenty sedans that fit the needs of families, but the Lancer Evo would not be one of them. Seats in the back have limited legroom, rendering them fit for only young children. The back seats can't be folded down for more room, which limits cargo space to the paltry 7 cubic feet located in the trunk. Since our model had the upgraded stereo system with the ginormous subwoofer in the trunk, room was limited further. Those looking for more room should opt for the regular Lancer, or a host of other sedans like the Mazda3 or Honda Accord.

Comfort and Quality

As we mentioned earlier, the front seat can be pushed forward and back, but cannot be adjusted according to height. At my 5'3" frame, I couldn’t find a comfortable seating position in this car. The seats themselves are comfortable and supportive, so while we wouldn't be comfortable while actually driving, we would be semi-comfortable taking a nap.

The main problem we had with this car's interior is that it is too expensive for what you get. For nearly $40,000, you are paying for a car that looks 10 years old. Cheap plastics, an outdated radio, and other unrefined touches reduce this car's appeal. We much prefer the look and feel of the Subaru WRX STI, even models that are a few years older