2011 Mazda RX-8 Review

The 2011 Mazda RX-8. End of the line.

I plead coincidence. This review of the 2011 Mazda RX-8 was on my schedule for this week before Mazda's announcement on Tuesday that it was discontinuing production. So this is a review and a farewell.

For seven model years, the RX-8 has been something of an underachiever...never quite meeting expectations of performance set by its looks nor expectations of performance in sales.

Part of the problem was compromise. Staying true to a mission pays off in sporting machines (the Mazda MX-5 Miata being a textbook example), but the RX-8 came with two too many seats (the rear ones being virtually unusable) and two too many doors (though half-doors would be more a more accurate way to describe the openings used for rear-seat access). As a result, the immediate impression was one of awkwardness. A head-on competitor to the Nissan 370Z would have been more satisfying.

Beyond that, there were more issues: A small rotary engine (1.3 liters) with limited output (232 horsepower, 159 pounds per foot of torque) meant it felt slow off the line and needed to be revved high and driven hard to feel like a sporting machine. Which was a double-bind, because rotary engines aren't known for their fuel economy...and the best the EPA could come up with for an RX-8 estimate was 16 city/22 highway.  Put all that together with a vague shifter and (in early models) a startlingly touchy clutch (stall it at one light, chirp the tires at the next), and the recipe just wasn't there.

Rear view of the 2011 Mazda RX-8.

Well, Mazda fixed some of those things. I was surprised during my week in the 2011 Mazda RX-8 at how much better the car rode and handled (suspension upgrades), at how vastly improved the shifter and clutch were and how those improvements made the engine's power more accessible. It had been refined into a very enjoyable car, and for the price and equipment, not a bad choice in the segment.

Base price for the base model is $26,795. Our tester was the Grand Touring model, which begins at $32,260. And that's where ours stopped, too...no options, since the Grand Touring brings a huge list of standard features (18-inch aluminum alloy wheels, high performance tires, Xenon headlights, fog lights, automatic climate control, a 300-watt Bose AM/FM/SiriusXM/6-disc CD changer audio system with 9 speakers, power windows and locks, 8-way power driver's seat with 3 memory settings, leather-trimmed and heated front seats, leather-wrapped shift knob, leather-wrapped steering wheel with audio and cruise controls, and Bluetooth. Tack on the delivery charge and it's $33,055.

The stylish and comfortable cabin of the 2011 Mazda RX-8.

So, the real story on the RX-8 is that it's ending just as it was getting good. If you want one, now's the time. Dealers are starting the clearance sales and Cars.com says that as of this writing, there are 216 left at U.S. dealers.

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2011 Buick Regal CXL Review

The 2011 Buick Regal. A whole new look for GM's longtime old-guy division.

Turning points are usually things that become obvious well after the fact...noted by historians looking at the big picture. It's rare when we can see one in real time and realize it.

I could be wrong here, but I think we're looking at one right now.

It's been many years since Buick built a car enthusiasts could get (pardon the pun) revved up about. It was a Regal, too, come to think of it.

Well, 1987 was 1987 and 2011 is 2011 and Buick wisely resisted the urge to join the retro-mobile bandwagon and instead built a sedan for our times.

Slick European lines highlight the rear view of the 2011 Buick Regal.

Buick's aiming for an interesting spot in the sedan spectrum...sportier than Lexus, cushier than BMW (the American alternative to Infiniti, perhaps?), and the Regal hits that very small bulls-eye. Simply put, it drives better than any Buick of the last 25 years, perhaps than any Buick ever...and better than many contemporary sedans out there.

That's a big enough accomplishment for Buick, but here's the kicker...it does it with a four-cylinder engine under the hood. In fact, that's the only way you can get a Regal right now...your choice is turbo or non-turbo...and that's what we got...the stock engine. 182 horsepower. Doesn't sound like much considering what else is on the market, but it moves the Regal with authority, and mated to a six-speed automatic, it delivers pretty good mileage, too. 19 city isn't awesome, but 30 highway is a strong selling point these days.

$26,245 is the price of entry, bringing with it Stabilitrak, a full complement of airbags and curtains, battery rundown protection,  a six-month subscription to OnStar Directions & Connections with automatic crash response and turn-by-turn navigation, tire pressure monitoring, brake assist and ABS, 18-inch alloy wheels, power heated outside mirrors, halogen headlamps and fog lamps, leather seats (heated up front and 8-way power adjustable for the driver), remote keyless entry, cruise control, dual-zone climate control, auto-dimming inside rearview mirror, power door locks, a leather-wrapped steering wheel, controls for audio and cruise on the steering wheel, a seven-speaker AM/FM/CD/SiriusXM audio system with USB port and Bluetooth, and two power outlets.

The 2011 Buick Regal interior will remind you of anything but Buicks past.

In our book, that's loaded. Especially for a tick over $26K. But Buick added one....just one...option package. It's called RL6, the Comfort and Convenience Package. It gives the front passenger the same 8-way adjustable seat the driver gets, along with 4-way lumbar, adds a 120-volt power outlet, Ultrasonic rear parking assist, a power sunroof, rear seat mounted airbags, GPS navigation and ups the audio system to a premium unit with 9 speakers instead of 7. 

It costs $4,785.

I think the Regal's one helluva car without it at $26,245. But I can't really object to anything in the option package either (other than satnav....say it with me now: "My phone does that."), and at $31,780 with destination charges, it's still one helluva car, and fairly priced for what you get. It's just not the jaw-dropping value it represents at almost five grand less.

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2011 Mazda 2 Review

The 2011 Mazda 2 comes in a lot of colors. But this is the one you'll see most.

When was the last time you had your internal fun-meter pegged (we reserve the right to edit comments posted to TireKicker-Ed.)?  As in "12" on a scale of 10?

The Mazda 2 will do just that...it had us grinning about as big as the car itself does with the Mazda trademark smile up front.

If you haven't driven it, the temptation is to lump it in with the Ford Fiesta, another member of the mini-car freshman class of 2011...but while the Fiesta is a fine car, where the Mazda wins is in sheer fun at the wheel.

Rear view of the 2011 Mazda 2...promising fun and utility.

There's a difference between speed and power (which, with 100 horsepower and 88 pounds per foot of  torque, the 2 doesn't have tons of) and fun. This little puppy begs to be revved high and driven like you mean it. It's a slot car..find the right gear, a winding road and prepare to be entertained despite the low horsepower rating.

How'd they do that? Well, it's not new to Mazda. MX-5 Miatas aren't powerhouses either, but for more than 20 years, they've been one of the most entertaining cars to drive because of their eagerness to rev and their handling capabilities...essentially the same formula as the MGs and Triumphs of the 50s and 60s.

The businesslike instrument panel of the 2011 Mazda 2.

The price is pretty sweet, too. A base of $16,235, which includes a tilt leather steering wheel with cruise and audio controls on it, power door locks and windows, remote keyless entry, air conditioning, floor mats, an AM/FM/CD/mp3 audio system with auxilary input jack, a trip computer, ABS with brake assist, an anti-theft immobilizer, a tire pressure monitoring system, dynamic stability control and traction control, and front and side airbags and curtains.

And just to drive the point home that that's everything you need, that's exactly how Mazda sent the test vehicle...not a single option. Tack on delivery charges and the bottom line is $16,985. Leaves lots of money in your pocket for dues at your local autocross club (or to start your own), as does the EPA estimate of 27 city/33 highway.

Very low bucks...very high fun quotient. You can look responsible and socially concious by driving a small car and then go carve canyons on the weekend (or on unnaturally long runs to the store).

The 2....is a 10.

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2011 Nissan Altima Review

The 2011 Nissan Altima. Sleek styling that's aging well.

Popular misconception about automotive journalists: We're spoiled by high-end cars. Thinking about it, that might be true about some automotive journalists, but never us. The joy isn't about the price tag, the top speed or the 0-60 time, it's about how well the car does what it was intended to.

And that's why we love the Nissan Altima. This has become the sleeper...the car that is everywhere but no one really notices...until you get back behind the wheel again.

Nearly three years ago, shortly after the launch of TireKicker, we drove the Altima Hybrid...the first hybrid to under-promise and over-deliver in terms of mileage, and do it at about the same price as smaller gas/electric machines.

On the heels of that review, we spent a week in the Nissan Altima 2.5 S...and found that was a terrific family car, too...minus the complexity of the hybrid (which Nissan keeps to a minimum anyway) and at a more reasonable price.

The 2011 Nissan Sentra's slippery shape no doubt helps gas mileage.

So what's changed in two and a half years? Well, there's been a styling refresh, the engine is up by five horsepower (to 175), it feels a bit smoother and sounds a bit quieter than the '09...and Nissan's done a terrific job of holding the line on price, which is up only $520 in two years, to a still reasonable MSRP of $22,060.

Nissan's press fleet folks added the 2.5 S Premium Audio Package (Bose Audio system with 9 speakers, a 4.3" display, rear camera, Bluetooth, USB and SiriusXM) for $1,240, The Convenience Package (8-way power driver's seat, 16-inch alloy wheels to replace the stock steel sixteens, auto on/off headlights, dual illuminated vanity mirror, a leather-wrapped steering wheel, and steering wheel-mounted audio controls) for $1,150, the Convenience Plus Package (yes, really...that adds a power moonroof with sunshade, dual zone automatic climate control and manual folding sideview mirrors with integrated turn signals) which was also $1,150.

$175 for floor and trunk mats and $135 for splash guards brought the bottom line to a still-quite-reasonable $26,660 with delivery charges.

The all-business cabin of the 2011 Nissan Altima.

The Altima is one of those cars that becomes your faithful travelling companion...over time you find it just plain fits...there's nothing that it does poorly or even so-so. 23 miles per gallon in the city, 32 in the highway doesn't strain the relationship either.

The midsize family sedan field is a crowded one. But a car this good for between $22,000 and $26,000, with that kind of mileage makes this not just a must for a test-drive, but a reason to start your short list of finalists in advance.

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2011 Kia Sorento Review

The 2011 Kia Sorento.

It's deja vu all over again.

Those of us of a certain age can remember when Honda found the magic dust and began sprinkling it liberally over their product portfolio. They went from an interesting, quirky also-ran to a company that could do no wrong and whose products you couldn't afford to ignore come car-shopping time.

Well here we are three decades later, and that's what's happening with Kia, which before they were an interesting, quirky also-ran, weren't all that interesting...so the achievement curve here is actually higher than it was for Honda.

About a month ago, we extolled the virtues of the Kia Sportage, now a fine, no-excuses small SUV. But what if you need something a touch bigger?

Well, that's where the Kia Sorento comes in. It's roomier but gets very close to the same mileage as the Sportage (21 city/29 highway to the Sportage's 22/31).

Our tester was the mid-level EX front wheel drive (all three, LX, EX and SX are available in all-wheel-drive as well), starting at $24,795. And that gets you a very well-equipped machine: DOHC 4, 6-speed automatic transmission, 18-inch alloy wheels, ABS, airbags and curtains all around, Electronic Stability Control, Traction Control, tire pressure monitoring, downhill brake control and hill assist control, dual-zone automatic climate control, power windows, door locks, and outside mirrors, an AM/FM/CD/mp3 audio system with SiriusXM satellite radio, USB and auxiliary jacks and Bluetooth.

The interior of the 2011 Kia Sorento.

Also standard in the EX are a multi-adjustable driver's seat with lumbar support, 60/40 split folding and reclining second row seats, pushbutton start with smart key, cruise control, leather-wrapped steering wheel and shift knob, auto light control, tilt and telescoping steering column, illuminated vanity mirrors, rear privacy glass and fog lamps.That's a nice package for less than 25 large. And the Kia people added three options to it:

The Limited package (Navigation with traffic data, backup camera, Infinity Audio system with 10 speakers, 18-inch mirror-finish alloy wheels and interior accent illumination)...$2,000.

Premium Package 1 (Leather seat trim in the first and second row, heated front seats and an auto-dimming mirror with display for the backup camera)...$1,500.

And a mirror with Compass and Homelink for $250.

Regular TireKicker readers know I'd almost always pass on factory nav systems (your phone can do most of what those do), but the added safety of the backup camera is a good idea in almost any vehicle...especially SUVs...and the Infinity Audio system rocked...so I'd actually go this way with my own dime....which would give us a grand total after delivery charges of $29,340.

It drives well, it handles well, it gets good mileage, and nicely equipped, you're coming in just a shade below the competition on price. Plus there's the 10 year/100,000 mile limited powertrain warranty and the 5 year/60,000 mile roadside assistance. Hard to go wrong...unless you don't test drive one.

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Lexus LS600h Hybrid Review

The truth, although a lot of people don't know it, is that hybrids aren't really about saving money. Yes, gas mileage is usually better than a conventionally-powered version of the same vehicle, but on gas price alone, you'd have to drive that hybrid for about nine years in most cases to make up the price difference in gas savings.

No, hybrids are about saving the environment and making statements.

The Lexus LS600h Hybrid certainly aces that last part.

                     

Making statements is about getting noticed....and the big Lexus does that for you. The re-design of a couple of seasons ago turned the LS from the anonymous luxury car into a head-turner. It's not the shape...there's still a lot of "large Toyota Camry" in there...rather, it's in details that just scream "money". And the LS600h turns them up several notches.

Really, it has to. You see, you can buy the "base" LS,  the LS460, for $65,380.

The LS600h starts at $108,800.

Nope. Not a typo. $108,800...$42,620 more than the LS460.

Find the right dealer on a good day and you might be able to take two LS460s home for the price of one LS600h.

Now, you get the long-wheelbase, which would cost you five grand extra on a gas-powered LS....and the hybrid engine here packs 438 horsepower, compared to a mere 380 in the LS460.

That means 0-60 in 5.5 seconds....but wait! The lighter LS460 gets there in 5.4.

And here's the kicker: Buy the gas-powered model...and you'll get better gas mileage. At least on the highway. An LS460 is EPA rated at 16 city/24 highway. The LS600h is 20 city/22 highway. 

With that small a mileage difference and that big a cost difference, you won't live long enough to recover the extra money spent on gas savings.

                     

So why buy one? Because it's the ultimate Lexus LS. If that's what you're after....this is where you get it all, the finest materials, most-cutting edge options, extra engine power  (quiet about that 1/10th of a second slower to 60 part, okay?) and green status to boot (as long as no one thinks about it too carefully).

And that means you'll probably pop for the few available options as well. What's an extra $5280 for the rear power seat package and $2850 for the Lexus Pre-Collison System and Dynamic Radar Cruise Control?

Put that together with $875 for a delivery fee and you have, equipped like our tester, a grand total of:

$117,805. 

Plus tax and license, of course.

Greenpeace members with a Platinum card, your ride is ready.

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