txGarage » review

Texas Auto Roundup hosted by the Texas Auto Writers Association

Adam Moore — Mon, 14 May 2012 15:36:35 +0000

Texas Auto Roundup - Photo by STI

Every year the Texas Auto Writers Association (TAWA) hosts a big gathering of new cars called the Texas Auto Roundup. All manufacturers are invited to bring some of their best and newest vehicles for automotive journalist to test drive. At the end of the day, they choose winners in different categories, including the Car of Texas.

This was our second year attending the Auto Roundup and what a year it was! We’ll be posting up ‘Quick Drive‘ reviews of some of the best cars we had the chance to drive.

Here is a list of the categories and winners for this years Auto Roundup. For the record, many of the winners were not exactly who we chose. If you disagree with a winner, leave a comment below! We like to hear what you guys think more than other journalist.

The Nissan GT-R sports car and Chrysler’s Town & Country minivan took “best of show” honors at the 2012 Texas Auto Writers Association Auto Roundup.
By resounding margins, TAWA’s writers selected the 2013 GT-R is the 2012 Car of Texas, while the 2012 Town & Country was named Family Car of Texas.

Performance figured heavily in the Car of Texas category. The legendary GT-R, making its second appearance at a TAWA event, packs 545 horsepower. The second-place finisher, the Hyundai Equus, has 429 horsepower for 2012. Subaru’s BRZ, a brand new rear-wheel-drive sports car co-developed with Toyota, came in third.

In the family category, the Ford Taurus and Nissan Quest were the next highest-scoring vehicles.

Dodge’s new Dart hit the mark with a majority of TAWA members, earning first-place finishes in three categories. (And as many TAWA members know, calamity struck Sunday evening when the Dart originally brought to the track was damaged in a freakish accident. We drove the 145-hp 2.0L. The one Chrysler had planned was a turbocharged 160-hp 1.4L.

Thank you for making the 2012 Roundup a huge success. Here are your verdicts (first-place in bold and next highest-scoring competitors):

Compact Car of Texas: 2013 Dodge Dart, 2012 Buick Verano; 2012 Hyundai Veloster

Subcompact Car of Texas: 2012 Fiat Cabrio; 2012 Chevrolet Sonic; 2012 Scion iQ (The Sonic had just one point less than the Fiat)

Mid-Size Car of Texas: 2012 Buick Regal GS; 2013 Chevrolet Malibu Eco; 2013 Volkswagen CC Sport Plus

Full-Size Car of Texas: 2012 Buick LaCrosse eAssist; 2012 Dodge Charger SXT; 2012 Hyundai Azera

Minivan of Texas: 2012 Chrysler Town & Country; 2012 Toyota Sienna; 2012 Nissan Quest

Green Car of Texas: 2012 Chevrolet Volt; 2012 Nissan Leaf; 2012 PriusC

Performance Compact of Texas: 2013 Subaru BRZ; 2012 Fiat 500 Abarth

Performance Coupe of Texas: 2013 Ford Mustang GT; 2012 Mercedes-Benz SLK55 AMG; 2012 Dodge Challenger SRT8

Performance Sedan of Texas: 2013 Ford Taurus SHO police package; 2012 Jaguar XFR; 2012 Dodge Charger SRT8

Performance Utility Vehicle of Texas: 2012 Jeep Grand Cherokee SRT8; 2013 Volkswagen Tiguan; 2013 Mazda CX-5

Supercar of Texas: 2013 Nissan GT-R Black Edition; 2012 Cadillac CTS-V Coupe; 2012 Jaguar XKR-S Coupe

Mid-Size Luxury Vehicle of Texas: 2012 Cadillac SRX AWD; 2012 Infiniti M35h; 2012 Audi A7 3.0

Full-Size Luxury Vehicle of Texas: 2012 Chrysler 300 Luxury Series (lone entry)

Best New Feature: 2013 Dodge Dart; 2012 Hyundai Veloster; 2012 Hyundai Genesis Coupe

Best New Interior: 2013 Ford Taurus SHO; 2012 Chrysler 300; 2012 Hyundai Azera

Best Value: 2013 Dodge Dart; 2012 Fiat 500 Abarth; 2012 Hyundai Equus

Scion FR-S – Las Vegas Preview and Quick Drive

Adam Moore — Tue, 08 May 2012 20:41:32 +0000

2013 Scion FR-S Sport Coupe by txGarage

We don’t venture out of Texas that often to review a car. We normally like to drive the car here in Texas, on our normal everyday driving roads, so we get a real perspective of how the vehicle behaves for everyday driving. Obviously, we’ll make exceptions like we did with the Scion FR-S. We were invited to fly out to Las Vegas to be one of the first in Texas to get behind the wheel of the all-new sports car from Scion. To be more specific, this is a new sports car from Toyota and Subaru, and if you haven’t heard of it yet, then you’ll probably want to go read one of our reviews of the Toyota Prius because this car won’t be for you. On the other hand, if you’re a car enthusiast like us, you’ve probably heard and read a lot about this car already. This is our experience with the FR-S.

Like I mentioned, we’re in Vegas, but not on the strip. Toyota/Scion put us up in a hotel right on the west edge of Vegas. Looking out east from our hotel room, we saw all the lights and excitement of the “strip”. Looking west, there was nothing but desert and mountains. After hearing a lot of marketing and technical talk from the team at Scion, we finally headed out to the front of the hotel where we were greeted with our ride. Looking at the FR-S, you already know what this car is about. It’s small, shorter than a 370Z, and it becomes more apparent the closer you get to the car. The FR-S is also very low to the ground; you’re butt sits just over a foot off the ground. The styling of the body is made to exude sportiness, but also be functional with low drag and good visibility. The arches over the front wheels stick up above the hood, and are purposely larger so you really can see where your front wheels are hitting the road.

I sat down in the first car that was ready to go as most of the other journalists were still mingling and procrastinating; I was ready to hit the road! Sitting in the FR-S, the first thing you notice is the bolstering in the seat. They’re large, yet quite comfortable, and as we’re headed to the track, I immediately realize that they will really come in handy later in the day. Next, I started paying attention to the detail of work and materials used within this car. Jumping into a Scion usually means hard plastics and unpleasant fabric. To our delight, the FR-S has a great interior. There is only one place on the dash where they used hard plastic to break up the dash, but it’s really done well. The steering wheel is wrapped in leather and has a good width and grip points. Directly behind the wheel, I noticed paddle shifters. I took a second look at the gearshift, and sure enough this was a FR-S equipped with an automatic transmission. The shifter is a little deceiving as it looks like it would be a manual. No worries, it’s time to see how this thing drives!

I took another quick look at our designated route to the track and pulled out of the hotel. Heading west, you quickly lost all signs of being in Vegas and quickly began to climb in elevation. Our route took us through Red Rock Canyon National Conservation, which is only 15 minutes outside of Vegas. This was a big surprise and a great treat. I was ready for one long, endlessly straight road through the desert, but the road heading through Red Rock Canyon was windy and full of elevation changes. Yes, it’s time to play.

The FR-S has a few settings you can play with. The automatic gives you the option of Sport or Snow driving, which affects the shifting of the transmission; obviously, when you’re rowing your own gears, you don’t need this option. We put the transmission into manual mode and pushed the Sport setting. Your next set of options is for traction control and stability control. Push the traction off button once and you kill the traction control, but you still get stability control. Hold that button down again and it kills all systems. To the right of that button, you have one labeled VSC Sport. This is your stability control button. Push and hold that and it disables traction control and puts the stability into a more race focused setting, allowing you to have more sliding abilities without killing the systems completely. That’s the option we went with for these roads.

Now normally, I’d suggest that if you’re buying a sports car, you need a manual transmission. In this car though, with this transmission, I was having a hard time deciding which I liked best. The auto is a 6-speed with some of the best paddle-shifters I’ve used, and you get active rev-matching to make sure you have the right power to match your speed. Going through the twisties in the canyon with this transmission was a great experience. Put your foot down coming out of a corner and you scream up to the next; then downshift – hearing the backdraft in the exhaust and the rev’s pop up as the computer does the work to match them to your speed – hit the accelerator pedal a little too soon and too quickly and push out the rear, quickly countersteer to catch the rearend and straighten back up. Then repeat.

Driving this one-way, canyon road in this car is now on my list of great driving experiences. Enough fun and games though, it’s back to the job at hand as we shoot down the desert road heading toward Spring Mountain Motorsport Ranch.

About 40-minutes of driving later, we pulled into the entrance of Spring Mountain. We’ve spent a lot of time in Texas at Texas Motorsport Ranch, and it’s a nice facility, but wow, this place is nice! They had a 1.3-mile section of the track cutoff specifically for us, plus a coned off area for some autocross driving. First thing’s first. I parked the FR-S and headed into the clubhouse to sign an insurance waiver, went through a safety briefing, and waited for the rest of the group to catch up.

After the safety talk, we went back outside. Using the same group of cars we’d arrived in a few minutes before, we headed toward the track; only this time, I found one with a 6-speed manual transmission. We took 4 laps following the track instructors to help us get down the lines and braking points. This was good as the track had many late apex’s and a few hard braking turns.

It was now time to see how well rounded the FR-S really was. We already had a great time on normal road driving, but could this car go straight from the road to the track and really perform? I was in the FR-S with the manual transmission, so I reached down and pushed the traction control button twice to disable all driving aids. Now it’s just me, a steering wheel, clutch, shifter, and rear-wheel drive. Off the line, the 200 horsepower from the 2.0-liter boxer-4 wasn’t quite enough and didn’t feel very fast. Once you get into the higher rev’s, though, you never really feel a lack of power. You can feel the balance of the car, though. It has a very low center of gravity, only weighing 2,758 pounds, and has a weight distribution of 53% front and 47% rear. If you push hard into a corner, you’ll feel the understeer, but using your braking points correctly and turning tight into a corner, you can feel this car gripping, and if anything, it’s ready to give up the rear-end. When you do lose the rear end, which we did on occasion, purposefully of course, it’s easy to control and bring back into line. This car was designed for fun, sideways driving and it shows.

The controllable chassis gives you so much confidence; you’ll be running faster and faster lap times each run. We didn’t record lap times on the big track, but I could feel myself improving each run and it was all made easier by this well-balanced car.

Alas, it was time to move on to the autocross track. There was a fast slalom at the beginning of the course and lots of hard turning throughout the rest. The autocross was timed and we were anxious to see just how well we’d do up against some of the others out there. We were given a few passes to get the feel of the different traction setting, and then were up to post a time. Our first time was 33.8 seconds. The fastest of the day had been in the low 31-second range, so we had a ways to improve. I was a little wide on the slalom, so that was slowing me down. I was also sawing at the wheel too much around some of the back turns. Smooth everything out, get rid of any oversteer or understeer, and be quick but smooth; these are the lessons I’ll always keep with me for fast driving. After calming down and implementing what I knew about track and autocross driving, I was able to get my time down to 31.8 seconds. Given a few more laps, I probably could have gotten that time even lower, but my official time was in so I was ready to head back to the big track and see how much more I could wring out of this car.

After all our track driving, it was time to head back through the desert to the hotel. On the way, we were able to think about just how good this Scion/Toyota/Subaru really is, and just how easily it could have all gone wrong. If they had opted for a cheaper transmission, it wouldn’t have been as good. If they had put a cheaper suspension and a more forgiving frame, it wouldn’t be as good. All models of the FR-S come standard with a limited-slip differential, which is usually an option, if offered at all, on cars at this price. If they hadn’t done that, the car just wouldn’t be as good. For just under $25,000, you basically get a track ready car that is also good for a daily driver.

It’s hard to come up with a real good competitor to the FR-S. It seems that no one is making a truly, unapologetic sports car for this price. The Mazda MX-5 is the first obvious choice. They are both basically the same price, and both lightweight, but the FR-S seems to be more than the MX-5. It has more power and it’s a little bigger of a car. I can actually fit in the car with a helmet on with no problems. Your next choice is the Genesis Coupe, which you might know we like a lot, but the Genesis is actually a lot bigger in size and feel over the FR-S. Also with its new engine tuning for 2013 it has much more power than the FR-S. I think of the Genesis as more of a GT car over a track focused car. Really, one of the cars that comes to mind for me while driving this car was the Porsche Cayman. It’s light and focused and similarly sized. The engine in the FR-S is almost pushed back far enough to call it a front-mid engine layout. Yes, the FR-S is down over 100hp to the Cayman, but it’s also down almost $40,000 in price!

No matter what the proper comparison is, there’s no doubting that it’s a very good car for what it was built to be. If you’re looking for a small, focused sports car that is easy to drive daily and a ton of fun in the corners or out on the track, this is now the car for you.

2013 Buick Regal GS Quick Drive Review

Adam Moore — Mon, 02 Apr 2012 15:31:32 +0000

2013 Buick Regal GS reviewed by txGarage

After the Dallas Auto Show this year, we were invited to hang out with some people from GM and the Buick brand so we could check out their new Buick Regal GS. So after the auto show wrapped, up we shot over to Eddie Deans, a nice little place not far from the convention center, where Buick had everything set up.

First, we listened to some people talking about the technology, sportiness, and marketing strategy of the Regal GS. While this was informative, we were ready to jump into the Regal GS and really see what was what. We did a full review on the 2011 Buick Regal Turbo last year – find that review here – and we quite liked it. That car was equipped with a 2-liter turbocharged engine pushing 220 horsepower, and if you read the review, we were left wanting more power. At the end of that review, we also hinted at Buick bringing this GS to the American Market.

So what’s so different about the Regal GS over the Regal turbo? You still get a 2.0-liter engine, but this one is pushing 270 horsepower. The people at Buick made a lot of fuss about this being a true twin-scroll turbo, which reduces turbo lag. While the car we drove was an automatic, we still felt that this car had a good amount of lag when putting your foot to the floor. Once that lag time is over, though, the push from this engine is fantastic. It’s not hard for the front-wheel-drive car to screech the tires while pulling away from a stoplight.

Some have complained that this car is front-wheel-drive only instead of all-wheel-drive, but Buick had a good rebuttal for that as well. It features a four-wheel-independent suspension design with a complex High Performance Strut front suspension that allows the car to change how stiff it is. Much like the standard Regal, you have the option to choose how you want this car to behave, only in the GS, you have 3 settings instead of only 2. You start off in a standard, more comfortable setting that allows for more rebound and softer suspension setup. Push this “sport” button on the dash and everything is firmed up a bit and becomes more responsive. Push the “GS” button and you get the full potential from the engine, suspension, and steering.

We were in Dallas so we left the car in comfort mode at first while getting out of downtown. We jumped up on Central Expressway and switched the car into sport. You instantly recognize that the steering is starting to feel a little heavier in your hands and that there’s a bit more urgency in the throttle response. We knew we needed to find some good roads to test the handling of this car, but in our limited time with the GS, we couldn’t travel too far, so we headed to White Rock Lake. The roads around the lake are curvy and smooth, and as long as there isn’t a lot of traffic, or bikes, or policemen around, it’s a great place to test the handling of a car. Once we pulled off the main road, we switched into the holy GS mode. Pushing this car around tight corners and planting your foot to the floor makes you realize how all of a sudden everything starts to make sense. The Regal GS corners flat and puts its power down well. We would still have liked to see the steering be a little heavier or more engaging, but after some time, it was easy to get acclimated.

All in all, I’m extremely happy with the results of the Regal GS. It’s exactly what I was craving after driving the standard Regal turbo. With a price tag of around $38,000, the Regal GS is a big commitment for your average car buyer. This really is a car that you can live with in comfort everyday, and when it’s time to have fun, push that GS button and it’s go time. And when comparing that price to the likes of BMW and Audi – and you can – the Regal GS is actually a bargain.

Video: 2012 Toyota Yaris 3-Door Hatchback

Adam Moore — Tue, 06 Mar 2012 18:17:10 +0000

Go to – The 2012 Toyota Yaris 3-Door Hatch – for the Full Review.
News – Thoughts – Reviews – for Texas Car Enthusiasts

txGarage on YouTube :: http://YouTube.com/texasgarage
txGarage on twitter :: http://twitter.com/txgarage
txGarage on Facebook :: http://facebook.com/txgarage

Music by :: http://danosongs.com/

Full review of the 2012 Toyota Yaris 3-Door Hatch

Adam Moore — Wed, 29 Feb 2012 21:46:27 +0000

The 2012 Toyota Yaris 3-Door Hatch by txGarage

At txGarage, we try to focus our attention more toward enthusiasts and enthusiast cars. There’s always something to be said about a small hatch with a short wheelbase and a peppy engine, and as Jay Leno always says, “It’s more fun to drive a slow car fast.” We don’t see as many of the “hot hatches” in American dealerships when compared to the rest of the world, and even less in Texas, but that’s starting to change. We’ve reviewed some of the new hot hatches to hit our shores, including the Ford Fiesta, Chevrolet Sonic, Fiat 500, and many more.

The Yaris is one small hatch that’s been on sale here for a while now, and this isn’t our first experience in one. I’ve driven the 2010 Yaris sedan, and was extremely unimpressed. At the same time, I know many enthusiasts who sing the praises of the 3-door hatch. It seems that Toyota has caught on to the popularity of the hatch. For 2012, the Yaris can only be had in a 5-door or 3-door hatch; the sedan is no longer offered. So now that we have our hands on this 2012 Yaris 3-door hatch, what do we think?

Let’s start with the exterior. As far as Toyota and the Yaris go, it’s not a bad design at all. You can see the new Toyota front end taking shape and it looks like a leaner, sleeker design over the previous generation. When you compare it to the styling of other small hatchbacks on sale now, it’s a little bit of a different story. The Yaris compared to the likes of Hyundai, Chevrolet, or Ford now looks a bit dull.

Inside is a great improvement over the previous generation Yaris. The instruments have been moved into their proper location in front of the steering wheel instead of the middle of the dash. It’s all cheap plastic, but this is a pretty inexpensive car. The interior reminds me more of a Scion than a Toyota though. The stereo is inserted in just a way that replacing it for a better one would be easy. There is decent room inside this 3-door hatch. Driving position is comfortable. In the rear seat, there is a lack of legroom but you could squeeze two adults back there if you had to do so. Open the hatch and you get plenty of room for groceries and day-to-day items. If you need more room, the back seats do fold down.

The biggest problem we found is the cheapness of the car. It might be expected when you’re spending your money on such an inexpensive car, but our tester had just over 4,000 miles and already developed an annoying rattle from the dash. Road and wind noise are pretty harsh as well. It could be excused, but there are so many other options on the market now. They might be more money, but could be worth it if you’re into a quieter ride and better build quality and materials.

So what happens when you’re ready to drive enthusiastically? Our tester was an LE trimmed Yaris. This gave us a 4-speed automatic transmission mounted to our 1.5-liter engine. We also had to settle for the 15-inch wheels. You could turn off the traction control, but as soon as you travel over about 25 mph it would re-engage automatically. There is still something to be said about having a short wheelbase and low weight, though. You could definitely have some fun when throwing it around corners.

If you’re really into the sporty ride, you’ll want to opt for the SE trim. This gives you a 5-speed manual and bigger, wider 16-inch wheels. It’s suspension is also tuned more toward sportiness, so cornering and wheel screeching should be much better in this trim.

The powertrain is the same basic setup as in the previous models. This puzzled me as, like I said earlier, we had a 4-speed transmission. Most of the Yaris’ competitors are now being sold with 6-speed manual and automatic transmissions. If the Yaris was equipped with such a transmission, this car could easily hit the 40-mpg range. Unfortunately, you have to make do averaging around 32 mpg.

So would I buy one? No, but if I was a high school or college student I wouldn’t be embarrassed rolling in one. This car is made to be cheap to buy and cheap to maintain and it can be pretty fun when you really want it to be. Step up a little in price though and you can get cars with better design, better fuel economy, and much more fun. I’d definitely look at the Fiesta, Sonic, and Accent before pulling the trigger on a Yaris.

More photos on Facebook and Google+

Full Review – the 2012 Buick LaCrosse with eAssist

Adam Moore — Thu, 16 Feb 2012 17:05:19 +0000

We’ve driven the Buick LaCrosse a few times, starting way back in 2009 when it was launched. With the LaCrosse, Buick aimed their sites straight for the likes of Lexus, Acura, and Lincoln. We’ve talked plenty in our last two reviews about the impressiveness of the interior quality for the money and how we think that Buick has made good on their goal. So what’s different about this LaCrosse over others we’ve tested? Something called eAssist.

Check out the video and Subscribe on YouTube!

The eAssist platform was created to make a more fuel efficient version of the LaCrosse. It uses the hybrid system you would have found in the now dead Saturn Aura Green Line with a few more modern tweaks. The engine is a 2.4-liter 4-cylinder. This is matched up with a small electric motor that allows this car to enable a start/stop function. This is where the engine shuts down when you are stopped at a stoplight and kicks back on, seamlessly, when you are ready to set off again. Doing this allows the eAssist LaCrosse to post pretty impressive fuel economy numbers. This large, luxury sedan is good for 25-city mpg and 36-highway mpg.

Buick has also thrown in GM’s next-generation six-speed automatic transmission. This is supposed to improve on the old transmission by reducing friction losses and improving shift response. They have also fitted the car with low resistance tires, which are supposed to not sacrifice any grip, unlike the ones you would find on a Prius. The fuel tank has been messed with as well. Instead of the 18.4-gallon tank in the normal LaCrosse, you only get 15.7 gallons. This is said to limit the maximum curb weight of the car. In the front grille, much like the Cruze Eco, you get electronically controlled shutters that help with aerodynamics.

So it’s a hybrid? Who wants to be seen rolling around in a flashy hybrid these days? Well, for us, the cool thing about this car is that you won’t find any indication that this is a hybrid car. Besides the battery that takes up a little room in the trunk and a few “eco” phrases on the dash, your friends will be none the wiser.

All of this sounds impressive, and in the case of saving fuel, it works well. In our week of driving the car all over the Dallas-Fort Worth metroplex, we averaged around 34 mpg. My biggest issue with the car is with the start/stop feature. I’ve driven other cars, mostly much more expensive ones, that utilize the start/stop feature, and in the LaCrosse, it was much more jerky then I expected. If you are in heavy traffic or doing a lot of rolling stops and starts, the system doesn’t seem to handle it that well. I also have the same gripe about this car as I did in my last review; the power just isn’t there for such a big heavy car. I know the point of this car isn’t to be powerful, but it really felt to be too down on power. The V6, although nowhere near as fuel efficient, is much easier to drive.

When it comes to price point though, the eAssist LaCrosse is undoubtedly in a class of it’s own. You can pick up a base LaCrosse with eAssist for just under $30,000. To me, that’s an immense bargain for such a large and fuel-efficient car, no matter its powertrain woes.

Even our decked out tester only ran up to just over $36,000. This sticker price included navigation, heated seats, backup camera, side mirrors that slid down when the vehicle is put into reverse, comfortable leather, and a great interior feel. It might be the stereotypical “grandpa” car, but it really is perfect for someone that wants to get around in comfort and class while still being fuel efficient.

Check out our full photo gallery on Facebook and Google+
Check out the video and Subscribe on YouTube!

Full Review of the 2012 Chevrolet Cruze by txGarge

Adam Moore — Mon, 30 Jan 2012 19:00:42 +0000

The 2012 Chevrolet Cruze 2LT reviewed by txGarage

We’ve been looking to get into the Chevrolet Cruze for a full week review for a while now. We’ve actually driven a few different models of the Cruze at some events, but have never had the time to really check out the details. Well, we finally got our hands on one, so what’d we think?

The last two times I was behind the wheel of a Cruze, one was a base and one was an eco model. Both had cloth seats and a lackluster performance. Our tester was a 2012 Cruze 2LT. This afforded us leather seats, navigation, 17” alloy wheels, remote start, and a 1.4 liter turbocharged engine matched up to a 6-speed automatic transmission. This decked out Cruze has a window-sticker of just under $24k (23,980) and is spec’d out the exact way I’d want one if I was dropping the money. But would I drop my own money for this car? Let’s get more into the driving, looks, and feel and find out.

Driving:

You can have the Cruze in a few different engine choices. You can have a 1.8 liter 4-cylinder engine with a 6-speed manual transmission. This combination will be good for 138 horsepower and 125 ft-lbs of torque. If you opt for the 1.8, you’ll be looking at fuel economy numbers around 26 mpg city and 36 mpg highway. As I said earlier, we had the 1.4 liter turbocharged engine, the same as the Sonic we reviewed last week, that pushes out the same horsepower (138 hp) but ups the torque to 148 ft-lbs. This car is said to get 24 city and 36 highway miles and we easily averaged in the lower 30’s during our week with the car. If you are looking at the Eco model, you get the 1.4 liter engine with a 6-speed manual transmission that should be good for 28 mpg city and a whopping 42 mpg highway.

The extra torque from the small turbocharged engine helped push the small Chevy Sonic out of the corners well, but how did it fair in this heavier family sedan?

Well the power just wasn’t there to make this car feel real sporty or responsive. If you’re going for a fun and sporty ride, you might want to keep the Sonic on your test-drive list. Although it wasn’t as sporty, it was still enough power for trolling around town and merging onto highways. Also, because this is a European car, the handling and steering feel were “bang on”.

Looks:

If you pay attention to the European car market, this look might already be growing old as the Cruze was being sold overseas there a full year before it hit American showroom floors. If you’re seeing one for the first time, it’s intently recognizable as a Chevrolet with it’s big two tier front grille. The headlights and lines down the side give it a swooping and sporty look and the 17” alloys we had continued that theme well.

Unlike the Sonic, the Cruze doesn’t really have any radical styling. It’s more of a basic style that looks good but won’t really put anyone off either. The looks outside and the ride were not really the party piece of this ride though. In our tester, the real surprise is the interior. The leather seats and quality material used is very European like. The interior isn’t just good for its segment, it was even better than some Cadillacs I’ve driven and it’s what stood out to everyone that got into this car.

Feel:

Comparing this car to it’s predecessor, the Cobalt, just isn’t fair. Just like the Sonic we drove last week, it’s not just better than the car that came before, it’s a giant step forward for Chevrolet. You can actually buy a smaller family sedan without sacrificing quality and comfort. Compare that to the competition and there is really only one car that can compete. This Cruze sets it’s sites on the likes of the Honda Civic, the Toyota Corolla, the Ford Focus, and the Hyundai Elantra.

I can tell you right now that the interior quality of the Cruze outshines that of the Civic and Corolla easily. It is also a much more enjoyable drive than either while costing less than an equivalent Civic. The Corolla is a little cheaper than the Cruze, but can’t stack up to the options you get. Also, the Corolla only has one engine option, a 1.8, and comes with a 4-speed automatic.

The Elantra is a nice car that has improved in quality over the years. I like the exterior design and what Hyundai is doing with their products. The interior quality is very good as well, but it doesn’t quite hold up to what we got in the Cruze.

The biggest competition for the Cruze is now the Ford Focus. We really like the Focus we reviewed last year, and it was also an all around good car. The interior is nice and put together well, the looks are great, it’s priced well, and it gets good fuel economy. Choosing between these two really comes down to what you personally think looks better. The Focus is probably the better to drive enthusiastically, but the Cruze isn’t bad.

Overall, we’ve been real impressed with the Cruze after our week long test. We’re impressed with the car, but also the attention that GM is giving it’s lineup. The only thing we really see lacking is a real sporty model. In Europe, they race the Cruze in the British Touring Car Championship (BTCC). I think GM would do good to make an RS model with a powerful 2.0 liter engine that’s not focused on fuel economy. Then enter that car into some racing series within the U.S.; maybe Grand-Am racing against the likes of the Mazda 3, Honda Civic, and Volkswagen Golf.

Check out more photos on Facebook or Google+

Subscribe to us on YouTube!

Sonic the Turbo – Review of the 2012 Chevrolet Sonic 1LT TURBO

Adam Moore — Fri, 27 Jan 2012 23:53:26 +0000

2012 Chevrolet Sonic turbo - reviewed by txGarage

First and foremost, let’s do some house cleaning. The Sonic is a replacement for the Chevrolet Aveo. Don’t look on this site for an Aveo review, because there isn’t one. I have driven a few versions of the Aveo. Back when running a small local dealership in Dallas we would stumble across an Aveo or two. This was always a tough sell as there was nothing particularly good about these cars, except maybe it’s price. I could never recommend it to anyone; not as a teenager’s first car or a cheap family car. There were just too many other products you could get that were much better.

Now we have the Sonic and GM says that it’s not really replacing the Aveo because it’s a whole new car. You see the Aveo was a car built by Daewoo and badged in the U.S. as a Chevrolet. The Sonic on the other hand is all Chevy and assembled in Michigan. So did Chevy do it right this time? Can I finally recommend a Chevrolet, compact hatchback, to friends and readers?

Let’s start with the looks. The Sonic’s design was given high priority. With manufactures like Ford and Hyundai making not just good products but great designed compact cars, GM couldn’t afford getting it wrong. They haven’t disappointed either. The design is supposed to inspire sportiness and it’s said to be taken direction from motorcycles. I’ll have to say I really like the headlight and front fascia design. Looking from the side you can tell the car leans aggressively forward. This is no mistake as it’s given two character lines running from wheel to wheel showing off it’s aggressive stance.

Step inside and you’ll notice that this is a budget car. Unlike the Hyundai Veloster that offers a big touchscreen with navigation on even it’s base model, the Sonic doesn’t even offer one on it’s top-of-the-line LTZ trim. No matter though, what you really want to be looking at is the gauge cluster. This is more styling taking from “sport-bikes” with a large tachometer showing your 6500 rpm redline. Beside the large tachometer is every other output displayed onto a LCD display.

The rest of the interior is designed well and you don’t automatically notice its cheapness. There are a lot of plastics used but GM did a good job of breaking up the interior and keeping the driver focused on driving. In our tester we had cloth seats that were comfortable and supportive. There were a few times that I longed for leather/heated seats but after seeing the leather seats in the LTZ trim, I’ll stick with the cloth on this car.

The Sonic comes with two different engine options. You can get a 1.8 liter 4 cylinder that pushes 138 horsepower matched up with either a 6-speed automatic or a 5-speed manual transmission. You can also get a 1.4 liter 4 cylinder turbocharged engine with the same 138 horsepower but torque is bumped from 125 lb-ft to 148. This engine can be matched to a 6-speed auto or a 6-speed manual. Our tester was equipped with the 1.4 turbo and a 6-speed manual, so we’re expecting some fun driving!

Ride:

Driving a car with a turbocharged, small displacement engine is a lot different than what I’m used to. Living in Texas our sports cars are equipped with big V8’s or V6’s with lots of low down power. The Sonic’s 1.4 turbo doesn’t have that kind of lowdown power on tap. Cruising down the highway in 6th gear at 70 mph is smooth and fine, but what if someone pulls out in front of you and you need to slow down a little. Slow from 70 to 55 mph and then put the peddle to the floor and you get nothing. No power. Drop a gear to 5th and you get the same result, now people behind you are getting frustrated. Drop it another gear and finally that turbo is spoiling and you can use that 138 hp. It’s the same story around town. Corners I’d normally take in 3rd gear in my car require 2nd in the Sonic.

You might be thinking that this is a slow and un-fun car to drive then. Well you’d be wrong. You just need to adjust your driving style to get the most power of the small engine. Keep the rpm’s above 2500 or 3000 and you’re good. Keep them at the top of 5000 rpm and you’re having a blast! I know 138 horsepower isn’t that much but the suspension and the chassis are tuned for cornering. You can toss this car into corners at speed and you don’t get wobbling body roll. You get decent grip and balanced, level cornering. The steering has good feel as well so it’s easy to predict the amount of lock needed to attack a corner. This would be a great weekend time-attack car.

Economy:

This is a small hatchback and many will buy it not just for the price or utility but also for its economy. Our tester with the 1.4 turbo engine and 6-speed manual transmission is ratted at 40 mpg highway and 29 mpg in the city. Overall, with our fun spirited driving style, we averaged 32.8 mpg.

The Sonic is light and small but feels more spacious inside. I can easily get out of the driver seat and sit in the back without having to adjust the seat and I’m 6’ 1”. The hatch has decent space too and it helps that the seats fold down. The biggest thing that bothered me was the size of the fuel tank. Although you get great fuel economy the tank is so small you’ll be filling up ever few days if you drive a decent amount a day.

Comparison:

So the Sonic is giant leap above the outgoing Aveo and that’s great for GM, but how does it stack up to all the great compact hatches in the American market today? We really like the new Ford Fiesta and the hot new Hyundai Veloster. Not just that but the Mazda 2, Suzuki SX4, Honda Fit, Kia Rio, and Hyundai Accent are all decent cars.

I think the Sonic can be thrown right up there with in the top 3. It’s got good looks, a good engine, and it’s great to drive. This could easily be a weekend time-attack car and still produce good economy on day-to-day runs. My only slight reservation is on the price. When you’re comparing it to the likes of the Fiesta and the Veloster it’s priced similarly, but offers a little less as far as standard equipment. When you start looking at some of the others though, like the Mazda 2, you can find an economical and fun car for a lot cheaper.

Check out our full photo galleries on Facebook and Google+

Subscribe to us on YouTube!!!

2012 Mazda 2 Full Review:

Adam Moore — Thu, 29 Dec 2011 14:59:12 +0000

The 2012 Mazda 2 reviewed by txGarage

Small, compact cars are really making a comeback in America, and we’ve driven quite a few here, including the new Ford Fiesta. The all new Mazda 2 is based on the same platform as the Fiesta, so you’d assume they are pretty similar cars. While they’re similar in size, that might just be where the similarities stop. We’ve had the opportunity to drive a few different models of the Fiesta and on every occasion we’ve come back with the same opinions. It’s a great car for the money. Lots of fun to drive on tight, twisty roads and economical. So what did we think about the Mazda 2?

Mazda obviously has roots in racing and they have been branding their portfolio to remind you of that fact. So the first area where the Mazda differs from the Ford is in the weight of the car. Mazda knows lighter is better. The Mazda 2 is only a few hundred pounds heavier than the Lotus Elise, one of the best handling and fun cars you can buy. It’s also a few hundred pounds lighter than it’s cousin, the Ford Fiesta.

This really translates into less body roll and more agility around corners. The Fiesta is good on windy roads, but the Mazda 2 is great. We had this car zipping around Dallas, namely some of the back roads around White Rock Lake. If you’ve ever been out there, you’ll know you can’t pickup a lot of speed, but you can have lots of fun in the corners, and in this Mazda, we really had some good fun.

2012 Mazda 2 reviewed by txGarage

The Mazda 2 does have 1 less liter in the engine than the Fiesta. All models come equipped with at 1.5 liter 4-cylinder engine that pushes out 100 horsepower and 98 ft-lbs of torque. Our tester came equipped with Mazda’s 4-speed automatic transmission, but it can be had with a 5 speed manual. This is less than the Fiesta, but remember, you’re pushing less weight around. Obviously this is also the big letdown of these small hatchbacks. You can have fun zipping around the corners, but when it comes to really putting the power down, you’re always left wanting more. Highway driving is decent, but you need to plan ahead when overtaking.

One thing to look forward to with this car, though, is the aftermarket getting involved. We’ve already seen some great concepts from Mazda and others with some real racing potential. The lack of power in this 1.5 liter engine is just begging for an aftermarket turbo kit. It’s already a great handling, light car, all you need now is a few more ponies under the hood.

Standing back and looking at this car, it is unmistakably a Mazda. The “smiley-face” front end runs throughout Mazda’s lineup, and swooping lines down the side plays to Mazda’s key design language. The only real problem with the looks of the Mazda 2 is the looks of the Ford Fiesta. I think the Fiesta looks much better, but that might just be me.

Inside the car looks good, but isn’t as refined as what you get in the Fiesta. Mazda keeps it simple and straight forward. Our tester was nicely packaged for the price with steering wheel mounted controls and some nice red bordering along the seats.

Another difference between the two cars is fuel economy. Although the Mazda is lighter and has a smaller engine the Ford actually beats it out in fuel economy. I think this mainly comes down to the transmission as you get a better geared 6-speed automatic in the Ford. Either way you’re looking at the high 30 mpg range in either of these cars.

The last difference between the two is in price. Picking up a Fiesta hatch will set you back a minimum of $15,965 and the last one we tested with leather seats pushed up to just over $24k. The Mazda 2 starts at $14,370 and our tester as specked out at $17,460.

I can definitely see why these compact cars are catching on. If you live within a bigger city like Dallas or Houston where you’ll be negotiating tight corners and heavy traffic, these cars come in handy. With all the options in the American market you have to choose from now, though, is the Mazda 2 the one I’d buy? Maybe. I do like the way it drives and the way it feels on the road. My only slight reservation comes when comparing it to the Fiesta. I think I’d pay the extra money for the nicer interior and better looks.

More photos on our social sites! Check us out on Google+ and Facebook.

2012 Mazda 5 full review

Adam Moore — Thu, 22 Dec 2011 16:49:30 +0000

Family wagon, mini-mini-van, crossover, people carrier, or standing in a class of it’s own? The Mazda 5 was introduced in the American market back in 2005. Although small family cars like this are popular in Europe and Asia, they are not prevalent in America. There isn’t much here that competes directly with the Mazda 5 and it’s not terribly hard to see why. We love our SUV’s. If you’re looking for a vehicle to carry 6 people, there are a slew of options that are bigger and have much more interior room. What if you’re looking for fuel economy and price point though?

Being a driver in Texas, you keep in the back of your mind, while car shopping at least, that you never know what kind of terrain you may encounter. The idea of a taller, more rugged SUV is a very appealing one for a family. But SUV’s are expensive, and even the ones that are good on fuel economy, aren’t that great. The Mazda 5 on the other hand is a bargin for a vehicle that can seat 6 people in comfort. In the 2012 model, Mazda implemented more of their flowing design style. This makes the 5 appear smaller than it actually is. So as you stand outside of it thinking, how am I going to fit anyone into that third row, it’s easy to doubt this cars appeal.

Slide the rear doors open like you were getting into a van and step inside this car and it’s a whole new story. The seating arrangement goes by twos. You have the driver and passenger in front, two more passengers behind them, and two more seats behind that. The middle seats can more forward and back to adjust the legroom needed and all the seats can fold flat to give this car an enormous amount of room.

Our tester was decked out in GT trim which gave us leather seats and 17” alloy wheels. The interior reminded us a lot of the Mazda 6 we drove a few months back, which is a good thing. Driving this car down the road was much like driving the Mazda 3 and there is a good reason for that. The Mazda 5 is a bigger body put on the Mazda 3’s platform. This means that it actually feels well balance and stable. The 2.5 liter engine is shared as well and when you don’t have the family packed in the car, the 157 horsepower can make this car even feel peppy. The engine is matched up to a 6-speed manual or a 6-speed automatic which makes this family hauler good for 21 mpg city and 28 mpg highway. During our time testing the Mazda 5 we were able to average a very respectable 26 mpg.

The outside of this “mini-mini-van” isn’t that awful either. You get the same aggressive, yet playful, front fascia as the rest of Mazda’s lineup. You also get some nice flowing lines down the body that help give this a sport look. It is a Mazda so you should expect a little zoom-zoom. The back of this car is big and bloated and not as attractive as the rest of the car, but everyone has to sacrifice a little for the kids.

So it all sounds good and well, but you’re still thinking you’ll just go with a bigger 3-row SUV or traditional mini-van, right? I can’t say that I blame you and the Chrysler Town and Country sold as many units per month as the Mazda 5 did for all of 2010. But with a starting price of $19,345, it’s hard to argue that you’ll find more room for you’re money. Our GT spec’d tester tipped the scales at just under $25,000 and after shopping around, it’s a price that just can’t be beat.

Ford is hoping that more people are seeing the light as they are bringing the C-Max to America next year. The C-Max is, and has been, a popular car overseas and is based on the same framework as the Mazda 5. So is the American family ready to move past the big SUV and settle down in a European style people carrier? I’m not quite convinced of that just yet; especially here in Texas. Driving the Mazda 5 worked out well for me and my family. I actually have the real need for a vehicle like the Mazda 5 and it handled everything I threw at it during our week of testing. Still, I can’t get myself to actually go out and buy one.

Check out our full photo gallery on Facebook or Google:

[Gallery not found]