Credit Nissan with pushing the design envelopment. Again. In 2003, its Murano midsize crossover was considered a radical design, with its rounded body shell, upswept hood and bold tail lights. In 2008, the Nissan Cube was introduced, representing the boxiest of all compact multi-purpose vehicles featuring a left side wrap-around rear window.

Getting Juked

And now we have the JUKE, a front- or all-wheel-drive crossover that is powered by a peppy 1.6-liter turbocharged four cylinder engine paired with a continuously variable transmission. Introduced for 2011, the JUKE slots below the popular compact Rogue crossover, offering car shoppers a vehicle that has very little direct competition. The JUKE rides on the same platform underpinning Nissan’s subcompact Versa and Cube MPV. Indeed, the JUKE and the Cube have the same 99.6 inch wheelbase, although the JUKE is about five inches longer overall.

The JUKE is four door hatchback featuring pronounced circular headlamps with raised turn signal indicators embedded in its hood. The front air dam features three circular holes offset by optional fog lamps, completing what appears at first glance to be someone’s attempt to marry a child’s clay project with an authentic automotive design. From the sides, the look is coupe-like as the rear doors feature handles that are hidden in the rear pillar. From the back, the tail lights take inspiration from the 370Z, yet another exclamation point on a vehicle that screams that it is like no other.

Cabin Look

Inside, the JUKE is dominated by hard plastics, most evident with the transmission shifter housing that is color coordinated with the interior. My test model featured a black interior, thus the housing was painted silver. In some models the housing is red or blue, offset by the same dark seats and surfaces.

A circular design theme dominates the interior including three overlapping instrument panel with read outs, round air vents, circular door handles and round knobs in the center stack, which features a 5-inch screen. Speaking of read outs, Nissan combines analog and digital displays including a mpg reading which shifted constantly even when I was in cruise mode on the highway. A one- or two-tenths shift would be expected, but this number changed by more than 5 mpg every few seconds.

Confined Interior

Seats for the driver and front passenger are comfortable and manually operated. There is plenty of leg, hip, shoulder and head room with or without the moon roof. The back seat, however, is cramped and not suitable for tall people. The tapered roof line limits head room; leg room is at a premium should either the driver or front passenger have his seat pushed all of the way back. Seating is for three, but adequate for two smaller people who don’t mind the cramped confines.

Behind the rear seat is just 10.5 cubic feet of storage area, which can be tripled with the rear seat folded down. And that leads to my conclusion on just who might be interested in buying a JUKE: a single person desiring the versatility of a crossover without paying the steep price. Indeed, as delivered, this model retailed for under $23,000 with the base sticker price going for under $20K. If you want more interior room, then consider the Nissan Cube.

Where the JUKE shines is on the road. To this driver, the JUKE seems much larger than it is, offering excellent power from its small, but noisy turbocharged engine. Rated at 188 horsepower, the JUKE’s engine is no slouch, providing on demand performance that will take you from zero to 60 mph in just over 7 seconds. And it does this with a continuously variable transmission that can be shifted into auto mode on the highway.

Braking is quite good with featured electronic stability control enabling this vehicle to quickly stop. Nimble handling makes the drive a snap; a tight turning radius is most welcome.

Stealing Glances

Heading south on U.S. 1 toward Aberdeen, North Carolina, and through some of the most beautiful golfing communities on the east coast, not once, not twice, but three times I had people pull up alongside the JUKE, look over and smile. Or where they laughing? That was hard to tell. Either way, the JUKE is an attention getter and not your run of the mill MPV.

The JUKE truly shines on the highway where its turbocharged engine kicks in to deliver plenty of power in a vehicle weighing about 3,000 pounds. Offering 177 foot-pounds of torque to go with its 188 hp, this crossover has the power to quickly pass slow movers and keep a steady pace. Set the cruise control and keep moving – your controls are within easy reach on the steering wheel.

JUKE Amenities

Power windows, door locks and side mirrors are standard with the JUKE. However, the controls for the mirrors are on the lower left side of the dash instead of on the door itself. You may need to lean over and avert your eyes from the road momentarily to adjust accordingly. My test vehicle came equipped with a moon roof, strategically placed over the front seats. More often than not I slid the cover open. Less often did I open the roof up.

Who is likely to consider the JUKE? Young people, perhaps females mostly. At least that’s what people told me.

What the JUKE offers is an affordably priced crossover for new college grads, one that they might prefer over a small car. You get the higher profile, good storage with the rear seat folded down and you come away with a rolling conversation piece. Gas mileage is good too – EPA rated at 27 mpg city, 32 mpg highway – about the best you’re going to find with any crossover or MPV and with more than sufficient power to move this “insect” along.

Note: We’ll be taking a break from our “weekly drive” feature for a few weeks to allow our supplier to restock inventory with 2012 models. October is the traditional month for model year transition – by November we expect to be resuming this column. Please feel free to leave your comments or forward your review for requests to admin AT autotrends.org.

2011 Nissan JUKE Specifications

Photos: Nissan North America, Inc.

Additional Reviews

Weekly Drive: 2012 Chevrolet Cruze 2LT

Weekly Drive: Mmmm…Infiniti M37!

Confessions of a New MINI Cooper Owner

New Ride: 2012 Chevrolet Sonic

I had the good fortune to be present for General Motors’ national press roll out for the Chevrolet Cruze in July 2010. That event, held in and around Washington, D.C., gave journalists their first chance to drive “pre-production” versions of the compact sedan that was slated to replace the Chevy Cobalt beginning the following fall. Although the event enabled me to drive several copies of the Cruze, I knew that only when the car reached the masses would I get the opportunity to drive a production model and bring that “behind the wheel” review to you.

Little did I know that more than a full year would pass by before I got my chance.

The Chevrolet Cruze is a complete departure from every compact Chevy car produced before it, most recently the Cobalt and for 23 years from the early 1980s to 2005, the Chevy Cavalier. I won’t even mention the Chevette and Monza, even earlier (failed) attempts by GM to bring to the market competitive small cars. This time Chevrolet got it right…all is forgiven!

Opel Origination

With the Cruze, General Motors leaned heavily on its Opel design team to craft this model, which first went on sale in South Korea in 2008 as the Daewoo Lacetti Premiere. Opel is GM’s Germany-based brand that has produced a number of vehicles that have crossed the pond including the Saturn AURA and the current Buick Regal.

My most recent weekly drive was a Chevrolet Cruze LT, or more accurately, a 2LT, representing the second highest of this model’s five trim levels. Powered by a 1.4-liter turbocharged four cylinder engine paired with a 6-speed automatic transmission, at this level you get heated leather front seats, a navigation system and 17-inch alloy wheels. Air conditioning, 10 airbags, and trial OnStar and Sirius satellite radio subscriptions are available with every Cruze, demonstrating Chevrolet’s intention to bring to the market a car that is well equipped, not stripped.

Gone are the days when you had to beg off from the dealer an AM/FM radio to fill the void in the dash. What void is there with the Cruze? Really, there are none as this car has many amenities that most people want, but might not expect to find in a compact car.

What about a rear back up camera? That’s perhaps the only amenity missing. Given the Cruze’s size one isn’t necessary, but such an option would be desirable for some buyers.

Malibu Resemblance

The Cruze looks very much like the midsize Malibu sedan and is known within Chevy circles as a “baby Malibu.” That’s quite a compliment as the Malibu is a handsome vehicles and one of Chevrolet’s best-selling models. It didn’t take the Cruze long to overtake the Malibu in sales, with Chevy’s newest compact routinely 20,000 or more units per month in the U.S. alone.

Inside, the Cruze offers plenty of room for driver and front seat passenger. Overall seating is for five, with three seating places in the rear. How much space the rear passengers get depends on the height of the driver and front passenger. I’m 6-feet and I don’t like to sit too close to the wheel. Still, there is enough room for a similar sized passenger to sit behind the driver as long as the driver is reasonable with his seat adjustment.

The driver’s seat is comfortable, providing ample hip and thigh support. On a long trip, I can see where thigh support might be an issue, a problem I’ve experienced with similar sized cars I have owned or driven. You’re not likely to find a seat bottom extender in compact cars in the under $25,000 segment, something routinely offered in cars costing far more.

Chevrolet makes it easy to see and quickly access important controls without having to having to deviate your eyes from the road. The transmission stick is at the base of the center stack with controls for cabin climate, music and navigation above that. On the steering wheel you can set and adjust cruise control, adjust the lights and the audio system. The readouts are mostly analog with a digital interface listing trip miles driven, the odometer and estimated gas mileage.

Climate control works great, offering plenty of heat or a/c as needed. In my initial 2010 drive I took note of and reported to GM the annoying crackling noise that came out of the vent with the air-conditioning operating at full blast. That problem has been corrected, although don’t expect to carry on an in-cabin conversation until after you turn down the a/c.

Another problem involving the steering wheel not engaging properly was also fixed. The old GM wouldn’t have been on top of such things, but the new GM apparently is.

Storage Galore

There are plenty of storage compartments in the Cruze, found in the door insets, seatback pockets and in the drivetrain hump for the front passenger. But, the trunk is a real gem, offering 15 cubic feet of storage room, what most medium sized sedans offer and not too far off of the mark for some large sedans. A rear seat pass through provides extra room to transport a lamp, ski equipment or other similar items.

The first Cruzes to hit the market were equipped solely with a 1.8-liter four cylinder engine. The turbocharged 1.4-liter four came later and was originally available only in the Cruze ECO, a top of the range, specially tuned 42 mpg highway model. For 2012, the smaller, but more powerful engine is standard with the four highest trim levels, matching the larger engine’s 138 horsepower, but offering more torque — 148 v. 123.

Turbo Edge

Having driven both, I vote for the turbo. You get the additional power that you want and for those of you who like to work on your car, there is more room to move around under the hood.

During my weekly drive, not once did the Cruze lag in power, providing plenty of get up and go and a generous burst of energy when passing. The 6-speed automatic shifted smoothly, even more so then what I’ve experienced with some of GM’s larger and heavier models. The ride was fairly smooth with only minimal jarring as the Cruze passed over bumps and railroad tracks. We can all think of compact cars where road impacts were felt right through the steering wheel. The Cruze does a good job of minimizing such shake downs.

Fuel & Price

Rated at 26 mpg city, 38 mpg the turbo Cruze with automatic offers gas mileage within range of its chief competitors including the Toyota Corolla, Honda Civic, Ford Focus and Hyundai Elantra. For the week I averaged 30.7 mpg, just above the 30 mpg combined estimate offered by the EPA.

Priced from $17,275, the 2012 Chevy Cruze can easily push well above $20,000 as equipped. Indeed, the model I tested carried a total vehicle price of $23,980 to about $25,000 for the LTZ. Those prices may seem steep for a compact car, but according to Chevrolet, are opting for the upper trim levels. Chevy realizes that people are holding onto to their cars longer and when buying new they want all of today’s amenities, something the Cruze generously offers.

You may also want to consider the Chevrolet Sonic, the brand’s all-new subcompact car that can be had for upwards of $5,000 less than the Cruze. Featuring the same engines as the Cruze, the Sonic is peppy, surprisingly room and offers a fun drive.

See Also — First Drive: 2011 Chevrolet Cruze

2012 Chevrolet Cruze Specifications

Photos: General Motors Company

Smallest Chevy offers an outsized driving experience.

Chevrolet's designers were inspired by motorcycles when they developed the Sonic. One evidence of that is the car's instrument cluster; another is its round headlamps and tail lamps.

Most importantly, the Chevy Sonic is a scream to drive.

GM put its reputation and perhaps even its ongoing recovery on the line last week when it invited more than 75 auto journalists to San Francisco to test drive its latest offering. Critics young and old — and in between — were on hand to respond to Chevrolet’s call to “drive like you stole it,” taking about a dozen cars painted in black, inferno orange metallic and summit white through the hilly streets of San Francisco, down Highway 1 and up and around Skyline Blvd.

Narrow, twisting high terrain roads, driven by some of the most discriminating journos, people whose egos are only surpassed in size by the tall hardwood trees of El Corte de Madera Creek Open Space Reserve.

Competitive Segment

The Sonic comes to America seeking to find its place amongst a growing field of very small cars including the Honda Fit, Ford’s Fiesta, Toyota’s Yaris and the Hyundai Accent. Sales in this segment are much smaller than what the compact players experience including the Chevy Cruze which is one of the best-selling cars in the United States.

But, the segment is growing and Chevrolet hopes to capture drivers in the 18 to 29 age range — millennials — a term that loosely describes consumers who are typically college educated and searching for their very first new car. Priced from $14,495 to about $19,200 fully optioned, the Sonic is priced to match most budgets.

Designed in South Korea, the same country which delivered up the “don’t mention it” Aveo, the Sonic offers a clean departure from its predecessor. Built on a fresh, global small car platform, this model received vast amounts of advisement from GM’s eight design studios scattered around the globe.

What we have here is a car that is 77 percent stiffer than the Aveo, with 60 percent of the body structure employing high-strength steel; ultra-high strength steel is used in select forward areas. Much more durable than its predecessor, that fact is proven in its safety ratings, as it has received the Insurance Institute for Highway Safety’s top safety pick award. Earlier models of the Aveo were rated no better than “acceptable” by the IIHS with some tests for rear crash protection rating it “poor” for 2007 to 2009 models.

Motorcycle inspired headlamps and tail lights are a Sonic feature.

Road Trips

Taking to the road, the first leg of our four-leg 150-mile+ journey carried us through the streets of San Francisco. I chose an inferno orange metallic hatchback powered by the Sonic’s optional 1.4-liter turbocharged four, paired with a 6-speed manual transmission. And why not? Chevy’s PR team was bragging about “hill assist,” a device for drivers too freaked out to drive a stick-equipped model without some technical assistance.

With hill assist, you gain two-seconds of transition time that holds your car in place as you release the clutch and press down on the accelerator, eliminating the customary backward or forward motion you experience when stopped on an incline. This feature automatically kicks in at 7 degree angles or greater, something that is good to have on hand. Yes, it works too — San Francisco offered me ample opportunities to find out.

Fifth and sixth gears are overdrive for the Sonic, which means that you get the full benefit of acceleration in the first four forward gears. I quickly learned that as we got up to highway speeds and as our elevation climbed with it. The turbo did its job with no perceptible whine, strain or lag noted. The transmission shifted smoothly, offering no resistance to my frequent up- and down-shift commands.

Surf’s Up

The first stop was at a surf shop, just blocks from the shrouded-in-fog Pacific Ocean. That meant switching cars, so I grabbed another hatchback, this one equipped with the larger 1.8-liter four paired with an automatic transmission. Both engines are borrowed from the Cruze and tweaked to power the lighter Sonic.

I’m glad I went with the automatic as the second leg offered some of the longest stretches of twisting, winding roads on our journey — the perfect place to drive like we stole it or die trying. Thankfully, we did the former.

I should have taken the wily fox’s crossing on Pescadero Creek Road as a sign that clever driving skills would soon be needed as we romped our way through some of the most enchanting back country roads between San Francisco and San Jose. Broad straightaways gradually gave way to increasingly winding patches before we hit the prize: miles upon miles of serpentine roadway that would test car and driver mettle alike.

The trepidation I experienced wasn’t so much my personal doubt that I could handle the task at hand, but knowing that this car is the polar opposite of a road-hugging, rear-wheel-drive performance car. Or, so I thought.

Surprise! The Sonic delivered as we tackled each turn, even avoiding a pair of side-by-side riding cyclists whose death wish fantasy nearly came true.

Chevy Sonic hatchback adorned in inferno orange metallic.

Fun Driving

With Chevrolet’s shotgun riding representative encouraging me to press the car to its limits, I quickly learned that fear coupled with knowledge offers some interesting contrasts. That fear gave way to exhilaration as we pushed through every turn and pressed our way up and down hills no squeamish driver should take. On our tail were Zeid Nasser and Nick Saparito, just the kind of spirited, young drivers the Sonic is meant for.

Electric steering? Handles just fine. Body roll? Minimal. Suspension system? We stayed grounded. We were told that Corvette engineers offered assistance with ride and handling. Small wonder.

Alice’s Restaurant

The third leg had us in yet another Sonic, this one a sedan painted in summit white and powered by the turbo paired with the manual shifter. Leaving Pescadero we headed to Woodside, home of Alice’s Restaurant. That leg offered yet another opportunity to punish the Sonic, as we pushed past majestic redwoods and tackled a series of circuitous expanses. No, the Sonic doesn’t handle like a 335i, but then it is far better than what you’d find in most any car in its class.

Following lunch at Alice’s, our team broke up with most leaving for the airport to catch flights home with the rest of us staying behind to catch later flights that night or early the next day. A bonus fourth leg took us back to our downtown San Francisco hotel, a jet black automatic Sonic hatchback the chosen conveyance. Miss Motor Mouth, Michelle Naranjo, joined me, giving us both the opportunity to compare notes and talk “shop.”

Base Chevy Sonic sedan is priced from under $15K.

Motorcycle Inspiration

The Sonic’s appeal goes beyond its drive and price, with its cute, but sporty looks likely to entice most buyers. Think “dual” when you consider the Sonic as in dual port grille that is split in two with the trademark Chevy bow-tie centered between both sections. A dual tail light design is unique to Chevrolet, but is a theme found on the current Camaro and upcoming next generation 2013 Malibu due out this January.

Inside, the Sonic’s cabin is atypical plastic, but with a twist — a fine grain-looking dashboard gives this vehicle the appearance of something more expensive. The dash display mimics the look of a motorcycle, a theme that is also evident in the protruding, circular headlamps. The front seats are comfortable with cloth standard, featuring a windswept design keeping with the Sonic’s biking theme.

The rear seat accommodates three in a pinch with two seated comfortably. Need extra storage? Fold down the hatchback’s rear seat and you come away with about 30 cubic feet of storage space.

There are plenty of storage compartments in the Sonic with a pair of open faced slots on either side of the audio system, a tray on top of the dash and an extra storage compartment above the glove box, which includes one of the Sonic’s two UBS ports. Find more storage in each door with a small compartment located between both seats.

Safety & Amenities

The Chevy Sonic offers quite a few amenities that are rare in its segment including remote start, a sunroof, heated front seats and more airbags — 10 — than any other subcompact car.

Should you buy one? With a low starting price and a much more attractive and durable model than the one it replaced, the Sonic’s appeal to first time car buyers is apparent. The segment is competitive, but this time Chevrolet has a model that is designed to compete and win your trust.

Disclaimer — General Motors paid for the airfare and hotel stay related to this trip; I paid for my airport parking and other personal expenses. Nothing was offered by me in exchange for my review nor was my opinion of the Chevrolet Sonic influenced by GM. Oh, yes, my two ‘tween boys like their Chevy Sonic caps.

2012 Chevrolet Sonic Specifications

Photos: General Motors Company

Cadillac’s compact crossover goes to the dance.

Five-passenger chiseled crossover goodness awaits you.

The smallest model now sold by Cadillac is its SRX, a medium-sized luxury crossover that was introduced in 2010, following a six model year run as a three-row rear- or all-wheel-drive crossover SUV. The current SRX is smaller, lighter and powered by its front wheels, with optional all-wheel-drive available. For my weekly drive, I got a hold of a 2012 Cadillac SRX AWD model, a top of the line “premium collection” five-passenger vehicle.

Engines & Towing

Even in its brief “downsized” history, the SRX has seen some changes underneath its hood. Those 2010 models were powered by 2.8- or 3.0-liter V-6 engines, the former a turbocharged powerplant that experienced some problems when customers did not follow instructions as they filled up at the pump. Instead of using the required premium fuel, some used lower octane regular. Engine problems developed, but GM managed to quickly recall the few thousand models produced and recalibrated the engines to run on regular gasoline. That move came at the expense of its performance edge, thus the engine was dropped for 2011.

The 2012 model now offers just one engine — a 308 horsepower 3.6-liter V-6 paired with a 6-speed automatic transmission. Without the benefit of having driven the earlier models, I cannot tell you how this one compares with those. What I can tell you is that the bigger V-6 is up to the task of moving this 4,400 pound vehicle, one that also offers 3,500 pounds of towing capacity. This well-tested engine is used in many different applications including the Cadillac CTS.

Heritage & MPG

Styling for the SRX offers an excellent example of contemporary Cadillac design. A chiseled body, featuring massive adaptive headlamps centered by a contoured grille gives way to a sweeping, angular body that tapers off to a rear liftgate offset by a pair of enormous, raised tail lamps. Go back 50 years and the Cadillac Eldorado offered tail fin styled lamps too.

Inside, the 2012 Cadillac SRX offers a generous amount of space for driver and front riding passenger. Seats adjust in an untold number of ways and a seat bottom extension offers additional thigh support as needed. The dash display is easy to understand with analog and digital readouts observed through the steering wheel. One such “MPG” display tells you how well you’re optimizing fuel, by sweeping left to right from minimum to maximum as you drive. EPA rated at 16 mpg city, 23 mpg highway the AWD SRX MPG readout can show you when you’re a bit too heavy on the pedal. The FWD model returns 17 mpg city, 24 mpg highway.

The all important center stack features a touch screen navigation screen that emerges when you press the start/stop button. This display puts all of your important commands within reach including radio display, route navigation and traffic reports. Shift the transmission into rear and the screen immediately is repurposed for use as a backup camera.

Beneath the navigation screen are a series of buttons which control music, navigation, air-conditioning and heat. As the driver, you can control the climate for you and your front passenger or separate the zones to allow for personal adjustment. The rear passengers have their own zoned climate control as well.

Music & Light

The SRX’s steering wheel features leather and wood highlights with similar touches found on the doors, seating surfaces and center stack. A 10-speaker Bose sound system provides excellent surround sound music enjoyment. And with the 40GB hard drive, you can download thousands of your favorite songs to create your own music library on wheels. Bluetooth connectivity is standard; there are multiple USB and auxiliary ports found throughout the cabin.

Well liked by for our family was the expansive sunroof which takes up most of the roof. Offering power tilt and sliding capabilities, a press or two of the button brings in outside air, natural light or both. A power sunshade can be moved into place to completely block out light as desired.

Seating & Storage

Seating for two back seat passengers is excellent, but is a squeeze for three. The rear center console juts into the center seat passenger’s legroom area, rendering that spot too small except for a child. However, if you’re buying the SRX for a young family, three children with just two needing car seats might work out.

With rear seat folded, there is ample room to bring home your favorite yard sale finds or fill it with road trip gear just for the two of you. Or, keep one rear seat up and fold the other two down. A center pass through compartment is ideal for transporting recreational equipment. Take note of the storage compartments when you activate the liftgate including the absence of a spare tire. No spare, but you have an electric inflator and OnStar assistance, if needed. How does that sound to you? Locally, I am okay with no spare, but on a long trip I want the spare.

On the Road

Behind the wheel, my impression of the SRX is that you’re driving a vehicle that is larger than it really is. Engage the transmission and plenty of power is at the ready, enabling you to get up to highway speeds quickly. During one segment of an extended drive that took my oldest son and I around the expansive Jordan Lake Recreational Area in central North Carolina, we put the SRX to the test.

The first test was to see how its brakes worked. With little warning I pushed the speedometer above 50 mph and then slammed on the brakes. Clunk clunk! The SRX quickly came to a stop as its anti-lock brake system kicked in. Certainly loud, but just as certainly effective. With attendant stability and traction control, the SRX was always under my firm control.

The second test included discovering how smoothly the transmission shifted as we took the SRX from a dead stop up to highway speeds. Automatic shifting felt fairly smooth until our speed climbed above 50 mph, where at this point 4th gear was giving way to 5th gear. Another clunk and a slight hesitation were felt, but not enough to show us concern. We repeated this test several times and each time the sensation was much less noticeable or not realized at all. Despite significant use of sound deadening materials, the roar of the engine was quite apparent under such circumstances, but not entirely unwanted. I am one of those people who takes comfort in what I hear coming from underneath the hood.

Lake & Tracks

B. Everett Jordan Lake is a 13,900-acre lake in Chatham County, surrounded by many small towns and hamlets. New Hill, on the Chatham border in Wake County, is home to the New Hope Valley Railway, one of several historic railroad sites in the Tarheel State. We stopped by the railway on our way around the lake, grabbed a brochure and took note of the monthly train rides held from May through December. Crossing over the tracks we entered Bonsal and began a 50-mile trek across and around Jordan Lake.

With a vehicle like the SRX, you spend part of your time discovering the many special touches found within. Double storage compartments in all four doors. Lit door sills with the Cadillac insignia displayed. A nifty front seat cupholder that flips to offer expanded room for holding large drinks. Dual screen DVD players in the seatbacks of the front seat — these came with cordless headphones and a remote for adjusting the sound, picture and to control DVDs. Heated and ventilated seats. My favorites? XM Radio and adaptive headlamps, the latter just perfect for increasing peripheral vision. Yes, a 12-month OnStar subscription is also included.

To the Chase

I first spotted the deer soon after we passed the Jordan Lake dam. At first, she stood by the side of the road looking attentively my way. I slowed down. Moments later she was joined by another doe and both immediately flipped up their tails and raced across the road and into the woods. At this point we had slowed to a crawl and were just 100 yards from the very spot where they crossed. Suddenly, a fox — no a coyote — chased after the deer. Until we exited the wooded area I kept my speed down…just in case, ready to flash my lights the moment a car approached. No word whether the deer escaped or if the coyote had found himself a meal.

The Lexus RX350 is the best selling medium-sized luxury SUV and the vehicle that this Cadillac has in its crosshairs. The SRX occupies second place and is poised to sell at least 50,000 units this year — quite an accomplishment in a market that still is in recovery and one that offers robust competition from Acura, Lincoln, Audi, Infiniti, Mercedes-Benz, Volvo and BMW, among others.

Pricing for the 2012 Cadillac SRX starts at about $36,000 with the standard front-wheel-drive model and pushes above $50,000 well equipped. You may also want to consider the Cadillac CTS Sport Wagon if high profile driving is not your priority, but storage capacity is.

2012 Cadillac SRX AWD Premium Collection Specifications

Previous Reviews

2011 BMW 335i Sedan

2012 GMC Acadia Denali (FWD)

2012 Infiniti M37

2011 Cadillac Escalade ESV AWD Platinum

Photos: General Motors Company

Much gushing praise has been given to the BMW 3 Series since this family of compact luxury cars was introduced in the late 1970s, and are currently available in coupe, convertible, sedan and sport wagon body styles in the United States and Canada. A line of performance “M” versions is also available, but for this review I received a 335i equipped with a 3.0-liter TwinPower Turbo inline-six engine paired with a 6-speed manual transmission. Let the unrestrained praise begin!

First Gear

As received, my weekly driver was an Alpine white sedan with a beige leatherette interior. From the front, the 335i’s fascia features BMW’s distinguishing kidney grille or what some people perceive as flared nostrils, offset by a pair of sporty Xenon adaptive headlamps. Underneath that is the 335i’s contoured mouth and fog lamps; combined, the fascia seems to be saying, “let’s drive!”

The body lines are sleek, as if this car was made for the race track, four doors and all. Like nearly every BMW sold today, the handiwork of former BMW designer Chris Bangle is seen although the bustle back trunk represents a more subtle version of the “Bangle Butt” design that is especially evident with the 7-series. Dual exhausts deliver the sweet notes that every driving enthusiast desires.

This test car came equipped with a sport package, featuring 18-inch star-spoke wheels on run-flat tires, a feature that allows the driver with a punctured tire to keep driving for 150 miles at speeds of up to 50 mph. No risk of getting stranded in the desert as you put your bimmer through the paces.

Second Gear

Inside, the 335i features an interior that is elegant, comfortable, but not terribly roomy. At least for rear seating passengers. We’re talking about a compact luxury sedan which means that although seating is for five, the rear middle seat is nearly impossible to occupy as the pronounced drive train hump means putting one’s legs on either side of it, invading the personal space of the other two passengers.

The 3 Series comes with standard rear-wheel-drive or optional all-wheel-drive – we’re talking about a car that is designed first and foremost to be driven. To give the two outboard rear seating passengers some more room, insets in the back of both front seats allow these passengers to fix their legs in place. As long as neither person pushes forward, the driver and front passenger shouldn’t notice.

For the driver, the sport seating is absolutely comfortable, is well bolstered and is easy to adjust. At 6-feet tall, I need ample room to maneuver, without feeling cramped. Thigh support is enhanced by extending the leading edge of the seat bottom, a feature that made all the difference in driving comfort for myself.

Third Gear

My weekly drives usually include extensive time with my family riding along. That way, I get everyone else’s perspectives and include that information with my reviews. Sadly, the family wasn’t thrilled with the bimmer’s manual transmission which helped us to rocket our way onto highway or down local roads. Happily, when I needed to put the 335i to the test I did so alone, taking it out to the country one bright, sunny Saturday afternoon with my wife’s blessings and following the completion of assorted “honey do” tasks. Guys, if you want a good marriage, some give and take is required.

It is only on the open road that the 335i can best be appreciated as frequent shifting and clutch pedal engagement is not fun when you’re stuck in traffic. That called for a 150-mile journey to discover previously unknown-to-me North Carolina back roads, where few drivers (or police) roam. These roads enabled me to find out what 300 horses and 300 lb.-ft. of torque can do in a vehicle weighing nearly 3,600 pounds, and featuring a near even front-to-rear weight distribution.

Fourth Gear

Shifting is a snap with the 335i and this model — with more than 10,000 miles on the odometer — had already been well tested by a series of automotive journalists before my drive. With one owner, you’d expect that a car would receive consistent treatment. With multiple drivers, this 2011 model year sedan has given up nearly a year’s worth of fun, has taken a year’s worth of abuse, and has entertained us with a vehicle that is simply all about the drive.

With left foot on the clutch, right foot on the brake, activating the push button start/stop awakens the 335i which emits a not-so-subtle vroom. Twin turbochargers are at the ready and once engaged, the transmission is prepared to show you what this powertrain can do. My driveway is not suited for a quick exit as a pronounced dip divides it from the street. Finding the precise point to shift while carefully sliding over said dip rendered the occasional notchy feel to the shifter, but that experience I have ascribed solely to the awkwardness of getting out on the road. Once on a flat surface, look out!

My Saturday excursion had me driving south from Raleigh through Sanford and into historic Carthage, the one-time home of the Tyson and Jones Buggy factory. Those horse-driven buggys, built from the mid-19th century to the 1920s, helped Carolinians cross the Tarheel State. Naturally, the automobile did away with these conveyances, although the annual “Carthage Buggy Festival” in May reminds us of what life was like before the automobile. I much prefer today’s versions of the horseless carriage!

From Carthage, I headed northwest to Siler City and then east along state highway 64, crossing the expansive Jordan Lake reservoir and dam on my way back to Raleigh. The leg from Carthage to Siler City offered many opportunities to evaluate this bimmer and test it I did, by taking note of its ability to go from a dead stop to over 60 mph in mere seconds, reaching that threshold while still in fourth gear. I don’t own test equipment to verify times and speeds, but it seems reasonable to me that the 335i’s stated 0-60 mph in 5.4 seconds time is achievable and something I came very close to meeting.

Handling is a joy with the 335i, something that is evident with every twist of the road and sharp right or left turns. This sedan is designed to handle dips, rises, corners and every turn imaginable with ease. Working quietly, but not obtrusively with the driver is BMW’s dynamic stability control system that carefully intervenes as needed without contravening driver feedback. You may not be a race car phenom, but DSC will may make you seem like one.

Slam on the brakes at high speeds and the 335i comes to a quick and safe stop. Notably, there is no back end movement sensation nor does the driver find himself shifting in his seat to maintain control. From 60 mph to stop, this bimmer demonstrates clean, precise braking that could very well prove to be its signature attribute.

Fifth Gear

Is the BMW 335i the perfect car? No, especially if you have a liking for certain cabin amenities. In this area, some people may be disappointed.

Most cars sold today, including mass produced models that cost half as much, come standard equipped with navigation systems, back up cameras, seatback DVD players and other creature comforts. You can opt for a $2,100 navigation system, but my test model did not come with one. Did I miss it? No, but many contemporary drivers expect such technology to be included.

Sixth Gear

If there is any other deficiency with the 335i it certainly is not found in its warranty. Every new BMW comes with a limited warranty that covers defects in workmanship and materials for the first 4 years or 50,000 miles, whichever comes first. Also offered is a standard maintenance program that covers most any maintenance issue you’ll have including oil changes, brake parts, inspection service and drive belts, which explains why many BMW owners lease their cars, trading in for a new one every three years. Why pay for maintenance when BMW has your covered?

As tested, the BMW 335i sedan retailed for $40,600. With sport package, keyless entry and iPod and USB adapter included, the sticker price was $44,525. Estimated gas mileage was 23.6 mpg for a vehicle that is EPA rated at 19 mpg city, 28 mpg highway.

If you’re shopping for a BMW 3 Series, the base sedan retails from $34,600, but add as much as $10,000 to the price if you opt for an all-wheel-drive package or take the turbo-diesel option. For enthusiasts looking for optimum levels of performance, the M3 sedan equipped with a 414 horsepower, 4.0-liter V-8 engine can rock your world. Starting from $55,900, your final price will approach $65,000 when fully equipped.

Critics have long said that the BMW 3 Series is the benchmark by which other cars are judged. The Mercedes C-Class, Audi A4 and Lexus IS are its chief competitors, but the 3 Series still sits atop the compact luxury sedan throne. For this driver, that is no surprise.

2011 BMW 335i Sedan Specifications

Photos — BMW of North America, LLC

Recent Review — 2012 Infiniti M37 Sedan

2012 GMC Acadia Denali

The full size crossover SUV market is a crowded segment as buyers know that these models afford the room, amenities, fuel efficiency and decent towing capacity that they demand. Featuring unibody construction, crossovers blend the best of a car with the attributes of an SUV, which is why General Motors markets these vehicles through all four of its brands.

Buick, GMC and Chevrolet share the same platform for each brand’s respective large crossover, models that are powered by a 3.6-liter V-6 engine paired with a 6-speed automatic transmission. Cadillac is absent in this segment, but offers a smaller SRX crossover just the same.

Crossover Family

Available in front- or all-wheel-drive, the Buick Enclave, GMC Acadia and Chevrolet Traverse are essentially the same vehicles underneath, but with notable exterior styling differences and varied cabin amenities. For my test drive, I took delivery of a crystal red tincoat 2012 GMC Acadia Denali front-wheel-drive model, representing the pinnacle of the Acadia’s five trim levels. Yes, pun intended.

If Cadillac had its own large crossover, then the Denali would offer a good place for Cadillac designers to start. This model offers much of the bling-bling brightwork found on the larger than life Cadillac Escalade including a chrome honeycomb grille, 20-inch chrome-clad aluminum wheels offset by black chrome inserts, Denali badges and chrome accents with the side trim, dual chrome exhaust tips and other bright touches. Its all about the chrome, baby…yes, chrome door sills too!

Denali Amenities

This ultimate model also features a dual sunroof system, the first section is found above the front seats and is retractable, but the second section is fixed. However, with both sections fully exposed to sunlight, much welcome natural light floods the entire cabin.

The Acadia Denali seats seven and features first row bucket seats and second row captain’s seats with the third row offering a split bench seat. The driver and the front passenger get 8- and 4-way adjustable seats, respectively, with lumbar support; and you can heat or cool these seats to your heart’s delight. Honestly, I am still not used to air blowing through my pants, but that option is welcome by some including my shotgun riding 11-year-old son, Thomas.

Family Favorites

There were a number of standout features in this crossover worth noting. Much appreciated were the many cubbies and hideaways scattered throughout the cabin including a very intriguing cutaway found in the front row, passenger side. That cutaway was a small compartment in the drivetrain, useful for sticking in whatever paperwork or small items you want to keep out of the glove box. On top of the dash a pop up storage compartment could easily be accessed and in between the front seats there were additional compartments including one housing a loose change tray with a pair of wireless headphones for the second row passengers stored within — more about that later. Cupholders were everywhere as were other compartments useful for placing loose change, a toy or holding some snacks.

The Acadia offers 5 trim levels.

Unlike some vehicles, most of the controls on the steering wheel and center stack were easy to figure out. They were clearly marked and weren’t a distraction. Like many of GM’s upmarket models, the Denali included a touchscreen navigation system which doubles as a rearview camera display. I like to think I can park without a backup camera — thank you very much — but, I must admit that this device came in handy in a couple of very tight areas.

Entertainment Possibilities

Big with this test vehicle is an entertainment system which drops down from the ceiling — a DVD player and headphones. Consider this system to be a family favorite for kids: they can watch or listen to what they want with cordless headphones. For parents, sanity is preserved especially on those long trips where the kids utter — are we there yet? — well before you have crossed the state border. Climate control is a multi-zone affair with driver, front passenger and rear passengers controls evident. Ceiling duct work and vents in the rear compartment quickly cooled that area, but could just as easily be shut off if it wasn’t needed.

Seating room was sufficient if not downright comfortable throughout much of the cabin, even in the third row where additional legroom could be had by moving the middle seats forward a notch. Sitting in the rear row I did notice that the padding for the seat wasn’t particularly thick, giving me visions of an uncomfortable trip for an adult passenger consigned to that seat. For three children the rear seat should suffice, but if there is just four of you, that seat easily folds forward to expand storage space accordingly. More room is available on top by way of the roof rack with side rails. The rear liftgate, by the way, opens and closes with a touch of your key fob; a sporting color coordinated rear spoiler enhances the crossover’s rear deck appearance.

Sole Engine

The GMC Acadia offers just one engine and transmission choice which means you’ll either find it sufficient for your needs or you’ll be looking elsewhere. I’ve driven other GM products equipped with this engine — including the Cadillac CTS and the now defunct Saturn AURA — and was impressed each time by the amount of power this motor produces. I wasn’t so sure how it would work in the Acadia as this model tips 4,500 pounds in all-wheel-drive or is 200 pounds lighter with front-wheel-drive.

For our purposes, the Acadia’s engine was sufficient, never lagging in power except briefly when the engine was cold. Once out on the highway, the warmed up V-6 showed that it was up to the task, handling every demand for more power without straining under the weight of four people. How that would work if you are carrying seven people with cargo is something that you as the buyer must consider. With a 5,200 towing capacity, the Acadia also offers the ability to pull a boat or camper, signaling that this crossover is no lightweight contender.

The Test

The best test of what the Acadia Denali can do was on a brief trip I took by way of the interstate, one when the heavens suddenly opened up. Within minutes, visibility was greatly reduced and water was everywhere. Other drivers pulled over or slowed down to dangerously slow speeds, but I managed to move over to the left lane and keep a steady pace about 10 miles under the posted speed limit. Not once did the wheels slip and never did I feel the steering shift as wind and rain buffeted the vehicle. Later, I learned that the area was under a tornado watch with strong winds and heavy downpours coming and going throughout the day.

I am hard pressed to think of anything I would change with the Acadia Denali — it had everything most any family could want in an upscale crossover. All-wheel-drive wasn’t missed with this model, an option that adds about $2,000 to the price tag and lowers gas mileage by about 1 mpg. The front-wheel-drive model is rated at 17 city, 24 highway; we averaged 19.7 mpg for the week that we had it.

Optional Models

If more power is needed, then the easiest solution is to check out the GMC Yukon which is available in standard and extended lengths and includes the first Denali application. If the Acadia is too big, then the GMC Terrain might be what you want, a medium sized crossover delivering up to 32 mpg highway with its standard 2.4-liter four cylinder engine.

And remember this: most dealers selling the GMC Acadia Denali are joint Buick-GMC dealerships, with the Buick Enclave found under the same roof. Compare the premium Enclave to the Acadia Denali and you’ll find that these vehicles are much alike except for certain exterior Buick touches including its grille, liftgate and wheels. Of course, if you want copious amounts of bling, then the chrome-laden Acadia Denali is the one for you.

2012 GMC Acadia FWD Denali Specifications

Photos: General Motors Company

See Also — Weekly Drive: 2011 Cadillac Escalade ESV Platinum

Through the paces -- Infiniti M37.

The Infiniti M just may offer everything you want in a medium-size luxury sedan. That is quite a statement, but it is a good reflection of what this vehicle has to offer.

M Line

Infiniti’s M line consists of several models including M37, M37x AWD, M56, M56x AWD and M Hybrid variations. The vehicle as tested for our weekly review was the standard 2012 M37, a model priced from $47,700, but retailing for more than $59,000 as equipped.

In Infiniti nomenclature, the numbers following the model designation say a lot. In this case this rear-wheel-drive sedan is powered by a 3.7-liter 24-valve V-6 engine while the M56 gets the 32-valve 5.6-liter V-8 engine. The Hybrid, new for 2012 and featuring Nissan’s first application of in-house hybrid technology, is powered by a 50-kilowatt electric motor and lithium-ion battery pack mated with a 3.5-liter V-6 engine. All engines are paired with a 7-speed automatic transmission with manual shifting capabilities.

Enough with the model lineage — the current iteration of the M series is now in its fourth generation, a model dating to the earliest years of Infiniti when Nissan chose to respond to Honda’s decision to develop Acura and Toyota’s Lexus brand. Infiniti, in this writer’s opinion, has always strived to position its models to take on Europe’s best models and in the M line a noteworthy competitor is found.

Great Escape

Without benefit of having other Infiniti M models to compare, I can tell you that the standard M37 as equipped was a delight to drive, one of the few vehicles I would have liked to have kept long-term. I had the perfect excuse to ask for an extension too: winds from Hurricane Irene were strong enough to warrant the car being tucked away in the garage for the weekend. Instead, I grabbed my oldest son, Thomas, and we headed west to Greensboro for the day, further away from the tempest lashing the North Carolina coastline.

As tested, the Infiniti M37 was a slate gray model with a stone colored interior — easy on the eyes inside and out. The M line is sporty, featuring a bold grille, sharp looking LED headlamps, broad shoulders, sweeping body lines and a tapered, but still roomy trunk. This car was equipped with 18-inch alloy wheels and included three other convenience enhancements: deluxe touring, technology and premium packages.

Inside, seating is for five passengers, although with a pronounced drivetrain hump present, pity the middle rider sitting in the back seat. Short trips might suffice or you could assign the spot to the youngest member of your family — preferably the child who hasn’t hit puberty yet.

Cabin Comfort

The driver and front passenger are treated to 10-way power assisted front seats, trimmed in semi-aniline leather and offering all of the support and comfort this six-foot tall driver wants. The leather and the Japanese White Ash wood trim are an upgrade thanks to the $3,800 deluxe touring package, a feature that also brings in a 16-speaker Bose audio system, a power rear sunshade and a headliner that is a dead-ringer for suede, but is actually a manmade material. Infiniti’s touted “Forest Air” climate control system is also part of this package, showcasing technology that gently blows air into the cabin, reduces humidity and destroys odors. No raspy wind noise from the vents noted.

The M37’s navigation package offers a 9.3G music hard drive, an 8-inch touchscreen display, voice recognition, and traffic, weather and restaurant reviews. My son fiddled with the unit, getting it to do things I probably would not have bothered with including following state weather reports, finding every traffic problem 30 miles or more out, and tracking gas mileage and miles to empty. My attempts to sync my phone for hands free talking failed, but I attributed that shortcoming to my phone, not the feature itself.

Smooth Operation

Behind the wheel, its all buttons and knobs for your inspection. The M37 is completely keyless, with a fob to lock/unlock doors and a start/stop button to control the ignition. Press on the brake, push the button and the dash comes alive — the steering wheel automatically adjusts to your predetermined setting and you’re ready to engage the transmission and roll out.

Once engaged, the transmission does everything for you, but if you want more control you can place it in manual shift mode and have at it. For this test I kept it in automatic, reflecting my personal habits which is driving in automatic unless the car comes equipped with a manual as standard. Yes, this makes for a pretty lame excuse, so I’ll have to trot out another reason next time. Manumatic, anyone?

The standard engine is sufficient for the Infiniti M. There, I said it. Some drivers might insist on a V-8, but I had no regrets and thoroughly enjoyed the 24-valve V-6 and putting it through the paces. I care less about what is under the hood then how the engine performs. If a V-6 can rock my world, then why not?

Shift This

There was some lag in shifting when the sedan was cold, but that disappeared once we were on the highway and in a better position to test its 330 horses and 270 foot pounds of torque. Acceleration onto the highway was smooth and robust, but all the more appreciated when cruising and needing to quickly move past a line of laggards out for a weekend excursion. This lively V-6 roars, but not in an annoying sense. Rather, full power kicks in on demand and quietly recedes once you let up on the gas pedal.

Electronic gizmos rule the day in luxury cars and the Infiniti M37 delivers these in spades. Suffice to say, the car buying consumer had better hope that a knowledgeable salesperson or dealer staff member takes the time to explain each button or device, otherwise much time will be spent reading manuals or watching YouTube videos in an attempt to figure everything out. To my embarrassment, I could not figure out how to release the door to the gas tank. It took action from my 11-year-old son to resolve the problem, something he figured out by simply pressing on the door, which immediately opened. There is an in-cabin switch somewhere, but I never found it… Oh, by the way, premium fuel is required for this high revving engine, something to keep in mind.

Responsive Driving

Ride and handling were two of the M37’s stronger attributes, both of which reflect positively on this car. I found the ride to be firm and handling enjoyable, the latter quite evident as I exited the highway and took a sharper than expected turn on the ramp off. The M37 stayed centered in the lane with wheels firmly holding the pavement and no evidence of slippage whatsoever. There is a reason why people prefer rear-wheel-drive and I discovered that time and again with the Infiniti.

The Infiniti M37 competes with the Cadillac CTS and European models such as the Audi A6, BMW 5 Series and Mercedes-Benz E-Class. The Acura RL and Lexus GS are its Japanese rivals, but the Infiniti outclasses both. Pricewise, the CTS offers the biggest challenge to the M37; otherwise this vehicle undercuts its German competitors by several thousands dollars.

Recommendations & Pricing

Recommended changes for the Infiniti M37 are few. A package net in the trunk would have been a welcome feature, ensuring that groceries stayed in place. Head up display to go with the lane departure and blind spot warning could be useful, but then again this model has nearly every conceivable safety feature available including “distant control assist” which literally forces you to stay several car lengths behind the car in front of you. Try this with cruise control activated — weird!

Pricing for the hybrid begins at $53,700 and rises to $61,600 with the M56x AWD. Fully optioned, the top of the line Infiniti M can sell for more than $70,000 when powered by its beefy V-8 engine. Load up the standard M37 and most drivers will be satisfied, much in the way that I was.

Resource — Infiniti USA: 2012 Infiniti M

2012 Infiniti M37 Specifications

Ford Edge now offers an optional EcoBoost engine.

The Ford Motor Company has introduced its EcoBoost technology to a pair of larger crossovers, namely the 2012 Ford Edge and 2012 Ford Explorer. What is now available underneath the hood of these respective midsize and large crossovers are four cylinder engines, hardly something you would expect to find in vehicles weighing approximately two tons, especially in the seven-passenger Explorer.

Press Rollout

Last week, as guests of Ford in Michigan, the automaker pulled in journalists from across the country to experience both vehicles first hand, taking back country and on-track drives to run these EcoBoost models through the paces. I was part of this group and learned, without fail, that the Edge and the Explorer managed just fine, delivering plenty of power and torque to move each vehicle with authority.

EcoBoost is Ford’s proprietary and trademarked technology that combines turbo power with gasoline direct injection to squeeze more power out of smaller engines. This writer has driven several EcoBoost-equipped models previously, beginning with the Ford Taurus SHO which is powered by a 3.5-liter EcoBoost V-6. Like every EcoBoost engine introduced thus far, these motors are paired with a six-speed automatic transmission to help the respective models gain improved fuel efficiency.

Through the Paces

Like the SHO and other models after it, EcoBoost was sufficient for the Edge and the Explorer. From dead start to highway speed, both models moved quickly although at times a slight turbo lag kicked in. Credit this driver’s lead foot with nearly torturing each model; once I became accustomed to how each vehicle drove, the lag disappeared. In each test we were sent out with a companion driver, which enabled us to share our observations and employ “best practices” when it came to acceleration, handling and braking.

Large Explorer finds sufficient power with EcoBoost four.

Ford was careful to note that the EcoBoost is not for everyone, including with these two crossovers. Available in front-wheel-drive versions only, the maximum towing capacity for each model is 2,000 pounds. However, Ford stressed that both applications are designed for transporting people primarily, not for hauling a boat. As long as this assessment is properly passed to the dealer level, customers should understand what they’re getting.

EPA Fuel Economy

In the all-important EPA fuel economy rating, the EcoBoost-equipped Ford Edge delivers 21 mpg city, 30 mpg highway. The EcoBoost-equipped Ford Explorer is rated at 20 mpg city, 28 mpg highway. In both models, EcoBoost offers 240 horsepower and 270 foot-pounds of torque, numbers which compare favorably to the output in a normally aspirated V-6 engine (the Explorer must use optional premium gas to achieve higher hp, however). Ford’s own 3.7-liter V-6 is rated at 285 horsepower @ 6,500 rpm and delivers 253 foot-pounds of torque @ 4,000 rpm in the 2012 Edge. Gas mileage is 19 mpg city, 27 mpg highway and towing capacity is 3,500 pounds when properly equipped.

Will EcoBoost work for you? That depends on your needs and expectations. If you’re considering either front-wheel-drive model, do yourself a favor and compare EcoBoost with a V-6. You just may find that the smaller, lighter engine packs all of the punch you need, while delivering improved fuel efficiency, a bonus in these days of elevated gas prices.

2012 Ford Edge Specifications

2012 Ford Explorer Specifications

See Also — 2011 Ford Explorer Specs & Overview

Photos: Ford Motor Company

What do you do when the vehicle that pulls into your driveway for your weekly drive is a stretch Escalade? You drive it, of course. In my case I brought along my wife and two ‘tween sons and we hit the road.

More to the point, you get behind the wheel of the 2011 Cadillac Escalade ESV AWD Platinum and you attempt to get into the minds of people who might buy this huge sport utility vehicle. At first, that isn’t easy to do, but after nearly a week of driving this 18 and one-half foot long vehicle, we have a better understanding of who might want to buy one despite gasoline prices pushing $4 per gallon.

Fortress Escalade

To be sure, the Escalade is an imposing vehicle. Height, width and length notwithstanding, the oversized grille flanked by sentry-looking LED headlamps enables this vehicle to live up to its name which Merriam-Webster defines as “the act of scaling especially the walls of a fortification.” Big tail lights, massive side mirrors and 22-inch chrome wheels add to the Escalade’s persona, offering not a little bit of intimidation to those who are not used to a larger than life SUV.

The vehicle tested is just one of several Escalade models. Besides the base and stretch Escalades, Cadillac sells the EXT which includes a truck bed and an Escalade Hybrid, the latter which is EPA rated at 20 mpg city, 23 mpg highway. Our test vehicle was EPA rated at 13 mpg city, 18 mpg highway; we got 13.7 mpg during one 60-mile trip that was predominately highway driving. The “platinum” is the most expensive model in the Escalade family, retailing for just under $90,000, but includes every feature available. If you can afford one, then gas prices are not a budget buster.

The Escalade has a look that it can go almost anywhere, perhaps even climbing a hill up to that fort. For the record, we kept the Escalade on the road always, deciding that all-wheel-drive is best suited for when road conditions warrant this feature. Its 6.2-liter V-8 engine paired with a six-speed heavy duty automatic transmission never missed a beat, delivering robust power as needed.

Cabin Amenities

Inside, the Escalade ESV offers an embarrassment of riches. Not once was head, shoulder or legroom a problem, although if you are one of three adult passengers sitting in the third row seat, you might envy the second row passengers who make good use of a pair of captain’s chairs. Behind the leather and wood-trimmed steering wheel, the driver enjoys 14-way power seats featuring French stitched leathering, and heated and cooled seating capabilities. On a hot summer day we tried the seat-cooling system, laughing at the odd feeling of cool air blowing through our shorts.

Standard equipment includes every option imaginable. My wife loved the Bose sound system with 10 speakers located throughout the cabin. XM radio is standard and with nav traffic included, you can avoid road snarls up ahead. Sure enough, the verbal and posted nav warning that interrupted the musical set explaining that an accident was 4.1 miles ahead was on target. Had we wanted to, we could have left the highway and taken a back road home, but we stayed the course to confirm that the warning was, indeed, accurate.

Driving Ease

As the lone driver for the week that we had the vehicle, I can assure you that this Escalade is a cinch to drive. Had I wanted to, I could have made turns with just a touch of an index finger, thanks to its specially calibrated rack-and-pinion steering that made even tight turns simple. The rear back up camera system is certainly helpful for backing into tight corners, its audio warning system noting whenever an object was dangerously close. This feature should satisfy anyone worried that a small child or pet could be in the way or that a garage post might be smashed. Simply turn down the music to hear the beeps which increase in intensity whenever an object is about to be hit.

Another notable safety feature is the Escalade’s side blind zone alert. In the middle of the massive side mirrors, a tiny sketch of the Escalade and a nearby vehicle show up, telling you that someone or some object may be positioned a bit too close in. This features is made active frequently when you park the Escalade which also serves as a reminder to press the button on the door to retract the mirrors.

The Escalade ESV Platinum features five screens – one in the dash, two embedded in the seat backs of the front seats, and two more strategically placed in the headliner. No, you can’t watch movies when you’re driving, because the moment you engage the transmission, the picture disappears although the audio remains active.

Seating Features

One helpful feature for people who are destined for the third row is that each second row seat folds and tumbles out of the way, making for easy access to that area. Most people can squeeze in behind the second seat without a problem, but this feature ensures that passengers of “a certain stature” can do so quickly.

Ride comfort is one of the Escalade’s strongest features. You’re already blessed with comfortable seats and ample sound deadening materials that minimize road noise. The Escalade also features magnetic ride control that limits body motion and includes electronically controlled shock absorbers designed to minimize damping. Only once did we come across a “washboard” road surface, hardly noticing the many bumps and dips during that stretch of driving. The vehicle’s girth combined with damping technology joined forces to keep the Escalade’s ride fairly smooth.

Wish List

Was there anything on our wish list for this top of the range Escalade? Just a few things: a third-row seat that can be folded into the floor. As it stands right now, this row must be removed and placed somewhere, perhaps in your garage. I can imagine that this would be an annoyance for people who come across a yard sale find and have to return home and remove the seat first before picking up a pair of Queen Anne chairs.

Another wish list option would be to offer a turbo-diesel engine. That technology is widely used across GM’s heavy duty pickup truck line and would offer improved fuel mileage as well as extend the Escalade’s already generous near 8,000 pound towing capacity. One of the Escalade’s competitors, the Mercedes GL550 offers three engine choices including a turbo-diesel. Its other competitors, the Infiniti QX56 and Lincoln Navigator, do not.

With the full size Cadillac DTS sedan retired, the Escalade in standard and elongated versions makes for a natural limousine replacement. For people with large families and with a boat or camper to haul, the Cadillac Escalade ESV Platinum AWD does it all in style, with more room than anything else on the road.

2011 Cadillac Escalade ESV AWD Platinum Specifications

Resource — Cadillac: 2011 Cadillac Escalade

Photos: General Motors Company

By Andrew G. Rosen

After several weeks of debate, I decided to make the plunge: I bought myself a MINI Cooper.  Like most first-timers, I was hesitant.  Do good things really come in small packages?  Here are a few things you might not know about owning a MINI Cooper.

1. THE MESSAGE. The marketing doesn’t stop — even after you buy the vehicle!  The MINI gang does a great job of reminding you that you are now part of a new family.  They are always sending cool little gifts.  From the MINI Adventure Kit that arrived six weeks after I purchased my Hardtop S to the stuffed bulldog and pewter keychain given to me at the dealership – these guys know how to get their message across.  There is even a glossy MINI magazine mailed twice a year.

2. THE SPEED. To say that the MINI is “peppy” is an understatement.  Thanks to a short body and 181 horses, passing other cars on the highway is a breeze. I am a cautious driver.  I love that the engine is reactive and responsive, all while giving me a feeling of control.

3. THE GAS. The miles you squeeze out per gallon are determined by your driving style.  City results have been respectable, but it’s the highway mileage that has really impressed me.  I’m easily getting 35 miles per gallon.  I sure don’t miss the gas station.

4. THE ACCOLADES. I already knew that the MINI attracts attention – but I had no idea how many heads it would turn and how envious friends, family and strangers would be.  People are genuinely excited to get a close look and step inside.  I might not be the coolest cat in town, but I think my street cred just went up a notch.

5. THE WEATHER. Snow, sleet, ice – no problem. I had serious reservations about my run-flat tires.  But so far, so good.  The MINI has performed like a champ in all types of weather.  As long as you take it nice and easy, and stay away from high snow drifts, there’s no reason your MINI can’t escape from the garage on a snow day.

6. THE TANK. When I close the door on my MINI, I feel like I have entered a fortress of solitude.  Every entry and exit is a reminder that I have not sacrificed safety to be some eco-friendly hipster.

7. THE SPACE. Yes, the car is small – but it is a model of successful ergonomics.  I’ve yet to run into an everyday storage situation that the car couldn’t handle.  The seats flip down with ease and having a hatch open is crazy convenient.

I don’t want to be a full-on MINI cheerleader, so let me tell you about a few things that I am not enamored with.  When I first test drove the car I found the center console, with the supersized speedometer a bit, well, off center.  I have had a difficult time getting used to it, and have found that it benefits the passenger far more than a driver.

Also underwhelming has been the MINI’s heating system.  The thing takes a long time to heat up; given the cabin size, that’s unacceptable.  The saving grace has been the heated seats (a must have!).  I’d also like for the standard stereo to pump out a more dynamic sound.  Aside from the volume being relatively low, I find that I am often missing extreme highs and lows – even on satellite and HD radio.

Overall the MINI is the perfect car for my lifestyle,  Unless there are triplets in my future, I can see owning a MINI for life.

Author Information

Andrew G. Rosen is a freelance blogger and the editor of a popular career advice blog. He is also the author of How to Quit Your Job.  And yes, he really does drive a MINI!