Nissan invited us out to wine country near San Francisco to test drive the all-new 2013 Nissan Pathfinder. Nissan has been a leader in the large SUV category for years with the Pathfinder, and the 2013 model represents the 4th generation of this vehicle. This segment has evolved through the years as the various manufacturers have moved from a body-on-frame truck design to a more carlike unibody construction. The result is a more comfortable driving experience, even for these large SUVs, and the Pathfinder is no exception.

Exterior

With the 4th generation Pathfinder comes an all-new exterior which represents a nice improvement over the previous model. The front end in particular offers a much cleaner design. The headlights are larger and the angled grille looks like it belongs on the vehicle. The lines on the front hood and near the fog lights accentuate the grille design as well. Overall, the vehicle retains enough of the rugged feel of earlier versions, yet also has a classy, upscale look as well.

Interior

The 7-passenger Pathfinder is loaded with interior features that will make drivers and passengers feel very comfortable. The new Pathfinder boasts best-in-class interior passenger volume and best-in-class front headroom and front legroom. It’s definitely roomy and you can load this vehicle up with adults and kids no problem.

You can get all of the comfort options you would expect, heated and cooled front seats, heated 2nd row seats, heated steering wheel, power tilt and telescoping steering wheel, push button start, multiple user memory settings and an advanced Bose Audio System with 13 speakers. The Pathfinder also features easy 3rd row access from the 60/40-split 2nd row with innovative technology that lets you access the 3rd row even when an empty child seat is still in the second row.

Buyers can also choose a Dual Panorama Moonroof, with sliding opening front panel and fixed rear glass panel which extends over the 2nd and 3rd rows. You should definitely check out this option.

Performance

I was able to push the Pathfinder pretty hard around some winding roads through Napa and Sonoma and was very impressed with the handling on this large vehicle. The Pathfinder gripped the road nicely even at higher speeds. The acceleration was also solid for this type of vehicle. The new Pathfinder is the only vehicle in this segment with a CVT transmission which helps provide a 30 % increase in combined fuel economy over the previous model. Fuel economy is rated at 26 mpg highway, 20 mpg city and 22 mpg combined for the 2WD model and 25 mpg highway, 19 mpg city and 21 mpg combined for the 4WD model. The CVT performed nicely as Nissan continues to perfect this technology. With gas mileage at a premium these days, the V8 is no longer an option.

I drove a model with the available intuitive four-wheel drive. Drivers can choose full-time 2WD for maximum fuel economy, auto mode to automatically monitor conditions and adjust the balance of power between front and rear wheels for best traction, or 4WD Lock mode when full-time 4WD is desired. It also features standard Hill Start Assist that helps add control when starting and driving away on a steep incline (both 4WD and 2WD models).

Overview

The Pathfinder remains an excellent option in the large SUV category. It’s perfect for families and for an active lifestyle. With best-in-class standard 5,000-pound towing capacity you can use the Pathfinder tow your boat, jet skis or trailer. It’s roomy and fun to drive so it should continue to be a hit for Nissan.

The Accord has always been an important vehicle to Honda. The Accord accounts for a huge chunk of production (and revenue) for the automotive giant. Because of this every introduction of a new generation of Accord is important in many ways.

2011 was a rough year for Japanese automakers in general. The Japan earthquake and the flood in Thailand seriously curtailed the number of vehicles produced for the model year. Suppliers had to rebuild, Honda scrambled to find alternative sources of parts and supplies.

Honda used this time to prepare for a ramp-up of output in the first quarter of the new year. Inventory increased 46,000 units and hasn’t looked back ever since. Accord sales alone are up nearly 28% since January, a huge turn-around from 2011.

The 2013 Accord represents the ninth generation of the famous brand, with its ancestry dating back to 1976. The Accord has a reputation for being a solid and reliable family car, able to haul a family and their gear throughout their day-to-day adventures. The sedan excels at fading into the background; becoming ubiquitous and unassuming. Not a bad thing for a people-hauler.

Lineup

The Accord comes in three body styles: the Sedan, the Coupe, and the Plug-in Hybrid Sedan. Each is based off the same chassis and shares a majority of components. The continuation of the Coupe is a bit of a surprise given that the segment seems to be shrinking.

There are a variety of engines available that also define the offerings. The base four-cylinder 2.4 liter i-VTEC DOHC engine is available in both the Coupe and the Sedan, while the more powerful 3.5 liter six-cylinder is an option. The Hybrid Accord comes equipped with a two-motor 2.0 liter powerplant, unique to that vehicle.

Interior

Honda has focused on designing their vehicles around the concept of maximizing space for the occupants while minimizing the overall size of the vehicle. To that end the car is developed from the inside out: the passenger cabin space is defined and the designers must create a body that fits around the occupants.

To that end the 2013 Accord Coupe, for example, has been shrunk by nearly two inches in overall length, while gaining about an inch of leg room and almost two cubic-feet of storage in the trunk.

Improved Materials

The interior of the new Accord is a great improvement over the outgoing model. Utilitarian plastic and vinyl have been replaced with higher quality materials. Brushed aluminum accent pieces on higher-end trim levels add to the feeling of an upscale vehicle.
Honda has replaced the multi-piece dash with a one-piece instrument panel designed in-house. The new dash reduces rattles and squeaks and feels very solid. The dash is the focus of the new car, with a split two-screen control system acting as navigation and stereo controls.

Rear-view cameras are now standard across all versions, which is a big selling point for those of us who fear backing over an errant tricycle. It worked well, as the screen is mounted high and centrally located, making it a snap to use.

The navigation system seemed adequate, as did the stereo. Honda is rolling out it’s HondaLink system with the new Accord, which offers smartphone app support through device tethering. We didn’t get to test the system ourselves, but after seeing a demo of it I’m looking forward to getting a better look.

Also available is a Lane Departure Warning (LDW) system that alerts you when you drift slightly while driving. By slightly I do mean slightly, as the system kept triggering at the slightest provocation. Simply merging from an off ramp into traffic would sometimes cause it to chirp. Half-way through the test drive we were looking for a way to disable it.

Exterior

As mentioned earlier, the new Accord is slightly smaller than the out-going model. But the change isn’t noticeable. The lines of the car feel more defined, more aggressive. Honda used a new and improved stamping process for the new car and it shows in the presence the car exudes.

An important feature of the new car is the addition of an external rear-facing camera mounted on the passenger side mirror. This camera aids the driver by showing in the center display an image of what’s in the car’s right-side blind spot. Flip on the right turn signal and get a bird’s eye view of what’s in the way. In practice this is an incredible feature. During our test drive it became an easy thing to grow accustomed to. It’s a serious tool for highway driving.

Performance

The 2.4L four-cylinder engine puts out 185 horsepower and 181 foot-pounds of torque. It’s peppy, but not exceptional. As with most entry-level engines the focus is on fuel economy, not performance. Still, it has enough oomph to get out of it’s own way

The 3.5L six-cylinder’s output is up 7 horsepower from last year’s engine, up to 278. It gives the Accord a more spirited drive, and actually wakes up the vehicle. The engine note on the sixer is raspier and more aggressive; stomp on the gas and you’ll hear it. For my money this is the engine of choice.

Overall

Pricing for the Accord ranges from $22,000 for an Accord LX to $33,000 for a well-optioned Touring model. Quite a range, but within the pricing horizon of its competitors.

The Accord Sedan will go on sale September 19 across the country, while the Coupe, which will start at $23,350, won’t be available until October 15.

The first impression of the 2013 Accord is one of a competent and solid car. Honda is a company led by engineers, and it shows. The amount of effort that has gone into refining this icon is impressive. I look forward to driving it long-term to see if that first impression holds up over time.

The folks at Hyundai are so proud of the new turbo engine in their all-new 2013 Santa Fe that they invited us to test drive the redesigned vehicle in the thin air around Park City Utah at 8,500 feet above sea level. The altitude provided a real test for the crossover’s performance and it passed with flying colors.

The third-generation Santa Fe comes in two versions, with a five-passenger Sport model that we tested along with a longer wheelbase seven-passenger model with three-rows. The Sport model arrives in showrooms in this month and the seven-passenger model will arrive in January 2013.

Exterior

Hyundai keeps putting out great-looking vehicles and the Santa Fe is no exception. With the new Santa Fe, Hyundai continues to implement its “Fluidic Sculpture” design principles that have given Hyundai vehicles a bold and distinctive look. Specifically, the Santa Fe features a new design concept called Storm Edge, which captures the strong and dynamic images created by nature during the formation of a storm. This design language works well on the new Santa Fe as you can see from the photos of the Sport model. The vehicle looks great from all angles. The seven-passenger version looks very similar, though some of the lines like the rear side windows are softened in the larger model.

Interior

The interior of the Santa Fe is very roomy and comfortable, and the model we drove was loaded with features, including a Panoramic sunroof, heated steering wheel, heated rear seats and manual rear side window sunshades, power driver seat with four-way lumbar control and front passenger seats, and sliding and reclining second row seating with 40:20:40 folding seat back. All of the controls were conveniently positioned and were easy to use. On the safety front, the Santa Fe has seven standard airbags, including driver’s knee airbag. I sat in the back seat and there’s plenty of room.

You definitely feel like you’re driving a crossover as you’re sitting a little higher than a car but not as high as an SUV. The overall driving experience will likely appeal to both drivers in a family with a nice blend of comfort and handling.

Performance

We had the opportunity to drive the 2.0L Turbo AWD version of the five-passenger Sport model through the mountain roads surrounding Park City. Performance of any vehicle declines in high altitude settings, but the power and performance of the Santa Fe turbos were very impressive. The Santa Fe easily accelerated as we climbed the mountain roads and handled the curves nicely. The overall handling was fine given that we pushed the vehicle pretty hard, so family buyers will be more than happy with the overall performance.

The Santa Fe Sport has two four-cylinder options, with the Theta II 2.4-liter Gasoline Direct Injection (GDI) engine that achieves 190 horsepower with an estimated 33 mpg EPA on the highway, which is the highest of any CUV/SUV equipped with an automatic transmission. We drove vehicles with the high-output Theta II 2.0-liter turbocharged GDI engine that achieves 264 horsepower with an estimated 31 mpg (FWD A/T) on the highway. A Lambda II 3.3-liter GDI V6 engine with 290 horsepower is available on the larger wheelbase Santa Fe.

Hyundai has emphasized weight savings across all of their new models in order to achieve the gas mileage numbers, and the new Santa Fe is 266 lbs. lighter than the 2012 model. The engineers accomplish this with the use of high tensile steel, as the new Santa Fe features a high tensile steel ratio of 37.7% vs. 7.8% for outgoing model along with improved torsional stiffness by 15.7%.

Overview

Like every automaker, Hyundai is eager to service the market of young families, and the Santa Fe is a huge key to their strategy of targeting what they call “core families.” Buyers in this segment are interest in practical vehicles but also want cool styling as well. Hyundai has achieved a nice mix of these aspects in the new Santa Fe with very competitive pricing, and we recommend adding this to your test drive list.

There are few things quite as exhilarating as driving a muscular sports car on a track. Driving on the open road or through winding mountain roads can be great, but pushing a beast like the Mustang Boss 302 around the tight turns of a racetrack and then flooring it on the straightaway will give you a thrill you’ll never forget.

We naturally jumped at the chance to participate when Ford invited us to its first “Mustang Masterclass – Something Every Man Should Know” event for the opportunity to drive the 2013 Mustang Boss 302 at Miller Motorsports Park. The idea was to teach us how to drive this incredible muscle car on a track regardless of our skill level. I was pretty comfortable driving a stick but was anxious to learn more from some of the best driving instructors in the country, and I wasn’t disappointed.

The Mustang is one of the most iconic American nameplates, and the Boss 302 is a special version of the Mustang that was born on the track. The first generation Mustang Boss 302 was made from 1969-1970 specifically for buyers who wanted to race their Mustangs, and it was revived in 2012 for the same purpose.

Most importantly, the new Boss features a beast of an engine that yields 444 horsepower and 380 lb.-ft. of torque. The Boss mandate is to provide the best-handling Mustang ever, so the already strong Mustang GT suspension system has been further refined. The Boss 302 also features unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The result is an incredible machine with a growl that will turn heads and bring a smile to your face.

Miller Motorsports Park was about 30 minutes away from our hotel, so we loaded up on some coffee and were greeted by a fleet of colorful 2013 Mustang Boss 302s that we would be driving to the track. From a design point of view, one minor change stands out this year involving the side stripes. The 2012 version featured a reflective “c-stripe” on the side of the vehicle inspired by the 1969 model, and the 2013 Ford Mustang Boss 302 builds on the heritage of the 1970 Boss 302 with new, reflective “hockey stick” graphics package. The LED lights in the front and back also stand out. We hopped in and revved up the engines and were off. This gave us a preview of what we were in for at the track as we cruised through the Utah countryside. The Boss 302 may be built for the track, but you’ll have plenty of fun driving this beautiful vehicle in any setting.

When we arrived at the track we settled in for some serious classroom work. The goal here was to teach us how to drive on a race track, and the instructors were extremely knowledgeable and safety was always the number one goal. A lot of time was spent on the proper line to take going in and out of turns, focusing on the apex and the entry and exit points. It was fascinating stuff and it also turned out to be extremely helpful.

We got suited up in our racing suits and helmets, and then we headed out to the garage to find our cars. The good folks at Miller had each of our names put on the windshield of our car and it was quite a thrill to climb into a personalized Boss 302 racecar. Mine was orange, though later in the day they switched me into the #57 black car. The track cars had thick safety bars in the interior like you’d find in all race cars. We went through some test laps and then we had some specific lessons on braking and downshifting, and then we were ready for some high-speed laps.

When we got back on the track, the instructor always set the pace in the lead white car with blue stripes with three of us following in our 302s, and following the instructor’s line on the track was a huge help. I was lucky to be in the fastest group, and our instructor really challenged us to keep up. The car was a pure joy to drive and it handled beautifully, and the power on the straightaways and coming out of turns was amazing. I could have spent the whole day in that car.

The entire experience was amazing. We enjoyed many more activities that day at Miller in between our track times, including go-cart racing and zip lining. I’ll follow up with a separate article on all the activities available at Miller Motorsports, but the highlight was the Mustang Boss 302 and taking it out on the track. People from all over the world come to Miller to work with the instructors to improve their driving skills over several days, and we got a very good taste of that experience.

As I was driving back to the hotel, I was stuck behind a truck on a two-lane road so I floored my Mustang Boss 302 and easily blew by it. It was a nice reminder that I didn’t need to be on a track to enjoy this car, but I still can’t wait to do it again.

Our latest cars content can be found in the Cars category in our new magazine format and in the Car Reviews tag.

The mid-sized sedan market is the most competitive segment in the auto industry with 2 million vehicles sold per year, and Nissan has ridden the popularity of the Altima to second place in the annual sales war. We were invited out to Nashville to test drive the next generation Altima that will go on sale this summer. With a fresh new look and 38 MPG on the highway, the new Altima should do just fine in this segment. This is the first of five all-new models that Nissan will be introducing in the next 15 month, representing 70% of the company’s sales.

Exterior

The new redesign is striking and will definitely grab your attention. Nissan is phasing in a new front grille that began last year with the new Versa, but the grille on the new Altima is much more stylish, with the curved edges that takes some cues from Nissan’s Infiniti line of luxury cars. With the wrap-around headlights and the new grille, the Altima features a more aggressive front end, which is then matched by an equally stylish rear end with its LED taillights. The new Altima looks great from all angles and should compete well with the flood of new vehicles in this segment.

Interior

Nissan’s designers worked on making the interior more comfortable, with more soft padding on the doors and the new NASA-inspired “zero gravity” seats. Research by NASA on a natural, stress-free posture measured in zero-gravity influenced the design of the new seats, with the goal being an increase in blood flow, decreased muscular load and lower fatigue. I can’t speak to those specifics but the seats were certainly comfortable during our drive. The overall feel of the interior was modern and comfortable.

If you choose a leather interior, you’ll find perforated leather and a woven headliner along with a leather steering wheel that feels very comfortable to the touch. It definitely creates the upscale feel Nissan was shooting for. It feels like you’re cruising in a luxury sedan when you try the decked out model with the V6. The new Altima is also very quiet with a significant noise reduction from the previous model.

The technology package offers some nice features including NissanConnect, 7” Touchscreen, Navigation, Google POI, Google Send-to-Car and Blind Spot Warning. It also includes two new firsts for this segment – Lane Departure Warning and Moving Object Detection.

Performance

I had the opportunity to drive both the 2.5-liter 4-cylinder version and 3.5-liter V6. The next generation CVT (continuously variable transmission) worked fine in both models. The CVT has been improved with 70% of its parts redesigned, an expanded gear ratio, 40% friction reduction and improved control logic. The result was seamless acceleration and a more natural feel in CVT mode. Still, I liked how the Sport mode simulated the gear shifting sensation we’re used to from traditional automatic transmissions, and naturally it also provided more acceleration. I also liked how the Sport mode option is conveniently placed right after the “Drive” slot on the center console. You don’t have to search around for it and shifting in and out of that mode is very easy. But acceleration is fine in the standard CVT mode as well and this is where you’ll get the best gas mileage.

The Altima boasts 38 MPG on the highway with the base 4-cylinder which is best in class and should be a big selling point. Weight reduction was an important factor with greater use of ultra high strength steel and aluminum. With a 79 lb weight reduction Altima has the lowest weight in the segment.

The overall driving experience was very impressive. I’m partial to cars with some power so I loved the V6, but the base model also performed well.

Overview

This is an excellent vehicle that should continue to be a hit in this segment. The styling is impressive and should appeal to both men and women, and both the base engine and the V6 offer solid performance. The base model starts at $21,500 with the excellent gas mileage, and 3.5SL with the v6 and all of the options tops out at over $31,500. With the decked out V6, you start to rival the perks of a luxury sedan for a much lower price, particularly with the new technology package.