Hyundai introduced a two-wheelbase strategy for the completely new Santa Fe for the 2013 model. I tested the 5-passenger Sport model last year, and then had the opportunity to test drive the 7-passenger Santa Fe GSL and the 6-passenger Santa Fe Limited recently in San Diego.

The Sport model has been a hit so far, which isn’t a surprise given how much I liked the vehicle. In the six full months since the new model launch, retail sales for the vehicle have increased over 37%. Now the larger version with three rows is hitting showrooms as well. The GSL fits seven passengers while the Limited features captain chairs in the second row with a capacity for six passengers.

Exterior

The GSL and Limited look very similar to the Sport model, with the major difference being the lines for the rear side windows being softened in the larger wheelbase models. As I noted in the Sport review, “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.” I like the idea of keeping the Santa Fe name across both the compact and midsize CUV models, as the design work well across both platforms. I like the front end in particular, and the rest of the design flows nicely from there.

Interior

The choice of a bench seat for the second row and two captain’s chairs offers nice flexibility for consumers. The captain’s chair offer a comfortable and roomy experience in the second row. And while there’s adequate room in the third row, there isn’t a ton of headroom there for larger adults so that third row is best used for kids. The split-folding third row seats offer very nice cargo flexibility for families and for road trips. The second row captain’s chair also fold down and then the second row bench in the GSL offers a 40/20/40 split folding option. The overall versatility is excellent.

The comfort and styling of Hyundai’s interiors have been impressive and the Santa Fe is no exception. I liked the design of the center stack as it offers a unique twist on what we often see. Hyundai offers a wide variety of option packages, so you can certainly get a loaded version that satisfies all your needs, but even the base models are stylish and very comfortable. I also liked the panoramic sunroof and heated steering wheel options in the technology package.

Performance

The power of the V6 engine in the GSL and Limited Santa Fe will grab your attention right away. When I test the Sport model I was impressed with the 2.0L Turbo 4-cylender engine, but I liked the easy power of the V6 even better. The responsiveness and acceleration were excellent and this vehicle is very fun to drive. The larger vehicle also handles nicely around corners given its size, and the six-speed automatic transmission performed flawlessly.

The Lambda II 3.3-liter GDI V6 engine is rated at 290 horsepower which is tied with the Explorer for the midsize CUV segment, and it’s the only midsize CUV with a standard direct injection V6 engine. Fuel economy is competitive at 18 city, 25 highway and 21 combined. From a safety point of view, all Santa Fe models feature seven airbags, including side curtain airbags and a driver’s knee airbag along with rollover sensors for the side curtain airbags.

Overview

Hyundai continues to put out hit after hit, and the entire Santa Fe line from the Sport to the GSL and Limited will fit into the lineup very well. With the different wheelbases and seating options, Hyundai will address the needs of most consumers looking for a CUV. Put this one on your test drive list.

At first glance the new Acura RDX may not seem entirely new, but underneath the revised sheet metal lies an entirely new car. Not only is it new, but it has been reconfigured for the customers that actually bought the original one. The first RDX was meant for young, aggressive A-type personalities, but this one is meant for the aging boomers that actually bought the car. However, that doesn’t mean that this car is any worse for it.

Refined Looks

To attract the young go-getters, the first-gen RDX was chiseled and sharp. But older professionals aren’t known for their edgy styling and forward thinking outfits. Because of this, the new RDX has been softened all around. Gone are the chiseled shoulder lines and aggressive taillight treatments, and in their places are rounder, friendlier items. The result is a more refined, professional image that fits this compact CUV nicely. It no longer looks like it’s trying too hard to act tough.

The story stays the same in the interior. Material quality is the same as before, but the interior design has benefitted from a mellowing out. It also comes very well equipped at any trim package, but navigation is not standard. The upgrade is well worth it for the ESL stereo system though. Even if grandpa isn’t going to be blasting dubstep while out on errands, he will appreciate the low range punch and high range clarity of the upgraded system.

New Powerplant for a New Personality

The original RDX, to fit their target market, was a jittery mess. Its turbo four and SH-AWD system combined to make the car eager to chase apexes, but never settled down and enjoyed the ride. With a new motor, drivetrain, chassis and suspension, the RDX has been taken off Ritalin and finally learned to calm down. The major change is the switch to a V6 instead of the old turbo 4. This 3.5L unit delivers more power (273hp) but is smoother and more relaxing than the frantic old mill. The 6-speed transmission has also been revised to prioritize smoothness over quickness.

Refined Ride

Chassis dynamics have also been changed to deliver a more calming driving experience. The wider chassis calms down the CUV in lane change maneuvers, and the double valves dampers deliver a responsive ride that is also smooth when the road gets rough.

Also, the AWD system has been changed from the dynamic SH-AWD system into a traditional one. The SH-AWD had the ability to transfer torque to any wheel to aid handling, but only kicked in when you were hammering it. If you weren’t, the system caused the car to be less composed in mid-speed maneuvers as the system often exaggerated your inputs. The new, traditional AWD system is a much better fit since it does not try to launch you into a tree. Finally, steering feel is lacking to say the least, but is not a large concern since the CUV’s personality doesn’t goad you into really pushing it.

Verdict

The new RDX is a perfect fit for the customers of the car. The previous gen’s quirks were great fun, but became bothersome on a day-to-day basis. This new version addresses those characteristics and provides a better driving experience because of them. It may not look all that new, but it certainly drives like it.

Small Acuras have always held a special place in the automotive pantheon. Small, nimble and always ready to be wrung out, they delivered a premium driving experience without the premium cost. The Integra and RSX were thesis statements for what the Acura brand stood for: technologically advanced, fun to drive, and a great value for the money. The new ILX is the newest small Acura, and although not a true successor, it looks like it will continue Acura’s brand mission.

Exterior

The ILX shares a platform with the Civic, like the Integra and RSX did, but it does not look as differentiated as its predecessors. Acura took great pains to change the look though. The windshield was brought forward and raked farther back; the nose of the car has less overhang; and scalloped sides were added, not to mention the premium touches added such as the headlights, taillights, and metallic surrounds around the windows.

But although it looks completely different than its platform mate, it’s just not distinctive enough for a near premium car. The Integra and RSX could be spotted from across a parking lot because of their distinctive look; looks that drew in a generation of car enthusiasts. The ILX does not – it is attractive, but not in a way that will tug at the heartstrings.

Interior

Acura spent a great deal of attention on the interior of the ILX to give it a premium feel over the Civic as well. Acura started out with the concept of a “cockpit” to make the driver feel connected and the passenger comfortable. To do this, Acura designers created two character lines on the dash on each side. The result, they believe, was to give it a sporty but mature character. Without hearing their motives behind the design, you may not notice it, but it can surely be felt while sitting in the car.

Fit of the interior is also top notch, but material quality falls flat. Some of the materials are soft touch, including the dash, but the buttons on the console and the plastic trim are brittle and harsh. Some of the detailing also falls short. For example, Acura saw fit to give the ILX the connectivity system a TFT screen, but didn’t see fit to upgrade the graphics from something seen on the N64. The interface works well, but its design is straight out of much older cars.

Performance

The ILX comes in three trims: Base, Sport and Hybrid. The base is motivated by a 2.0L 4cyl with 150 hp, the sport with a 2.4l 4-cyl with 200hp, and the hybrid with Honda’s IMA hybrid system with a 1.5L 4-cyl with 130 hp.

The engines may be familiar to Civic owners (they are offered in that car as well), but many subtle changes were added to give the motors a more luxurious feel. All the engines get a harmonic balancer for smoother operation. Programming for the throttle and shift times were revised, and more sound dampening was put around the engine bay to filter out harsh noises. Acura must be taken at their word about this because no dramatic differences were noticeable. Luckily, the engines are already silky smooth to begin with.

If you’re an enthusiast, get the sport model. With its engine out of a Civic Si, it delivers proper go for the car. Also, it only comes in a 6-speed manual. The throws have been revised but what hasn’t changed is its excellent feel. Crisp, responsive, and gloriously precise, it is this shifter that harkens back to those old small Acuras.

Handling

On the handling side, the ILX gets unique wheels and dampers that have two damping valves to be better suited for spirited driving while retaining comfort. The steering rack has also been quickened. Acura has also fitted the ILX with the Advanced VSA system, which imperceptibly adds steering angle to keep the car in line in the corners. The ILX rides well, but lacks any feedback from the wheel. The new dampers deliver on Acura’s promise of a sporty, comfortable ride, but road noises are still transmitted to the cabin too frequently for a near premium car.

Overview

The ghosts of Acura’s past haunt the ILX. Acura claims that this car is not a succesor to the Integra and RSX, and that shows. The ILX is more mature than either the Integra or RSX, but because those cars were so good, you can’t shake missing the driving dynamics of the Integra or the interior of the RSX. However, when holding that shifter, the spirits of those two cars come out and you get the feeling that there is a truly great little car in there, but it is held back by compromises. And with so many great cars competing indirectly, or soon to be directly, to the ILX, competent may not be good enough.

The ILX is a mature step up from midsize and compact cars from mass-market brands, but how much the Acura badge is worth is the real question as this car goes on sale. The ILX will find its way into many garages, but probably not into their owners’ hearts.

Before crossovers, minivans, SUVs, and “lifestyle utility vehicles” entered the marketplace, U.S. roads were full of full-size sedans. These cars offered average American families size, comfort and presence that no one else in the world could experience. But like dinosaurs, fedoras and cheap coffee, this segment went extinct as gas prices rose, the products became worse and different segments replaced them. But now, this uniquely American segment is seeing a revival, with the Hyundai Azera leading the charge.

The Azera is not new to our shores, but until now has always occupied an odd spot in the lineup. In fact, with a revised Sonata, it was on the verge of extinction. But for 2012, the Azera is all new. New looks, more power and all for around 30k. What you’re witnessing is not only a new car, but also one of the first entries in a revitalized category.

Exterior

Big cars need to be distinctive on the outside. You should be able to see them coming from two miles away on the highway because of their presence and size. The Azera is certainly an attractive car, but not in the traditional big car way. The Azera continues Hyundai’s “fluidic sculpture” design theme seen in the Sonata and Elantra, but has been toned down compared with its smaller siblings.

Gone are the deep creases along its flank, like the Sonata, and the overly stylized headlights. In turn, the Azera is more subdued, refined and upscale. This can be seen in its arching rear taillights that span the entire rear, or the slightly upraised haunches. But presence is added by chrome detailing and upscale design cues, such as the jeweled headlamps.

The car looks expensive, but so do many in its segment. Cars such as the Taurus and LaCrosse, and especially the 300C, have also brought styling into the full-size segment. With this in mind, the Azera loses a bit of that full-size presence on the road. That being said, it brings Hyundai’s design language into a new class segment and looks good doing it.

Interior

Interior space and design is the killer app of full-size sedans. They must not only provide space and comfort for occupants, but also a sense of design that takes advantage of the size these cars offer. The interior of the Azera lives up to this tradition. The Y-shaped dash welcomes occupants much like that in the Sonata, but immediately apparent is the new found shoulder, head and legroom. It’s not much larger than the Sonata, but the overall result is comforting – just enough to be accommodating, but not so big to make you feel like you are wearing an ill-fitting suit.

The car is also well equipped with a host of standard features that are optional in much more expensive vehicles. For instance, niceties such as navigation, heated front and rear seats, and a navigation system are all standard. And for $4,000, you can add an Infinity sound system, HIDs, panoramic sunroof and a few other premium touches.

The fit and finish is snug and upscale, with soft touch plastics where most of the touch points are and small panel gaps all around. Detailing, though, is one downside. For example: the fake carbon fiber trim that spans the length of the dashboard. This trim piece undersells the air of luxury that this car has and looks gimmicky. Wood would be a much better fit for the image that this car exudes. Some people enjoy the look of carbon fiber, but wood should at least be an option. Styling niggles aside, the interior showcases the value that Hyundai continues to offer by bringing a dearth of technology and convenience pieces to the table standard, and raising the bar that much higher for not much more money.

Engine and Ride

Big cars need big power, but full-size sedans are not sports cars. They should offer power in a refined, dignified way to best facilitate cruising, not drag strip runs. In the Azera, a 3.3L V6 provides the thrust with 293hp and 255 lb-ft of torque. This engine is attached to a 6-speed automatic transmission. The motor is adequate in power and delivery, not providing neck-cracking acceleration, but rather smooth, progressive acceleration. The transmission changes gear smoothly and you can shift yourself. But the best part is unlike those big cars of old; the Azera will return 29mpg on the highway. That means this big car won’t take big amounts of money to keep on the road.

On the ride side, the Azera comes equipped with an adjustable Sachs dampening system with adjustable ride modes, and standard 18” wheels with 19” also available. Hyundai calls this car sporty, but big cars have never been about hustling around corners. Full-size sedans are about wafting between destination points in controlled comfort. In this regard, the Hyundai does well. The ride is comfortable, but not floaty. However, even with the suspension in its softest setting, the chassis is still unnerved by medium-sized road imperfections. The car I rode in was shod with the large 19” wheels and I would point to these as being the culprit. The ride was well composed, but could be a bit more comfortable. If Hyundai was shooting for more sport than comfort, however, I would say they hit the mark.

Conclusion

For either $32,000 or $36,000, the Azera brings classic full-size space and comfort with modern quality and fuel economy. The Azera is a no-compromise car. It has size and power with incredible fuel economy, class-leading technology for a low cost, and a warranty that can’t be beat. And with the full-size segment becoming more competitive with offerings from Toyota and Chevy, as well as existing competition from Ford, Buick and Chrysler, Hyundai has brought their successful combination of style and value to compete for sales domination. The best news for everyone, though, is that the full-size sedan is back on American roads, and a Korean company has built one of the best ones.

Seattle is usually spectacular in the summer, as the gray skies and drizzle is replace by clear and crisp summer days. So I was pleased to hear we’d be driving the redesigned 2012 Nissan Versa in the Great Northwest in July. The weather cooperated for the most part and I was able to test the pre-production vehicles in both city and highway settings while taking in some of the sights around Seattle.

Exterior

Nissan has completely redesigned the 4-dour Versa for 2012, while the update for the 5-door hatchback will come a little later. The new Versa is the first Nissan model to sport the new front grille for sedans, which is a huge improvement over the previous Nissan grille. That combined with the stylish headlights completely changes the look of the vehicle. It’s more polished and elegant that its predecessor, giving off the impression of a more expensive sedan. The previous model had a more vertical feel to it, while the new Versa has a much more aerodynamic look.

The lines of the new Versa are clean and sophisticated, and this will appeal to small car buyers who are turned off by the edgier designs from competitors that are common in the compact segment. I was impressed by the look of the car from all angles as I walked around it.

Interior

The interior was roomy and comfortable. The interior comes in two colors, charcoal and sandstone, and both fit nicely with the new exterior design. Again, consumers who prefer a more elegant vehicle over an edgy design will be pleased with the new Versa. It’s also very roomy in the back seat and has best in class trunk space, making it very practical for buyers who expect to have passengers and cargo.

Performance

The Versa features a continuously variable transmission (CVT), so you won’t feel gear changes as you’re driving the vehicle and accelerating. The new Versa sports Nissan’s second-generation CVT design, improving fuel mileage over the previous model by 5 MPG. The Versa now gets 30 MPG City, 38 MPG Highway and 33 MPG combined. Nissan official stressed that the combined mileage was tied for best-in-class, as the CVT provides great mileage performance in city driving. It also features a new 1.6-liter engine with 109 horsepower @6,000 rpm and 107 lb-ft of torque at @4,400 rpm.
I liked how the Versa felt, particularly in city driving where the CVT performed nicely. It has competitive power for vehicles in this class and solid handling.

Overview

The 1st generation Versa was introduced in 2006 and was the U.S. segment share leader for the in 2010. The small car segment is growing rapidly as more buyers look for fuel economy, and with this update we can expect the Nissan Versa to continue to be a sales leader in this space. Consumers will have many choices as more brands enter this space, and the new design will appeal to many consumers drawn to a more elegant look. It will appeal to many younger buyers and consumers looking for a commuter vehicle.

The Versa has the lowest standard MSRP of any vehicle in this space at $10,990 for the S MT. This entry-level model has few options and has a manual transmission instead of the CVT but is equipped with standard air conditioning and a radio. The S CVT starts at $12,760, the SV CVT starts at $14,560 and the SL CVT starts at $15,560, and you can add a Tech Package with Navigation, XM radio and USB for an additional $700.

We recently attended the New York Auto Show as guests of AutoWeek and had a great time. AutoWeek’s Wes Raynal gave us a tour of the show, and we were joined by John Raho, one of AutoWeek’s readers. Having an expert like Wes on the tour along with a knowledgeable car buff like John made the experience very fun and informative.

These are exciting times in the auto industry, as all of the major brands, including the U.S. automakers, are putting out excellent products. Check out our car channel for new car reviews every week. Also, if you’re a car enthusiast, check out the reviews and other car features at AutoWeek as well.

Bullz-Eye recently began our review of the 2011 Suzuki Kizashi Sport SLS and this is one sharp ride! Some vehicles out there just blend in but the Azure Gray Metallic Suzuki Kisashi stands out in a crowded field. Look for our full review in the coming weeks on Bullz-Eye.com

Bullz-Eye recently began our review of the 2011 Suzuki Kizashi Sport SLS and this is one sharp ride! Some vehicles out there just blend in but the Azure Gray Metallic Suzuki Kisashi stands out in a crowded field. Look for our full review in the coming weeks on Bullz-Eye.com

Bullz-Eye.com took delivery of a 2011 BMW 335i Sedan this week to test and review the car. The 335i is a very sleek and smooth ride that really gets your blood flowing when you’re behind the wheel. This is going to be a fun week with the 335i! Look for a full review in the coming weeks.

Check out the slide show of our test model.

Bullz-Eye spent some quality time behind the wheel of the 2011 Camaro 2LT Coupe. Our review will go live shortly but we wanted to share the good looks of this muscle car with our readers prior to the official review. Enjoy!

For more car reviews and features check here often!