Want to know what it’s like to anticipate driving the BMW 5 Series, and then reflect upon it? Think back to a date you looked forward to for weeks, and then made excuses to end early on the night of. Remember how you fantasized about what it would be like? Remember how vapid, or self-absorbed, or just plain boring your date turned out to be? Yeah. Driving the 2012 5 Series is like that, and we are genuinely bummed out.

Like Video Games? You’ll Like the BMW 5 Series

To the automotive enthusiast, BMW has long represented all that was right with vehicle dynamics and performance. Historically, every model has been an absolute delight to drive, a veritable orgy of tactile, aural, and olfactory sensation fusing man and machine into one. But this 528i we borrowed for a week drives more like a video game, more often than not one that’s had grape juice spilled on the controller’s buttons.

New Turbocharged 4-Cylinder with Auto Start/Stop

Granted, we examined the 528i with an automatic transmission, the lease-payment special equipped with BMW’s new turbocharged 2.0-liter four-cylinder engine. The new four-banger swaps in for the old 3.0-liter inline six-cylinder, bringing with it automatic stop-start technology and the idle quality of a turbo-diesel.

The automatic stop-start system is designed to conserve as much fuel as possible, killing the engine when idling at stoplights or in traffic, and automatically re-starting again when you lift your foot off the brake pedal. In operation, the engine shuts down with a shudder, like the engine has stalled out, creating a momentary sense of panic and fleeting feeling of embarrassment. It re-starts rudely, without refinement. And based on our observed fuel economy of 22.8 mpg during a week of mixed driving – well under the car’s 27-mpg combined rating and even short of its 23-mpg city rating – it doesn’t seem to be doing a very good job of saving gas.

Here’s another problem. Let’s say the engine is shut down, and you decide you want to get into the next lane to make a turn because your wife is berating you for not paying attention. You can’t twirl the 528i’s electric steering with the engine off, so you need to release your foot from the brake, which re-starts the engine, which lets the car creep forward before you’ve had a chance to crank it all the way to one side or the other. Let’s put it this way. Leave room.

Artificial, Um, Intelligence

Speaking of steering, BMW has evidently taken one of the great hallmarks of its brand, ripped it into little pieces, and tossed it into the air like so much confetti. The electric steering always feels artificial, even if it paths accurately without the disconnectedness so common with these types of steering systems.

While we’re griping about how the 528i drives, why has BMW decided to rethink systems that worked perfectly well for years? I really dislike the way the turn signals operate, though that one-touch lane change feature is nice. And the joystick shifter is a constant source of aggravation. During one three-point turn, I accidentally shifted the car into Park instead of Reverse in my haste to beat approaching traffic. Ugh.

Our BMW also defaulted to “Comfort” mode with every push of the ignition button. We preferred the Driving Dynamics system’s “Sport” mode, which made the 528i feel like it had just downed a Red Bull. Switching from “Sport” down to “Eco Pro” made the 5 Series feel like we’d just driven it into a pond of syrup.

But hey, I guess I’d better get used to this. Electric “this” and video game “that” is the way of the future, and with stiff corporate average fuel economy standards soon to become reality, modern mid-luxury sedans like the BMW 528i are equipped with whole engines smaller in displacement than just the supercharger on a 2013 Ford Mustang Shelby GT500.

In Sport Mode, the 5 Series Redeems Itself. Mostly

To be fair to the car, it did redeem itself to some degree when tossed down Mulholland Highway in the Santa Monica Mountains. With the Driving Dynamics system set to “Sport” mode and the transmission selector moved left into “Sport” mode, the automatic stop-start system stops stop-starting, shifts are accompanied by racy throttle blips, and the car behaves much more like BMWs of old. It feels lively, responsive, and only the speediest of demons will feel like they require more power.

Still, the steering just doesn’t do the capable chassis, suspension, brakes, or powertrain calibration justice. And it’s really unfortunate that these entertaining dynamic traits are buried under two layers of technology that calibrates this BMW to behave more like a Lexus hybrid.

Really Impressive Navigation Display

As for the rest of the BMW 5 Series, it leaves me cold. Appropriately, it looks like a mash-up between the 3 Series and 7 Series, lacking the former’s athletic appearance and the latter’s stately comportment. Brake dust is in plentiful supply. You will spend lots of time cleaning the wheels.

The interior is austere and a little smaller than expected, but the seats are comfortable front and rear. Legroom is a little bit tight in back, and the bottom cushion is mounted a little bit low, but otherwise we have no complaints about the 528i’s comfort levels. The trunk is roomy, and equipped with a deep well on the right side to hold items that you don’t want to be flung about the cargo area when you tackle corners with gusto. Whoops. We meant if.

We also like BMW’s latest version of iDrive, which operates with far greater intuitiveness than before and puts information up on a beautiful high-resolution display screen. In particular, the navigation system’s topographical maps are fantastic.

Interior view of the 2012 BMW 5 Series

The Vehix View

Our test car stickered for $58,945, and for that kind of money you can get a nicely equipped Audi A6 3.0T that suffers a slight penalty in terms of fuel economy but pays dividends with all-wheel drive, impressive power and performance, and greater sophistication and refinement. As this review is written, Automotive News is reporting that Audi is outselling BMW on a global basis. Can’t say this comes as a surprise.

Rear view of the 2012 BMW 5 Series

Say what you will of the Honda Pilot’s slab-sided industrial styling – we certainly have – but one thing is certain about this popular three-row crossover SUV: it works brilliantly for family duty. We just spent a week with the Pilot, and while we still wouldn’t get this over a roomier, more fuel-efficient, better handling Honda Odyssey with back-pain-saving sliding side doors, the Pilot certainly is a reasonable substitute for people willing to trade outright practicality for SUV styling and four-wheel drive.

Pilot Updated for 2012

Before we get into specifics about living with the Pilot, let’s talk about the changes Honda has made for the 2012 model year. To improve fuel economy, Honda restyled the Pilot’s front end to make it more aerodynamic, added low-rolling resistance tires, and made slight engineering modifications to bump gas mileage ratings to 18 mpg in the city and 25 mpg on the highway for front-wheel-drive models. Drop those figures by one digit each for the 4WD models.

In addition to new looks and new wheel designs, the 2012 Pilot gains cabin refinements, and adds standard Bluetooth for all versions except the base LX model. The Pilot EX-L gets a power tailgate, a color in-dash display, and a USB port for the 2012 model year. The available navigation system is updated, too, with high-resolution graphics, additional features, and a multi-view reversing camera.

Otherwise, this is the same Honda Pilot that hundreds of thousands of families have come to know and love since 2009. And now that we’ve traveled some 750 miles with a family of five aboard, we’ve come to love it, too.

Interior of the 2012 Honda Pilot

What Needs Improvement

Before we tell you why we’re big proponents of the Pilot, let’s get the negative commentary out of the way. First, Honda says it has improved fuel economy for 2012. That might be accurate, but our test sample – a Pilot Touring with 4WD – averaged just 19.3 mpg despite amassing 600 miles of highway travel. That’s not far off the combined driving rating of 20 mpg, but we still expected better.

Moving on, the Pilot offers eight-passenger seating in three rows. Technically, that’s true. Practically, this is a seven-passenger vehicle at best. And if you’ve got child safety seats installed in the outboard positions of the second-row seat, the Pilot is effectively a five-passenger vehicle because there’s no easy way for extra riders to clamber into the third-row seat. That said, an adult could easily fit into the second-row center seating position between the installed child seats. I tested this myself, spending an hour there working on a laptop. And I am not a small individual.

Finally, Honda needs to move the shifter off of the dashboard. I whacked my kneecap into its housing on three different occasions. Give me pushbuttons on the dashboard, please, or a rotary knob like Chrysler is installing in the 2013 Ram 1500 pickup, or a weird toggle like the Toyota Prius. Just don’t make Pilot buyers give up the awesome center console storage area.

What’s Great About the 2012 Honda Pilot

If you like the 2012 Honda Pilot’s Lego-block design, chances are you’re going to love this SUV. My wife, an accomplished automotive writer in her own right, rarely finds an SUV that she’d willingly trade up to from her aging first-generation Nissan Murano. The Pilot is now a member of that exclusive club.

Let’s start with the Pilot’s price/value equation. Our 2012 Pilot Touring with 4WD had a window sticker showing $41,800. That seems high, until you check to see what else you can buy that offers this kind of interior comfort, space, functionality, and equipment. Then the Honda seems like a bargain.

Clearly, someone with kids designed the Pilot’s interior. This SUV comfortably accommodates five people in the first two rows, and while the third-row seat offers restraints for three, two will be happier. Adults will even fit back here, but are likely to complain if the trip lasts longer than 30 minutes. Our Touring model even had integrated manual side window sunshades, perfect for keeping bright light out of children’s eyes.

The Pilot offers storage everywhere you look. There are bins carved into the dashboard, each door panel features a triple-layer of bins, and there’s a big storage tray under the cargo floor. As great as all this is, the center console is utterly fantastic. A tamboured door covers the forward portion, which is reconfigurable for trays and cupholders. When the sliding door is closed, its rubbery surface ensures that smartphones won’t go flying onto the floor when taking a turn. Under the center armrest is another huge storage compartment.

The Pilot is great for trips to the big-box discount store, too. The tailgate features a rear window that opens independently, and there’s 47.7 cu-ft. of cargo room behind the second-row seat. Fold those seats down, and the Pilot provides a maximum of 87 cu-ft. of space.

Driving the 2012 Honda Pilot

The Honda Pilot is not designed for driver entertainment purposes. With that in mind, when used as a functional daily driver, the Honda Pilot is perfect. It is equipped with a 250-horsepower, 3.5-liter V6 engine equipped with Variable Cylinder Management (VCM) technology, which shuts down up to half of the engine’s six cylinders under low-load conditions in an effort to conserve fuel.

Though our loaded Pilot Touring 4WD weighed a substantial 4,608 pounds, the V6 never felt underpowered. To be fair, it never felt overpowered, either. The five-speed automatic transmission shifts smoothly until you want snappy response, and then it responds with authority.

The Pilot exhibits a nice balance between a comfortable ride and secure handling, managing dips and bumps and curves without displaying excess body motions. Though the Pilot is not something you’ll want to hustle down a twisty two-lane road, it is rock solid on the highway.

Overall, the Pilot’s driving character is typical of a Honda. It feels responsive, taut, and athletic for what it is, from its steering response and brake pedal feel to the way the suspension both communicates and quells road anomalies. Though it’s not outright entertaining to drive, it is utterly capable and competent, delivering exactly the right balance between comfort and communication for the average driver. Very well done, Honda. Very well done.

The Vehix View

Honestly, if you’re going to be using a third-row seat on a frequent basis, and you have kids that still use child safety seats, just suck it up and get a minivan. For true five-passenger capacity combined with a big cube-shaped trunk and all-weather capability, the 2012 Honda Pilot ought to be very high on your shopping list.

Rear view of the 2012 Honda Pilot

Just over a year ago, Vehix reported that a Volkswagen Passat BlueMotion TDI set a new world record for the greatest distance traveled by a production passenger car on a single tank of fuel. The Passat TDI covered 1,531 miles.

On late April 16, 2012, a YouTube user named “fldallyb” published a video that talks about his frustration that BlueMotion TDI vehicles could not be purchased in the United States for a variety of reasons (watch the 5-minute video for details).
He linked to Vehix and our year-old story gained new life. His YouTube video has nearly 450,000 views and we’ve seen comments on our story (and the video) where people express anger with the policies of current or past administrations.

Read: Volkswagen Passat TDI Drives 1,531 Miles On One Tank

Remarkably, nearly one year to the day after we published our story about the record-breaking Passat TDI, Volkswagen announced that a stock 2012 Volkswagen Passat SE TDI Clean Diesel vehicle equipped with a six-speed manual transmission broke the world record by covering 1,626 miles on a single tank of gas.

That’s a 95-mile improvement–on a regular Passat TDI you can buy today at a local VW dealerships.

84 MPG in a Passat TDI

According to Volkswagen, over the course of three days and driving through nine states, John and Helen Taylor averaged 84.1 miles per gallon and spent only 4.65 cents per mile.

The two green-driving experts started their three-day drive on May 3, 2012 in Houston, Texas and ended the trip in Sterling, Virginia on May 5, 2012.

That’s 1,626 miles, folks. And that’s awfully efficient driving.

The Taylors drove during daylight hours to match normal traffic conditions. They also included 120 pounds of luggage—much more than you’re likely schlepping in your car today.

The couple took turns at the wheel and traveled no more than 14 hours each day.

Prior to the drive, the speedometer and odometer were calibrated by a state certified testing station in Houston, Texas. Law enforcement officers from the city of Houston, Texas oversaw validation of mileage, fuel fill-up, and gas tank sealing at the beginning of the drive. A Loudoun County, Virginia Sheriff’s Deputy verified completion of the drive and mileage prior to removing the fuel tank seal.

2012 Passat an Impressive Vehicle

The new Volkswagen Passat has gathered plenty of accolades and awards. Motor Trend Car of the Year is the most noteworthy. Cars.com weighed in by naming it their “Best of 2012.” And Vehix editors have been impressed by the roominess, quality and fuel-efficiency of the new Passat.

Read: 2012 Volkswagen Passat Review

Read: 2012 Volkswagen Passat Review – Salt Lake City to Las Vegas on a Half-Tank of Gas

Read: 2012 Volkswagen Passat a Family Friendly Winner

Now you can add the latest fuel-efficiency record as another reason to test-drive this mid-size sedan.

Does a possible 84-mpg score make you interested in the Passat TDI? Comment below or let us know on our Facebook page.

John and Helen Taylor complete 1626-mile drive in a Volkswagen Passat TDI

John Taylor with the Volkswagen Passat TDI

Eco Driving Fuel Efficiency World Record Certification

John and Helen Taylor at Volkswagen

Front view of the 2012 Volkswagen Passat TDI

Side view of the 2012 Volkswagen Passat TDI

2012 Volkswagen Passat Interior Dashboard

According to Consumer Reports, Subaru is building “the best cars” for 2012, beating Mazda by one point in overall scoring among automakers. The publication makes this determination by averaging predicted reliability scores and road-test scores for at least four of a car company’s models. If data is insufficient, CR does not rate the manufacturer.

Based on this description of the consumer ratings organization’s methodology, the 2012 Subaru Tribeca three-row crossover SUV is not contributing to Subaru’s impressive overall score because Consumer Reports does not have reliability data for this vehicle from 2010 or 2011. Now that we’ve spent a week driving the slow-selling Tribeca, we’re betting Mazda would be crowing about making “the best cars” this year, instead of Subaru.

Read: 2012 Subaru Tribeca Review

Subaru Tribeca, Then and Now

The Subaru B9 Tribeca debuted for the 2005 model year, wearing a controversial front styling treatment intended to convey the aviation history of Subaru’s parent company, Fuji Heavy Industries. Almost immediately, it was clear that the winged grille design needed to go, and it disappeared just as soon as possible, adopting the current front styling for 2008, as well as a simplified “Tribeca” name.

Unfortunately, the new nose arrived too late to make the reworked Tribeca a hit, and this three-row crossover SUV has been languishing in the shadow of the far more popular Outback ever since.

Why the Tribeca Finds Few Buyers

Subaru’s decision to take a risk with the front styling was not the only reason the Tribeca didn’t find its way into more driveways. When this SUV was planned, somebody in some planning meeting determined that it must have three rows of seating, and as a result, the Tribeca’s comfort and cargo-carrying capabilities are regrettably compromised.

The second-row rear seat, which slides but not nearly enough to resolve a tight legroom problem, is not a happy place for adults to sit. Yet it’s paradise compared to the third-row seat, which is difficult to access and extremely uncomfortable for anyone over the age of five. We’re only half joking when we suggest the Tribeca’s third-row seat might be useful to government officials interrogating terror suspects. Just ask my teenaged daughters, who begrudgingly rode back there with their legs stuffed between their younger sisters’ two child safety seats. They might forgive me by the time I walk them down the aisle.

Had Subaru elected instead to enlarge the cargo area’s underfloor storage compartments and push the second-row seat back another six inches, the Tribeca might have sold better once the exterior plastic surgery had been performed.

At least until gas prices shot up, that is. Equipped with a thirsty 3.6-liter horizontally opposed six-cylinder engine, the Tribeca’s fuel economy ratings are 16 mpg in the city and 21 mpg on the highway for a combined rating of 18 mpg. We averaged 18.7 mpg over 900 miles, and that included mostly highway driving. Since the fuel tank holds just 16.9 gallons, you can almost watch as the digital fuel gauge’s bars wink off one by one. Unless you’re wearing polarized sunglasses, in which case you really cannot see the fuel gauge at all.

Not as Fun to Drive as Expected

One of the expected benefits of the Tribeca’s boxer-type six-cylinder engine, which sits low in the SUV and contributes to a lower center of gravity than other vehicles of this kind, is superior handling – especially since Subarus have, historically, proven quite entertaining to drive.

While the Tribeca definitely feels more planted on the highway, when rounding off-ramps, and when breezing along curving two-lane roads, the handling falls apart on more challenging ribbons of asphalt. The Tribeca exhibits more suspension bob and roll than we’re accustomed to from a Subaru, but the steering is also both heavy and slow, traits that make it a chore to twirl the wheel. However, we think the tires are the main entertainment thieves, P255/55R18 all-season rubber that is apparently selected more for dealing with inclement weather and producing less noise on the highway.

Actually, we’re just assuming they’ve been selected for low-noise qualities. There’s so much wind roar coming off the Tribeca’s windshield pillars that the driver really can’t discern additional aural irritations.

What’s Great About the Subaru Tribeca?

Having driven the 2012 Tribeca during a week of glorious spring weather in California, we can’t really comment on how well this Subaru handles rain or snow, though we’re betting it’s just as capable as the automaker’s other vehicles in this regard.

We’re also fans of the Tribeca’s styling, inside and out. That 2008 nose job was an excellent idea, and we actually like the wheels and gray plastic lower body trim that come standard on the Premium and Limited models more than what comes on the loaded Touring model we tested.

Inside, the Tribeca’s dashboard sweeps into each front door panel beneath the windshield, featuring an elegant wave bowing out in the center to present the driver with controls for the climate, information, and entertainment systems. Front seat comfort is excellent whether running local errands or taking long multi-hour trips, and with the essentially useless third-row seat folded flat, the cargo area provides 37.6 cubic-feet of space.

Interior Dashboard of the 2012 Subaru Tribeca

According to the Insurance Institute for Highway Safety, the 2012 Subaru Tribeca is a Top Safety Pick for its ability to protect occupants against injury in frontal-, side-, and rear-impact collisions, as well as in a rollover accident. Safety is always a good thing about which to boast when selling a family-oriented SUV.

We’re also fans of Subaru’s 3.6-liter flat six engine, which churns 256 horsepower through a five-speed automatic transmission to the automaker’s Symmetrical All-Wheel-Drive system. This engine provides good power combined with a hint of the vibration and grumbling that is an endearing characteristic of all Subarus, and is expected to be quite durable.

We just wish it got better gas mileage.

The Vehix View

When you drive a car 900 miles, you get a great sense of what you like, what you can live with, and what is flawed. The Tribeca’s rear seating arrangement and dismal fuel economy are the real deal-killers here. The somewhat sloppy handling and significant wind noise on the highway are things people can live with. Subaru’s claimed reputation for building “the best” vehicles combined with its proven reputation for building cars and SUVs that can make it through the worst weather Mother Nature can unleash are what we like best about the Subaru Tribeca. That, and the fact that it’s a Top Safety Pick that nobody else in your neighborhood is driving are the real reasons to consider buying a Tribeca.

Rear view of the 2012 Subaru Tribeca

Volvo has come a long way in 12 years. I was the once-proud owner of a 2000 Volvo XC70, a car that I loved and loathed over its lifetime. I loved the seats. I loved the design. I loved the available cargo space.

I despised the regular trips to the dealership for small service repairs. I grew frustrated by the average fuel economy. Ultimately, I sold the car and, fortunately, the new buyer has never called back to complain.

Fast-forward 12 years and the 2012 Volvo XC70 sits in my driveway. It looks sleek and a lot less boxy than the earlier models. Though the car doesn’t look any larger, it feels larger. The seats remain exceptionally comfortable. The engine is much improved with significantly more torque and horsepower than the older models—especially if you choose the T6 AWD drive model that sports a turbocharged 3.0-liter inline six that makes 300 horsepower at 5,600 rpm and 325 pound-feet of torque between 2,100 and 4,200 rpm.

Simple translation: this turbo wagon giddy-ups and goes.

Read: 2012 Volvo XC70 Review

Rear 3/4 view of the 2012 Volvo XC70

A Soft, Luxurious Interior

The interior of my test model is finished in a coffee-brown on the seats with lighter brown leather material on the center armrest/console, steering wheel and door panels. Soft surfaces abound. The upper half of the dashboard is a mix of soft, brown rubber while the lower section is the tan color that also bathes the roof, doors, steering wheel and center armrest. It looks and feels good and is quite luxurious.

Very little hard plastic exists. In fact, look closely and you realize the only areas with black plastic are the center of instrument cluster, the center navigation screen surround, a small area where you insert a CD/DVD, and a small section of the door where the switches reside. Everywhere else you look and touch you find leather with faux wood grain generously applied in the center console and lower part of the dashboard. Brushed metal is also visible in the steering wheel, gear shifter, door handles and surrounding the center console.

Again, a very luxurious look in a vehicle that starts at $39,100.

My well-equipped test model rings the register just over $49,000. Upgrades include the Platinum Package that adds the navigation system, premium sound system, front and rear park assist and other goodies for $4,550. Throw in the Climate Package for heated front and rear seats, heated windshield wiper nozzles, headlight washers and more for another $1,800 and few other features and you’ve quickly added $10,000 to the car loan or lease.

Interior Dashboard of the 2012 Volvo XC70

Control panel of the 2012 Volvo XC70

Better Engine Delivers Better Performance

One of the most dramatic differences of old vs. new Volvo wagons is the striking power of the 3.0-liter six-cylinder engine that generates lots of horsepower and torque. Just five years ago, the 2.5-liter turbocharged engine in a Volvo XC70 offered only 208 horsepower. Twelve years ago, the turbocharged engine on the first Cross Country models generated a meager 190 horses.

It’s obvious Volvo has changed horses midstream—and all for the better.

The 300 horsepower rating in the latest model moves this wagon on city streets and freeways at whatever speed you choose. Wanna go fast? Push the pedal and the Volvo responds quickly and with authority. Want to conserve fuel? Lay off the pedal and you can average 17 mpg in city driving and 23 on the highway.

During a week of driving, I covered 250 miles and averaged 21 mpg. That tops the EPA expectations by 1 mile per gallon and is a respectable showing for a modern version of a station wagon—at least it’s respectable compared to the larger Ford Flex wagon that only averages 19 mpg in combined driving.

The XC70 is quiet. Volvo has taken care to reduce noise and clearly succeeded as wind and road noises are well controlled.

Another reason to consider the Volvo wagon is the raised height and all-wheel-drive capability that lets you take this wagon in mild off-road situations. Where you’ll really appreciate the all-wheel-drive capabilities, however, is in the snow. Like the Subaru Outback–a favorite car of Rocky Mountain drivers–the Volvo does a great job in wet, wintry, snowy conditions. It’s one reason why states like Utah and Colorado have plenty of proud Volvo XC70 owners.

T6 AWD Badge on the 2012 Volvo XC70

A Few Small Criticisms

In terms of complaints, the stereo system runs slowly; at least it feels slower than many competitive cars in its class. It’s better than the system you’ll find in Jaguar and Land Rover vehicles, but it doesn’t feel as responsive or as easy to use as systems you’ll find in much less expensive Ford, Dodge and Toyota vehicles.

Side view of the 2012 Volvo XC70

The Vehix View

If you’re on the fence between an all-wheel drive crossover and a wagon, try the Volvo XC70. It drives smaller than most crossovers yet has impressive cargo space. Then again, you may be just as happy with a Subaru Outback, though it’s not nearly as luxurious. But it costs a lot less and is an IIHS Top Safety Pick. So there’s that.

In fact, the biggest downside to the Volvo XC70 is that you’ll likely spend more for a well-equipped model than you will for an Audi A4 wagon, Acura TSX Sport Wagon and even the BMW 3-Series Wagon.

However, if you’re a fan of Volvo wagons, you can easily justify the price premium—I did all those years ago.

Here’s an interesting endorsement: after two days of driving around town in the latest Volvo wagon, my youngest daughter said, “If I could buy any car, I would buy this one.”

When I asked why she said, “It just feels good. And it looks good, too.”

This child rides in a different car every week and she prefers a Volvo wagon. Amazing.

Though with a little reflection, I can understand why. Legroom is sufficient for adults in the second row and very comfortable for small children. The quiet and smooth ride creates a feeling of security for driver and passenger alike. And, frankly, she grew up in a Volvo and it likely brings back fond memories.

Overall, the Volvo XC70 is a comfortable and capable vehicle wrapped in a tasteful package—though we suspect the Volvo wagon’s days are numbered as Volvo continues to evolve their product line.

Read: 2012 Volvo XC70 Review

Front view of the 2012 Volvo XC70

Rear view of the 2012 Volvo XC70

2012 Volvo XC70 exterior photos copyright 2012 Michael Waterman

On the morning I returned the phenomenal 2012 Audi A7 to its keepers, I was awakened from a wonderful dream by my toddler’s announcement that it was time for the household to rise and shine. Who needs an alarm clock when you’ve got a human version of a rooster in the house?

Anyway, in this wonderful dream I was having, I was driving the Audi A7 at considerable velocity on an empty and freshly paved Interstate 10, heading toward the Santa Monica Pier during a blazing sunset, one of those vivid tropical sunsets where all the colors of the spectrum are present and accounted for, vibrant in their brilliance, and dark fluffy clouds are scattered across the sky to provide texture and contrast beyond the silhouettes of the palm trees.

The dream was pleasant for reasons other than nature’s display of beauty, the array of clearly lit gauges and controls in front of me, the soft backdrop of XM Sirius Chill providing a lush soundtrack via Bang & Olufsen components, and the emptiness of the normally choked I-10. In the dream, I was heading to the pier to meet my family for dinner. And I like to eat.

Read: 2012 Audi A7 Review

The 2012 Audi A7 is a Dream Car. Literally.

I share this story only because I don’t think I’ve ever dreamt about an Audi before. So, in that way, I guess you could call the A7 one of my official dream cars, and I would stand by that assessment asleep or awake.

That goes for the Audi A6 3.0T, too. It’s been a couple of weeks since I tested that model, but the experience – and the double blowout I suffered thanks to an errant rock deposited on Mulholland Highway by the Santa Monica Mountains – remain fresh. This pair of Audis gets under your skin in a really good way, enough to make hardcore driving enthusiasts question whether rear-wheel drive truly is superior and to make luxury sedan buyers question the wisdom of selecting a model that’s a class up.

Wishing Audi Still Offered the A6 Avant

Of the two, I can’t choose a favorite. I like the A6’s more formal sedan appearance, and that it’s less expensive, so you get more stuff for the same price. But the A7’s unusual fastback look is undeniably appealing and the handy hatchback design adds an element of practicality. I suppose that what I’d really like is an A6 3.0T Wagon. But for the U.S. market, that literally is a dream.

The Audi A7 Commands a Premium over the Audi A6

Therefore, people who want maximum practicality, not to mention plenty of style, will be drawn to the A7. And they’ll pay a premium for the privilege of ownership, to the tune of $18,000 over the least expensive Audi A6 2.0T and more than $9,000 extra compared to the A6 3.0T.

Impressive Performance and Fuel Efficiency

While the A7’s sleek silhouette and added cargo carrying flexibility certainly are appreciated, it’s the car’s performance that most impresses. The standard supercharged 3.0-liter V6 engine develops 310 horsepower between 5,500 and 6,500 rpm and 325 pound-feet of torque between 2,900 and 4,500 rpm, fed to all four wheels through an 8-speed Tiptronic automatic transmission. Quattro all-wheel-drive is standard, distributing 60 percent of total motive force to the rear wheels. Audi says this car accelerates to 60 mph in 5.4 seconds, a claim that’s easy to believe.

In addition to being fast, the A7 is surprisingly fuel-efficient. We averaged 24.3 mpg during a week of driving, though we must admit that the majority of miles were covered on the highway.

When we ventured off local freeways, the Audi A7 proved equal to the Audi A6 we tested a few weeks back, which is to say it displayed tenacious grip, telepathic steering, exceptional braking, and astounding acceleration. Audi Drive Select technology is standard, and allows the driver to choose between Comfort, Auto, Dynamic and self-tailored Individual settings. Our favorite setting is Auto, and we never once felt the need to switch to something different whether driving in the city, on the highway, or on mountainous twisty roads.

The Audi A7 is a Bargain When Measured Against Competitive Set

The Audi A7 competes with the BMW 6 Series, Mercedes-Benz CLS-Class and Porsche Panamera, undercutting all of them in price and, arguably, style. So while this car is more expensive that the A6 upon which it is based, it is an undeniable bargain compared to its primary competitive set. Buy the Audi A7 because you love the way it looks and drives, and sleep better at night knowing it also makes great financial sense.

Comparatively speaking, of course.

2012 Audi A7 exterior photos copyright 2012 Christian Wardlaw

Remember when Men Are from Mars, Women Are from Venus was one of the best-selling books in the land? That was the early 1990s in case you’ve forgotten.

Two lists of the most popular car brands by men and woman add more fuel to the fire or proof in the pudding or whatever other cliche you want to use here that men and women see the world differently. Very differently.

We’ve already covered the top 10 cars men buy and the top 10 cars women buy in two articles you can read here and here.

Read: Top 10 Cars Men Buy

Read: Top 10 Cars Women Buy

The lists were compiled by TrueCar.com and are based on the highest percentage of male of female buyers and demonstrate remarkably different tastes in cars. Check the men’s favorite car lists and you’ll find vehicles like the Porsche 911, Chevy Camaro, Ford F-150 and Cadillac Escalade.

Meanwhile, women favor the Volvo S40, the Toyota RAV4, Nissan Juke and the Honda CR-V.

Different strokes for different folks (and horsepower and price and fuel-efficiency scores, too).

If you compare the top 20 brands by gender, you see remarkable differences as well. The top 5 male brands prove the point that men love a fast sports car nearly as much as life itself. Women like a car that is cute, reliable, functional and requires only a rare trip for service and repairs. Ultimately, in many cases, the two genders are buying and driving completely different and unrelated vehicles.

Source: TrueCar.com

What’s Your Favorite Brand?

Do the 20 most popular car brands for men and women surprise you? Comment below or share your opinion of your favorite brand on our Facebook page. And please let us know your gender so we can see if your preferences match up with actual buying patterns across the United States.

Until now, the Ford Edge has been available with a choice between two V6 engines, a 3.5-liter and a stronger 3.7-liter, and fuel economy has not been one of this five-passenger crossover SUV’s stronger traits. In an effort to rectify that, Ford has added a new turbocharged four-cylinder engine to the Edge lineup for 2012.

Read: 2012 Ford Edge Review

New Turbocharged EcoBoost Four-Cylinder Engine

The Edge EcoBoost features a 2.0-liter four-cylinder engine making 240 horsepower at 5,500 rpm, 45 ponies shy of the standard 3.5-liter V6 but peaking 1,000 rpm lower in the engine’s rev range. Torque output is superior to the standard V6, coming in at 270 pound-feet at 3,000 rpm compared to 253 lb-ft. at 4,000 rpm with the V6 engine.

Effectively, then, the new EcoBoost engine does exactly what Ford says it does: it provides about the same power as a V6 engine from a more fuel-efficient four-cylinder powertrain. The question, then, is this: In the real world, does it actually provide four-cylinder fuel economy?

Does EcoBoost Make Eco-nomic Sense?

That depends on how you define four-cylinder fuel economy. According to the EPA, the Edge EcoBoost is expected to return 24 mpg in combined driving, while the Edge with the 3.5-liter V6 engine is rated to get 22 mpg.

Using these EPA fuel economy numbers combined with the Edge’s 18-gallon fuel tank capacity and an average price of $3.80 per gallon, you will need to burn through 261.84 gallons of gas (6,284.16 miles of driving) just to break even on the EcoBoost’s $995 price premium over the standard V6 engine. Thereafter, the Edge EcoBoost will, theoretically, put an extra $5.70 into your pocket with each fill-up.

We spent one week with the new Edge EcoBoost, with more than half of our driving conducted on the highway, and we averaged 21.4 mpg. That’s 10 percent less than what Ford and the EPA say it will get. But if the regular Edge also falls 10 percent below target, the new EcoBoost model will still start sticking money back in your pocket after six months of ownership.

Driving the Edge EcoBoost

The Edge’s new turbocharged four-cylinder provides adequate power following slight off-the-line lag, and the driver is rarely left wanting for more oomph after stepping on the accelerator. However, given its job of motivating more than 4,000 pounds of crossover SUV, this engine isn’t thrilling. That said, we think most people will be very satisfied with the EcoBoost engine most of the time, especially people dwelling at altitude, where turbocharged engines are far less susceptible to the power-draining effects of elevation.

Recently Improved, the Ford Edge Remains Mid-Pack

The new EcoBoost engine is installed in an SUV that originally debuted for the 2007 model year. Ford gave the Edge a significant update last year, one that included a through suspension re-tuning and a desperately needed new interior exhibiting lots of soft-touch materials, upgraded trim, available MyFord Touch technology, and re-styled exterior details.

The updates make the Edge more appealing than the original, but this SUV is in need of a redesign. Interior space efficiency isn’t very good; maximum cargo capacity measures an unimpressive 68.9 cu-ft., and when you sit behind the wheel, the driver’s seat and steering wheel feel undersized in relation to the rest of the vehicle – especially the enormous windshield pillar bases.

2012 Ford Edge EcoBoost Interior Dashboard

Crash-Test and Reliability Factors

There are a couple of other issues with this SUV, too. Though rated a Top Safety Pick by the Insurance Institute for Highway Safety, the Edge gets mediocre 3-Star frontal-impact crash-test ratings from the National Highway Traffic Safety Administration. Also, Consumer Reports isn’t bullish on the Edge, though to be fair, in 2011 the publication gave the Edge its worst possible predicted reliability rating based, apparently, on owners’ frustration with the fancy new electronics that are a part of the MyFord Touch system. Somehow, that advice doesn’t strike us as helpful to the consumer.

The Vehix View

As five-passenger crossover SUVs go, this aging Ford is losing its edge. If we were putting money on it, we’d bet a redesigned Edge will arrive for the 2015 model year, rolling into showrooms about 24 months from the time this review is published. In the meantime, the Edge offers decent fuel economy and passenger comfort in an attractive wrapper. Plus, Ford is likely to be willing to make deals to keep Edges rolling into driveways while it prepares a successor.

Rear view of the 2012 Ford Edge EcoBoost

2012 Ford Edge EcoBoost photos copyright 2012 Christian Wardlaw