6 Best Car Models Released in 2012

The automotive industry has experienced a significant upswing in 2012. Several automakers have introduced striking new models, injecting new excitement for buyers. Here are the six best car models released in 2012

1. Toyota Camry Hybrid

The Toyota Camry Hybrid has been completely redesigned to attract younger buyers who wanted a sportier look. It also has a 2.5-liter, four-cylinder engine and an electric drive motor that provides 200 hp. The improved braking system helps the Hybrid achieve an astounding 41 mpg in combined driving and 10 mpg in city driving, according to Edmunds.com. The suspension has been improved for better handling. The Camry Hybrid is considered a great choice for a family car, Edmunds.com says.

2. Hyundai Sonata

New engines and revamped interior and exterior designs have brought this Korean model to the top of the pack. The Sonata features a 2.4-liter, four-cylinder engine or a 2.4-liter or 2.0-liter, four-cylinder engine producing 198 hp for an impressive 28 mpg combined (when used with the six-speed automatic transmission). A turbo engine is also available that produces 274 hp. The Sonata is great for those who regularly carry a lot of loot, with 16.4 cu. ft. of trunk space. Edmunds.com noted is attractive, upscale design and easy-to-use controls.

3. Toyota Highlander

This is a mid-sized SUV (sport utility vehicle) with a 2.7-liter, four-cylinder engine cranking out 187 hp and six-speed automatic transmission (a 3.5 liter, six cylinder engine with 270-hp is also available with a five=speed automatic transmission and manual shift mode. The 2012 model features improved safety features and a flexible interior that can seat up to seven. The flip-up rear liftgate window allows quick access to the roomy cargo area.

4. Toyota Sienna

U.S. News ranked the 2012 Sienna the top among minivans. Buyers can choose between four- and six-cylinder 2.7 liter engines producing 187 hp; automatic transmission and gas mileage of 24 mpg highway and 19 mpg city. Reviewers praised the comfortable interior, roomy cargo areas and features like second-row lounge seating, split-screen DVD players and affordable price.

5. Ford Mustang

The legendary Mustang is back with the reintroduced Boss 302 and related models. The Boss features an enhanced engine the kicks out 444 hp; another model, geared toward entry0level buyers produces 305 hp and the GT model with its V-8 engine produces 412 hp. This year, the Mustang GT has adjustable effort settings for the power steering. In terms of styling, all 2012 models of the Mustang hold onto the excitement of the classic Mustang of days gone by. It’s still the ultimate driving experience.

6. Toyota RAV4

Edmunds.com calls this model spacious, comfortable and easy to drive, making it ideal for those who want a small-to-middle-sized crossover sport utility vehicle. IT features a V-6 engine, a child-sized third row seat; a. 2.5 liter, four-cylinder engine that produces 179 hp and a standard four-speed automatic transmission. The front-wheel drive version boasts fuel economy of 28 mpg highway 22 city, while the all-wheel drive version boasts 27 mpg highway/21 mpg city. This year, the RAV4 introduces touch screen audio interface and Entune suite Internet streaming.

7. Chrysler Jeep Grand Cherokee

This year's Jeep Grand Cherokee has been praised for its excellent on- and off-road performance, good safety scores and well-designed interior. It features a3.6-liter V6 good for 290 hp and an automatic five-speed transmission for estimated fuel economy of 23 mpg highway/16 city and 19 mpg combined for the four-wheel drive version. The interior is roomier than previous versions and overall it drives more comfortably, making it a top choice among mid-sized sport utility vehicles (SUVs). Edmunds.com notes that the Jeep Grand Cherokee has maintained its effective off-road handling as well, making it a fun vehicle to drive in rough terrain.

There you have it, the best of the best in the US auto industry in 2012.

Author Bio:
Sandra Weinberg, is a professional writer and specializes in Automotives niche.

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2012 Acura MDX

NEWS GREG MIGLIORE: The 2012 Acura MDX is a classy SUV with respectable power and a bit of space inside. Using it for a commuter lap, I unfortunately didn't make full use of its potential, but I'll leave that to members of the staff with offspring of the two- and four-legged variety.

I was impressed with the six-cylinder engine. It didn't strike me until I merged a few lanes over and jabbed the throttle, producing a pleasing sound and decent acceleration as I trailed in the wake of a Chevy Camaro convertible. I played with the paddles a bit, too. They were fun, amusing for a good-sized crossover, but not exactly Formula One-inspired. They're just something to spice up the drive into work and summon the revs a bit more purposefully on the expressway.

The cabin of the MDX is impressive in appearance and execution. This sampler came in stately black inside, and the steering wheel and door panels were smart. The atmosphere was quiet and serene, with just a bit of wind and exterior noise getting in. The negative? I'm not a fan of the center stack, which has way too many buttons and is confusing. It's hard to get used to in a short period and not easy to operate at a glance. MIT-inspired controls are not my preference at expressway speeds.

ROAD TEST JONATHAN WONG: Even with a new MDX expected to appear sometime next year, the current model is still my favorite three-row SUV. With our 2008 MDX long-termer, we piled more than 30,000 miles onto it, it never missed a day of service because of mechanical issue and the cabin held up remarkably well.

I continue to believe that this V6 and six-speed automatic transmission combination is one of (if not the) smoothest drivetrain combination in the SUV class. When you light-foot it around town, it's quiet, with the transmission performing seamless shifts. And like Greg mentioned, it has a surprisingly nice exhaust note during wide-open throttle to unleash decent power for merging onto the expressway and passing slower traffic.

The magnetic suspension is cushy in comfort mode for a soft ride around town and more roll around corners, but tightens in sport mode. Of course, a high-riding 4,600-pound vehicle isn't going to take a corner like a sports car, but all things considered, it can round an expressway entrance ramp quite well. Steering has some weight tuned and responds well to inputs. Brakes feature good bite and slow things down without drama.

I suppose the best compliment you can give a large vehicle is that it drives smaller than it is. Maneuvering around parking lots is done with ease, and the backup camera is handy. I also think Acura's blind-spot warning displays are the best in the business, with the warning inside the cabin instead of outside on the mirror itself or on the side of the mirror housing like Audi's is.

Complaints about the MDX's button-laden center stack are expected, but I prefer buttons over having the majority of functions being controlled by an iDrive-like knob. It's kind of like your home entertainment remote control that has a billion buttons on it, but you eventually get used to it and pick up on how to control the cable box, DVR, DVD player, speaker system and TV. It's the same thing with the MDX's center stack you'll get acclimated to it and will be a pro at working through it before long.

The rest of the interior is nice, with quality materials, good-looking wood trim, soft leathers and one of the most comfortable front bucket seats you'll find in a luxury SUV.

As for complaints, I do have one. The navigation map in Acura vehicles is really outdated. While Audi has Google Maps images, Acura is still slogging along with the same beige background image that's in the Wong family's 2004 MDX. Kind of disappointing, but I'm sure updates are in the works--at least I hope they are.

2012 Acura MDX Advance with Entertainment Package
Base Price: $55,450
As-Tested Price: $55,450
Drivetrain: 3.7-liter V6; AWD, six-speed automatic
Output: 300 hp @ 6,300 rpm, 270 lb-ft @ 4,500 rpm
Curb Weight: 4,627 lb
Fuel Economy (EPA/AW): 18/19.6 mpg
Options: None
For more information: Check out the 2012 Acura MDX Advance with Entertainment Package at shopautoweek.com

2012 Subaru Impreza WRX 5-Door

This 2012 Subaru Impreza WRX for the weekend, and I was surprised by how little I missed our long-term 2011 Impreza WRX STI version. This car provides almost all of the fun, without many of the drawbacks of the hard-core model.

The WRX is down 40 hp from its big brother, but in between 3,000 rpm and 5,000 rpm you'll hardly notice. It makes the same sounds as the STI and rips off the line with the same aplomb. Unfortunately, fuel mileage didn't seem to improve; my two fill ups averaged about 19 mpg.

I did like the feel of an old-school five-speed manual in the hatchback, instead of the six in our sedan. The cogs could be held for a bit longer, and there are no extra steps to get into reverse. Like the STI, the driver doesn't need to shift out of top gear to pass on the expressway. Also, the shifter felt robust in the hand. There wasn't a lot of flexing from any of the linkage parts.

The steering and suspension are both softer than the STI. I put a good amount of miles on the car over the weekend, and not having to dodge every road imperfection was a blessing. I didn't realize how stiff our long-term car actually was until I jumped in this one.

Ninety percent of the time, having a softer suspension and easier steering are a good thing. But those few times when you do want the razor sharpness of the STI you'll miss it. Luckily for me, spirited driving wasn't needed on Saturday or Sunday.

I still like the sedan body better than this hatch. I like the big wing on the four-door, something I wouldn't trade for the extra space of the hatch. I might be alone in that. I also love this gunmetal color much better than the WR blue.

So, the upgraded STI gets you more power, upgraded brakes and the driver-controlled center differential. If you're looking for a track car, that's the one to have. But if you want a car that's good everywhere, except when being pushed to 10/10ths, the WRX will do. And being $8,000 less expensive doesn't hurt, either.

This is a pure, fun-to-drive hatch with excellent dynamics, a nice engine and a middling interior. Enthusiasts will appreciate the five-speed, which is easy, simple and enjoyable to operate. Downshifting is fun, and launches as one works through the lower gears are energetic. The engine is responsive, and this manual allows the driver to wring the most out of this Subie for spirited driving.

I like the look of the hatch. It's tasteful, functional and something a lot of Americans could actually find useful in their everyday lives. The interior is below standard, however, with chintzy plastics all over the doors and dash. The easy-to-read and sporty dials and athletic, upright seats, however, are solid redeeming qualities. My issue is that this cabin makes a sporty-driving and -appearing car feel cheapy, which for this price comes close to sandbagging the value proposition.

Behind the wheel, however, this thing does make one want to drive, and drive fast. The steering is light but pleasing, the chassis is sporty enough, and the all-wheel drive and the well-mannered body make this hatch more than up for the tasks for daily driving mixed in with some verve.

2012 Subaru Impreza WRX 5-door
Base Price: $26,345
As-Tested Price: $26,841
Drivetrain: 2.5-liter turbocharged H4; AWD, five-speed manual
Output: 265 hp @ 6,000 rpm, 244 lb-ft @ 4,000 rpm
Curb Weight: 3,208 lb
Fuel Economy (EPA/AW): 21/20.2 mpg
Options: XM satellite radio kit ($427); all-weather floor mats ($69)
For more information: Check out the 2012 Subaru Impreza WRX 5-door at shopautoweek.com.

By: Jake Lingeman

Audi releases a further 250 RS3s

Audi has revealed that it is releasing a further 250 Audi RS3 Sportback quattro models into the UK market due to 'consistent demand'.

The new batch of cars will join the 500 units sold in the UK last year and will carry the same £39,930 price tag.

The Audi RS3 is powered by the marque's turbocharged, five-cylinder, 2.5-litre engine, which produces 335bhp and 332lb ft torque. The RS3 will sprint from 0-62mph in 4.6sec before hitting its 155mph limited top speed.

External features of the hot A3 comprise 19-inch alloys, flared carbonfibre arches and a prominent roof spoiler.

The RS3's closest rival is the BMW M135i, which goes on sale in October and costs from £29,995 (three-door) and £30,585 (five door). The BMW produces an RS3-rivalling 316bhp from its turbocharged in-line six-pot motor.

BMW claims that when mated to its 6-speed manual gearbox, the M135i will hit 62mph in 5.1sec or 4.9sec when fitted with its eight-speed auto 'box.

The Mercedes A45 AMG another of the Audi's rivals will be probably be priced from around £35,000 when it goes on UK sale in 2013. It delivers 330bhp from its turbocharged 2.0-litre engine.

By Alex Kersten

BMW M135i Sports Hatch Sport Auto

Price: £31,595
0-62mph: 4.9sec
Top speed: 155mph (limited)
Economy: 37.7mpg combined
CO2: 175g/km
Kerbweight: 1500kg
Engine: 6-cyls, in-line, 2979cc, petrol turbo
Installation: Longitudinal
Power: 316bhp at 5800rpm
Torque: 332lb ft at 1300-4500rpm (with overboost)
Gearbox: 8-spd automatic

A mix of dry and damp, tight bends and a narrow road should be challenge enough for a hot hatch with 316bhp to spill from its rear wheels. And if that sounds like a temptingly reckless number then you'd be right it's only 19bhp down on the output of the lately departed 1M Coupe, and the M135i's 320lb ft of torque is identical.

If it comes with the optional eight-speed paddle shifter of our test car, the 135i will zoom-flick, zoom-flick, zoom-flick through the gears to 62mph in just 4.9sec. Go for the six-speed manual and the time actually rises to 5.1sec because its wider spread of ratios are less speedily swapped.

Either way, this new three-door 1-series is eagerly, muscularly and excitingly quick with the potential, you may think, to become a flailing handful if you dare to meddle with the ESP button. But the first bold dive into a rain-sheened bend uncovers grip reserves far deeper than expected deep enough that when that DSC button is prodded for partial disengagement, it takes some lead-foot ambition to get the rear axle's wider 245/35 R18s to get a skate on, the slide part-managed by a brake-deploying virtual limited slip diff.

So it's pretty neat, controllable and reassuring, the more so because this rear-driver is quite a finely balanced tool, as proved by a too-fast arrival into a tight, low speed turn that fails to bring on any plough-on understeer. That said, you can expect to see plenty of the orange light that confirms an active ESP system, which is no surprise given all this energy and rear-wheel drive.

Perversely, it's best to experience all this in the Comfort setting of the £515 Adaptive M Sport suspension, an essential option. It softens off the electronic dampers and lightens the steering effort to produce a satisfyingly communicative, more absorbent chassis and best of all, usefully more feelsome steering. Of course, tripping the Comfort mode slows the shift times and the gearbox's willingness to hold a gear, but that's easily undone by sliding the gearlever to leftwards to Sport, which gets you a more eager gearbox.

The result is a an excitingly rapid drive that sits just the right side of hectic, the excitement of the six's keen blare built on by the 'box's light thumps in sport, the ra-ta-tat of the exhaust's over-run, the lightly clasping support of the seats and an excellent driving position. While some may desire the more uncompromising character of the 1M Coupe, the fact is that this M135i's ride is less maskingly firm, its steering more delicate and its character easier to live with. And it's also a whole lot cheaper, being almost £10k less.

Of course, you do without the some of the 1M's alloy suspension hardware and massive brake rotors although the 135i's enlarged blue-calipered discs are entirely effective but remember that the M135i rides on the latest 1-series platform besides benefiting from bespoke suspension geometry and its own springs, dampers, anti-roll bars and bushes.

More immediately noticeable M135i identifiers include a new front bumper unit with larger air intakes, a rear bumper with twin exhausts and 18in alloys, and tyres, that are wider at the rear. Inside you get leather sports seats (the UK won't be getting the appealing Alcantara/hexagon cloth mix of the test car, which seems a pity), a black headlining, an M footrest, blue accent stitching to the seats, patterned aluminium trim inserts and modified instrument faces. Not a huge amount of differentiation then, but enough to mark this 1 out as something sportier. The cabin is robustly constructed too, although it's not as finely, designed, finished or textured as the cabin of the latest Audi A3.

Much of the M135is's considerable entertainment repertoire is provided by the straight six. This Twinpower motor features a twin scroll variable geometry turbocharger, variable timing of both inlet and exhaust cams, variable valve lift and direct injection, these features managing to almost eliminate turbo lag. Indeed, you must actively search it out to find any, by shifting manually and having the revs build from 1000rpm to the 7500rom limit in second, say. Then you'll uncover a slower-moving tacho needle to 1300rpm. From this point the six has already reached its 320lb ft torque peak, this figure impressively maintained through to 4500rpm, although the revs don't rush at you until this peak has passed, the tacho needle performing a lightning flit to the limiter.

Throttle response is not as instant as you'll find in a normally aspirated M3, but it's sharp enough for most circumstances. Couple the six's breadth of urge to that eight-speeder, and you have a car that powers near seamlessly from a dawdle to its easily struck and restricted - 155mph maximum.

M division has tuned the 135i's exhaust to provide a smoothly busy soundtrack that makes paddling your way through eight ratios an absorbing business, even if the noise can turn slightly wearing. Happily it quietens off at a motorway cruise. And we suspect the same may be true of the ride, which showed signs of choppiness on Germany's mostly smooth roads.

by Richard Bremner

2012 SLP GMC Sierra 1500 4WD Crew Cab SLT

After four days in this truck I began to feel something of an appreciation for how Genghis Khan must have felt as he charged into unsuspecting villages.

The 450 hp and 470 lb-ft of torque were intoxicating in this pickup, and the whine of the supercharger was a quick way to bring a smile to my face.

While docile under normal driving conditions, when dipping into the WEP War Emergency Power of the supercharger, the truck became even more enjoyable.

While the truck is no slouch, given its weight, the additional height from the off-road suspension and its oversize wheels, it feels much faster than a normal Sierra, but not as insanely quick as one would hope with the additional power of forced induction.

The TVS 1900 supercharger kit for the 5.3-liter gives you instant power when you tromp on the loud pedal. And loud it is, because with the addition of SLP exhaust tips, the truck has a burble and growl that makes a great addition to something with a high ride height and badges that say "supercharged" on the door.

Looking under the hood you can tell that this is no stock truck, despite being able to order the kit and products from the dealer without impacting the warranty.

But, the underhood finish of the kit leaves something to be desired. It looks both at home and not quite right. The kit would look better with a little less chrome and more flat accents; the shiny SLP air tube under the hood looks out of place.

The interior was the biggest letdown. Much to my surprise, the Katzkin interior treatment not only mixed two colors you shouldn't mix black and brown but it made it appear that the truck had far more miles on it than it actually did.

Judging from the play in the fabric and finish, I would have thought 30,000 miles had been ridden in the seats. Much to my horror, there were just more than 500 miles on the odometer when I grabbed the keys. I would have preferred the money be kept under the hood and the interior upholstery left stock.

The crew cab provided ample interior space for both front and rear passengers and for hauling groceries.

As I was in the process of moving, I filled the bed with my large items and hauled them to my new place.

The added height from the off-road suspension option worked well for setting and picking items up when loading and unloading.

Overall the truck is a lot of fun and useful if big trucks with big power tickle your fancy. The biggest problem I had over my time with it was keeping my foot out of the accelerator. While I was no fan of the interior appointments, I'll overlook it for the sound of the supercharger and the juvenile smile I often had.

By: David Arnouts

An exhaustive introduction to the Ferrari FF

BY: Nic Cackett

An exhaustive introduction to the Ferrari FF is likely to be superfluous to even the most casual Ferrari fan so we'll only pause for a brief recap before getting to the nitty gritty of our first UK drive.

Launched around a year ago, the shooting-brake-styled four-seater offered buyers a first: a full-size Grand Tourer with a 651bhp V12 engine and, somewhat contentiously, four-wheel-drive.



The colossal, naturally aspirated unit is a direct injection descendant of the V12 that featured in the Enzo, but Ferrari's first production all-wheel drive system is an altogether more novel solution. When required by the front wheels, power is fed directly from the crank into a second, smaller gearbox located beneath the engine.

This transmission only has two forward gears, and because its ratios cannot replicate the seven-speeds of the main gearbox, the resulting wheel speed mismatch is managed by two continually slipping clutches. The main benefit of the system is that it offers all-wheel-drive traction (you'll doubtless have seen video footage of the FF ploughing through snow) without the normal weight penalty.

Ferrari claims its Power Transfer Unit adds just 45kg to model's kerbweight.

 The innovative packaging is not limited to underneath, either. As well as four perfectly chiseled sports seats the FF provides 450 litres of boot space - enough to put some family hatchbacks to shame.

The only thing it consumes more enthusiastically than people and luggage is fuel and air: up to 80 per cent of the engine's 504lb ft of torque is available from 1750rpm - use all 8000rpm and it will reach 62mph in 3.7 seconds, splinter 124mph in 11sec, and top out at a claimed 209mph.

Ferrari FF
Price: £227,077;
0-62mph: 3.7sec;
Top speed: 208mph;
Engine: V12, 6262cc, petrol;
Power: 651bhp at 8000rpm;
Torque: 504lb ft at 6000rpm;
Economy: 18.3mpg;
CO2: 360g/km;
Transmission: 7-spd dual clutch transmission (rear axle) + 2spd (front axle)

Subaru Impreza 2.0i Sport Limited 2012

Leave it to a black Subaru Impreza interior with Vinyleather upholstery and all-weather floor mats to redefine the word cheap. Add a raucous engine note amplified by the dreaded continuously variable transmission, and you have a recipe for Japanese Econobox Flashback, 1988-style. Justy, anyone?

OK, so comparing our 2012 Subaru Impreza 2.0i Sport Limited to the three-pot Scooby scooter is probably a bit harsh. In Subaru's defense, I probably wouldn't be so hard on the Impreza if it weren't for the fact that I was in two Kias earlier in the week, each of which had interior appointments far surpassing that of our Subaru. These weren't $30,000 Optimas, either: They were both Kia Rios, and both came in at less than $21,000.

On the road, once the CVT had stopped adjusting its belts and pulleys, things definitely improved. Noisy though the cabin was, the 2.0-liter flat-four proved adequate for pushing the Impreza along. The driving position was good, with much better seat-bottom bolstering than I'm used to in small Asian products, and the Impreza had that hunkered-down Subaru on-road stability that seems to be a hallmark of every example of the brand. Whether it's because of the AWD or the low center of gravity, or perhaps just suspension tuning, the Impreza drives like a larger, heavier car than it is--in a good way. Of the multitude of small cars that I've driven lately, only the Ford Focus approximates the same planted feel.

I'm confident that Subaru aficionados will be fine with the Impreza. After all, it carries the brand's DNA while improving things perhaps a half-step over the previous model--about the cadence Subaru seems to follow. Conquests will come harder, however: The average Joe with $26,000 to spend on a compact will find much more compelling packages from a variety of manufacturers.

2012 Subaru Impreza 2.0i Sport Limited
Base Price: $23,645
As-Tested Price: $25,714
Drivetrain: 2.0-liter H4; AWD, continuously variable transmission
Output: 148 hp @ 6,200 rpm, 145 lb-ft @ 4,200 rpm
Curb Weight: 3,086 lb
Fuel Economy (EPA/AW): 30/26.9 mpg
Options: Option package 63 including power moonroof, navigation system, GPS navigation with LCD touch screen ($2,000); all-weather floor mats ($69)

By: Andrew Stoy

Subaru's new BRZ

You might think you know every last detail about the BRZ. Between Subaru and Toyota, there's been a blizzard of multimedia. Enough concept cars, prototype sneak previews and track tests to broach your download limits.

But you don't know it all. Because this is a road car, and here we are for the first time on the actual road.

So does it live up to the hype? Of course not. Unless it had been styled by da Vinci and engineered by Brunel - and for good measure had Newton quietly bent the laws of mechanics in its favour - it'd never have been as good as they said it would be.

A quick recap. It's a low-built, short-overhang, long-wheelbase rear-drive coupe. But the centre of mass is even lower than everyone else's cars of that type, because it has a flat-four engine. And actually the flat-four is even lower and far further back than with other Subarus, because (since it's RWD-only) there are no front driveshafts or diff in the way. There's a limited-slip diff. It uses comparatively narrow tyres, so its 200bhp is enough.

The whole thing is a recipe for agility, low roll, tossable handling and general chicanery.

And so it turns out. The first few mountain hairpins or wet roundabouts verify that pivoting into a corner is the most natural feeling in the world. The front wheels are always happy to carve the exact track you request. Then you can poke the back end out and feel the hero. And unlike some rear-drivers, the BRZ's magical balance and progression means it's a cinch to gather up again. The low roll makes it marvellously tidy through S-bends.

But a road car needs more from its suspension and steering than a track car does. The steering needs to be direct and progressive, so you can pour the car into an uneven or unknown bend. The springs need to absorb bumps and keep the tyres evenly weighted so you don't hop about.

And the BRZ is brilliant there too. All the steering lacks is a bit more feel, to tell you how much grip the tyres have left. But in this car more than in most, you don't miss that because the rest of the car's reactions are so accurate and faithful. You get the information from other sources.

The 200bhp two-litre is enough engine. Just. In this age of turbos, it does seem very light on torque between 3000 and 4000rpm. You have to revise your whole style of driving. Change down. And again. Rev its little spuds off, make sure you keep getting flashed by shift-up light as you zero in on 7500. That way happiness lies. For a flat-four, it doesn't sound as charismatic as it might, but it's always smooth enough that there's no pain in sticking with those epic revs.

By: Paul Horrell