House of Cars

At a fraction of the price, the 2013 Nissan GT-R beats some of the top supercars to the punch, although their sensuality is missing. Read more » Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmission

The 2013 Nissan GT-R may get lost in translation if you're just peering inside, or watching it cruise slowly by; but climb into the driver's seat, albeit briefly, and it's a magical piece of metal. Even at five times the price, nothing rivals its straight-line performance. It's a car that makes plenty of sense at face value, with well over 500 horsepower, all-wheel drive, brilliand handling, and 0-60 times of less than three seconds.

Some supercars are beautiful wedges of air-cheating, rolling art. The 2013 Nissan GT-R isn't that. It might be just as aerodynamically stable at supercar speeds, but its jagged cues and flared fenders evoke tuner cars and audacious body kits. Once you calm to the look, it's something more; a tomahawk cut at the roofline brings an interesting, not gorgeous, shape, and carbon fiber trim gives the plain interior just a dab of intrigue--given more panache with the red-and-black Recaros in Black Series models.

The big news for 2013 is that Nissan has improved intake efficiency and worked some other breathing magic to not only improve exhaust emissions but summon up an extra 15 horsepower and 15 pound-feet from the thundering twin-turbocharged six-cylinder engine--now making 545 hp and 463 lb-ft. Altogether the powertrain promises (and delivers) blistering performance, with awe-inspiring traction from a sophisticated all-wheel drive system and huge wheels and tires producing seemingly endless amounts of grip to make the most of it. All while handling is beautifully balanced, and a softer ride is available at the touch of a switch.

Practically speaking--and there is surprisingly some of it--the GT-R has great room for people in front, and a bit of room for small people in back, as well as a useful trunk. But don't expect too much in the way of touring-car comfort; there's plenty of noise from the road and the driveline.

With a price starting at nearly $100k, the 2013 GT-R definitely drives a hard bargain if many of its top supercar rivals cost several times as much. There are definitely cut-rate bits and pieces, but none of them are remotely involved with its NASA-grade performance. Features are as respectable as they can be without begging any mention of plush or luxurious (that it is not), but all the basics are included, as well as a great 3D nav system, Bose audio, and Bluetooth. A rearview camera, now standard, addresses the GT-R's blind spots. Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationA bargain for its performanceCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmissionPricey if you judge it by its cabin

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If you don't mind being seen in a minivan--but don't want to feel like you're driving one--the 2013 Mazda 5 fits the bill, though it's short on some features. Read more » Ride qualitySteering's full of feelHandles more like a hatch than a minivanSkimpy front seatsCan be noisyShort features listSTYLEENGINEDRIVE-TYPEINVOICEMSRP Sport 4dr Wagon Man Sport 4dr Wagon Auto Touring 4dr Wagon Auto Grand Touring 4dr Wagon Auto Next: Colors & Options

Minivans might be a necessary evil for a particular stage in life, but accepting the utility of a family hauler doesn't mean a life sentence to dull driving. The Mazda 5 is our proof--it's charming in its simplicity, with the dynamics of a hatchback more so than a minivan. It looks and acts the part of a sliding-door wagon, but it sure doesn't feel like it.

Redesigned just last year, the Mazda 5 returns with just a minor change or two. Left untouched are its compact proportions and the updated look it brought to the fore for the 2012 model year. There's some aggressive contouring in its fenders, and a rhythmic flow to its surfaces and creases outside of the big panels of glass and metal that define its one-box passenger space. Yes, it's a minivan, but at least it fights against monotony. The cockpit is more deserving of nitpicks: the controls are clutter-free, but the amount of shiny, hard plastics can be disappointing even in such a value-priced vehicle.

With some structure and drivetrains on loan from the Mazda 3, the Mazda 5 summons a sporty but modest feel. Its 2.5-liter four-cylinder has just 157 horsepower; it's not quick at all. We'd choose the standard six-speed manual transmission on the base version, but even the five-speed automatic on upper trims has manual shift control. In both cases acceleration is adequate, thanks to well-chosen gear ratios. Gas mileage is fine, at up to 28 mpg highway, but other bigger minivans can do just as well on paper, though we've seen higher real-world fuel economy in the Mazda.

It's the Mazda 5's handling that draws our attention. The athletic feel starts with top-notch steering and a well composed ride. It's a blast to drive, especially when the road winds. It feels natural and confident, and ride quality is comfortable and absorbent whether you’re cruising on the highway or taking on the tight esses of a mountain road.

Size-wise, the mazda 5 is a 7/8-scale minivan; there aren’t a lot of frills, and there are no power rear hatches or power folding seats; from the driver’s seat, you might think you’re in a nimble small car, yet there are convenient sliding side doors and oodles of easily reconfigurable interior space. Mazda has managed to fit seating for six—three usable rows—in a vehicle that’s shorter than a typical mid-size sedan. The front seats are a little skimpy, but the buckets in the second row have enough space for adults to be comfortable. The third-row split bench works in a pinch for smaller kids--and folds away to create big cargo-carrying capacity. The two most significant letdowns of the Mazda5’s interior are its drab, hard-and-hollow plastic trim for the dash and door panels, and the seemingly ever-present din of road noise on some surfaces. 

With the base $20,000 Sport, Mazda has a niche to itself, with a manual-transmission minivan with six-passenger seating. A USB port is now standard across the board, as are power features and a CD player; Touring and Grand Touring models get Bluetooth hands-free calling and Bluetooth audio streaming, though. In top-of-the-line Grand Touring form, the Mazda5 also comes with a power moonroof, heated mirrors, rain-sensing wipers, xenon HID headlamps, heated front seats, and Sirius satellite radio (a standalone option, too), all for around $25.000.

The Mazda5 hasn't changed significantly going on to the 2013 model year, but in follow-up drives of the Mazda5 we've found that it remains one of the most fun-to-drive yet frugal family vehicles you can get.

Ride qualitySteering's full of feelHandles more like a hatch than a minivanA six-speed manual's standardSeating for six--yes, sixSkimpy front seatsCan be noisyShort features listBluetooth only offered on expensive models

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The 2013 Mercedes-Benz SLK is the least polarizing of the roadsters, but there's enough urgency to go with its elegant, mini-SL charm. Read more » Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Tight for tall driversNot quite as sharp as Boxster, Z4Tall front end

Of all the pricey German roadsters, the 2013 Mercedes-Benz SLK is probably the least polarizing. That's not to say that this isn't one of the most exciting yet elegant drop-top two-doors you can get, and one that you can drive every day.

The SLK has evolved nicely over the years, with more focus and grace, and just the right amount of intoxicating sports-car urgency combined with true mini-SL gravitas it never possessed in its earlier lives.

We won't mask our love for the new Porsche Boxster, or neglect to note that the current BMW Z4 is now the better touring car for the closet speed freak. But the Mercedes SLK has its own visceral pace and pulse; it holds its own in the corners, and proves that it's still a three-way arms race.

The 2013 SLK Class is offered in three quite dramatically different personalities. At the base end there's the SLK 250 and its 201-horsepower, 1.8-liter turbocharged four-cylinder engine; we still haven't driven variants with this engine, but we've found it plenty perky in the C Class--and it's the only way you can get an SLK with a (six-speed) manual gearbox. What most are probably going to find the best compromise between price and performance in the lineup is the SLK 350 and its 302-hp, 3.5-liter V-6. But those who always need to have the best and fastest will head straight to the sizzling V-8-powered SLK 55 AMG.

Over extensive drive time in the SLK 350, we've found it easy to get used to this model's rhythm and drivability. With any of these automatic models, there's a paddle-shifted seven-speed automatic pushing force to the rear wheels in a mostly smooth way. Massive, biting brakes are in store, either way, and new torque-vectoring control works with the SLK's stability control to tighten cornering, giving this latest edition a lot of tech weaponry to tackle corners.

The top is, quite simply, what the coupe-convertible SLK is all about. You lose some trunk space compared to soft-top rivals, but what you get instead is a tight, refined interior that's long-distance quiet and comfortable, and essentially a coupe with the top up. Unfortunately, the interior's still snug for tall drivers and for luggage. Outward visibility can also be difficult with the top up, and there's no rearview camera system on offer.

The 2013 SLK models have it covered in other respects, with all the infotainment features expected in a luxury vehicle, like HD radio, Bluetooth, navigation, and real-time traffic. The SLK can be fitted with a photochromic glass roof that tints itself on bright sunny days--and there's AIRSCARF, which blows a warm, gentle breeze on your neck and beckons you to put the top down on a chilly-but-sunny day.

Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Unified styling inside and outTight for tall driversNot quite as sharp as Boxster, Z4Tall front end

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Not quite all-new for the 2014 model year, but more than just a simple product refresh, the 2014 Mercedes-Benz E Class arrives first as a sedan and a wagon, with a range of diesel, hybrid, and gasoline powertrains and a host of new electronic safety upgrades, as well as a new look.

Competing with the likes of BMW's 5-Series, the Cadillac CTS and XTS, and Audi's A6, the Mercedes-Benz E Class is a luxury vehicle at the top of the segment. The 2014 updates improve its competitiveness, adding features from the future S Class even before it reaches the market.

Styling changes for the 2014 E Class are subtle, but significant. The front end gets a smoother, more open bumper, a new hood, and a choice of two different grilles--a first for the modern E Class. Luxury models get a three-bar grille and a star on the hood, while Sport models get the star integrated in the grille itself. The other major design change is the smoothing of the previously flared, Ponton-like rear fenders. The new design is sleeker and more elegant, though some may find it less visually interesting.

At launch, due in Spring 2013, the E Class will come first in sedan and wagon form factors, with the coupe and convertible versions expected sometime after. Two gasoline engines will be available, a V-6 and a V-8, as well as a hybrid, followed later by a four-cylinder diesel. All 2014 E Class sedans and wagons will be mated to a seven-speed automatic transmission. Rear-wheel drive is standard, while 4Matic all-wheel drive is available.

The V-6 engine is a 302-horsepower, 3.5-liter unit, carried forward from the current E Class, where it produces up to 20 mpg city and 30 mpg highway. The V-8 rates a stout 402 horsepower, and achieves up to 16 mpg city and 26 mpg highway in 2013 trim. Mercedes' 2014 E Class hasn't yet been EPA rated.

The E400 Hybrid is slightly more fuel efficient, at 24 mpg city and 30 mpg highway, while combining the same 302-horsepower 3.5-liter V-6 as the E350, but adding a 27-horsepower electric motor. All-new for the E Class in 2014 is a four-cylinder diesel engine, but it's too new to have EPA gas mileage estimates as yet.

Mercedes' high-performance AMG sub-marque will upgrade the E63 AMG models as well, and while specifics are lacking, the brand has confirmed all models will come with 4Matic all-wheel drive in the U.S.

Key updates to the 2014 E Class come on the electronics side, enhancing safety through an array of sensors and algorithms. A new front-mounted stereo camera system enables three-dimensional imaging of road obstacles and traffic at distances up to 55 yards, with overall system effectiveness stretching out to 550 yards. Together with driver drowsiness detection systems, forward-collision mitigation systems, braking assistance, and several flavors of lane-keeping assist, the 2014 Mercedes-Benz E Class is primed to be one of the safest luxury sedans on the road.

The 2014 Mercedes-Benz E Class is due for an official debut at the 2013 Detroit Auto Show, with further details to arrive as the car approaches its launch in Spring of 2013. We'll update this review with more information as it develops.

New style may seem more boring to someV-6 and V-8 powertrains lag the segment in power and efficiency

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All-new for 2013, the Porsche Boxster is more capable on track and off, and more refined inside and out--in fact, it may just be the best of the compact luxury roadster crop.

The entirely new chassis is stiffer and lighter, and it's wrapped in brand-new bodywork that lifts the Boxster from its cute-but-mild past into a more aggressive, but still sophisticated role as the sub-911 convertible sports car in Porsche's range. Inside, the cabin is much more highly evolved, with better materials, 911-esque design cues, and reduced--though still present--cabin noise.

Its performance matches the looks. Whether choosing the 2.7-liter base Boxster or the 3.4-liter Boxster S, the engines are quick to rev and potent--both torque and power are readily available. The 3.4-liter engine in particular shines, with an aggressive bark at full throttle that lets you know the 315 horses inside have been loosed for full enjoyment. Accelerating to 60 mph in just 4.8 seconds and on to 178 mph top speed, the Boxster S isn't far off a few-years-old 911--though it's priced from just $60,900 brand new. The 265-horsepower base model starts at $49,500 and still manages to get to 60 mph in just 5.5 seconds and on to a top speed of 164 mph. A choice of six-speed manual or seven-speed PDK dual-clutch paddle-shift automatic transmission is available in either model.

But it's not all power and straight-line acceleration that define the Boxster; if anything, it's the poise with which the Boxster attacks the curves that is it s defining element. While the new electric power steering of the 2013 Boxster yields a different feel from past Boxsters, the overall level of communication, weight, and response in the driver's hands is still an exemplar for the class.

Ride and comfort around town are very good, too, especially when equipped with the adjustable suspension, which offers Comfort, Sport, and Sport Plus modes for progressively more aggressive driving. Dialed back, cruising for pleasure instead of speed, the Boxster is surprisingly sedate, top up or down. The seats are very comfortable and the driving position offers good visibility for a low-slung sports car. The PDK transmission gives up nothing to the manual in terms of performance, while making city traffic as easy as with an automatic. The stop-start feature saves gas, but can be a bit rough on restart--though most owners will quickly get used to the sensation. For those that don't, however, the auto stop-start feature can be disabled.

One highlight of the 2013 Boxster is that it sticks with a soft top while the competition has gone to retractable hard tops. Unlike the others, the Porsche's top can be opened or closed at speeds just over 30 mph, and it takes no space in the trunk.

The 2013 Porsche Boxster hasn't yet been crash tested by the NHTSA or the IIHS, but it does offer an excellent set of brakes; Porsche Stability Management (PSM) traction/stability control; rollover protection; and front, thorax, and side impact airbags.

In terms of equipment, the 2013 Boxster offers more standard equipment than before despite weighing slightly less, including in base spec: driver and passenger electric backrest adjustment; rain-sensing wipers; heated exterior mirrors; ambient lighting; power-operated soft top roof; cruise control; Bluetooth hands-free phone integration; and much more. Optional extras include a Bose surround sound system; a 7-inch touchscreen navigation system and infotainment center; a range of sport steering wheels and seats; leather interior upgrade package; and a range of other convenience upgrades.

Can be pricey in Boxster S guiseWind and engine noise can be intrusive at timesFiddly sound-system controls

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It’s been a long time coming; GM is refreshing its lineup of full-size pickups for the first time since the 2007 model year. With a more upright, chiseled look inside and out; a strong yet more fuel-efficient lineup of engines; quieter, more refined cabins; and a noteworthy set of safety and infotainment technology, the 2014 Chevrolet Silverado sets a new, no-compromises direction for serious work or play.

At first glance, you’re not likely to find the exterior of these trucks particularly revolutionary, but so goes the (very gradual) evolution of the full-size pickup. The new heavy-duty look applied to these trucks carries with it some pros and cons, in our opinion. From the front, it does erase any complaints that they were formerly the wallflowers in the corral; their wall-of-chrome grille designs and chopped-off snouts—arguably building on the look of the latest Silverado 2500 and 3500 HD models—combine with a heightened stance to keep the tall-and-imposing rivalry going. Yet surprisingly, these trucks are more aerodynamic than their predecessors—thanks to a grille design that’s sealed and only lets in just enough air, and the twin-power-dome hood that helps channel air over the wipers. Twin-stacked projector-beam headlamps (LTZ), more sculpted body sides, and flared fenders altogether give them a little more personality—and add to the macho look. New 17- to 20-inch wheels are all a half-inch wider than before, while 22-inch wheels are on offer as accessories.

Inside, GM has resisted the urge to make the interior of its trucks either more complex, or even lower and more carlike. The new instrument panel is upright and simplified, with controls clustered either just to the left of the steering wheel or in a large, upright center-console cluster, and GM has aimed to make all the knobs, buttons, and interfaces easy to read and operate even with work gloves on.

GM has developed a new generation of co-called EcoTec3 V-6 and V-8 engines to power these all-new trucks. The base 4.3-liter V-6 is now torquey enough to power crew-cab models or trailer-tow, GM says, while the 5.3-liter V-8 remains the mainstream pick and the top 6.2-liter V-8 is the way to go for the most power, torque, and capability. All of them have direct injection, cylinder deactivation, and continuously variable valve timing—with aluminum blocks and heads—and a six-speed automatic transmission will be fitted to each. There’s even an active exhaust system to fine-tune back pressure and maintain the baritone exhaust note of the V-8s that owners have come to appreciate.

The outgoing generation of GM’s trucks has been lauded from the start for its well-tuned ride and responsive handling, and the new versions promise even more advancements—while also making big gains in quietness and refinement. Front springs are stiffer in the new models, while in back GM uses two-stage leaf springs but adds new spring damping, as well as twin-tube valving to front and rear shocks. All Silverado 1500 models get electric power steering, and four-wheel disc brakes are standard across the model line, and a Duralife rotor design offers a longer service life.

Three different cargo-bed lengths are offered: 5’8”, 6’6”, and 8’. And for the first time, Crew Cab models will be available with the longest 6’6” cargo box. GM has put a lot of effort into the pickup box design, adding a CornerStep bumper plus hand-grip pockets, both of which make climbing up to access cargo easier. The pickup bed itself is roll-formed, rather than stamped, and the tailgate has a torsion bar with a rotary damper, so it now lowers in a controlled way, and LED lamps are tucked under the bed rails. GM has added new shear-style mounts between the cab and the frame, which helps quell noise and vibration. Models with the 6.2-liter V-8 get active noise cancellation to quell the four-cylinder thrum. Wind-noise-reducing measures include triple door seals and a new door design that fits to the side—rather than wrapping into the roof.

Chevy has added a new high-wear seat cloth to the Silverado, and the seats and accommodations are designed with the comfort of upscale cars but tailored for those who actually use their trucks, the automaker claims. Crew Cab models’ rear doors are larger, for easier entry and exit, and the B-pillar has been moved forward, which helps get feet in more easily. Meanwhile, the rear doors on extended-cab versions now hinge from the front—offering entry and exit ease that’s close to that offered in former Crew Cab models. The front seatbacks are thinner, which adds about two inches of rear legroom and also eases entry and exit.

A special Z71 performance package returns—in LT or LTZ models—and adds Hill Descent control, monotube Rancho shocks, front tow hooks, a transfer-case skid plate, and 18- or 20-inch all-terrain rubber. Brushed-metal trim and a ‘technical finish’ to other interior pieces set this model apart inside.

Safety-wise, the Silverado should provide much better occupant protection than the outgoing model, as the cab structure is all-new, with about two-thirds of it built from high-strength steels. Standard equipment includes StabiliTrak with Trailer Sway Control, plus Hill Start Assist, as well as head-curtain side airbags with rollover protection. An available Lane Departure Warning system keeps the driver alert of lane drifts via a chime or optional Safety Alert Seat—much like what’s offered now on the Cadillac XTS and ATS sedans. Bigger spotter mirrors help with visibility in blind spots, while other safety features on offer include a camera-based Forward Collision Alert system. front and rear park assist, and a rear tailgate camera.

The Chevrolet MyLink system will be available on the Silverado, offering connectivity for up to ten devices, natural-language voice recognition, and an eight-inch touch screen. The system allows up to 60 favorites for contacts, destinations, radio stations, or other media. All models now include multiple USB ports plus both 12-volt and 110-volt power outlets, and most models include a 4.2-inch color Driver Information Center.

Fuel-saving engine technologiesMuch-improved refinementEffective MyLink connectivityNew heavy-duty look

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The Toyota RAV4 has been one of the top-selling compact crossovers since it inaugurated the category back in the 1990s. It's been outstripped since by the Ford Escape and Honda CR-V in recent years, but it's likely to regain some traction in its latest edition, which arrives for the 2013 model year.

The 2013 Toyota RAV4 plants its feet even more firmly in the compact category this time around the subdivision, by dropping its six-cylinder option and its third-row seat. At the same time, it dumps its outdated automatic transmissions, and mixes in more safety and entertainment gear. On the whole, it's more efficient and a little more enthusiastic in its daily chores, with more room than the perky Escape and more alert road manners than the CR-V, though not vice versa.

It's simple to tell whether you're looking at a new RAV4: check out the rear. Older models had a tailgate-mounted spare tire, but this year it's gone, put where all other crossovers have it, under the cargo floor. That plus the gentle migration of the body to a more hatchback-style flow, and to a lower stance, pitch the RAV4 headlong into the lookalike bin filled with the Escape, the Santa Fe, even the subtler Mazda CX-5. The Toyota does a better job than the Escape at putting a carlike face on a taller wagon body, but doesn't win all day like the Mazda at wrapping its rear end seductively in glass and metal. The RAV4's tailgate is its sore thumb: the taillamps are pointy and shelf out, all in the name of meeting safety regulations. There's some discord in the cockpit too--not in the clash of lines and surfaces, but in the plastics that form them. It's rare we like cheaper plastic better, but too many kinds of trim turn us away from the Limited and its synthetic leather, and toward the more durable, less complicated-looking RAV4 LE.

It's a case of give and take in performance, where the RAV4 gives up its V-6 aspirations for better, more carlike handling. There's only a 176-horsepower four-cylinder under the hood now, but it's saved by a six-speed automatic with a sport-shift mode and a 0-60 mph time in the acceptable range (under 9 seconds). Smoother than it is swift, the drivetrain doesn't get in the way often, but never spurs the urge to drive more as we've felt in the latest Ford Escape. Revamped suspension tuning lets the RAV4 ride lower, and electric power steering has good weighting and centering feel. The choice at hand is whether to stand by the front-drive versions and their slightly lower curb weight, or opt for the upgraded, $1400 all-wheel-drive system, which not only locks the rear wheels in line in foul weather, but delivers some torque back there when the RAV4 tacks into a sweeping corner.  Whatever the choice, avoid the Eco mode button--it's called that because "joy extinguisher" wouldn't fit--and we'd stick with the 17-inch tires on LE and XLE versions for a more absorbent ride.

It's not much larger than before, but passengers will feel better attended to in the 2013 RAV4. On base versions, there's an inexpensive fabric and less supportive seats, but neither's a deal-breaker. The XLE model has more firmly bolstered seats and nicer fabrics we wish were standard across the board. On Limiteds there's a synthetic leather trim that's appealing from a few feet away, but feels shiny, if you'll give us a pass on the synesthesia. No matter where you're sitting, the RAV4 provides more space than the Escape; it's on par with the CR-V, though the back bench is less supportive and its flip/fold mechanism one step shy on slickness. Cargo space is excellent, though in-cabin storage is less than expected, and there's a power tailgate on the Limited.

The RAV4 ups its safety ante with eight airbags as standard equipment, including knee airbags. Also standard across the board: Bluetooth and a rearview camera. Blind-spot monitors with cross-traffic alerts are available on the top trim level. Among other features, the base RAV4 LE also comes with power locks, windows, and mirrors; air conditioning; cruise control; tilt/telescoping steering; steering-wheel audio and phone controls; and an AM/FM/CD player controlled through a 6.1-inch LCD touchscreen. The XLE adds dual-zone automatic climate control; a sunroof; and fog lights, to which the Limited adds a leather-wrapped steering wheel.

Major options on the RAV4 include navigation on the XLE and Limited, with Entune app connectivity and satellite radio; and on the Limited, a JBL audio system with 576 watts of power and 11 speakers.

The 2013 Toyota RAV4 carries a base price of $24,145 on the LE model. We'd choose it, or the $25,135 XLE, with or without all-wheel drive, and leave the Limited for the few who have to pay $27,855 for a power driver seat and those 18-inch wheels. Knowing the RAV4's core audience, the decider could well end up being satellite radio and navigation: they're unavailable on the LE, an option on the XLE. Choose well--or at least, choose your smartphone substitute well.

Crisp new shapeAutomatic has six speedsStandard rearview camera and BluetoothBetter gas mileageAWD isn't just for off-roading

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The 2013 Porsche Cayenne spans a wide range of capabilities, from basic family hauler to track-worthy sports SUV, with a few stops in between--including a brand new diesel. Read more » Brisk accelerationComfortable, sporty cabinDeft handling for its sizeLess-than-efficient use of spaceA small second row and no available third rowBase V-6 model underwhelmsSTYLEENGINEDRIVE-TYPEINVOICEMSRP AWD 4dr Man AWD 4dr Tiptronic AWD 4dr Diesel S AWD 4dr More Styles » Next: Colors & Options

Though it's been in Porsche's range for nearly a decade, the Cayenne remains a controversial subject for brand loyalists who see the sports car as the true heart of the marque. Nevertheless, the Cayenne's success for Porsche can't be denied, and with the addition of a new diesel model for the 2013 model year, it looks as though its position will be further solidified.

That's a very good thing for SUV lovers, however, as the Cayenne is one of the best in the business. It has a unique look--one that not everyone will love. Wrapping a rough approximation of the 911's curves around the large SUV results in a smooth, curvaceous, swooping form that sits at odds with most of the rest of the large SUV segment, which is largely composed of squared edges and bluff faces. Inside, the Cayenne is even less typical, with a coupe-like cockpit up front, with curved surfaces and upscale materials. All models now come with an analog clock for 2013.

The five different variants in the Cayenne range include the base model, powered by a 300-horsepower 3.6-liter V-6 engine; the Cayenne Diesel, all-new for 2013, with a 240-horsepower 3.0-liter V-6 turbodiesel engine; the Cayenne S, rated at 400 horsepower from a 4.8-liter V-8; the Cayenne S Hybrid, good for 380 horsepower from its combination of electric motor and a supercharged 3.0-liter V-6; and the Cayenne Turbo, the speed demon of the group, rated at 500 horsepower from its twin-turbocharged 4.8-liter V-8.

Even base Cayennes are relatively quick, getting to 60 mph in 7.4 seconds with the Tiptronic S automatic transmission, or 7.1 seconds with the six-speed manual. The more potent models are even quicker. The Tiptronic S eight-speed automatic is the only transmission offered on non-base model Cayennes.

Each of the five flavors also offers its own set of design and features as part of the package, wrapping its five-passenger interior in slightly different trims, though each offers an almost impossibly multi-faceted list of upgrades and customizations. Seating is comfortable and supportive, and the materials and fit and finish are all top-notch. Ride quality can be a bit stiff, however, particularly in the sportier models. Our editors strongly recommend the Porsche Adaptive Suspension Mangement (PASM) air-suspension system, which improves the ride signficantly while also improving handling.

Priced from just below $50,000 to nearly $150,000 (or more with enough options), the Cayenne offers a respectable base set of features--nearly complete, in fact, with all of the luxury, connectivity, technology, and comfort features you'd expect. Bluetooth, iPod/USB, and more are all standard. Optional upgrades include navigation, a panoramic sunroof, a heated windshield, and Bose or audiophile-grade Burmester sound systems, plus a wide variety of wheel, trim, paint, and upholstery options.

Brisk accelerationComfortable, sporty cabinDeft handling for its sizeA potent, capable HybridAmple individualization optionsLess-than-efficient use of spaceA small second row and no available third rowBase V-6 model underwhelms

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The 2013 Toyota Camry is no standout for design, but it's more than ever the sensible pick for those who value comfort, value, and frugality above all else. Read more » Straightforward interior designBluetooth included on all modelsTen standard airbagsSkimpy, unsupportive base front seatsRear seatback doesn't fold flatAn appliance, albeit a good oneSTYLEENGINEDRIVE-TYPEINVOICEMSRP L 4dr Sedan I4 Auto L 4dr Sedan I4 Auto L 4dr Sedan I4 Auto LE 4dr Sedan I4 Auto More Styles » Next: Colors & Options

American families know the Camry; and most likely, they know that the Camry isn't going to be particularly bold, sporty, or lavish—and not even remotely lascivious. But within that straight-laced range of expectations, the 2013 Toyota Camry is surprising in many ways—surprisingly sporty, surprisingly luxurious, and surprisingly well equipped. And that's on top of the sensible factors you expect.

The Toyota Camry was all-new last year, yet what arrived was merely evolutionary from a styling standpoint. Instead of trying to make the new car radically different, Toyota essentially took a look at the existing car and asked how it could redesign nearly every component to make a better end result for core values like comfort and safety. What it ended up with, for better or worse, was a car that looked very much like the outgoing version, but with a more upright front end, a few more creases, boxier corners, and a slightly different roofline. Inside, there's more to be said, as the Camry not only gets better materials and detailing throughout, but its new dual-tier instrument panel and corners that are pushed outward—in a sort of anti-cockpit layout—help amplify interior space.

Overall, the Camry rides and drives in a more refined, responsive way compared to any Camry you test-drove a few years ago, and the package and features have been much improved. Thanks to some very significant weight savings, the base four-cylinder Camry performs better than ever, while the V-6 fills a niche for those wanting a particularly strong, refined (yet still budget-priced) sedan.

The Camry's interior is one of its strong points. Thanks to a thinner front-seat design and new packaging, there's noticeably more back-seat space in these latest versions. Ride comfort is impressive, and trunk space is improved due to the boxier corners. Base front seats are a little disappointing, though, and we highly recommend the sporty SE model, in part, for its much better-bolstered seats. The SE drives better, too.

Just like the previous-generation Camry, the Hybrid version feels about as quick as the base four—possibly a little more so when you tap into full electric-motor boost. And the mileage improvement is phenomenal: 43 mpg city, 39 highway for the LE. Hybrids now come in LE or XLE models, and as before they give up a little trunk space (not as much now though, due to a smaller battery pack).

Toyota reclaimed one of the top spots among mid-size sedans, with ten standard airbags plus top overall ratings from both U.S. safety agencies. Bluetooth connectivity is included in all trims—even the base model—and the screen-based Display Audio system, with Bluetooth audio streaming, USB connectivity, and iPod connectivity, is now included even in the base Camry L. A navigation system with voice recognition is also available, as is a high-end JBL sound system, with HD Radio and satellite radio. And through Toyota's advanced Entune system—also available—you can tap into Pandora streaming audio through your smartphone, as well as a suite of connected services.

Straightforward interior designBluetooth included on all modelsTen standard airbags43-mpg HybridSkimpy, unsupportive base front seatsRear seatback doesn't fold flatAn appliance, albeit a good one

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The 2013 Mazda Mazda3 drives with a lot more sophistication and verve than you might expect for a small car this affordable, practical, and fuel-efficient. Read more » Confident handlingClass-leading steering feelCockpit-like interior designBase and s still have mediocre gas mileageRoad noiseMoonroof cuts out headroomSTYLEENGINEDRIVE-TYPEINVOICEMSRP i SV 4dr Sedan Auto i Sport 4dr Sedan Auto i Touring 4dr Sedan Auto i Grand Touring 4dr Sedan Man More Styles » Next: Colors & Options

The 2013 Mazda3 manages to pack more eagerness, and a little sports-car verve, into a practical, affordable compact-sedan or hatchback. And thanks to the SkyActiv powertrains introduced last year, the Mazda3 doesn't disappoint at the pump, either--with numbers that range up to 40 mpg without a CVT.

Both the eco-conscious and driving enthusiasts should be happy with the new Sky-G engine that made its debut last year. And for 2013 Mazda has expanded its availability to Mazda3 i Sport models as well as Touring and Grand Touring trims. It makes 155 hp and is refined and responsive when paired to either an a six-speed automatic transmission or a six-speed manual. And compared with the older-generation engines that are offered in the rest of the lineup, it goes about 20 percent farther on a gallon of gas.

A few other models in the Mazda3 lineup are being carried over; base Mazda3 i SV models offer the older-design 2.0-liter engine, while 3s versions get the 167-horsepower, 2.5-liter engine that has more low-end torque but it's worth the the extra money or the huge tradeoff in mileage. 

Simply put, these are all models that are a hoot to drive, and the Mazda3 feels athletic while not sacrificing too much comfort. Strong four-wheel disc brakes (noteworthy among rivals offering inferior drum brakes), and top-notch electro-hydraulic steering mean that the tactile experience you get behind the wheel is unparalleled among affordable small cars.

The Mazda3's low points include its rather cramped back seat, as well as a little more road noise than is typical for the class (although Mazda has quelled that, mostly). Inside, you'll find generous, supportive front seats

Mazda just improved its feature set for the Mazda3 last year, but for 2013 it gets some other significant improvements that add to the value of these affordable small cars. On base SV models of the 2013 Mazda3, you get a lot for your money (air conditioning is now included on it), and with the SkyActiv powertrains now made standard on the Mazda3i Sport as well, it's an even more appealing package. The i Sport has also been revamped to include a USB port and the multi-information display--both things that used to require stepping up to the Touring. Mazda 3i Touring models remain the the models that most will probably want, as they include automatic climate control, push-button start, and Advanced Keyless Entry. Meanwhile, Grand Touring cars are the "leather and navi" choices, for those who want more of a premium, loaded feel--with rain-sensing wipers and HID headlamps at the 's' level.

The top-performance MazdaSpeed3 variant comes with an equipment list that of course includes some serious upgrades, like the 263-hp turbocharged, direct-injected 2.3-liter four. For 2013, it adds 18-inch Gunmetal alloy wheels, a black rear roof inner spoiler, black rear lower valance, and black outer mirrors with turn signal lamps, as well as tech upgrades like those made to the rest of the model line.
Confident handlingClass-leading steering feelCockpit-like interior designDisc brakes on all modelsRefined powertrainsBase and s still have mediocre gas mileageRoad noiseMoonroof cuts out headroomUp-close look of materials and finishes

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‘Professional Grade’ continues as the mantra for GMC Trucks—like the 2014 GMC Sierra. But over the past several years, the meaning of that has changed quite a bit. Those truck-using professionals—whether construction foremen, architects, or farmers—want more in-vehicle technology and refinement than they did a few years ago. And they expect better gas mileage.

That’s part of the reason GM has substantially refreshed its full-size trucks for 2014, adding new powertrains, upgraded cabins, chunkier styling, and a host of new infotainment and active-safety features.

The Sierra 1500 was also sorely in need of a visual refresh, as it hadn’t been significantly touched since the 2007 model year. Top-of-the-line GMC Sierra models carry the refined, chiseled new look for GMC, much as it’s evolved in recently refreshed models like the Terrain Denali. Details are a little crisper in the GMC compared to the otherwise very closely related Chevy Silverado, and the very bold, black-and-metallic grille, flanked by LED-lined projector headlamps (the segment’s only projector-beam units, GMC says), make a strong first impression—as do the chunky, flared fenders and more sculpted sheetmetal in between. Although we anticipate that not everyone will like that the Sierra 1500 now looks as big and buff as the Sierra 2500 and 3500 HD models. Inside, the dash is very upright, with a simple but bold design, and the doorsills are several inches lower than the dash top. Controls are arranged in several key areas, just to the left of the steering wheel or in a large center-stack area (with a wide center console just aft), and all the controls and displays are large and straightforward, with cool blue primary lighting and red backlighting.

GM has updated its entire lineup of engines in the Sierra, with a new V-6 and two new V-8 engines, all with an aluminum block and heads and receiving direct injection, continuously variable valve timing, and Active Fuel Management—allowing them to run on just four cylinders when coasting or cruising in light-load conditions. The 6.2-liter V-8 also gets active noise cancellation, to help quell some of the noise and vibration when operating in cylinder-deactivation mode. All three engines can be teamed with rear-wheel drive or four-wheel drive, and a six-speed automatic transmission (with a ‘cruise grade braking’ feature to reduce brake wear) is offered across the line. Although power and torque figures haven’t yet been released for these engines, they should not only be stronger but also far more fuel-efficient than their predecessors, with the V-6 model posting much stronger tow ratings than before. Additionally, all models get electric power steering, and four-wheel disc brakes with special long-life brake rotors are standard across the model line.

A Sierra All-Terrain model gets a Z71 off-road suspension, monotube Rancho shocks, recovery hooks, a transfer-case shield, hill descent control, an auto-locking rear differential, and special wheels and tires.

New for 2014, Sierra Crew Cab models are offered with two different bed lengths—5’8” or 6’6”—while regular-cab models are offered in 6’6” or 8’ lengths and the extended-cab versions all include the middle size. Crew Cab models get longer doors as well, with the B-pillars moved forward, resulting in easier entry and exit, and extended-cab versions get front-hinged rear doors for the first time—nearly rivaling the outgoing Crew Cab models in convenience. All Sierras with leather upholstery now include heated seats, and models with cloth seats are available with seat heating. The interior is appointed in new soft-touch materials, and there’s a new aluminum-trim line. All knobs and buttons in the Sierra’s interior are large enough to be operated with work gloves on. A thinner seatback design aids rear legroom, too.

The 2014 Sierra trucks are also offered with a few innovative new features that should make cargo hauling easier. new rear-bumper cargo steps are new, as are four movable cargo tie-downs capable of securing 500 pounds altogether; LED lighting has been incorporated into the rim of the bed, and an EZ Lift and Lower tailgate has a new damping system for easier (and more refined) opening and closing.

Safety features get upgraded as well, with a suite of new active-safety aids that are optional. Forward Collision Alert and Lane Departure Warning—both camera-based—can help you stay aware of hazards, and the optional Driver Alert Seat can vibrate with pulses on either side to alert the driver quickly to issues. Trailer Sway Control and Hill Start Assist are included as part of the standard StabiliTrak stability control system.

GMC’s IntelliLink connectivity system is optional on the Sierra; it combines full voice-command Bluetooth connectivity with Bluetooth audio streaming, a Pandora app, and available navigation, with an eight-inch reconfigurable touch screen. Some models include a 4.2-inch Driver Information Center, and all Sierras get a new six-gauge cluster. A 110-volt AC outlet is also on offer, and some models include up to four 12-volt outlets and five USB ports, as well as an SD card slot.

Stronger, more efficient enginesMore refined cabinsCargo-bed innovationsNew MyLink connectivityHeavy-duty look

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Looking (and driving) as if it were conceived for parade duty, the 2013 Nissan Murano CrossCabriolet puts an offbeat spin on convertibles and crossovers alike.

Take a quick look at the Nissan Murano CrossCabriolet and you'll probably be scratching your head in puzzlement. As what may well be the first all-wheel-drive crossover convertible in automotive history, the CrossCabriolet--true to its name, a two-door ragtop version of the Murano mid-size crossover--ranks as one of the weirdest models on the market, especially if you count those with a mass-market badge.

While the standard Murano is a vehicle that's for the most part soft and almost voluptuous, the conversion to CrossCabriolet yields some very different proportions. There's a lost-in-translation quality about it, but it's also visually arresting in many respects. Sitting taller than a standard Murano, it's completely different from the windshield on back, and the combination of the longer doors, massive 21-inch wheels, and long-lidded convertible top add up to a vehicle that at its best has some of the proportions of the old Chrysler PT Cruiser. Inside, the CrossCabriolet feels much more conventional and serious, and high-end details like real wood trim and quilted leather give the almost clownish exterior an unexpected counterpoint.

The standard Murano's powertrain is carried over to the CrossCabriolet mostly untouched, and that's a good thing as it meets the CrossCabriolet's laid-back mission. This 265 horsepower, 3.5-liter V-6 and continuously variable transmission (CVT) move this convertible strongly and smoothly; all-wheel drive is also part of the package, with an independent suspension plus a bolstered body structure. Gas mileage is respectable, at 17/22 mpg. Handling is nothing to boast about, but it's an effortless cruiser. Softened body motions and the high driving position add up to a sensation of being at a ship's helm, a bit detached in corners.

The CrossCabriolet's unusual packaging restricts its usefulness. The big doors make getting in and out easy, provided you're not in a tight parking spot; and the driving position is oddly commanding--think Pirates of the Caribbean--with front seats comfortable but quite high up. Getting in back requires a climb up through those long door cutouts, and then shoulder space is tight, but it's a good place to be seen. Trunk space is also restricted, especially with the top lowered, when it's cut to just 7.6 cubic feet. Golf clubs or a couple of roll-aboards will fit, barely. Trunk space nearly doubles when the top is raised and a rigid trunk liner is lifted into a set of latches that prevent the top from smushing the trunk's contents.

Push a button and the power-operated lid arches skyward majestically; stop it midway and you get a sense of what the Sydney Opera House looks like without the burning thousands in airfare. The huge top contains its own glass sunroof, but it's packaged well enough to be quite compact when folded.

Rollover pop-up bars, heated seats, a heated steering wheel, Bluetooth, and HID bi-xenon headlamps are all included as standard equipment on the CrossCabriolet, as well as a USB port, satellite radio, and a rearview camera. A hard-drive-based navigation system is one of the few stand-alone options.

See our review of the 2013 Nissan Murano for something related, yet much more practical.You'll be noticedA commanding view of the roadLuxurious interiorSmooth powertrainParade-ready...no matter how hard you try not to beTall and heavy, and drives that wayTop-down, not much trunk spaceLong, heavy doorsPricey

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Launched at the 2011 Geneva Motor Show as a 2012 model, the Ferrari FF is the brand's first four-wheel-drive sports car, ever, and the return of the "shooting brake" three-door wagon to the Prancing Horse's ranks. Luxurious, powerful, and very quick, the FF doesn't have many direct competitors, but could be considered an alternative to almost any of the world's top grand tourers. Priced around $300,000, it's a very expensive way to travel.

A 6.3-liter V-12 engine provides the power, 651 horses' worth, to be exact. Peak power arrives at 8,000 rpm, and the FF can rip off 3.7-second 0-60 mph times on its way to a top speed of 208 mph. While we haven't yet driven the FF, its impressive specs make us eager to get behind the wheel. We'll update the review with our driving impressions once we have.

As for handling, the FF uses magneto-rheological dampers to offer advanced adaptive control of body motion, and despite its 3,946-pound curb weight, should prove to be a competent performer on winding stretches of road. Carbon-ceramic brakes offer fade-resistant stopping power to aid in hauling the big FF to a stop.

The FF's size is a distinct advantage in comparison to most of the alternatives in the two-door super touring class, however. With 15.9 cubic feet of storage space behind the seats, expandable to 28.2 cubic feet, it's arguably one of the most practical in its class for longer trips that require more luggage.

A unique feature of the Ferrari FF is the four-wheel drive system. Rather than using a traditional transfer case solution, Ferrari engineers employed a separate four-speed gearbox to drive the front wheels at lower speeds, with a seven-speed gearbox handling drive to the rear wheels.

Inside, the Ferrari FF is as luxurious and well-built as you'd expect of Ferrari, with leather over most surfaces and the latest in Ferrari's infotainment and convenience features. Front-seat accommodations are fairly roomy, though heavily bolstered seats may limit the range of body types that find them comfortable. The rear seats are split down the middle by a high tunnel, and are somewhat lacking in both legroom and headroom.

A special-edition model of the FF, the Neiman Marcus Edition,

In addition to being Ferrari's only four-wheel drive model, the FF has been used as the launch vehicle for the company's new Tailor Made personalization program, as well as an official Ferrari winter driving school aid.

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The top of Ferrari's grand touring hierarchy is always an interesting place: from the 550 Maranello to the 599 GTB Fiorano to the new F12 Berlinetta, the Prancing Horse's front-engine, rear-drive, V-12 grand tourers have blended extreme performance with top-tier luxury in a stylish package for over a decade. Priced at about $330,000 to start, the F12 Berlinetta is an expensive grand tourer, but its specs tend to justify the cost.

The F12 Berlinetta's exterior style is unique, and perhaps more daring than Ferrari has been with its grand tourers in the past. The most noticeable feature is the dramatic, swooping accent line along the side. While some will love, others hate it, but as with all good automotive design, polarizing features is a measure of success.

As the latest in this lineage of blazingly fast grand tourers, the F12 Berlinetta (officially styled as the F12berlinetta) is among the fastest of Ferrari's cars to date, reaching 60 mph in just 3.1 seconds and a top speed somewhere beyond 211 mph.

It's a 6.3-liter V-12 engine under the hood that enables these feats, generating 729 horsepower and 508 pound-feet of torque. About 80 percent of peak torque is available from 2,500 rpm, and the 8,700-rpm redline is just 200 rpm beyond the peak horsepower mark.

Inside, you'll find the latest in Ferrari's design style, with modern touches like an F1-inspired steering wheel with "manettino" control for performance modes, a two-tone color theme, and extensive use of leather. Carbon fiber accents, the occasional red switchgear, and other touches accentuate the car's ties to Ferrari's racing history.

Of course, there's nothing saying you have to stick with the basics in any Ferrari, let alone the F12 Berlinetta. Through a variety of customization and personalization services, F12 buyers can specify nearly any option, material, or color they'd like.

Front seat space in the F12 Berlinetta is fine on paper, and Ferrari's penchant for making supporting but comfortable seats looks to have held true as well. Cargo space is not abundant, but the trunk should hold enough for a couple of overnight bags, though it's not likely to be good for a multiple-person golf outing.

We haven't yet driven the 2013 Ferrari F12 Berlinetta, but we'll update this space as soon as we do.

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If you don't mind being seen in a minivan--but don't want to feel like you're driving one--the 2013 Mazda 5 fits the bill, though it's short on some features. Read more » Ride qualitySteering's full of feelHandles more like a hatch than a minivanSkimpy front seatsCan be noisyShort features listSTYLEENGINEDRIVE-TYPEINVOICEMSRP Sport 4dr Wagon Man Sport 4dr Wagon Auto Touring 4dr Wagon Auto Grand Touring 4dr Wagon Auto Next: Colors & Options

Minivans might be a necessary evil for a particular stage in life, but accepting the utility of a family hauler doesn't mean a life sentence to dull driving. The Mazda 5 is our proof--it's charming in its simplicity, with the dynamics of a hatchback more so than a minivan. It looks and acts the part of a sliding-door wagon, but it sure doesn't feel like it.

Redesigned just last year, the Mazda 5 returns with just a minor change or two. Left untouched are its compact proportions and the updated look it brought to the fore for the 2012 model year. There's some aggressive contouring in its fenders, and a rhythmic flow to its surfaces and creases outside of the big panels of glass and metal that define its one-box passenger space. Yes, it's a minivan, but at least it fights against monotony. The cockpit is more deserving of nitpicks: the controls are clutter-free, but the amount of shiny, hard plastics can be disappointing even in such a value-priced vehicle.

With some structure and drivetrains on loan from the Mazda 3, the Mazda 5 summons a sporty but modest feel. Its 2.5-liter four-cylinder has just 157 horsepower; it's not quick at all. We'd choose the standard six-speed manual transmission on the base version, but even the five-speed automatic on upper trims has manual shift control. In both cases acceleration is adequate, thanks to well-chosen gear ratios. Gas mileage is fine, at up to 28 mpg highway, but other bigger minivans can do just as well on paper, though we've seen higher real-world fuel economy in the Mazda.

It's the Mazda 5's handling that draws our attention. The athletic feel starts with top-notch steering and a well composed ride. It's a blast to drive, especially when the road winds. It feels natural and confident, and ride quality is comfortable and absorbent whether you’re cruising on the highway or taking on the tight esses of a mountain road.

Size-wise, the mazda 5 is a 7/8-scale minivan; there aren’t a lot of frills, and there are no power rear hatches or power folding seats; from the driver’s seat, you might think you’re in a nimble small car, yet there are convenient sliding side doors and oodles of easily reconfigurable interior space. Mazda has managed to fit seating for six—three usable rows—in a vehicle that’s shorter than a typical mid-size sedan. The front seats are a little skimpy, but the buckets in the second row have enough space for adults to be comfortable. The third-row split bench works in a pinch for smaller kids--and folds away to create big cargo-carrying capacity. The two most significant letdowns of the Mazda5’s interior are its drab, hard-and-hollow plastic trim for the dash and door panels, and the seemingly ever-present din of road noise on some surfaces. 

With the base $20,000 Sport, Mazda has a niche to itself, with a manual-transmission minivan with six-passenger seating. A USB port is now standard across the board, as are power features and a CD player; Touring and Grand Touring models get Bluetooth hands-free calling and Bluetooth audio streaming, though. In top-of-the-line Grand Touring form, the Mazda5 also comes with a power moonroof, heated mirrors, rain-sensing wipers, xenon HID headlamps, heated front seats, and Sirius satellite radio (a standalone option, too), all for around $25.000.

The Mazda5 hasn't changed significantly going on to the 2013 model year, but in follow-up drives of the Mazda5 we've found that it remains one of the most fun-to-drive yet frugal family vehicles you can get.

Ride qualitySteering's full of feelHandles more like a hatch than a minivanA six-speed manual's standardSeating for six--yes, sixSkimpy front seatsCan be noisyShort features listBluetooth only offered on expensive models

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At a fraction of the price, the 2013 Nissan GT-R beats some of the top supercars to the punch, although their sensuality is missing. Read more » Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmission

The 2013 Nissan GT-R may get lost in translation if you're just peering inside, or watching it cruise slowly by; but climb into the driver's seat, albeit briefly, and it's a magical piece of metal. Even at five times the price, nothing rivals its straight-line performance. It's a car that makes plenty of sense at face value, with well over 500 horsepower, all-wheel drive, brilliand handling, and 0-60 times of less than three seconds.

Some supercars are beautiful wedges of air-cheating, rolling art. The 2013 Nissan GT-R isn't that. It might be just as aerodynamically stable at supercar speeds, but its jagged cues and flared fenders evoke tuner cars and audacious body kits. Once you calm to the look, it's something more; a tomahawk cut at the roofline brings an interesting, not gorgeous, shape, and carbon fiber trim gives the plain interior just a dab of intrigue--given more panache with the red-and-black Recaros in Black Series models.

The big news for 2013 is that Nissan has improved intake efficiency and worked some other breathing magic to not only improve exhaust emissions but summon up an extra 15 horsepower and 15 pound-feet from the thundering twin-turbocharged six-cylinder engine--now making 545 hp and 463 lb-ft. Altogether the powertrain promises (and delivers) blistering performance, with awe-inspiring traction from a sophisticated all-wheel drive system and huge wheels and tires producing seemingly endless amounts of grip to make the most of it. All while handling is beautifully balanced, and a softer ride is available at the touch of a switch.

Practically speaking--and there is surprisingly some of it--the GT-R has great room for people in front, and a bit of room for small people in back, as well as a useful trunk. But don't expect too much in the way of touring-car comfort; there's plenty of noise from the road and the driveline.

With a price starting at nearly $100k, the 2013 GT-R definitely drives a hard bargain if many of its top supercar rivals cost several times as much. There are definitely cut-rate bits and pieces, but none of them are remotely involved with its NASA-grade performance. Features are as respectable as they can be without begging any mention of plush or luxurious (that it is not), but all the basics are included, as well as a great 3D nav system, Bose audio, and Bluetooth. A rearview camera, now standard, addresses the GT-R's blind spots. Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationA bargain for its performanceCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmissionPricey if you judge it by its cabin

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The 2013 Mercedes-Benz SLK is the least polarizing of the roadsters, but there's enough urgency to go with its elegant, mini-SL charm. Read more » Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Tight for tall driversNot quite as sharp as Boxster, Z4Tall front end

Of all the pricey German roadsters, the 2013 Mercedes-Benz SLK is probably the least polarizing. That's not to say that this isn't one of the most exciting yet elegant drop-top two-doors you can get, and one that you can drive every day.

The SLK has evolved nicely over the years, with more focus and grace, and just the right amount of intoxicating sports-car urgency combined with true mini-SL gravitas it never possessed in its earlier lives.

We won't mask our love for the new Porsche Boxster, or neglect to note that the current BMW Z4 is now the better touring car for the closet speed freak. But the Mercedes SLK has its own visceral pace and pulse; it holds its own in the corners, and proves that it's still a three-way arms race.

The 2013 SLK Class is offered in three quite dramatically different personalities. At the base end there's the SLK 250 and its 201-horsepower, 1.8-liter turbocharged four-cylinder engine; we still haven't driven variants with this engine, but we've found it plenty perky in the C Class--and it's the only way you can get an SLK with a (six-speed) manual gearbox. What most are probably going to find the best compromise between price and performance in the lineup is the SLK 350 and its 302-hp, 3.5-liter V-6. But those who always need to have the best and fastest will head straight to the sizzling V-8-powered SLK 55 AMG.

Over extensive drive time in the SLK 350, we've found it easy to get used to this model's rhythm and drivability. With any of these automatic models, there's a paddle-shifted seven-speed automatic pushing force to the rear wheels in a mostly smooth way. Massive, biting brakes are in store, either way, and new torque-vectoring control works with the SLK's stability control to tighten cornering, giving this latest edition a lot of tech weaponry to tackle corners.

The top is, quite simply, what the coupe-convertible SLK is all about. You lose some trunk space compared to soft-top rivals, but what you get instead is a tight, refined interior that's long-distance quiet and comfortable, and essentially a coupe with the top up. Unfortunately, the interior's still snug for tall drivers and for luggage. Outward visibility can also be difficult with the top up, and there's no rearview camera system on offer.

The 2013 SLK models have it covered in other respects, with all the infotainment features expected in a luxury vehicle, like HD radio, Bluetooth, navigation, and real-time traffic. The SLK can be fitted with a photochromic glass roof that tints itself on bright sunny days--and there's AIRSCARF, which blows a warm, gentle breeze on your neck and beckons you to put the top down on a chilly-but-sunny day.

Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Unified styling inside and outTight for tall driversNot quite as sharp as Boxster, Z4Tall front end

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