Extra Power from Volvo’s Partner, Polestar.

Nearly every maker of upscale cars these days has a performance line to augment the luxury built into their various models. Mercedes-Benz has its AMG division, BMW offers M cars, with Audi it’s the S models, and so on.

Now Volvo, the somewhat staid Swedish brand, is finally getting into the factory tuning game for nearly its entire model line. Sure, they’ve had hotter versions of certain cars in the past, but now they’re reaching out to almost anyone who might be buying a new Volvo.

They’ve partnered with a Swedish tuning firm called Polestar, which has developed software upgrades for the already fairly powerful turbocharged five and six cylinder engines under various Volvo hoods.

It’s an option that remaps the engine’s central computer, and is available on new cars coming into dealerships, or can be added to ones they already have on hand. The price is $1,295 for T5 engines (used in the C30, C70, S40 and V50) or $1,495 for T6 engines (in XC60, S60 and XC70 models). Horsepower then increases instantly by 23 or 25, respectively.

Is the extra power worth thirteen hundred or fifteen hundred bucks? Well, sure, especially considering that it’s a factory-authorized upgrade which not only doesn’t affect the warranty, but also doesn’t negatively affect fuel economy.

I recently got to sample two 2012 Volvos which had the Polestar software, the smallest and largest models it’s available for. First I took a turn in the cute little C30 coupe, a hatchback that offers sporty characteristics along with the typical Volvo sensibility. With the upgrade, the svelte Scandinavian goes from producing 227 horsepower to 250. My test car had the standard 6-speed manual transmission, which added to the fun.

Then, I climbed into the XC70, the rugged-looking all wheel drive version of the V70 station wagon. It too had the Polestar power boost, to the tune of 325 horsepower, though obviously that power is stifled a bit by the standard automatic transmission, as well as the extra heft of the bigger vehicle and AWD hardware.

But even in that “soccer mom” car, the Polestar tuning is really noticeable. The software remaps the computer to adjust spark timing as well as increase airflow to the combustion chambers. I found the extra power to be quite entertaining on one of my favorite curving freeway on-ramps, and that large wagon really responded to my right foot.

You can also add the Polestar upgrade to some earlier year Volvos with T5 or T6 engines, going back to model year 2008. The upgrade can be done at the dealership, while you’re in for regular service for example. Sure, there could be other companies offering engine computer upgrades, but this one’s factory approved and won’t void your warranty.

Polestar has other ways to further the performance of Volvo’s vehicles, but probably in a low key way that will progress slowly. After all, Volvo has spent decades finely crafting its image as a sensible car, they don’t want to undo all of that image at once by being seen as going full-on performance.

But there’s one little thing that their tuning firm might want to work on right off the bat, assuming Volvo would approve. The badge affixed to the rear of Polestar-equipped cars is beyond subtle. It’s a blue square about the size of a large postage stamp, with teeny font reading “Polestar.” You literally have to be stooping over right behind the car to read it. Hey guys, you can boast a little more than that, can’t you?

Last fall I saw some concepts and drawings for future Volvo models in a top-secret, no-cameras-allowed preview at their design studio. The company has big plans to evolve its brand in the coming years. And it looks like performance will be part of those plans.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2012 Chrysler 300.

Every car brand should have a flagship; a model to carry the image and identity of the nameplate. A car that can attract showroom traffic, and one that everyone on the road will identify with that brand.

There are two Chryslers. One is the overall company, now controlled by Fiat. The other is the car line itself, flanked by Dodge, Jeep. and Fiat, and also by Ram (the truck division spun off by Dodge) and SRT (all the performance models, including the upcoming redesigned Viper).

Chrysler’s mission, as a brand, is to be the luxury player for Chrysler, the company. Sure, the models offered are versions of Dodges for the most part, but they typically have more standard equipment, a bit more luxury, plus a distinct look.

And “distinct” has always certainly described the full-size Chrysler 300, which got restyled last year along with the Dodge Charger. Like the previous generation that came before it some six years earlier, the 300 catches eyes for its rakish shape.

Many people (including my wife) refer to the 300 as looking a lot like a Bentley. That’s a good description, especially given the car’s bold front grill and chopped-looking roofline. The masculine shape to the wheel arches further drives that Bentley-esque styling point.

But of course mechanically, this isn’t like a Bentley at all. It actually owes it chassis roots to Mercedes-Benz, carrying former E-Class mechanicals in things like the independent rear suspension. And under the hood, it’s all Chrysler, with either the new Pentastar 3.6 liter V6 or the vaunted Hemi 5.7 liter V8, the latter with cylinder deactivation for better fuel economy while cruising.

For models with the V6 engine, a new 8-speed automatic transmission is standard, helping with fuel efficiency and drivability. It used to be that a 5-speed automatic was considered state-of-the-art, but with every bit of fuel economy being very important, the race is on to put more gear ratios between engines and drive wheels.

And Chrysler has added more sub-models within the 300 line, so that you can now choose very luxurious or very sporty, no matter which engine you’d like. For those who like to connect with their musical side, there’s a new option called “Beats by Dr. Dre” which seeks to bring the recording studio experience into the car. No, I’m not making that up.

As a luxury road car, the 300 delivers. The ride is supple but not floaty, and the interior is very quiet. Four adults can ride in absolute comfort anywhere you’d care to travel, and five can go somewhere in a pinch. (But as always, nobody really wants to ride in that middle rear seat, with their feet on the center hump, do they?)

With the redesign of the 300 from the previous generation (2005-2010), special attention was paid to the interior. The previous example always felt like two cars. Outside it was stylish, but inside it felt rather low-rent. With the updated car, the interior is now befitting the promise made by the exterior design.

That means that materials are soft to the touch whenever possible. Things like armrests, for example. Your elbows are going to likely be spending a lot of time resting on them. Would you rather have firm and plasticky, or soft and not-so-plasticky? True, it’s all still plastic, but it doesn’t have to feel like plastic in this day and age.

For what you get, the 300 is a bit of a bargain too. Base price for a V6 example starts at just under $28,000, though to get it really into luxury territory in terms of features you’d probably want to upgrade to the Limited trim at $32,470. The 300C gets you the V8 under the hood (with fewer miles per gallon) for $38,470, and there’s a new Luxury Series that starts at $41,970.

The 300 is definitely the Chrysler flagship, both in terms of the brand, as well as the company.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net, Twitter: @dave_kunz, Facebook: ABC7Dave

2013 Subaru BRZ.

When you hear the name Subaru, several different kinds of cars may come to mind. Sensible sedans, outdoors-y wagons, and rally-inspired high-tech sport machines. The scrappy Japanese brand has had success in all those areas.

But now, Subaru is introducing a high performance sport coupe that’s like nothing else they’ve offered before. The 2013 BRZ is a lightweight, well balanced car that comes in at a base price of under $26,000. For the level of performance it offers, it’s a heck of a bargain.

The car had been in development for some time, a joint project between Subaru and Toyota. Subaru gets a bit of a jump to the showroom, with the BRZ arriving right about now. The Scion FR-S twin (other markets get the car with Toyota badges) arrives about a month later.

It’s an unusual collaboration, but one that really worked out. Toyota has years of experience building rear-drive sporty coupes (think of the original Celica, and then the Supra, which evolved into a serious performance car in the nearly 20 years it was built). What Subaru brought to the party was its legendary horizontally-opposed “boxer” engine.

The shape of the engine is key. With its four cylinders arranged horizontally instead of sticking up from the bottom, it can be placed low in the car’s body. That not only leaves room for a sleek hood design, but results in the car having a low center of gravity, which in turn results in very good balance.

Essentially, this is a true sports car in the classic sense. The relatively powerful (200 horsepower) engine connects to the rear wheels through a 6-speed manual transmission or an available 6-speed automatic with paddle shifters. The BRZ will be right at home on a race track.

I didn’t get my test car to a track, but I was able to feel its great balance on some curving freeway onramps and a few canyon roads. The steering, suspension, throttle response and shift linkage all combine to make it feel as though this car is an extension of your own limbs as you guide it around corners.

The engine isn’t a total powerhouse by today’s standards. You can jump into any number of new mainstream family vehicles and find 200 horsepower or more. But the BRZ feels plenty powerful in most situations because of its light weight. Extensive use of high-strength steel for the body, as well as aluminum for the hood, result in a curb weight of just over 2,700 pounds in the base car. With today’s mandated safety equipment on board, that’s impressive.

There is a back seat, but I wouldn’t really call this a “four seater.” It’s mainly there to satisfy insurance companies as well as offer a dose of practicality in that it could carry a couple of kids in a pinch. Essentially, the BRZ was made for two people.

And it’s a somewhat comfortable car as well. The ride is definitely stiff, but that’s because the suspension is tuned for performance driving. A navigation system is among the standard features, and if you opt for the Limited trim package you even get dual-zone automatic climate control.

So this could be an everyday commuter, then taken out to a race track on weekends. (Willow Springs Raceway just north of Lancaster offers track day experiences for pretty much any type of car.) Subaru even points out that the car’s ceiling has indentations above the driver and passenger seats so there’s room to be in the BRZ wearing a helmet. Further, with the rear seat folded down, there’s just enough room to carry a set of spare wheels and race tires, a jack, and a helmet.

Subaru isn’t giving up on sensible cars by any means. Their redesigned 2012 Impreza sedan is a wonderful compact. But with the BRZ, the brand is now onto something really different. Different … as in good.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2012 Hyundai Azera.

It almost sounds like a broken record, or a commercial you hear way too often: “Hyundai’s really on a roll.” And they still are for 2012, adding yet another in their string of interesting new models.

As a company that wants to have a broad product offering, Hyundai pretty much has all its bases covered when it comes to cars. At the low end, there’s a new Accent, as well as the Elantra that was new last year. Up at the top, the luxury Genesis and Equus models, which are giving other luxury brands a run for their money.

In the middle, there’s the Sonata. A very stylish entry that is making inroads against the dominant models of the mid-size segment, the Toyota Camry and Honda Accord. Even a couple years after it debuted in its current form, I still have people remarking to me that they noticed one on the road and thought it was quite attractive.

For buyers who want something bigger and a little more ritzy than the Sonata but don’t want to step all the way up to the Genesis, there’s an all-new version of the Azera hitting showrooms right about now. The Azera name isn’t new. In fact, before the Genesis came along, the Azera was the top of Hyundai’s line.

As they’re doing with every other model, Hyundai revamped the Azera to make it much more interesting and dramatic looking. From the front, it somewhat resembles the company’s other upscale cars, with a bold chrome grill and a wide stance. The sheet metal on the sides is sculpted, and further design cues bring up the rear.

Essentially, this is Hyundai’s answer to the Lexus ES350, which has just gotten its own redesign. A large-ish luxury car with all the features anyone would want, but one that isn’t too showy or over-the-top.

There is no hybrid power system, no turbos, and no all wheel drive offered. Buyers in this segment just want a smooth, powerful engine that barely makes itself known. In the case of the Azera, a 3.3 liter V6 connected to a 6-speed automatic transmission. Horsepower is just under the 300 mark at 293, and combined fuel economy is 23 miles per gallon on the EPA test cycle.

And the car is sold pretty complete, rather than asking buyers to poke through a large menu of options. Base price for the 2012 Azera is $32,000, and for that money the car is crammed with features, including a touchscreen navigation system, rear view camera, and handsome 18” wheels.

The car I tested had the only option, the $4,000 Technology Package. It includes more frills like 19” wheels, a huge glass sunroof, HID headlights, window shades for rear passengers, and an upgraded sound system. For $36,000, I can’t think of anything else you’d be able to put into a production car. Heck, the front seats are even heated and cooled.

The Azera is not what you’d call a “driver’s car” necessarily. Oh sure, it’s composed in turns, but this sedan’s mission is not to chase down BMWs. It’s to coddle the occupants, and make for a very upscale commuter vehicle. It got to experience the car’s attributes and features on two different journeys to the downtown L.A. area plus a jaunt out to mid-Wilshire neighborhood. If you have to deal with Los Angeles’ urban rigors, this is one nice car to do it in.

Hyundai is slowly filling just about every niche that can be filled when it comes to passenger cars and crossover SUVs. (They haven’t yet tackled the arena of working-type pickup trucks, but probably could if they wanted to.) From someone’s first new car at under $13,000 (Accent) to a true high-end luxury ride (Equus), they’ve got all the bases covered so far. The new Azera is further proof of that.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2012 Cadillac Escalade.

Almost since its inception in the late 1990s, the Cadillac Escalade has had both admirers and detractors. The large body-on-frame truck stuffed with leather and slathered with chrome has been a desirable luxury ride for some, but derided as ostentatious and wasteful by others.

But there’s one segment of our population that’s been particularly smitten with the hulking Caddy: car thieves. Year after year, the Escalade turns up on lists published by the insurance industry of most-stolen vehicles, and those theft rates result in big payouts of claims.

It seems that the same thing that makes the Escalade relatively easy to build also makes its parts interchangeable too. It’s no secret that to make a Cadillac SUV, General Motors just does a bunch of upgrading to a Chevy Tahoe. And the Tahoe shares almost all of its mechanical underpinnings with the Chevy Silverado pickup.

The flip side is that Escalade parts will bolt right on to a Tahoe or Silverado, if you were to somehow end up with the proceeds of a vehicle theft and chop shop operation. Escalades are routinely stolen, stripped, and then abandoned, with the tab to make them whole again via new parts running deep into the thousands.

In a rare corporate admission that there’s an inherent problem with Escalade thefts, GM made some changes for the 2012 model year to make it harder to steal. How do I know this? Because the company issued a press release touting the new features.

First up is a new kind of ignition key, the latest version of technology that’s been in play for awhile thanks to a microchip embedded in the key. If a key put into the ignition doesn’t match the code of the one that’s supposed to be there, the engine will not start.

Further, the ignition lock itself has been fortified to make it more difficult for a thief to simply pop it out and hot wire the ignition. With the ignition lock stoically in place and the steering wheel unable to turn, it’s then much more difficult to roll an Escalade onto a flatbed tow truck.

Merely lifting the vehicle, such as with a traditional kind of tow truck, triggers a sensor which will then set off the alarm system. Likewise, breaking any of the windows to gain access will trigger a different sensor that will also activate the alarm.

The lifting sensor also should help to deter wheel thefts too. About 75% of all new Escalades are equipped with optional 22” wheels (some trim levels include them), and obviously they too can be bolted onto any other full-size GM pickup or SUV. A set of four costs $2995 from the dealer, plus tires at another $1000+ per set.

So even if a thief doesn’t grab the whole vehicle, heisting the wheels and tires will result in the owner or the insurance company forking over well over four grand to replace them. In addition to the tilting sensor, 2012 Escalades also get an improved wheel lock design.

All these fixes remind me of the radio theft problem in the 1980s. So many vehicles had their stereos removed by burglars that we saw interesting solutions from the car audio industry. First, slide-outs (and people walking around with little stereo purses to carry them in), then detachable faceplates. Today, pretty much every car sound system is built into the dashboard of a new car, so that problem has effectively gone away.

With a new Escalade starting at $63,000 and some models with options carrying sticker prices of well over $80,000, that’s a lot of potential loss for the insurance industry. With that, rates for insuring an Escalade (not to mention the hassle of having your car stolen) may have been dissuading some potential buyers. GM’s admission that their top SUV gets nabbed more than most, and their fixes to change this, is an usual marketing move. But if we see an uptick in Escalade sales this year (even with record gas prices), they may be on to something.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2013 Chevrolet Malibu Eco.

Here’s a definite sign of the times (“the times” being gas at above $4 per gallon … again). Chevrolet decided that as they launch their new 2012 Malibu, they’d start with the higher-mileage Eco model.

The mid-size sedan contest is an ultra-competitive one. Sure, Chevy can brag all they want about the power and handling of the Corvette and Camaro. But when it comes down to posteriors in the seats, a sensible sedan like the Malibu is the bread and butter of the company. With a new Toyota Camry already out, and an updated Ford Fusion, Nissan Altima and Honda Accord coming later in the year, timing is crucial for Chevrolet to get their new Malibu out there and get it noticed.

You’ll probably notice the car right off the bat if you’re behind it in traffic. Up front, the grill is just updated a bit. But at the aft end, a stylish pair of taillights mimics the ones on the Camaro. Inside, a further tribute to the Camaro appears in the form of the dual nacelle instrument binnacle right before the driver.

OK, so it’s a handsome car, taking cues from its chest-thumping two-door cousin. But in the sedan world, practicality and economy take center stage. Behold, the Malibu Eco. Like the smaller Cruze Eco that came before it, this champion of frugality offers to make the most of each gallon of unleaded gasoline you feed it.

Starting with the engine and power system. Four cylinders do the job here, backed up by a 6-speed automatic transmission. Nothing special there, but on top of the engine is an electric motor that makes it a “sort of” hybrid. A few years ago, GM used an earlier version of this system to create hybrid models, labeled “mild hybrids.” Now, they just call it eAssist.

A true hybrid will propel the vehicle at low to medium speeds via electric power alone, whereas a mild hybrid can’t do that. (It could be argued that Honda’s Integrated Motor Assist falls into that category, but Honda still calls the vehicles with it regular old hybrids.) But there are benefits in fuel savings nonetheless.

When you roll to a stop, the engine can shut off, thanks to the high-voltage battery in the rear keeping accessories humming. And when you mash the gas pedal hard (like when passing) the electric motor helps out with a few extra horsepower. (Fifteen to be exact, adding to the engine’s 182.) And when you gently brake, the car is reversing the electric motor and putting juice back into the eAssist battery.

The big upside is that this system costs a whole lot less than a true scoot-along-without-gasoline hybrid, like Toyota, Ford, and others offer. The downside is that you don’t get those extraordinary miles per gallon numbers that you might get with a mid-size car like the Camry Hybrid or Fusion Hybrid (the latter about to be completely revamped).

To make up for the lack of mpg just from the engine, Chevy gave the Malibu Eco a few tricks to help it live up to its name. Aerodynamically, the shape of the front and even some panels underneath help it slip through the air a little better. Further, electric shutters in the lower grill can close at highway speeds to smooth the airflow a bit more.

The numbers are impressive. EPA ratings are 25 mpg in the city cycle and 37 on the highway. Not quite true mid-size hybrid numbers, but no true hybrid price tag either. Base price for the Malibu Eco is $25,995 including destination. If GM had decided to go with a full hybrid system, they would have either had to charge a couple thousand more, or strip the car down to keep the price reasonable. (The example I tested got the second highest option package, which brought the price to a tick under $30,000.)

The regular Malibu model is coming along soon, with engine choices including a powerful turbocharged 4-cylinder making over 250 horsepower. But for now, the Eco leads the charge in a world of gasoline at over $4 per gallon.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2013 Mazda CX-5.

If there’s one segment that’s really hot in the auto industry right now, it’s the compact crossover sport utility. Some companies, like Honda, have been selling them for many years. Others have entered the segment more recently, like Mercedes-Benz and Land Rover.

Obviously there’s a breadth of choices and price ranges for those who want something useful but not too big. Honda’s CR-V tends to lead the way in the sales race, but considering that Land Rover dealers can’t keep the $40-60,000 Range Rover Evoque in stock, there’s obviously room for many interpretations.

For the 2013 model year, Mazda has just introduced its CX-5, which slots nicely into the category in terms of size, price, and features. It also has the mission to give Mazda customers something to move up into when their lifestyles dictate trading in their Mazda3 compact or MX-5 Miata sports car.

Of course, Mazda had a compact crossover before, the Tribute. But it was no secret that it was just a rebadged Ford Escape. With the Escape finally changing this year, and Mazda and Ford no longer partners, it’s time for a clean sheet design.

Design was important for Mazda with this one, as they didn’t want to build yet another slab-sided crossover to get lost in the crowd. The CX-5 gets beautifully sculpted panels, and about as much overall style as is possible with packaging and regulatory standards factored in.

But it’s underneath where the CX-5 really shines. The official first-and-foremost company line is that they’re proud of their initial ground-up use of their SkyActive system of engine, transmission, and other enhancements to help improve fuel economy and reduce emissions. The new CX-5 leads the segment with up to 35 miles per gallon on the highway, without a hybrid or other kind of electric motor system.

The 2.0 liter four cylinder puts out a respectable 155 horsepower while sipping fuel, which is acceptable but not mind-blowing. Honda’s CR-V, for example, puffs out 185, though it does weigh a bit more and loses a few mpg on both city and highway test cycles.

For my first experience with the CX-5, I was offered a Sport model after a fully-loaded Grand Touring version fell through. The best thing about the Sport is that you can get it with a 6-speed manual gearbox, in keeping with Mazda’s sporty “Zoom Zoom” theme. They’re committed to the enthusiast driver with manual offerings, even if they don’t actually sell that many compared to the automatics that most buyers want.

Special mention goes to the mechanism for the 6-speed. It actually does feel as though you’re shifting the gears of a finely-tuned sport sedan. Mazda’s Miata has been known for years as having one of the best shifting experiences on the market, and some of that heritage has rubbed off onto this mini family wagon.

I got to play around a bit with the CX-5 Sport on some twisty roads, and while it’s obviously no race car, it would embarrass a few so-called sport sedans in the turns. Sure it sits upright and high, but its relatively light curb weight (just over 3,200 lbs) and dialed-in suspension combine to make it the most fun vehicle in its class. (Price factored in of course. For lots more money, BMW’s X3 will do some fine corner dancing of its own.)

The Sport model is also the price leader in the CX-5 line, with a base sticker of $20,695, or $22,095 if you want the automatic, and $23,345 if you’d like to add all wheel drive. The next rung on the ladder is the Touring at $23,895 for front wheel drive or $25,145 with all wheel drive. The top of the line is the Grand Touring, and that will set you back just under $30,000 if you check all the boxes including all wheel drive and the Technology Package featuring a navigation system.

Mazda wasn’t the first to the party with its own small crossover, but it’s now here and ready to dance. And with the CX-5, they can dance through turns, and dance past the gas pump on the same jaunt.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave.

2012 Ford Edge.

Americans have once again been hit with high fuel prices, a gallon of gasoline up above the $4 per gallon for the third time since 2008. Even with that, many Americans also still seem to want the features that a sport utility vehicle can offer.

Can expensive fuel and useful family vehicles exist in the same space? Yes, perhaps. I just spent some time in the 2012 Ford Edge with the EcoBoost engine package, and if driven right, it’s an amazing piece of technology.

Ford’s EcoBoost system is finding its way onto a variety of vehicles in the company’s lineup, and they’ll employ it in a more widespread way in the coming years. Essentially it’s a series of turbocharged engines that produce the power of larger ones.

The first applications were V6s that produced similar power to V8s, offered in large sedans like the Ford Taurus and Lincoln MKS, as well as the big Ford Flex and Lincoln MKT crossover SUVs. Ford even offers it in the F-150 pickup truck, where a V8 used to be the only choice for reasonable power.

Now, the next engine to get the EcoBoost treatment is a 2.0 liter four cylinder. Fitted with the turbo and other enhancements, the little four banger produces 240 very smooth horsepower. Drivability is amazing with this engine, as there’s virtually no delay in the power coming on when you push on the gas pedal.

It’s a $995 option on the Edge, where the 3.5 liter V6 is still the standard engine. That V6 in the two wheel drive Edge is rated at 19 miles per gallon city and 27 highway. The same vehicle with the EcoBoost four is rated at 21 and 30, an increase of a little over 10%. According to the EPA’s fueleconomy.gov web site, you’d save about $300 per year with the EcoBoost engine at current gas prices and typical Southern California driving.

Your mileage may vary, as the cautionary warning goes. In fact, mine did by quite a bit. A long freeway blast at somewhat excessive speeds and no regard for efficiency netted me only about 17.5 mpg, which looked like a huge failure.

But on the return trip I was a good boy, keeping the speedometer at right around 65 (and on this particular stretch of roadway made me an absolute slow-poke) as well as being smooth with the throttle on uphill grades. For that stint, I was able to beat the official highway estimates and clock over 34 mpg.

Yes, that’s the downside to smaller turbo engines. Make them work hard, and they will, but a hard working machine needs to be fed. The good news is that you really can have fuel efficiency if you choose to drive that way. A nice bonus to the EcoBoost engines is that they don’t require premium unleaded, which many turbocharged engines do.

As for the rest of the 2012 Edge, it’s essentially the same roomy crossover Ford’s offered for quite a few years now. Plenty of stretch-out room inside for adults, even in the back seat, though there is no option for a third row. (Ford has the Explorer and Flex with more seats if you need them.) And the cargo hold is huge as well, with handy pushbutton controls to make the seats flop forward in an instant.

My SEL grade test car also had the latest version of Ford’s MyTouch system, a one-touchscreen-does-it-all interface for your phone (including the reading or displaying of text messages), audio, climate, and navigation. It’s not as fussy as the earlier example that received complaints from the automotive press as well as customers.

Fuel prices are now at the level (again) where people are looking closely at the mpg numbers on the new cars they’re comparing. With Ford’s popular Edge, those numbers have gotten a bit of a bump, just in time.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2012 Fiat 500 Abarth.

It’s been nearly a year since Chrysler re-launched the Fiat brand in the U.S. after a nearly three decade absence. With Chrysler now part of the gigantic Fiat empire, it only made sense to sell the cute little 500 or “Cinquecento” in boutique showrooms as a way to both offer a premium small car and try to catch some of the success of the Mini brand.

The year 2011 wasn’t kind to North American Fiat operations. Dealers were slow to open, and the marketing of the car had some hiccups, including an expensive television spot featuring Jennifer Lopez driving a 500 in the Bronx … but not really.

A new ad campaign has already garnered attention for the latest version of the Fiat 500, the Abarth. Featuring a leggy Italian model and a nerdy admirer, Super Bowl viewers got their first look at the hot-rodded variation of the compact 500 coupe.

What the heck is an Abarth? Think of the AMG version of any Mercedes-Benz model, the M designation for breathed-upon BMWs, or the Z28 in Camaroland. Karl “Carlo” Abarth was an Austrian-born Italian who specialized in tuning cars as diverse as Porsches, and yes, Fiats.

Heritage dictates that hotter Fiats over the years were souped-up by Abarth, so it only made sense to honor the epitome of Fiat performance with a model carrying his name. (For the record, the name is pronounced “Ah-bart,” not “AAAY-barth” as has become common in American car circles.)

So what differentiates the Abarth from the pedestrian Fiat 500? Well, first let’s look under the hood. The regular car gets a 1.4 liter four cylinder engine making 101 horsepower. The Abarth model gains a turbocharger to boost output to 160. While that may not seem like a huge number by today’s standards, keep in mind that this is a pretty tidy car with a curb weight of just a tick over 2,500 pounds.

Backing up the potent little four is a 5-speed manual gearbox specifically set up for the car, and even the drive shafts were modified to keep the power to the wheels and the nose pointed straight ahead. Revving the engine up in full boost and whacking the shifter through the gears is really giggle-inducing fun. It’s not the fastest compact on the road, but it sure feels like it is.

Part of the sensation of speed is probably due to the snarly rasp of the Abarth’s twin exhaust pipes. Karl Abarth made his name initially in building mufflers for sports cars, so it’s only fitting that the car which bears his name makes sweet internal combustion music. The Abarth engineering team in Michigan tried fourteen different set-ups before they were satisfied with a system that made just the right sound. (But obviously still came in under federal noise standards.)

The interior gets some fun stuff too. Racy, bolstered sport seats keep driver and front passenger in place during spirited cornering, and the thick, leather-covered steering wheel rim has a flattened bottom section, just like many sports and racing cars. There’s also a shift knob with matching leather and stitching, and the theme is repeated on the parking brake lever.

While this is still an economy car at heart (mileage estimates are 28 mpg city and 34 highway), it’s also one that you could do a bit of amateur racing with on weekends. Friends who have driven the Abarth on a racetrack say it’s an amazingly competent little car.

It has a fairly little price tag too, considering what you get in the package. Base price is $22,000, and the example I tested was equipped with things like automatic climate control, a gorgeous set of 17” wheels, and even a somewhat clumsy portable navigation system that docks into a slot in the dash. (I left it in the glove box.) For a bottom line, fully-loaded price of just over $25,000, this is arguably the performance bargain of 2012.

The Fiat 500 may have gotten off to a slow start last year, but the quicker version of the car is helping it make up ground. In a hurry.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave

2012 Volkswagen Golf R.

Driving can be fun with the right car. The problem is, a lot of those “fun” cars also use lots of gasoline. With the price of a gallon of unleaded having jumped up at a rapid pace so far this year, many car buyers are skipping fun and seeking “frugal” instead.

But if you look around, there are new cars that add a dose of fun to their fuel efficiency. Case in point is the Volkswagen Golf R. It sits at the top of the ladder of VW’s venerable compact hatchback, besting the GTI with a bunch of extra horsepower and the traction of all wheel drive. No, it’s not the most fuel efficient car in Volkswagen’s lineup, but a great combination of reasonable economy and driving thrills.

There’s quite a bit of back story to the Golf as a nimble performance car. Back when the little hatch first arrived (in America it was sold as the Rabbit), the industrialized world was in the throes of the OPEC oil embargo, and the antiquated Beetle was slowly being shown the door as VW’s mainstream car.

The Golf was an economy car for a new era, where practicality would be combined with nimble handling and zippy acceleration. Volkswagen’s little hatchback arrived at just the right time.

Of course, we in America were always denied the hottest versions of the cars sold in Germany and the rest of Europe, but by 1983 the marketing arm of VW’s U.S. operations had won their case and were allowed to finally sell the hopped up version of the Rabbit called the GTI.

As a range-topper, the GTI showed that an economy car could be athletic in the corners and also provide a bit of visual sizzle at the same time. For many years, it didn’t exactly set the sales charts on fire here in America, as we’d gotten used to cheap gasoline and had a penchant for larger cars and SUVs.

Fast forward to 2012, and it’s like the 1970s all over again. Everyone’s complaining about the price of gas, and many are considering downsizing when they go to trade for their next ride. VW refers to the Golf R as part of “intelligent downsizing.”

It starts out like the regular Golf in basic shape and size. But the R model ups the ante when it comes to what you can’t necessarily see, advertised with a discreet “R” logo on the grill and rear hatch. Start looking a little closer, and you’ll begin to see what makes this ultimate Golf tick.

First up are handsome 18” wheels with performance tires. Not over-the-top, barely-stuffed-into-the-fenders rolling stock, but just enough to get the job done. Behind the spoked wheels are large performance brakes that further hint at what this car is all about.

Open the hood, and the major mechanical part of the R package comes into view. A turbocharged and intercooled 2.0 liter four cylinder making 256 horsepower. The GTI model, which occupies the next rung down on the Golf ladder, gets by with only 200.

The R’s engine is connected to a 6-speed manual transmission (sorry, there’s no automatic offered) which then sends the power to Volkswagen’s 4MOTION all wheel drive system, since that would be a lot of ponies for just the front wheels to handle. The system is so well balanced that you’d almost never suspect there was all wheel drive in play if you didn’t know.

There’s an economical side to this car too. Drive it carefully, and you should easily be able to achieve its 19 mpg city and 27 highway estimates. It’s an economy car (sort of) for the weekday commute, but a road burner when Saturday and Sunday roll around.

The “economy” part is also tempered by the ultimate Golf’s sticker price of $34,000 plus a sunroof and navigation if you want them. And since this is a limited edition model, don’t be surprised if some dealers try to tack on an additional markup.

But even though it’s not an ultimately frugal choice, the Golf R bridges the gap between practicality and driving fun. When gas was much less expensive a couple of years ago, it might not have attracted so much attention. Nowadays, with miles per gallon becoming fashionable, this little VW could be a big star this year.

I’ll see you down the road.

Dave Kunz is the automotive reporter at KABC-TV Channel 7 and can be heard on “The Car Show” Saturdays at 9 a.m. on KPFK, 90.7 FM. E-mail Dave at TVCarz @ pacbell.net Twitter: @dave_kunz, Facebook: ABC7Dave