2015 Chevrolet Corvette Stingray Eight-Speed Automatic

We know, we know. Manuals rule. Automatics drool. It’s one of the core arguments among the purest of the purists. But for GM and its crown jewel, the Corvette Stingray, this dispute is not if an automatic will be offered, but rather, which automatic will be offered. Facts are facts: 63% of the 37,000-plus 2014 Corvettes sold had a six-speed automatic. The rest, well, you know what they had.

Such telling data is precisely why GM is sinking copious time, money, and effort into an updated eight-speed gearbox. It’s dubbed the Hydra-Matic 8L90 and it’s all GM, baby. More than 24 patents were awarded to the company’s brainiacs during its creation. It’s more efficient and more capable than the current six-speed 6L80 it replaces. But, before we get into its specifics, there’s another reason why the 8L90 came to fruition: Z06. Yes, if you haven’t heard by now, the forthcoming Z06 will have a torque-converter-packing, planetary automatic transmission option.

“Really, this transmission was engineered around the upcoming Z06,” admitted Tadge Juechter, Corvette chief engineer. “Corvettes are extremely tightly packaged with the transmission in the back, so we’re bearing-limited in longitudinal space. So essentially, this transmission is custom designed for our package space, as well as the performance capabilities of the car. Our priority was that it had to be able to withstand the 650 foot-pounds of torque and 650 horsepower.”

Juechter and his team turned to Kavoos Kaveh, global chief engineer for GM’s eight-speed automatic, to take on the task of building not just a gearbox for the Z06 and its crazy power, but a gearbox for the Stingray, other Corvette variants, and GM’s 6.2-liter-powered SUVs and trucks. Kaveh’s goals were simple, at least on paper: It had to be more efficient; it had to fit inside the Corvette chassis’ already extremely cozy constraints; it had to be lighter; and, if that wasn’t enough, it had to withstand all the stresses that come with the various applications.

2014 Mazda6 i Touring Long-Term Verdict

If you flip back to the December 2013 issue and the start of our Mazda6's long-term loan, you'll see that our initial plan was to spend six months in the mid-grade, 6 i Touring model, equipped with a six-speed manual transmission, before switching to the higher trim Grand Touring model with a six-speed automatic transmission and more premium goodies -- including, we hoped, Mazda's new Skyactiv diesel. The second part of this plan never materialized, because while Mazda has had tremendous success racing its diesel-powered Mazda6 in IMSA's Grand Am series (where it won the GX-class championship), it has yet to bring the production Skyactiv-D diesel engine to the U.S. in anything other than race cars. We didn't let this minor hiccup slow us down; we soldiered on quite happily with the manual Mazda6 and piled on a respectable 24,316 miles before turning it back in.

Over those miles, the '6 returned 28.1 miles per gallon and 29.0 on our Real MPG combined city/highway cycle. Both are pretty good, considering the EPA estimates 29 mpg on the combined cycle and our vehicle spent the majority of its time sprinting around the cities of El Segundo, Redondo Beach, and Manhattan Beach -- usually with a surfboard wedged inside its capacious trunk. In terms of wear and tear, the '6 never missed a beat; any damage to it or our wallets was editor-inflicted. We accidentally skipped the first of three recommended oil changes, but the '6 demonstrated no ill effects. We mangled a front strut bearing with a racetrack shunt, but one day and $184.53 later, she was not just as good as new, she was as good as boring.

Unless you're a vintage car collector, boring is exactly what you deserve in the new vehicle ownership experience. Who needs the thrill of calling your local tow-truck operator or the excitement of a recall notice? We don't, and thankfully never had to experience either, though Mazda6s built between October 25, 2012, and May 9, 2013, were subject to Mazda recall number 7414D covering a fuel tank issue. This isn't to say driving the Mazda6 was boring -- far from it. In fact, we say it's impossible to find another, similarly equipped family sedan as fun to drive as the Mazda6 -- primarily because there are so few remaining available with a manual transmission. (No family-sedan manual is better than the '6's.) And rowing your own is just part of the picture. But we've spent many updates praising the tossable nature of the '6; it's time for you hear about it from somebody else.

We don't often learn what happens to one of our long-term vehicles after it leaves our garage, but in the case of the Mazda6 i Touring, we know exactly what happened: It came back to our company parking lot, with our friendly IT guy, Will Sheppard, behind the wheel. We asked him a few questions:

2013 Nissan NV200 SV Long-Term

We took our busy 2013 Nissan NV200 to the dealer for its 22,500-mile manufacturer-suggested service for an oil change and tire rotation -- and got a passenger airbag recall notice too.

We were informed that our van had a recall notice (Recall ID #102500) to update the occupant classification system (OCS) software for the front passenger seat. 

According to Nissan, the OCS software may incorrectly think that the passenger seat (when occupied by adult) was empty, causing it to deactivate the passenger airbag, which could increase the risk of injury to the passenger during a crash. 

Nissan fixed this issue with a software update that took only a few minutes. For its third service, we walked out the door for a grand total of $58.

2015 Chevrolet Malibu Turbo

With well-defined shoulder lines, clean 19-inch wheels, and Impala-like front styling, the 2015 Chevrolet Malibu Turbo is one good-looking four-door. As a midsize sedan, though, the volume model is less than convincing. Chevrolet tried to remedy this for 2014 by adding a little more rear-seat knee room, updated sheetmetal, and standard engine stop-start technology, but in our most recent Big Test comparison, the car placed sixth out of six cars. That review covered the Malibu with the 2.5-liter I-4, so when a loaded 2015 Malibu Turbo arrived in the Motor Trend Garage, we track-tested the car to see how well its enhanced performance matches up to the competition. Slam the Malibu Turbo's throttle to the floor, and you'll either be highly entertained or slightly nauseated, or both. Turbocharged four-cylinder four-doors can be lots of fun when you're not interested in the more linear feel of a six-cylinder midsize sedan. In the Malibu Turbo, a bit of turbo lag is followed by a sudden burst of acceleration. At wide-open throttle from a stop, on the right surface, you can even burn a little rubber. The Malibu's turbocharged 2.0-liter I-4 is good for 259 hp at 5300 rpm and 295 lb-ft from 3000-4000 rpm, and it's mated to a six-speed automatic with manual controls on the gear stalk. Those basic stats sound somewhat impressive on paper, but let's head to the test track.

From 0-60 mph, the 2015 Malibu Turbo is a mid-pack performer. It's quicker than a couple turbo-four-powered midsizers, but behind a pair of six-cylinder four-doors. The Chevrolet's 6.3-second time was, as you'd expect, quicker than an all-wheel-drive 2013 Ford Fusion with a turbocharged 2.0-liter I-4 (6.8 seconds). Our long-term 2013 Kia Optima SX-L made more power but less torque than the Malibu Turbo from its turbocharged four-cylinder, and turned in a 0-60 mph time of 7.2 seconds. The V-6 midsize sedans still lead the class in this benchmark sprint, with a 2012 Toyota Camry SE V-6 clocking in at 5.8 seconds and a 2013 Nissan Altima V-6 at 5.9 seconds. In 45-65 mph passing, the turbocharged four-cylinder cars yield to the traditional V-6 cars, with the Malibu's 3.5-second time beating the Optima (3.9 seconds) and all-wheel-drive Fusion (3.7 seconds), but not the Camry (2.8 seconds) and Altima (2.6 seconds).

Turbo-four or V-6, fuel economy for those for midsizers is essentially a tie, with the 2015 Malibu Turbo at an EPA-rated 21/30 mpg city/highway; the 2015 Optima Turbo at 20/31 mpg; the 2014 Camry V-6 at 21/31 mpg; and the 2015 Altima V-6 at 22/32 mpg. We haven't yet tested a Honda Accord sedan with a V-6, which is EPA-rated at 21/32-34 mpg. If you're frequently making the most of the Malibu Turbo's 2.1-second 0-60 mph advantage over the naturally aspirated 2.5-liter I-4 model, though, forget about 30 mpg on the highway. Seamless engine stop-start technology is standard on that Malibu but not offered on the performance-oriented turbocharged model.

2016 Volvo XC90

It’s been 12 years since the first Volvo XC90 rolled off a Swedish assembly line and several years since the automaker has launched an all-new product. After a complete stall in research and development while the brand was being sold, Volvo is back in action, ready to show the world what it’s been working on the past few years.

Based on the brand’s all-new Scalable Product Architecture, which will underpin all new Volvos, the 2016 XC90 will be slightly larger than the outgoing three-row luxury crossover but also lighter. U.S models will get two Drive-E engine options, both of which are supercharged and turbocharged. The base engine, called T6, is good for 316 hp and 295 lb-ft of torque and is mated to a Volvo eight-speed automatic transmission and standard all-wheel drive. It’s rated to tow up to 5291 pounds. The top-flight T8 matches the T6 engine with a 60-kW, 80-hp electric motor on the rear axle with a combined system output of 395 hp and 472 lb-ft from the plug-in hybrid drivetrain. T8 models can run on pure electricity from the 9.2 kWh lithium-ion battery, pure gasoline or as a hybrid and are, by default, all-wheel drive. All-electric range is estimated at up to 25 miles. In other markets, a 222-hp twin-turbo diesel engine is offered, with 347 lb-ft.

Volvo is also considering additional powertrain and drivetrain options. Another gasoline engine, known as T5, is under consideration for the U.S. market. It also displaces 2.0 liters but is only turbocharged, not supercharged, and produces 250 hp and 258 lb-ft of torque and would be the new base engine. Volvo may also offer the T6, and eventually T5 if it happens, in front-wheel drive as well as the currently standard all-wheel drive.

Of course, it wouldn’t be a Volvo if it weren’t safe. The 2016 XC90 introduces pedestrian and cyclist detection day or night, cross-traffic detection when backing up, collision warning and automatic braking, rear impact detection, and will even stop you if you try to turn in front of an oncoming vehicle. It’ll also try to steer you back onto the road if you’re drifting off or toward a barrier, park itself in both perpendicular and parallel spaces, and drive itself while stuck in a traffic jam. Also available are adaptive headlights, blind spot warning, power-operated and hands-free tailgate, power-operated third-row seats, four-zone climate control, a built-in child booster seat in the second-row center seat, a 360-degree camera system with parking aids, and an air suspension. The second-row seats also slide to make more room in the third row and fold 40:20:40. With both second and third rows folded, the XC90 will swallow 85.7 cubic feet of cargo. The 2016 Volvo XC90 also features what the automaker is calling "Thor's Hammer" daytime running lights, a look that will spread to the rest of the lineup.

2014 Acura MDX SH-AWD Long-Term

Not only does my family think the MDX to be a perfect road trip vehicle, but it's also been on several adventures with various MT staffers. Some of those adventures were family-related; some work-related; and others friend-related.

Senior art director Andy Mock's family of four took the MDX on a road trip to South Lake Tahoe then headed over to Monterey, California, then back home, covering just over 1200 miles. Not only did they have no complaints, but they had nothing but good things to say about their time in the MDX. "Spacious, comfortable for both the driver and front passenger, as well as those riding in the back, and the DVD system kept the kids happy for hours," Mock reported.

Brenda De Guzman, a producer at our video partner Mind Over Eye, spent a week in the MDX as video/production support for our Best Driver's Car program. The MDX could go anyplace it was needed and was able to haul not just video equipment, but also supplies to keep the photographers and video cameramen fed and hydrated. There is nothing worse than being in the middle of nowhere and not having enough resources to keep the production going.

Last and certainly not least is our manager of visual assets, Brian Vance, who took the MDX for a long getaway with some friends. Brian enjoys the outdoors, and when you go on outdoor adventures, you tend to bring quite a bit of stuff and supplies. And the MDX had no problem hauling everything Brian needed. Everyone who has driven the MDX gave it glowing praise for everything -- comfort, space, fuel economy, sportiness -- but everyone had the same question: How is it that the MDX costs $57,000? They all said if it were about $10,000 less expensive it would be the perfect vehicle.

2015 Nissan Versa Note SR Long-Term Arrival

Until the Note hatchback model arrived on the scene last year, the Nissan Versa was never big on style. Visually, the Note is markedly improved over the frumpy Versa sedan, but if you're looking for similarities between the two cars, you won't find many. The car was snatched directly from the Japanese market to replace the old Versa hatch and shares little with its three-box cousin besides its platform, engine, and name badge.

We took delivery of a 2015 Nissan Versa Note SR to find out what the newcomer brings to the B-segment table. The SR trim level adds sportier looks, but no more performance over a standard Versa Note. New black-accented, 16-inch alloy wheels, a unique roof spoiler, and a more aggressive-looking front end change the Versa Note's appearance, but the experience behind the wheel is much the same. The last Note SL model we tested, which boasted the same 109-hp 1.6-liter I-4 as the SR, hit 60 mph from a standstill in 10.4 seconds and completed the quarter mile in 17.8 seconds at 78.2 mph. Push the Note hard, and you'll be treated to a buzzy, monotone wail as the CVT works its shiftless magic. But being gutless is par for the subcompact course, we suppose. There is one upside to the Versa Note SR's lack of thrust: It retains the 31/40 mpg city/highway rating of the standard model.

The extra equipment that comes with the $660 SR Convenience package will be put to use during the Note's yearlong stay in our fleet. The package includes features such as a 5-inch screen, rearview camera, SiriusXM satellite radio capability, and Bluetooth streaming audio. Those last two features will be more than welcome on the long trips we intend to take in the Versa Note.

The Red Brick-finished exterior complements the SR's sporty touches and matches the red stripes of the special cloth-upholstered seats. But the added style doesn't come cheap. The 2015 Nissan Versa Note SR starts at $18,340, and our tester with the Convenience package and $180 floor and cargo mats rings up at $19,180. That's a lot of coin for such a little car. While it's true the Versa Note brings the nameplate forward in terms of looks, the question of whether it's class-leading remains. The Versa has led the subcompact sales race for years, but in Motor Trend comparison tests, the car has never finished better than mid-pack. In our 12 months with the Versa Note SR, we hope to find out whether this new model can change that -- and whether it's more than just a pretty face.

2015 Kia Forte5 SX First Test

At last year's Motor Trend Car of the Year test, we came away impressed with perhaps an unlikely contender: the 2014 Kia Forte5. As the third member of the Forte family, alongside the coupe and sedan, the Forte5 features an all-important four-door hatchback design, always popular with people who need to fit a lot of stuff in a small car. When a 2015 Kia Forte5 showed up in our driveway recently, we figured it would be a good chance to take a second look at this former COTY finalist. Though nothing significant has changed for the 2015 model year, especially in our SX-spec car with the 1.6-liter turbo-four engine (201 hp, 195 lb-ft of torque), the Kia does have a new competitor in the all-new, seventh-generation Volkswagen Golf. (Stay tuned for more on that in a future comparison.) Otherwise, our car showed up with a six-speed automatic transmission, 18-inch wheels, Kia's new UVO eServices telematics with rearview camera, and even power folding mirrors -- all as standard equipment. A few options were to be found too: The SX Premium Package ($2300) adds a sunroof, leather seats, a power adjustable driver's seat with memory function, heated and cooled front seats, heated rear seats and steering wheel, and an auto-dimming mirror. The SX Technology Package ($1900) includes HID headlights, dual-zone climate control, navigation, and a 4.2-inch color info screen. A cargo mat ($95) and floormats ($115) brought our Forte5 SX's total price to $27,100.

Our initial second impressions of the Forte5 are very good (read our First Test thoughts on 2014-model-year manual and automatic models HERE). Not only is the exterior styling both sophisticated and sporty (clearly Kia's poaching of ex-Audi designer Peter Schreyer is paying dividends), but the interior features design elements and a material quality that are above average in the entry-level compact segment. The Kia offers a good amount of rear cargo volume, and the 60/40 split rear folding seats make light Ikea runs a real possibility. Rear seat room felt at least average for the segment, and the front seats have the optional coolers that are so coveted in Southern California summers. Kia has invested a lot of time and effort in its UVO infotainment system and it shows. Though the screen is relatively small (as most tend to be in this segment), it is fairly intuitive to navigate. Pairing an iPhone was both fast and easy. The included rearview backup camera is a nice addition, and we had no major issues with the navigation system in our time with the car. On the road, the Kia feels as if it's trying to drive as sporty as it looks, but a few things let it down in the fun-to-drive department. The little 1.6-liter turbocharged I-4 is willing, with plenty of power, but it isn't much fun to rev out, sounding rough and noisy. The six-speed automatic transmission is quick to downshift on throttle command, but it's so eager to zip back up to top gear that brisk driving (or even just getting up a mountain road or passing slower traffic) results in continuous shifts up and down -- and the subsequent noise and frustration of dropping two or three gears over and over again. That repetition, combined with the not-so-sonorous engine note, grew tiring after several miles. That said, the engine/transmission pairing feels fine in normal traffic. Only in extreme cases do the above symptoms appear.

Steering feel has traditionally been a Kia weak point and it continues to be in the 2015 Forte5. Again, it should be noted that steering feel isn't a top consideration for many consumers in this segment, but from an enthusiast perspective, it leaves the car feeling a little flat. 

Kia has, however, added a variable effort system to the Forte, which changes the weighting. Unfortunately, that does nothing for actually determining grip levels at the tires' contact patches. Though the Kia rides comfortably enough, it doesn't have the body control or response of some of the sportier offerings in this segment. At the test track, the Forte5 reached 60 mph from a standstill in 6.9 seconds (0.3 second slower than the 2014 model we tested) and hit the quarter mile in 15.3 seconds at 89.4 mph (again, a couple tenths off the 2014 car's pace). We suspect the slightly slower run is attributable to variable testing conditions. In braking, the 2015 Forte5 stopped 4 feet shorter than the last 2014 version we had in, needing just 110 feet -- a strong performance. It matched last year's skidpad testing with a 0.82g average. Fuel economy is hugely important in this segment and, here, the Forte5 was very impressive. In our Real MPG testing, the Kia bested its EPA ratings significantly, returning 24 mpg city and 32 mpg highway against 21 mpg and 29 mpg, respectively. Our Real MPG combined figure was a huge 3 points better than the EPA rating, at 27 mpg combined. With strong fuel economy, interior space, value, and an impressive list of available features that is almost unheard of in this segment, the Kia is a strong contender in its class. While we'd prefer the Kia to drive a little more enthusiastically, that's simply not a priority for most prospective owners.

2015 Volkswagen Jetta

Forget the Passat -- for Volkswagen, the Jetta defines the automaker in the U.S. This year, one out of every four vehicles sold by Volkswagen in America is a Jetta, which has outsold the Beetle, CC, Golf, Touareg, and Tiguan combined.

And while the German automaker has quieted its talk about world domination in automotive sales, it still needs to improve sales in the U.S. if it plans to usurp Toyota as the No. 1 car manufacturer in the world. The Jetta has long been the car Americans most associate with the brand, perhaps because it is the easiest to pronounce compared to the likes of the Touareg or Tiguan. While the Jetta has been a good car up to this point, it has not been a great one. So Volkswagen went back to the drawing board with the Jetta, attempting to add more bells and whistles to create a high-tech compact sedan ready to mind-meld with the American psyche.

Of course, the 2015 Volkswagen Jetta will arrive in nearly as many flavors as Baskin-Robbins offers. There are more than 10 different variations of the Jetta, including a base model with a 2.0-liter four-cylinder engine, a 1.8T Sport with a 170-horsepower turbocharged I-4, a 2.0-liter turbodiesel Jetta, a GLI performance sedan as well as a hybrid Jetta, just in case you need some eco-cred with your Prius-driving neighbors. One day this week in Virginia, about 30 miles from Volkswagen's American headquarters, Motor Trend drove three Jettas: a 2.0-l.iter base model, the weakest in the bunch with 115 hp and 125 lb-ft of torque; a 1.8-liter turbocharged sport model with 170 hp and 184 lb-ft, and the diesel-powered Jetta with Volkswagen's new 2.0-liter turbodiesel four-banger.

Aside from the powertrains, all of the refreshed 2015 Jettas are pretty similar. The automaker changed out the front and rear fascias, adding a new three-bar grille and 15 LED daytime running lights next to the HID headlights. The look is more aggressive than the outgoing Jetta, but it's not likely to cause any car to leak oil in fear. On the 1.8L and TDI models, there's an added shuttered grille, allowing the grille to close to warm up faster and close at higher speeds to improve aerodynamics. In fact, many of the changes to the 2015 Jetta were done to improve its aerodynamics and, thus, increase its fuel economy. In the rear, the 2015 Jetta gets a new decklid, taillights, emblem, and bumper. The decklid includes an integrated spoiler, which also improves air flow over the car. (More important, the Jetta has 15.5 cubic feet of storage under that decklid, which is impressive for the compact class.)

2014 Jaguar F-Type S V-6 Convertible Long-Term

I couldn't stand the look of the base wheels that arrived with our otherwise gorgeous long-term Jaguar F-Type V6 S Roadster. Such a hottie of a car, with such exquisite paint, but those downmarket, afterthought, dullard wheels wouldn't look good on a Mazda6, let alone one of the prettiest cars to see the light of day this decade. So they had to go, and in their place I had some lovely, $2500 black alloys installed. But that's not the real cost.

We retested the V6 S with the new wheels, and, well, the results were interesting. First of all, here's how this here car performed with the basic wheels and 19-inch Pirelli P Zero tires: 0-60 mph happened in 4.4 seconds. The quarter-mile was dispatched in 13 seconds flat at 108.7 mph. Braking from 60 mph happened in 108 feet. Peak lateral grip was 0.93 g, and the base wheels helped hustle the 375-hp convertible around our figure eight in 25.4 seconds.

The new wheels and larger P Zeros? Not so hot on the strip. Zero to 60 mph happened in 4.7 seconds (0.3 second slower) and the quarter mile required an extra 0.2 second at 13.2. The trap speed was lower, too, at 105.7 mph. However, braking performance was better by 5 feet, with a stop from 60 mph happening in 103 feet. Lateral grip improved as well, with peak grip at 0.95 g. The figure-eight time looked to be from a different car entirely at 24.8 seconds. Half a second around our figure eight is indicative of a huge gap, and 0.6 second is the difference between night and day, metaphorically speaking. I should add that in terms of pork, the new wheels only added 7 pounds to the car's heft, from 3802 to 3809 pounds.

The results, then, are a mixed bag. In terms of outright acceleration, the slightly smaller wheels and tires are your friends, despite however awful they look. But when it comes to stopping power and hugging a winding canyon road, the larger wheels and tires are clearly the way to go. It depends on what you value. As for ride quality, I honestly couldn't detect too much of a difference between the base wheels and the larger ones. Like all Jaguars save for the XKRS-GT, the F-Type's ride quality is better than it should be. I see it like this: 0-60 mph in 4.7 seconds is still damn good, the car's handling measurably improved, and it looks the absolute business with the big, black wheels. For me, the new rims were an easy choice. One that's now backed up by data.

2014 Mazda3 S GT Long-Term

The Mazda3 S GT comes complete with the slick Mazda Connect infotainment system, which has a noticeably better interface than the one in the previous ’3. It incorporates AM/FM/satellite/CD/music apps and Bluetooth streaming, navigation, hands-free phone, and a helpful backup camera. All of this feels premium and distinctive in an inexpensive compact and significantly ups the perceived value of Mazda's latest hatch. It's a worthwhile addition to the car's MSRP and one I was glad to have … that is, until it failed on my way to Las Vegas.

That's correct. After stopping on the outskirts of L.A. for a snack, I started the car only to find the system malfunctioning and the screen blank. I attempted a reboot, but, after numerous tries, nothing had changed -- and there I was about to embark on a five-hour drive without audio, nav, or functioning USB ports. 

Not only inconvenient but a rather odd occurrence in a car that hadn’t even rolled 5000 miles onto its odometer. After a few hours of music-less driving through the vast desert, I decided to pull over and troubleshoot the glitch with the help of the 3's manual. Thirty minutes of frustrating page-flipping and index-referencing had me back to square one. I realized that, short of a weekend visit to a Las Vegas Mazda dealer, I was going to be forced to suffer a music- and nav-free car for the weekend and all phone calls would have to go through my headset, not Bluetooth. The silence was a good opportunity to test the car’s ability to adjust its speed using its radar cruise control. On a highway such as I-15 to Nevada, no motorist can agree how fast to travel, and, without rhyme or reason, people skip along at their own pace, truly putting to test the ’3's adaptable system’s capacity to adjust to a never-ending change in velocity. Much to my surprise and delight, Mazda has tuned the ’3’s system to minimize panic braking, smooth transitions, and offer more seamlessly on-the-fly adjustments than similar systems in cars that cost significantly more than this hatch.

Upon returning to L.A., a visit to the dealer yielded an infotainment fix: The software was upgraded to the latest version, resulting in all systems reverting back to normal and power being restored to the USB ports.

2014 Jeep Wrangler Unlimited Rubicon X

In popularity contests between the 2014 Jeep Wrangler and the new Cherokee, the iconic Wrangler still wins. At least that's how it recently panned out on our Instagram account where a photo of the Wrangler snagged 2927 likes versus 2760 likes for our long-term Cherokee Trailhawk (and the Cherokee was muddier!).

The Wrangler earned that love from decades of proving its mettle on the dirt. It's capable of tackling rough terrain and it can do so right out of the box, especially when it's decked out in Rubicon trim. The Wrangler Rubicon gets its name after the Rubicon Trail that borders Lake Tahoe, one of the most challenging off-road courses in the country, where Jeep engineers do much of their testing. It's fitted with the basic and essential modifications that most off-road enthusiasts would make, which is perfect for beginners or casual off-roaders who'd rather skip the Wrangler's extensive aftermarket world and go straight to the trails.

For starters, the Wrangler Rubicon rides on robust Dana 44 front and rear axles, while all other Wranglers get a Dana 30 axle up front. The Rubicon is also fitted with front and rear locking differentials, a low gear (4:1) transfer case, an electronically disconnecting front sway bar, and rock rails to protect the rocker panels.

Our tester 2014 Jeep Wrangler Unlimited Rubicon X had all that and more thanks to that "X" at the end. The Rubicon X package is somewhat pricey at $4100 and essentially a carbon copy of the features list found in the 2013 Wrangler Rubicon 10th Anniversary Edition (commemorating the Rubicon trim's milestone), sans the anniversary badges. You can spot X-package Rubicons thanks to a number of red exterior accents such as the front and rear tow hooks and the Rubicon hood decals. Also included are steel bumpers, a power dome hood reminiscent of the SRT Grand Cherokee, and a long list of interior upgrades. Before letting it loose on the dirt, we took Wrangler to the track for a quick round of testing. The 2014 Wrangler is still powered by the stout 3.6-liter Pentastar V-6 that makes 285 hp and 260 lb-ft of torque. Our tester's engine was mated to the optional five-speed automatic ($1295), but a six-speed manual is also offered. The powertrain pulled the 4717-pound off-roader from 0-60 mph in 8.6 seconds and reached the quarter mile in 16.6 seconds. The Jeep's 30.8-second time around the figure-eight course isn't surprising given its high ride height and BFGoodrich mud tires. The Wrangler's on-road characteristics don't surprise either. While stable at speed, its slow steering response will make you second-guess any aggressive lane changes. It'll dive under hard braking, and the roar from those big knobby tires will make it near impossible to have conversations using your library voice. However, these are relatively minor trade-offs for off-roaders.

2014 Chevrolet Sonic RS Sedan

The 2014 Chevrolet Sonic RS sedan clearly has sporting aspirations -- you can see that as soon as you look at it. The subcompact four-door has a sportier front fascia, side, and rear aero stylings, a lowered stance, and tasteful but clear RS badging. Inside, the feel comes from black leather seats -- with microfiber inserts -- that have red contrast stitching, as do the steering wheel and the signature floormats.

But the subcompact performance market (Ford Fiesta ST, pricier Mini Hardtop Cooper S, Fiat 500 Abarth) is pretty competitive. So we spent some time in a manual-transmission Sonic RS to see how engaging it is to drive and what value it offers. The mechanical upgrades on the RS are singularly aimed at improving road handling, which isn’t shabby to begin with in lower-trim Sonics. The RS gets a sport-tuned suspension and disc brakes fitted with 17-inch aluminum wheels, and it sits a half-inch lower than other Sonics.

Drivers will immediately notice that the view through the enormous windshield is fabulous, and glass stretches almost the entire side of the car until the C-pillar gets in the way. The car feels a bit Spartan, with little up-front storage for phones and such, but it’s not supposed to be a luxury experience. Our RS with a six-speed manual starts at $21,150 including destination charge. Add a $325 Advanced Safety Package and you get forward collision alert and lane-departure warning. Even though the seats are adjusted manually (yes, a first-world problem) it’s easy for the driver to find a commanding position.

Driving the 2014 Chevrolet Sonic RS is a gratifying, engaging experience. The steering is a real find for this class. It’s very well-weighted, giving good feedback without transmitting so much that it would be burdensome on long trips. And you wouldn’t call the shifter short-throw by any means, but neither is it a giant lever as in a school bus. It’s fun. Easy-to-find gates lead to a soft “thunk” when you land them. The performance-look pedals are spaced well for heel-and-toe braking on downshifts. The 1.4-liter turbo I-4, with 138 hp and 148 lb-ft of torque, likes to rev, and the gears are more closely spaced than on other Sonics, so to keep up with quick-moving traffic (it exists sometimes in L.A.) the driver must put in some work. If I were Chevrolet I’d include an option to turn off the “hey, buddy, it’s time to shift” indicator, as it’s clearly programmed for efficiency and demands shifts far too early in the rev. That seems especially wrong for a car with such sporting aspirations. Are they hollow aspirations? Let’s see: The 2825-pound Sonic RS made it to 60 mph in 8.7 seconds. That’s light-years away from America’s hot hatch of the moment, the Ford Fiesta ST, which speeds to 60 mph in 6.4 seconds. The far more expensive Mini Hardtop Cooper S is a shade quicker still at 6.3 seconds. The more utilitarian Honda Fit we last tested in 2012 (we haven’t yet tested the 2015 Fit) made the run via its manual five-speed in 8.4 seconds.