What it is: a highly stylized, three-door sports coupe, the 2012 Hyundai Veloster is intended to attract young professionals and students alike.

What we like: the bold and aggressive style will not leave you without an opinion, which is a good thing for Hyundai. A lot of features that are often the most expensive cars, premium sports an inner feeling, and great fuel economy.

What we dislike: While the competition in its segment, true enthusiasts may want to kick a little more under the hood. Average basis and stereo sound quality.

Snap Judgement: The Veloster may be the most stylish Hyundai ever, and with an attractive modern fuel economy, interior and excellent service, would be very difficult to find better prices at this time.

Exciting sports coupe Korea are almost as common as hot days, warm in the Pacific Northwest, or the three-door car passengers. But a couple of days in the tail of the summer, I was the beneficiary of the three.

Hyundai is synonymous with good cars, attractive. The formula has led to become the largest automaker worldwide fifth, which is fine, but fails in the range was a car type of personality. A car that was not neutral. A car that was attractive and pleasant, but forced to do a double take. A car that divisive, and apologize later. That car is this car.

The 2012 Hyundai Veloster is meant to trend younger, but we believe that the Veloster could end up attracting a wider audience, including the popular Ford Fiesta does. The Veloster can count on Scion tC and Honda CR-Z as competitors, and may even attract a limited budget Mini Cooper and Volkswagen Beetle owners less concerned with the heritage of the brand.

2012 Hyundai Velosters a traditional manual transmission will start $ 17,300, and dual clutch models start $ 18,550. Two packages are available. A $ 2000 style package updates the standard 17-inch alloy wheels, 18 inches, adding a better sound system, chrome on the grill and wrapped steering wheel and leather shift knob, leather seats and reinforced plastic coatings doors, among other things.

The technology package is an additional cost of $ 2,000 on top of the styling package. It includes inserts painted alloy wheels 18-inch backup sensor warning, navigation with rear view camera, automatic headlights and starter button. Three levels of telematics services Blue Link packages are available for subscription, offering everything from roadside assistance to Pandora radio and features hands-free voice.

At first glance the Veloster is appropriate, aggressive and a bit cheeky. Send your attention, draws the eye in the body as you explore and follow the lines. The style takes the signals from the popular and very lost, Honda CRX, with some accents of the most modern and more expensive Nissan 370Z. In the driver's side, the body is definitely a sport coupe, but the two passenger side door does not seem crowded or out of place. The third recessed door handle is barely perceptible, hidden in the rear pillar is Veloster.

A center dual exhaust and a panoramic glass roof at the rear give the appearance of a sports car. Hyundai signature hexagonal grille in the front, and some new elements "fluid sculpture" design we've seen in the new Hyundai are present, but the Veloster almost seems to be a generation ahead in its exterior aesthetics. It would be nice to think of the many looks we got in the way had anything to do with us, but people took the liberty of doing a walk around when they were parked, so the Veloster may have played an important role. The car does not turn his head. What they're thinking, I can not tell me.

The first model was leading the pack in style, and accents of leather and skin, along with an attractive dash and instrument panel, the car gave a fresh and modern. The seats, with the combination of soft synthetic leather and fabrics were elegant and comfortable, while decidedly sporty. The Veloster has ample space and a spacious cabin unexpected, especially on the front. Although there is enough legroom for rear seat headroom under means taller passengers may want to avoid the back seat. Cargo space is adequate, and with the rear seats folded is more than enough. On the negative side, rearward visibility is poor, and has nothing to do with a cloud of smoke that we were at times - the word forest fires burning somewhere nearby - but he's a victim of the design attractive exterior.

Audio controls and air are logical and accessible. The shifter is conveniently at hand, which offers smooth shifts and short and effortless. Some may want a more pronounced sense of change with the manual transmission. The interior materials were a mixture of smart, polished and hard, soft and comfortable materials mixed with the cabin in general had a premium sports, are more often associated with more expensive cars.

The 2012 Hyundai Veloster has a 1.6-liter, 138 horsepower engine, shared with the recently introduced Hyundai Accent. The Veloster, which is available with a six-speed manual transmission or a six-speed dual-clutch automatic transmission, a transmission type most commonly associated with an increased price of vehicles. In little more than 2,500 pounds, is extremely lightweight sports coupe, which helps the front-drive small car by car to get the most out of your small engine. We handle both six-speed manual and six-speed dual clutch models Portland, Oregon, in the northeast along the historic Columbia River Highway, along the Columbia Gorge and the Bridge of the Gods in the state of Washington. The route gave good preliminary indications of what is Hyundai Veloster.

Narrow roads winding through the historic landmark on the northern Oregon Columbia River found the gearbox double clutch very smooth, almost imperceptible changes. The six-speed manual is sporty, but really had to go hard on the accelerator to get a response and an extra boost of energy. Although not fast, the Veloster is still fun to drive. Torque through mountain passes, which flew for the streams and greener reflux in the Federal Reserve ... although these days, including Arizona drivers could make the same claim.

The corners are Veloster confidence and the engine had a slight hum, nice when accelerated. Yes we have detected a low hum of dual-clutch models at highway speeds, and no significant road noise, especially in the secondary roads in the region, despite decreases when we are in smoother surfaces. The brakes were sharp and sensitive, with an aggressive mix of city and highway driving, still a star averaged 36 mpg. Barreling down Interstate 5 on the following day, the Veloster blocked the wind noise, but the sound emanating from the road was still present in the cabin. On the road from the Veloster units like an economy car, but in several diverse units Veloster was prepared for the challenge, offering a sporty feel as involved with the road.

The 2012 Hyundai Veloster impressed us with its commanding looks and sporty interior. Driving was fun, though in truth the aggressive styling promises more than the economy car engine can deliver. But shoppers in this segment should give the Veloster a look. If you're looking to pony up about 20k, there aren't many options that would give you more than this sporty three-door.

We're anxious to get behind the wheel on our local roads where we can really gauge road noise, tinker around with the stereo a little more, and see what kind of mileage we average in our Southern California commute. We're also curious to see if the car will turn as many heads around car-conscious Los Angeles, a true test for the highly styled Veloster.

Two days after the official unveiling of the new BRD sports coupe at the Tokyo Motor Show, Subaru invited a small group of select American journalists for a quick test drive of the 2013 Subaru BRZ on the Subaru Kenkyu Center (SKC), two hours north of tokyo.

After showing that the BRZ name stands for Boxer Rear Drive Zenith, and sail with all technical specifications, released PR Subaru us a short course under a high-speed oval, handling twisty track, and part of broken asphalt. We got a few 15-minute stints with two U.S. production models: a high-spec BRZ Limited equipped with the optional six-speed automatic transmission and a base model with standard BRZ premium six-speed manual.

When the start button mounted in front of the selector button is pressed, the BRZ comes to life with a growl that settles into a smooth, burbling exhaust note. But if the car is opened on the banked oval, the note slightly coarser animal. However, it is not the braaap-Braapp wind you would expect from, say, the WRX STI. This is a bit more sedate, but pleasant in the way it resonates in the cockpit. Credit goes to the supplier Mahle for the pipes of the boxer engine note through the bulkhead in a manner similar to what Ford engineers did with the Mustang. At wide open throttle, the pipe brings a pleasant roar, loud enough that you scream to your buddy next to you, "sounds pretty good, right?"

The steering wheel is small, only 14.4 inches in diameter and the smallest of any modern Subaru. But the shape and the diameter is just right - thick enough for the small but oversized and doughy as in recent BMW M vehicles. The steering wheel is clad in black leather with red stitching contrasting with the dark interior to match. A clear Toyota parts-bin cruise control lever depends on the right side of the wheel, and there are no other controls, making the wheel look that plumbing the center console and instrument panel compliments.

Feedback from the tiller immediately and of course, that's a relief because it is an electric power steering (EPAS) system. The feeling is not as light as an MX-5, but offers none of the artificial gravity of the Audi's Dynamic mode (thank goodness). It's just clean and organic feel. It is not as accurate or as a direct handling of the goals (Porsche Cayman), but it's close enough to her boxer brother to be mentioned in one breath. The same can not be said of everything that Subaru says it is competitively set the BRZ's Mini Cooper S, Civic Si, Hyundai Genesis Coupe, MX-5 Miata, and Scion FR-S course.

Outward visibility is excellent, even though the driver sits low in a package not much longer than a Mazda MX-5. The FA20-engine, a 2.0-liter flat-four version of the new Impreza FB family, is mounted as low and as far back as possible in the chassis, everything from the treatment outward sightlines, thanks to the low hood and roof heights improves.

The optional six-speed Aisin-derived automatic transmission is good enough, but surpassed in shift speed and response of two of today's claws. Up-and downshifts are considerably fast for an automatic via steering wheel paddles (metallic painted plastic) or stabbing the gear lever towards you and switch back and forth. But the car will not always be a downshift on demand, instead, a warning beep-beep heard.

Yet the overall sensation through the hands, buttocks, and inner ear is perfect balance. The center of gravity (COG) layer, BRZ engineers put lighter, high-quality steel in the body. Moving the oval to the winding track shows the advantages of both low mass and COG because no brake and accelerator diving and almost zero roll when cornering.

That does not mean that pushing is entirely absent. Apparently, for safety, understeer is the default condition if you are sloppy. It is easy to induce, through early turn-in, causing the front tire to more than whining and unhappy roles as the nose teams.

As a credit to the balance of the BRZ's, upset a breeze so easy to find. Flick the wheel while adding too much gas, and the back end will break into a progressive, predictable way. Yes, BRD will dorifuto, but more on that later.

An early surprise is how aggressive stability control intervenes in the normal driving position. The car was criminally smooth to this point, but when the tail begins to be restless, things get a little rough. In normal mode (all traction and stability control on left), the primary reaction is the fast and noisy applying brake to the inside rear wheel. Dragging this band helps kill the first rotation and brings the car back into line, albeit in a loud, staccato fashion. BRZ engineers say that the secondary throttle response is reduced, but that's harder to feel.

Traction and stability control algorithms are governed by three buttons mounted just behind the shifter in 6AT-equipped BRZs. (Manuals lose the center Sport/Snow button.) With one touch, the left button partial turns off stability control; when held down for 3 seconds, it turns off completely. As you'd expect, the latter is a must for wannabe drifters.

In automatic BRZs, pushing the sport/snow mode rocker switch forward turns on a yellow SPORT light in the instrument panel and sharpens the throttle map and shift algorithm, resulting in quicker shifts and lower gears held to higher RPMs. What sport mode doesn't affect is EPAS or throttle response. Toggling the rocker switch back to snow mode starts the transmission in second gear, reducing wheel slippage in low-grip conditions.

Punching the rightmost button engages Sport VSC mode. This activates a combination of stability/sport indicator lights on the gauge cluster and lets you hang the car's tail out a touch, via steering angle, yaw rate, and lateral G sensors that forecast the vehicle's position. If that future looks too sideways, brake and throttle cut precautions engage. In practice, it's the best mode for spirited road courses like the SKC handling track. This twisty second/third-gear course had several tight low-speed turns and a couple of nasty mid-corner bumps that conspired to unsettle the BRZ. Sport VSC caught it every time, with a more progressive engagement of stability control over the normal mode.

As good as the BRZ auto is (and it's very impressive), I'm glad I drove it first, because the Premium model with the standard six-speed manual is the purist's delight.

But purists check your preconceptions at the door, because this is not a stripper model. Perhaps as a nod to the Scion content blocks technique, all the BRD models come standard with a limited-slip differential, cruise control, eight-speaker audio system with navigation and XM radio, leather-wrapped steering wheel, shift knob and e-brake treat soft-touch dashboard trim and black fabric. Step up to the basic spec for Premium Limited, and you get leather / Alcantara seats and surfaces, 17-inch wheels with summer tires (instead of 16 with all-seasons), ventilated front disc brakes and 11.6-inch ventilated 11.5 inch at the rear.

But back to how it drives. Ergonomics plays a larger role in the manual if your right hand must often leave the wheel to the six-speed trans process. Shifter position and feel is excellent, yet lighter tighter and less rubbery than the WRX STI hand-built gearbox (the two parts of the gear knob and lever arm). To be honest, the last built for the abuse of a much heavier, 300-horsepower rally racer. In terms of weight and crispness, the BRZ is mighty impressive, although I have the Mazda MX-5 still give the NSS in terms of near-perfect positioning.

Why do we still love manuals so much? Because the direct control of the transmission, the driver can really ring the RPMs and the cabin filled with BRD may be the best outlet Subaru has ever produced. It is loud and not very smooth, but totally enchanting and perhaps the classiest beef sounding 200 hp four-cylinder engine notes around.

Manuals also encourage drag launches and other hooliganism. With VSC Sport on, one-two shifts near the 7400 RPM redline will loudly chirp rear tires. The two-three shift gives only the faintest pip, and not all the time (remember, there are only 150 lb-ft of torque). Wring it out all the way through sixth gear and you can enter SKC's 43-degree banking over 120 mph. At that speed, the BRZ feels stable and planted -- perhaps due to the number of aerodynamic doodads (rear diffuser, double bubble roof, deck wing [Limited only]) that help the car achieve a 0.27 coefficient of drag. We didn't attempt VMAX, but Subaru engineer say a 7450-rpm fuel cutoff limits top speed to 220 kmh -- which is approximately 136.7 mph. To be honest, that seems a bit low.

On the handling course, you can drive the manual BRZ differently than the auto -- upshifting and rev-match downshifting at will -- but you don't have to. Though relatively low on torque, the FA20 is quick to rev and pulls the 2800-pound chassis around with no real flat spots in acceleration. I left it in third gear for two laps of the road course and never felt the need to downshift, except for the tightest of hairpin corners. Staying in second meant bouncing off the 7400-rpm rev limit or repeatedly snicking the fantastic transmission.

Just before I headed out to track for my second stint in the 6MT, a BRZ engineer let slip that the lateral acceleration target is 1.0g I tried to validate this claim on a giant circular skidpad using my patented belly fat accelerometer, but gave up after about 90 degrees in favor of practicing my best Keiichi Tsuchiya impersonations.

As I said earlier, yes, the BRZ will drift, and it is a beautiful thing. The combination of low mass, low center of gravity, and rear-wheel drive creates a neutral-handling vehicle that needs only to be flicked into a corner to get the rear tires breaking sideways (no clutch kicking or other abuse needed). With just enough torque available low in the rev range, and a reasonably high redline, BRZ can keep its tires spinning while the exploratory "dabs of oppo" can be dialed in. This very different from the Miata/MX-5, which is only beginning to break sideways at the top of its rev range before you must shift and kill any sideways momentum.

But it's not quite ready for Formula D just yet. While it has the snap to transition quickly from side-to-side and drift-to-drift, the BRZ needs more power to sustain the kind of high-speed drifts that win head-to-head battles. However, it would make a killer track day or autocross racer right off the lot with just a stickier set of tires (and Subaru says you can do that by folding down the rear seats and stuffing the 6.9-cubic-foot trunk with spares and tools. Try that in your Miata.)

The BRZ delivers as promised. Handling is as sweet as Orange Tang, but far less artificial-tasting. Power is not neck-snapping, but the car has just enough to make it exceptionally responsive. My frequent Mazda MX-5/Miata references are no mistake; the BRZ is definitely in that Zoom Zoom category of vehicles that deliver grins from pinning occupants to the side bolsters rather than seatbacks. The low mass, low center of gravity, and lack of dive and roll combine with direct steering and excellent outward visibility to create an exceptionally focused and pleasurable driving experience. With the BRZ, instead of adding speed with the gas pedal, you can refrain from subtracting speed with the brakes. The car is about carrying speed and momentum, and will surely be snapped up by auto crossers and track day enthusiasts alike. Our drive was brief, but the takeaway message is that the BRZ is a scalpel in the current rear-drive knife fight.

The 2013 Subaru BRZ will be available in seven colors (black, pearl white, silver, dark grey, dark blue, world rally blue, and red) when it goes on sale in May 2012. Expected volume for the BRZ is in the neighborhood of 3600-4000 per year and the cars will be built alongside the Toyota GT86 and Scion FR-S at Subaru's Gunma Main Plant. Prices are said to be "very close to the WRX" for base model (Premium), so expect $24,000 for Premium models and roughly $27,000 for the BRZ Limited. As precision surgical instruments go, that's a pretty good deal.

AMG was a strange claim to the San Francisco debut of the all new pint-sized speedster, the SLK 55 AMG. "It may be the most efficient performance of the car is very good in the world." Huh? I like the odd statement, because if this car is actually the "most efficient performance of the car in the world," Mercedes-Benz would sure as the sun rises trumpet that fact until the cows believed it. But what if the SLK 55 AMG sports car is really the most efficient of all? Well, good job, AMG. Only a few years ago, such a statement is laughable at a press briefing AMG. Think of the horsepower wars? The 6200-plus cubic inch engines goosed within an inch of thermal meltdown? These days, however, we are plausible. With a new corporate focus on reducing CO2 emissions 40 percent by 2015, it very well might even be true.

With that out of the way, meet the newest baby roadster sports an AMG badge - the most powerful ever (and I will argue best looking) SLK 55. While there are other bits and pieces that an AMG, at the end of all the noise (! And the 44-page press release), Mercedes-Benz in-house tuning arm is really all about one thing: big engine pumps out big band -shredding power numbers. The new SLK 55 is no exception, albeit a little different. Under the long hood is a special version of the AMG 5.5-liter V-8 (internal code name: M157). Only thing is, the two turbochargers and intercoolers are removed "packaging reasons." In their place? Nada. But do not worry, as the new (and newly baptized) M152 engine puts 422 horsepower and a fairly healthy 398 lb-ft of torque.

Think of the power figures for a moment. The outgoing, but still available in the C63 AMG (SLS Gullwing and supermodel) M156 6.2-liter V-8 cranks out 451 horsepower and 443 lb-ft of torque. The new engine will lose seven tenths of a liter in displacement, but the most important metric horsepower per liter, actually increases (by about 73 hp per liter to 77). For those keeping track, the torque per liter rate also increases, from 71 to 72 lb-ft. However, compared to the old 355 hp SLK 55, the new man is a monster. Perhaps even more important to roadster fans is that since the turbos are picked, the SLK 55 AMG sounds better than the other equipped with the M157 mill. You can actually hear the exhaust, and a lot of good back lip. Especially with the top removed and stored and the new sport exhaust burbling / screeching away.

And should you choose to fold and let the metal roof, you can breathe easier knowing that the new car puts 30 percent less CO2 than the previous version. It's also much more efficient in terms of miles per gallon, and to achieve that feat, AMG had the car put his full bag of tricks fuel-sipping. First and foremost is a smooth cylinder deactivation system that is (almost) completely unnoticeable. If you really go out of your way to feel and listen to it, you'll discover a slight (and I mean slight) tremble when the other four cylinders fire and the engine is running again in a good V-8. But in reality, the reactivation feels like a small bump in the road. The M152 also employees under high pressure direct injection (2900 psi), a high compression ration of 12.6:1, and start / stop technology. Now you have the AMG DRIVE selector in C (or Eco) mode to take advantage of both the start / stop and leave the cylinder off. And most of the time, most people probably do just that. The end result will net you about 28 mpg combined. Better yet, the car feels mighty fast, especially with the top down.

Should you choose to set the knob turn right and good things happen when the fast-ish seven-speed switching slides in Sport mode. Shifts are not only faster, but under aggressive braking transfer fires a number of beautiful downshifts. Hold the knob and you get full manual mode where you find the Mercedes gearbox almost - but not quite - as good as a similar double clutch. There is also a new torque-vectoring braking and understeer that the brakes on the rear right individual detects counteract the bad behavior. Fortunately for the driver, the SLK 55 is not too much understeer to start, so you probably will not notice that last feature to activate. I've shown a few times, and while it works, I still do not like the idea of using brakes to go faster. It's more a philosophical problem than a real one. The cars I drove were equipped with optional AMG package handling that stiffer a stiffer suspension setup, a locking rear differential, upgraded brakes and features. The result of all this new technology in the treatment is good.

Description of a beautiful twisted road near Santa Cruz, I was overwhelmed by the large bore unmistakable growl of a full-blown SLS AMG. Behind me in a white SLS Roadster were some PR peeps of MB. And when I say behind me, I mean I could hear their stereo braking zones (they were blasting Donna Summers, if you're interested). And for 30 miles, the two cars had. They had more power, but I learned to drive in California twisted canyons, so the two cars seemed well matched. I had to drive hard, but I managed to stay in front of the car much faster, especially if the road more and more complicated. The rapid run showed me the new SLK 55 AMG can handle well, even with a drop top. Hood and other typical convertible shake bad habits are minimized, so admirable. In fact, a much more talented than I was reporter to me that the new SLK 55 is a great drift machine in the paddock at Laguna Seca. Many of our German friends' grief. At the end of all this, the SLK 55 AMG is just definitely fun to drive. An important feature for people who are in the market for a small, fast and environmentally friendly roadster with almost no luggage she will likely return at least $ 75,000 - but many of them there are.

Ferraris, many crazy things, including expensive, ill-tempered and prone to mechanical in-shop staying more than, well, some new cars cost. But one thing that they are infallible is beautiful. In most bodies sculpted by Pininfarina, a Michelangelo of sheet metal, a Ferrari coupes dusty Afghan road back seems the Champs Elysee.

So it is quite the event for a new Ferrari greeted with the equivalent of cat calls for his appearance. This is the case with the new Ferrari FF, a $ 300,000-and-two-door, four seat family machine whose pre-release photos Ferraristi had much wailing in dissatisfaction and considering a new protest movement called Maranello occupy.

The problem in a nutshell: for adults in the rear bucket seats accommodate, Pininfarina stylists extended the roof of this 12-cylinder beast, creating a car that is not unlike BMW's hatchback-y M Coupe, but infinitely more. That image danced in my head as I waited for a FF of slipping behind the garage at Ferrari of San Francisco, who had just taken delivery of its demo model.

Surprise. What greeted me was not the Antichrist of cars, but rather an innovative approach to the current global economic reality to embrace. Here's what's going on people. People who kind of money it costs to buy Ferraris and their kin are either thinking twice about whether people are just aware of it, such as Mr. Monopoly money bags. Simply put, the more practical one spendy exotic, the better chance to sell. Just ask Porsche (cue the equally maligned-at-release Cayenne and Panamera) and Aston Martin (back in the game with the four-door Rapide). Or as Greg Klein, president of Ferrari of San Francisco, said: "We are now in the business of practical, luxury consumer goods."

Ferrari president Luca di Montezemolo, may have started in racing in the business division, but as a rumored candidate for top Italian government reports he savvy enough for that, legend or not, his business should thrive or die in this new fiscal reality accept it. The FF, he said, echoes of the Ferrari California - the company's first retractable hardtop convertible, so much for women as men - in being "an authentic Ferrari, designed for people who want the pleasure of owning one of experience our cars, but different types. "Translation: far from a one-off exercise, the FF promises the example of practical models to come.

To this end, FF stands for Ferrari Four, which is a reference not only the seats but the car four-wheel-drive, 1 / 1 on a production Ferrari. Dubbed 4RM (Quattro Ruote Motrici), it is an always-on system that sends power to the front wheels if it senses a loss of torque - that is slipping - the rear wheels. It's no surprise that FF publicity pictures of the car frolicking in the snow show, or the latest chic Ferrari driving school will be held this winter in Aspen, where participants learn to throw around FFs in the white stuff.

In fact, as crazy as it sounds given that most Ferraris are pampered pets only glorious days taken, the FF is focused on the ski-loving families, Klein says, just an order took from an area businessman who will not leave his family out of the all-season Ferrari fun.

Walking around the metallic gray over brown leather FF in the late afternoon sun, I am struck by how the car instantly telegraph a message. Do not compare me to sneak around 458 Italia, or the California about two parking spaces. I am a different animal.

The car's mission statement is straight-forward, says dealer marketing manager Emmanuel Turin, while showing off the car attributes: "Two couples should be able to get away for a weekend with their luggage, or a pair for two weeks, with the (rear) seats folded down. "Turin flips a few switches and suddenly the leather boot is cavernous and semi-ready to run a supermarket Costco. (In what is probably 1 / 1, Ferrari's literature on the FF shows a configuration with a family of four and a golden retriever crouched down in the rear, not the usual sales pitch for a prancing horse.)

Once inside, it is clear that the FF is a true four seater, banished from the contortionist demands of everyone who wanted to climb back into the past of Ferrari 2 +2 s, like the Mondial and the 612 Scaglietti. Ferrari claims that the adjustable rear seat can accommodate a 6-foot-2 for adults, and the front seats a 6-foot-5 for adults, but not both. But the TV screens mounted in the front headrests to make clear who is most likely return there, cartoon-watching kids.

At the front, the feeling resembles a large pair of Ferrari, as might be less orientated than racing a 599 Fiorano. The emphasis was on making the FF a true daily driver, with available modern communication / music options familiar to anyone with a Toyota (and, in the past, not a strong suit of Ferrari). Predictably, the driver has the best seat in the house. A central rev counter tells you when you browse the paddle-shift seven-speed operation, but is available in front and behind cameras help the stress of maneuvering this large (6 by 16 meters) car. Another repair-saving feature is a button that raises the car nearly 3 inches, the better for snow to clear driveways. And there's even a back-saving gizmos: instead of turning like yoga instructors to pillar mounted belts to reach the belts for passengers are "handed" to them by a mechanical arm (although it sure is a kids' -brawling-in-the-back from incident broke out).

Time to hit the road. The FF comes to life with a bark that settles into a familiar growl Ferrari, the byproduct of a 660-horsepower engine that the car can zip to 62 miles per hour in 3.7 seconds and hit 208 miles per hour if you have a pass from the local police. On a winding road over the mountain Tamalpais near Highway 1, it is immediately clear that if pushed hard disk of the FF will tear a happy song. The most disturbing things about driving this car is backward looking, the idea that you can kind of speed entering the curves and have three other people along for the ride is impressive, but probably fool-hearted when the value of your leather interior.

After many paddle-shifting madness, I slipped the FF in the Auto mode, which frankly is what this model is probably most of his life. The question was: Can this beast into a lamb for the morning commute or carpool kids? But for a few notable hiccups as light transmission when the car slows to a stop, the FF impressively well behaved, polite with his motorcycle lowering the voice at the passengers to allow easy conversation.

Judgement on the FF? No, it will not win any beauty contests with its long roofline, not compared to a road-bound jet fighter, like the 458 Italia or the elegant brute that is the 599. But again, if you own the car you're actually probably your children or your friends and rough weather doomed to gather, ride. A lot. For a Ferrari, that is indeed something new.

For the past few decades, Volvo seemed content is identified as a risk-adverse suburban mobile - more concerned with how safe the cars to shuttle children to school rather than how it stifles neutral from the top. But that has changed recently, and the boxy 240 and 760 tanks in the past have been replaced by swoopish saloons. And with the S60 T6 R-Design, the company will focus on entry-level luxury sedans like the Audi A4, BMW 3-Series and Lexus IS.

Visually, no offensive detail, inside or outside. A subtle character line extends over the side profile of the car, and the lower rocker panel crease (a design feature so common that borders on cliché) helps the S60 look trim and athletic. The luxurious interior is appropriate for its segment, with tasteful accents and matte aluminum finished plastics. The leather seats pamper the occupants with a balance of comfort and support. And it's a dream cruise - the cabin remains quiet, even at the approach of triple-digit speeds, undisturbed by kinks and bends in the road. But although in line with the Bavarian competition in refinement, interior still seems a bit too cold, it's typically Scandinavian, and those used to the seductive lines of the Audi A4 can find the S60 also industrial.

Whether you're a fan of the quirky or aesthetics, ergonomics probably a disappointment. Most of the climate control, audio and navigation controls are clustered in an intuitive keyboard layout, and it is a driving distraction if you can not figure out which function is true, a colleague did not even know the car had a navigation system to I pointed it out. Even if you have the nav system detects, the performance paragraph. A smart phone is a better route map, and the controls are needlessly worried. Also describes the main features buried - after much digging, I discovered that it is possible to turn off the stability control system, or at least set to sport mode.

Fortunately, the driving dynamics fare better. While it’s no 3-Series killer on the turns, the S60’s chassis feels composed, and the tail faithfully rotates around corners even with traction control on, thanks to the responsive AWD. When pushed, however, there’s enough body roll to discourage at-the-limit driving. But it’s not a car meant to be flogged in turns — and to be fair, most would never push a Infiniti G37 or a BMW 335i that hard, either.

Power delivery is a mixed bag. With 354 ft-lbs of torque, the 3.0-liter V-6 has enough pull to quash any notions of Volvos being stodgy; turbo lag, if any, is imperceptible, and revs climb vigorously right to redline. Spirited acceleration, however, is soured by finicky throttle mapping. Lightly press the gas and it crawls off the line like a skittish mom in a Volvo 850 wagon. Add a touch more gas it lurches forward like a teenager on a learning permit. And woe to your neck if you put it in the 6-speed Geartronic automatic’s sport mode — mini-bouts of whiplash are inevitable on tip-in.

Although it may be underwhelming to hardcore sports sedan aficionados, that’s not to say the S60 T6 R-Design is a bad car. For the most part, it’s an enjoyable cruiser, one that’s content to stay under the radar. But at this price point, it’s the little things that make the difference. And at a tested price of $46,875, there are too many foibles to make this a stand-out over the already-crowded sports luxury sedan field.