The 2013 Nissan 370Z Convertible is a driver’s car.

2013 Nissan 370Z Convertible

I say that not just because it has a 332 hp motor with a six speed transmission. It’s not just because the Touring edition has upgraded suspension and brakes that allow you to attack any road. It’s not just because, as Nissan’s ad says, “It’s not a car, it’s an experience!”

I say that because you’re going to spend most of your time driving alone.

Do you really need two seats?

Yes, it has two seats. And they are very comfortable. Nissan calls it the “Holding Layer”. The Touring edition of the 370Z holds you in place with leather and faux-suede upholstery. They could keep you and your passenger comfortable with both heating and cooling.

But you won’t have many passengers. Why, you ask? Let’s start with the 332 hp. You won’t be able to leave it alone. You’ll find yourself intentionally taking the long way home because it has this great little windy road. Oh sure, your friends will enjoy the thrill at first, but soon it will wear off. After all, they don’t get to slam through the gears and search for the edge of adhesion. They won’t appreciate the SynchroRev technology that monitors the clutch, shift lever, and vehicle speed so that when you downshift, the system will give the throttle a slight “blip”, taking the RPM to just the right level for a perfect meshing of gears. Or how you can turn it off and challenge yourself to equal the SynchroRev technology.

You’ll Enjoy The Nissan Convertible Cocoon

And then there’s the convertible top. I have driven convertibles for years and I’ve learned one thing: passengers don’t like convertibles nearly as much as the driver. Oh sure, they think they want to drive around with the top down. But the novelty usually wears off quickly. Wives and girlfriends complain about the wind blowing their hair (although the 370Z does create a great cocoon to reduce buffeting). Passengers find it hard to have a normal conversation because you can hear the wind whistling by. No, convertibles are a personal experience. You’ll either want to enjoy the sound of the car cutting through the air and the exhaust blipping its way down the gears, or you’ll crank up the music so that it overpowers the mechanical and aero cacophony. My test car had the Bose Audio System with eight speakers including two subwoofers to blow away the road noise. Either way there is no room for passengers.

The trunk is good for two carry-ons. Maybe.

And then there’s the trunk. I laughed when I read Nissan’s website. It shows a picture of the open trunk and says “Storage for the real world”. You better not plan on carrying much in that real world. I’m not even sure that it would fit two suitcases, which makes it dicey for those weekend road trips (just make sure they’re soft sided duffles). Nissan calls it just right for a couple of sets of golf clubs. I didn’t measure, but it looked pretty tight for duffers.

The Nissan 370Z is a masterpiece of sports car machinery. The base price for the coupe is around $33,000. You’ll add about $8,000 for the base convertible. My test car was the Touring edition. With about $5,000 in options the final sticker was $50,055. While it’s not cheap, it’s one heck of a lot less expensive than some other sports cars that don’t deliver any more driving pleasure.

Nissan’s 3.7 liter 332 hp engine

The 370Z’s 332 hp comes from a 3.7 liter V6 DOHC with Variable Valve Event and Lift VVEL. It varies the intake valve clearance depending on the conditions. According to Nissan it means the engine is not only more responsive but also produces lower emissions. The touring edition had front and rear stabilizer bars, as well as front and rear vented disc brakes.

The looks of Nissan’s modern Z has evolved nicely since the first 350 model. The 2013 370Z styling is very slightly different from last year. The front now has LED daytime running lights at the leading edge of the fenders. The Touring edition adds a rear spoiler and a front chin spoiler. It’s still a car that your neighbors (who no doubt have plenty of passengers in their SUVs) will lust after.

Nissan 370Z Looks Have Evolved Nicely

There isn’t much to complain about with the 370Z. OK, it only has a single cup holder in what Nissan calls the “Operational Layer” (that’s the center console). But that only reinforces my point. It’s made for you, not passengers.

So go ahead, buy yourself a new Nissan 370Z. But just understand that you’ll end up driving it alone. And you’ll enjoy every minute of your mechanical solitude.

The whole time I was driving the 2013 Volvo S60 I wanted a group of bad guys to start chasing me.

Volvo S60 T6 AWD R-Design

You see, while the Volvo S60 look may look like just another mid-sized upscale sedan, I had the T6 R-Design model. With 325 horsepower, twin turbo motor, all-wheel drive and sport suspension, I think could have given them a run for their money.

The Saint and his Volvo P1800

Which means I would have felt like Simon Templar. He’s the lead character in “The Saint”. During the original TV show, Templar (played by Roger Moore) drove a Volvo P1800. (You can watch a video of his car here.) In the 1996 movie version, Templar (played by Val Kilmer) drove a Volvo C70.

The Volvo P1800 used in the original show looked sporty, but wasn’t really. This new Volvo is everything that Simon Templar would have wanted. The base engine in the S60 is a 2.5 liter 5-cylinder that delivers 250 hp. Bump up to the T6 and you get a 6-cylinder, DOHC with 300 hp. But the top of the line (and Roger Moore wouldn’t have driven anything less) is the R-Design which delivers 325 horsepower. Interestingly, it still qualifies as an Ultra Low Emissions Vehicle. Mileage is average for a mid-sized sedan, 18 MPG city/25 MPG highway. But that’s actually pretty impressive for all that horsepower. Mated up to the six-speed Geartronic automatic transmission and it helps you enjoy all that Swedish muscle. The Saint never had it this good.

Volvo’s Boxy Days are Gone

Of course horsepower is only part of the fun. The R-Design model has a sport chassis, bigger brakes and standard all-wheel drive. It even has what Volvo calls “corner traction control through torque vectoring”. I’m not totally sure what that means but when I’m being chased, I’ll be darn glad I’ve got it.

The S60 is a nice looking car. Volvo styling has come a long way from the boxy 244 of the mid-80s. This design can hold its own in the luxury sports sedan range. The R-Design has some styling tweaks. It has different rear and lower front spoilers, a rear diffuser with polished end pipes. Subtle, but nice.

Volvo S60 T6 AWD R-Design Interior

Inside, it’s both simple and comfortable. The seats are properly luxurious and sporty. The R-Design has leather seating surfaces and aluminum inlay on the dash. While some reviewers have called the dash a little dated, I actually liked the styling.

While Volvo styling has changed, the carmaker is still big on safety. For example, the S60 has Volvo’s Whiplash Protection System (WHIPS). It allows the seat to give slightly when you hit something. My test car also had the City Safe  feature. It can can automatically stop the S60 if it senses a low-speed collision is imminent, even with pedestrians. It worked well each time City Safe activated (no pedestrians were injured during my test-week). Another interesting feature was the Active Bending Headlights. Turn the steering wheel and the headlights bend into the turn. I’m not sure that’s critical but it definitely was cool.

Volvo S60 T6 AWD R-Design Controls

Ironically, about the only thing I didn’t like about the car was the rear window defroster. It didn’t seem to work well in my test car, which is surprising considering how much it must be used in Sweden.

Of course all that fun isn’t cheap. My test car stickered at $45,495, but that is competitive with other luxury sport sedans.

R-Design badging is subtle

And of course when the bad guys are chasing you, and the combination of horsepower, all wheel drive and R-Design sport suspension allows you to escape their clutches, that price tag will seem cheap. Just ask The Saint.

I picked one heck of a week to be sick.

There I was sniffling and sneezing, lethargically lying around the house trying to find enough energy to take the medicine that never really worked.

And the whole time, out in the driveway sat a 2013 Dodge Charger SRT8. It was like being back in elementary school and having the big cool kid down the block standing in your front yard, tossing the football up in the air and asking when I would be able to come out and play.

And oh, I wanted to play.

2013 Dodge Charger SRT8

In fact, the Charger SRT8 is all about playing. Oh sure, it does all the mundane stuff. It gets you to and from work. It has a backseat for the kids. It has a trunk for groceries. At first glance it’s just another full-sized sedan.But the SRT8 is a Charger on steroids (I’m sure the baseball commissioner and congress are already considering holding hearings). It has a 6.4 liter, 470 horsepower HEMI engine that will literally throw you back in your seat. The car would spin the tires off the starting line if the launch control would let it (even with it, I could manage a little squeal… from both the tires and passengers). It also has Chrysler’s Fuel Saver Technology that allows it to get 14 mpg in the city and 23 mpg on the highway. Those aren’t great numbers, but it’s not bad for an engine that could be a fuel-sucking beast.

2013 Dodge Charger SRT8

You can spend a lot less and still get the Charger look. The base Charger is the SE. It starts at about $26,000 and still delivers 292 horsepower. Bump up to the R/T and you’ll get the 5.7 liter HEMI with 370 horsepower which is pretty good. But if you really want to own the road, the SRT8 is the only way to go. The first time you push down on the gas pedal, you know it’s something different.The folks at Chrysler claim it will do 0-60 in the high four second range and top out at 175 mph. I believe them.

Of course, the old days when muscle cars were all about horsepower and suspension was an after-thought are gone. The SRT8 has the pieces in place to keep the power, and you, on the road. To start with it has four-piston Brembo brakes with big red calipers (always good for status when the car next to you is checking you out at the light). Throw in adaptive dampening suspension plus performance tuned steering, and you have a car that will do more than just go fast in a straight line.

2013 Dodge Charger SRT8 Interior

Inside the car is something special as well. The seats have Nappa leather with suede trim. Not only are the front seats heated, but the back ones are as well. When I finally did get around to driving the Charger, the mornings were cold so I especially enjoyed the heated steering wheel.

SRT8′s Display Shows 0-60 Times!

The Electronic Vehicle Information Center (EVIC) will blow you away. Not only does it have all the usual controls for radio and comfort, but it has Performance Pages that could get you in a lot of trouble. One page will keep track of your 0-60 times. It shows your current, last and best time (At least you’ll be able to show the police officer what you were doing before he gave you the ticket). But that’s only the beginning. It has pages that will show you your forward and lateral G-force as well as the steering input and the engine’s power output. You can even choose gauge viewing options so you can keep track of how the engine is running. Even the navigation system works well. Of course, all this will be worthless when the video display eventually dies (and you know it will), but it’s great for anyone driving today.

Comparing Charger SE vs SRT grill

Outside the Charger SRT8 has a few styling differences. The most obvious is the longer, blacked-out grill and the 20 inch SRT aluminum wheels.  It also has a sculpted hood with an air exhauster. Frankly, I’m not a huge fan of the Charger styling. It’s kind of chunky and seems like they’re trying really hard to incorporate the Ram Truck design. Having said that, It’s not bad. I prefer it over the Chrysler 300 (although I did like the 300 SRT8).

Yeah, it’s a HEMI!

Of course any doubts about the outside will disappear once you drive it. The only down side is the price. You’ll have to pony up at least $45,000. My test car with some reasonable options came in at $51,670. That’s a lot of money to spend for a car that may not have the resale value to back it up. But if you’re more interested in pleasing yourself today than worrying about tomorrow, the first time you slide into the leather seats and mash the throttle, you’ll think it money well spent.

And then there’s the medicinal effect. The Charger SRT8 was the main reason I finally got dressed and dragged myself out of the house.

I wanted to play.

The 2013 Subaru Legacy is like that kid who comes from a quirky family and is now trying hard to blend in with the popular crowd.

2013 Subaru Legacy

Let’s face it, Subarus have always been just a bit different. Their styling never followed the pack. Always all-wheel drive gave Subaru a unique niche. Their horizontally opposed engine was always different. But being slightly different is apparently exactly what Subaru owners have wanted. Their brand loyalty has always been strong. Last year they led all car owners who would recommend their brand to a friend (read full ranking here). They can even get a Subaru Badge of Loyalty that shows how many they’ve owned and how they use their car.

2013 Subaru                             2013 Malibu

But the Legacy is a seriously mainstream mid-sized sedan. In fact, when you compare its specs to the Chevrolet Malibu, it’s amazing how similar the two cars are on paper.
                                  Legacy         Malibu
Wheelbase                 108.3″          107.8″
Front Track                 61.6″            62.2″
Length                        187.2″          191.5″
Front Headroom         40.3″            39″
Front Leg Room         43″               42.1″
Rear Leg Room          37.8             36.8″

Interestingly, the Legacy actually has slightly more head and leg room than the Malibu.

Subaru’s Horizontally Opposed Engine

The one area that it lags behind is power. The base 2.5 liter four-cylinder motor has 173 horsepower. Mated up to the continuously variable transmission doesn’t do it any favors. In fact, sometimes when I tried to push it a little harder I almost felt it was a car with a manual clutch that was slipping. The paddle shifters helped a bit, but most people wouldn’t want work around the automatic transmission they paid for. You can opt for a bigger engine. Subaru offers a 3.6 liter six-cylinder with 256 hp. Unfortunately, I didn’t get the chance to try it. The four-cylinder does get good mileage, 24 mpg in the city and 32 mpg on the highway. Last year’s 2.5 liter turbo is gone.

Subaru’s Symmetrical All-Wheel Drive is standard. Living in Phoenix, it wouldn’t be a huge factor in my decision to buy. If I lived some place where it rained or snowed (which is pretty much everywhere else), all-wheel drive would definitely be a plus. The AWD is especially nice because it doesn’t come at the expense of lower fuel mileage.

2013 Subaru Legacy

Styling is not spectacular, but not out-of-place. As I said, the quirky kid wants to fit in. It’s definitely not running off in some odd new direction. Subaru’s top designer, Osamu Namba, has made it very clear that he wants to leave the quirky stuff in the past. (Remember the SVX or the Brat?) Of course, he also wants people to know a Subaru when they see one. Distinctive and quirky is easy, distinctive and stylish is tougher. There’s nothing wrong with the Legacy styling, but I don’t think Subaru’s new look has truly arrived yet. I’ve seen some of their concepts, however, and I’m looking forward to the next generation.

2013 Subaru Legacy Interior

Inside, the interior is very comfortable. My test car was the Limited edition and it had a nice upscale feel. The Legacy has an inch more leg room in the back seat, and it makes a difference. I like the center console. It’s simple and clean. The display screen is just a little too small. It seems to be cramming a lot of information in a tiny space.

Subaru’s Eyesight Driver Assist.

Subaru has something called the Eyesight System to prevent lane wandering. It has two cameras mounted near by rear view mirror that adjust the cruise control and alert the driver if you start to veer. It will also hit the brakes if it thinks you’re about to run into something. I thought it was particularly impressive compared to similar systems that I’ve used. I can’t recall any false alarms and it could tell when I was changing lanes or following the curve of the road instead of simply wandering. It’s something you might expect to find on a more expensive car. Together with the all-wheel drive it definitely makes the Legacy a safer choice. In fact, looking at crash ratings, the Insurance Institute for Highway Safety says the Legacy is a Top Safety Pick.

2013 Subaru Legacy

Prices for the Legacy start at $21,000 for the 2.5i and work their way to $29,000 for the 3.6R Limited. My test car was the 2.5 Limited. With an option package that included upgraded sound and navigation together with the driver assist options it priced out at $30,605. Make sure you test drive the six-cylinder before making your choice.

There’s a reason that Subaru’s customers love their cars. That alone is enough to make it a reasonable option. Throw in the fact that the looks won’t leave your neighbors talking about that quirky person who lives on their block, and the Legacy is a reasonable choice.

I’m going to tell you right now that if you’re in the market for an upscale SUV and price is no object, get yourself a 2013 Porsche Cayenne GTS. It delivers on every level. It’s roomy enough to haul people and stuff. It’s got just the right look and feel for a luxury car. And it’s got plenty of performance. 420 horsepower will really move you down the road.

2013 Porsche Cayenne GTS

In fact, the Porsche Cayenne GTS only one has fault: the cost. Base price for a Cayenne this year is around $82,000. Of course that doesn’t get you all the way to the edge of the Cayenne’s sporty or luxury envelopes. My test car was equipped with so many options (all necessary, of course) that its final sticker was $123,265. And that didn’t include stuff like the $8,800 ceramic brakes. If writing a check that large requires a big gulp, then you’d better move along. If you’re comfortable living in that neighborhood, then let’s talk about why you’ll love the Cayenne.

Porsche Cayenne is Flashy Even Without the Sun

To start with, it’s a performance car. It has a 4.8 liter V8 that pumps out 420 horsepower. No turbo needed. That’s about 20 more horsepower than the Cayenne S version. I like the way the power comes on. You feel like it’s behind you pushing. It’s not out in front on the edge of control. It also doesn’t feel like its struggling to keep up. It’s behind you all the way, urging you go a little faster. The eight speed transmission has a solid sporty feel. In city traffic you feel it smoothly working the gears in just the right torque range. Slam down the throttle while getting on the freeway and it changes shift points appropriately.  Porsche says it will do 0-60 mph in 5.4 seconds with a top speed comes of 162 mph.

One intriguing thing about the engine is the Auto Stop Start mode. In an effort to save fuel, when you stop a traffic light the engine shuts off. Take your foot off the brake, and it instantly restarts the engine. There is no hesitation and most of the time you don’t even notice. If you put your foot back on the brake, the engine will stay running. It’s as if it senses that you’re not quite sure whether you’re planning to go or not. The system works great except for one small glitch. Every time the engine would restart, the radio would cut out. It was only for a moment, but I did find it rather annoying. I’m surprised the Porsche engineers let that one slip by. I also wonder how quickly are you going to burn out starter motors. I’m sure they’re pretty hefty which means they’ll last but will be probably be really expensive to replace. Intelligently, it won’t activate if the outside temperature is really hot, or the battery is low.

Plenty of Room in the Back of the Cayenne

Mileage is reasonable. 15 mpg in the city and 21 mpg on the highway (although my dash display said I was getting 21.5 mpg during much of my time with the car).

Most people aren’t going to push the corning envelope with an SUV, but since it is a Porsche you’ll want to know that the GTS sits nearly an inch lower and has stiffer dampers to control roll.

Porsche Cayenne GTS Has Right Amount of Sport and Luxury

Inside, my wife fell in love with the seats immediately. The leather and suede had just the right construction to help you feel completely comfortable. We took another couple to dinner one night and they felt the same way about the back seats as well. Everyone liked the big panoramic glass top that stretched the length of the roof.

A word of warning. This is not a car you can just jump in and go. After you write that hefty check, don’t leave the dealership until you’ve gotten a thorough training. Everything is just slightly different in this car. It’s not a problem, but it’s not something you want to try to figure out on the freeway. The dashboard has a lot going on, but it didn’t bother me. You just want to make sure you understand it. I found the dashboard clock interesting. It has a giant sweeping second-hand, but only a small inset for the actual time. Cool, but not very practical.

2013 Porsche Cayenne GTS

The GTS has some styling tweaks like a double-wing roof spoiler, slightly wider fenders and four black exhaust tips. But most people will be hard pressed to notice the difference without seeing the GTS on the back of the car.

Is it worth $123,265? A lot of cars will get you there with nearly as much comfort and style as the Cayenne. But none of those will match it, and that’s why some folks are willing to pay more. I just wish I was one of them.

If there’s one automotive niche that Jeep should own, it’s the small and inexpensive SUV. After all, Jeep practically invented the concept with its post-war station wagon and Jeepster. Unfortunately, if my week with the 2013 Jeep Patriot Latitude is any indication, the company has a long way to go.

2013 Jeep Patriot Latitude

The problem with the Patriot Latitude is that it doesn’t have much going for it. The styling is classic Jeep. You know it when you see it. Everyone will recognize that you’ve got a Jeep. But as other companies are getting much more stylish (like the Kia Sportage), Jeep is getting left behind. There are ways to update old designs. Look how BMW has worked its distinctive grill into some beautiful cars over the years. Jeep needs to take the same approach. Use the grill as the starting point and boldly go somewhere new.

Is It Time to Do Something New With the Iconic Jeep Grill?

Inside, the Patriot Latitude is just OK. It has an inexpensive feel and look. To be honest with you, if you were buying the base Patriot for around $16,000, that might be OK. Of course you wouldn’t get any frills (crazy stuff like air conditioning or power windows). But my test stickered at $26,320. There are plenty of other cars in that range that offer a lot more for the same money. The dash display didn’t impress me. It was small (only six and a half inches), and it didn’t seem to laid out very well. Maybe I just don’t think like Jeep engineers, but it was another less than satisfying experience (especially when you consider the dash display in the Jeeps sister-division Chrysler 300 is so spectacular).

2013 Jeep Patriot Latitude Interior

My test car had the 2.4 liter, 172 horsepower engine. I feel sorry for anyone who opts for the 2.0 liter base model. The “big” engine is underpowered and doesn’t seem to know how to deliver what little oomph it has. It was tough enough accelerating on city streets, but while driving through the mountains in Northern Arizona, the motor was working really hard.  The transmission also didn’t seem to handle the gearing well.

2013 Jeep Patriot Latitude

Of course one thing the Patriot does offer (which many of its SUV competitors don’t) is four-wheel drive. As always, it’s great if you need it. If you don’t truly think you’ll use it the extra drive line is simply wasted money. I did take the Patriot up to a snowy Grand Canyon, and the four-wheel drive was definitely handy on the icy roads. It seamlessly slipped into the extra drive on the fly and I never felt it giving way. Of course, I wasn’t pushing it. I was just navigating parking lots and park roads. Still, if you need four-wheel drive the Patriot at least gives you that option.

2013 Jeep Patriot Latitude Rear Speakers

I will give Jeep credit for one creative idea. When the tailgate goes up, there are speakers that flip down. What a brilliant concept. If you’re having a tailgate party, or just want music at your camp-out, it’s perfect. Of course it comes as part of the $650 Premium Sound Group.

There were four of us in the Patriot during that trip to the Grand Canyon. While the folks in the back weren’t complaining, they also didn’t have much to rave about. The seat comfort was OK. Leg room was a little skimpy and just OK.

2013 Jeep Patriot Latitude

Ironically, if I were going to consider the Patriot, I’d probably go for the base model. While it’s underpowered and rough around the edges, it gets you into a new SUV without a lot of cash. Once you starting adding options, it’s time to start looking around at other brands.

It’s a shame. Jeep needs to figure out how to reclaim its heritage.

When talking about the 2013 Chevrolet Volt, let’s make one thing clear from the start. The Volt is an electric car. Yes, it does have a gasoline engine. But unlike hybrids (such as the Prius), the Volt’s gasoline engine is only a generator. When the battery power runs out, the Volt’s gas motor kicks in which creates electricity to run the electric motor. So it’s a fulltime electric car. Make sense?

2013 Chevy Volt

Personally, I think it’s a brilliant compromise. Plug in the Volt overnight for a full charge and you’ll end up with enough battery power to get you 30-35 miles. My daily commute, for example, is 14 miles one way. That means that on an average day I can make it to and from work, plus a quick lunch trip and only use the battery power. If I need to make a side trip on the way home that pushes me beyond my battery power, the gas motor kicks in to provide the necessary juice. It’s a seamless operation.

I’ve written before how I’m not a big fan of the Nissan Leaf or the Mitsubishi MiEV. While they may be impressive technological achievements, those electric cars have one huge problem: range. Once you hit the limits of their batteries (about 110 miles for the Leaf, 85 for the MiEV), you’re done. If your wife’s car breaks down on the other side of town and you’re bumping up against the top of the range, you’re stuck. If you forget to plug it in overnight, you’ll be phoning a friend.

The Volt is a forgiving car for imperfect people. The gasoline motor increases your range an additional 275 miles. Instead of waiting for a recharge, you can whip into any gas station and continue on your unplanned journey. I did forget to plug it in one night and there was no morning crisis when it was time to drive to work.

Inside the Volt Looks and Feels Nice

Setting aside the electric motor, I also like the Volt as a car. It has stylish looks on the outside and is very comfortable on the inside. My test car had the optional leather trim package (for $1,395) which gave the interior a very upscale feel. The touch controls take a little getting used to, but they work very well. So does Chevy’s Mylink system. The back seat isn’t huge, but it is comfortable. The seats are sculpted, but because of that there is only room for two. This is a four seater car and that’s it.

If you’ve never driven an electric car you’ll be pleasantly surprised. There is no difference between this and any other car you’ve ever driven (minus the engine noise). You can choose different motor settings for different performance. Sport definitely gave you more instant power, but of course that comes with a battery draining penalty. But if you can convince your boss to let you plug-in at work, who cares?

Chevy Volt Gives you Options to Hit the Highway

There are only minor changes to the 2013 Volt. Perhaps the most significant is the new “Hold” mode. It lets you decide if you want to use the battery power right away, or save it for later. Since the batteries are more effective during city driving, you might want to keep the electric power in reserve until you’re off the highway.

Don’t Forget to Plug In the Volt!

One practical consideration is that you have to plug Volt in at some point. If you park in your own garage, that’s easy. If leave your car on the street overnight, or in a parking garage, you’ll have to find the closest outlet. That’s assuming that you even want to take the risk of leaving the charger out where someone can steal it. Fortunately, if someone were to simply maliciously unplug it, the Volt’s horn will start beeping. You also have the option of using the standard 120 volt charger or bumping up to the 240 volt version. Needless to say, the 240v charges faster (but costs about $500 extra, plus around $1,500 to install).

Of course eventually you need to look at the bottom line. My test car stickered at $42,780. Knock off $7,500 for the federal tax credit, and you’re paying around $35,000. You can get a lot of nice cars for $35,000 these days. Of course, all of them require weekly gasoline fill-ups. I’m a big fan of doing the math. Sit down and figure out how much gas you’ll save every month. If you’re one of those people who fill up your tank for $50 every week, and you can stay within the Volt’s battery range on a daily basis, you’ll save about $2,400 a year. Of course, you’ll also increase your daily electric bill which is a little harder to calculate. Just make sure you crunch the numbers.

Gas/Electric Volt Combo Means You Could Actually Drive to the Beach!

If you decide that electric is the way to go, the Volt is a great option. You can feel like you’re helping the environment while still driving a nice car that gives you the option of hitting the highway whenever you want.

By the way, in Europe the Volt is sold as the Vauxhaull Ampera. Personally I like the front end of the Ampera just a little better. What do you think?

European Volt is the Vauxhall Ampera