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BMW has their turbocharged ActiveHybrid 5, Mercedes just launched the E400 Hybrid, Infiniti has re-badged their M Hybrid the Q70 Hybrid, Acura is finally selling the all-wheel-drive RLX Hybrid and Audi has announced the A6 hybrid will come to America \"soon.\" This means that the S80 T6 and Genesis are no longer on my list because we have head-to-head competition now.\n\nLexus used to be known for restrained styling but the current generation GS marked a change for the Japanese luxury brand. In addition to taking on more aggressive front end styling, the GS was the first Lexus to wear the new \"spindle\" grille. The schnozz that seemed so controversial three years ago seems downright demure today, especially since this form has been adapted to the enormous (and some say questionable) LX 470. Perhaps because the GS was the first to wear the corporate grille, the styling seems slightly awkward from the front 3/4 shot (seen at the top) but looks better in person. Unlike the IS, which gets some sheetmetal swooshes on the side, the GS\'s profile and rump are luxury car restrained. Overall I think the Infiniti Q70 hybrid, despite being a little long in the tooth, still wins the beauty contest. The Lexus and BMW are a bit too sedate for my tastes, and the RLX and A6 suffer from decidedly front-wheel-drive proportions when compared to the rest and the Mercedes lands smack in the middle.\n\nWhile the GS 350 recently got an update in the form of a new Aisin 8-speed automatic, the GS 450h continues with just a minor software update. This means under the hood you will find the same direct-injection 3.5L Atkinson-cycle V6 engine and RWD hybrid transmission that launched in 2011. Combined with a 1.9 kWh NiMH battery pack in the trunk the system is good for 338 combined horsepower, 286 of which come from the gasoline engine. This is essentially the same engine found in the Highlander and RX hybrids, but the transmission is more similar to what Lexus uses in the LS 600hL. The unit combines the two motor/generator units with a 2-speed planetary gearset to improve efficiency at high speeds (as in on the Autobahn) but without the AWD system standard in the LS 600hL. The 2014 software update improves \"sportiness\" in sport mode and now imitates an 8-speed automatic instead of a 6-speed. While 338 horsepower compares well with the 6-cylinder competition, the GS 450h has the unenviable task of trying to be both the most efficient GS and the performance version as well. For reasons nobody knows, the more efficient GS 300h which uses a 2.5L four-cylinder engine is not sold in America.\n\nBy design, the Lexus hybrid system is very different from the competition. The two motor/generator units and the electrical circuitry combine with a single planetary gearsest to \"act\" as a continuously variable transmission. This setup allows the drivetrain to act as a serial hybrid (kind of), parallel hybrid, electric generator, or a pure EV at low speeds. In contrast Mercedes, BMW and Infiniti combine a traditional transmission with a single electric motor that replaces the torque converter. Transitions between electric and gasoline drive modes in these systems aren\'t as smooth as the Lexus system because of the clutch packs involved in reconnecting the engine. Meanwhile Acura combines a dual-clutch robotic manual transmission with a twin-motor pack in the rear for the only AWD hybrid luxury sedan in this category.\n\nOf course the primary reason for buying a hybrid is to save on gas. Right? Maybe. With a 29 MPG City, 34 MPG Highway and 31 MPG combined rating there\'s no doubt that the GS 450h is a fuel sipping 338 horsepower luxury sedan. 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My peers at Car and Driver, Consumer Reports and Autoblog (among others) came off less than impressed by the least expensive car in America when we were all invited to its launch. That left me scratching my head. So I borrowed another one and came to the same conclusion: \"Versa delivers a totally unobjectionable experience at a very compelling price.\" This apparent disconnect bothered me for a while but I wrote it off as a \"lack of perspective\" suffered by my peers in the biz. Seriously guys, what do you expect out of the cheapest car in America? The new 2014 Versa Note however isn\'t the cheapest car in America, nor is it the cheapest hatch in America. How does it stack up?\n\nThe last Versa Hatchback we had on our shores wasn\'t the least expensive hatch in America either and that was a big problem. I can forgive anything for the right price, but the old hatch sold along side its redesigned sedan namesake which had a much lower price tag. Before we dive too far into the Versa Note, let\'s talk price. Why? Because Nissan didn\'t just completely redesign their smallest hatch for 2014, they slashed the price tag as well. At $13,990 the Note misses the title of \"cheapest five-door hatchback\" by $190 to the 2013 Kia Rio 5-Door. Admittedly that\'s not the best way to start a conversation about a Versa which usually sells on \"least expensive\" taglines. Still, the Versa isn\'t terribly expensive and undercutts the Accent by $585, Fiesta by $610, Mazda 2 by $730, Yaris by $1,405 and the Fit by $1,435.\n\nAbout that Note. Nissan\'s Versa hatch has been sold in other markets as the Nissan Note for a while and they decided to globalize things. Instead of renaming the car, they just tacked Note to the end since \"Versa\" seems to be a well-known model. That\'s why this hatch is singing this tune.\nThe Versa sedan is the easy sale in my mind. As the cheapest car in America I can forgive anything. Seriously. 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https://www.facebook.com/media/set/?set=a.595916167087429.1073741852.349462695066112&type=3\nCamerons Car Reviews Score: 4.5/5 \nStart Up and Review of the 2013 Ford Edge \nPowertrains: 3.5 L V6 or 3.7 L V6 with 6-Speed Automatic FWD or AWD\nFeatures: Power Windows, Mirrors, and Door Locks, Memory Seats, Navigation System, Leather Seats, Auto Dimming Rearview Mirror, Backup Camera, Heated Seats, AUX Input, USB Port(s), Power Outlet(s), Bluetooth Hands Free Calling, Tilt and Telescopic Steering Wheel, Leather Wrapped Steering Wheel, Voice Recognition, AM/FM/CD Stereo System, Satellite Radio, Dual Zone Climate Control \nEngine & Performance\nBASE ENGINE SIZE 3.5 L  \nCAM TYPE Double overhead cam (DOHC)\nCYLINDERS V6 \nVALVES 24\nVALVE TIMING Variable \nTORQUE 253 ft-lbs. @ 4000 rpm\nHORSEPOWER 285 hp @ 6500 rpm \nTURNING CIRCLE 39.3 ft.\nWeights and Capacities\nMAXIMUM TOWING CAPACITY** 3500 lbs. \nMAXIMUM PAYLOAD** 909 lbs.\nGROSS WEIGHT 4965 lbs. \n WEIGHT 4056 lbs.\nANGLE OF APPROACH 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Check out the most detailed review on YouTube to find out. \n\nBe sure to LIKE this video! Liking and subscribing help AOA get access to cars!\nMore videos: http://goo.gl/Kj1FlI\nAlex\'s Favorite Cars: http://goo.gl/uGSNLI\nUpcoming reviews: http://goo.gl/pLtP6U\nAOA on Facebook: http://goo.gl/a47Cu1\nThere was a time when wagons roamed the interstates ferrying families from one National Lampoon vacation to another. With the rise of the crossover, those looking for the original \"looks practical but handles like a sedan\" mode of transport have few options and most of them live in the luxury segment. Let\'s count them before we go too far. We have the soon-to-be-cancelled TSX, the last-generation Cadillac CTS (the new wagon may arrive next year) Jetta, E-Class, 3-Series and Prius V. Even if you expand things to include \"off-road wagons\"the list only grows by three (Allroad, Outback and XC70.) Despite the shrinking market, Volvo\'s brand has long been associated with practical wagons that it\'s almost hard to believe it has been three full years since Volvo sold one in America. That\'s about to change with the 2015 V60.\n\nBack in 2010 Volvo was selling two wagons in America. The V50 was based on the compact S40 sedan and the V70 shared its soul with Volvo\'s 5-series competitor the S80. Although the V70 is still sold in Europe and the V40 (the replacement for the V50) splashed down in 2013, Americans will have to settle for Volvo\'s middle child: the V60 wagon. Based on Volvo\'s S60 sedan, the V60 competes internationally with wagon variants of the 3-Series, C-Class, Audi A4 and many others. But this is America and Volvo\'s only direct competitor is the BWM 328i xDrive wagon. More on that later.\n\nDespite ditching the boxy form years ago, Volvo\'s style remains the automotive Birkenstock to BMW\'s Prada. The entire Volvo lineup in America (except for the XC90) received a 2014 face lift with a more aggressive grille and more creases in the hood. Volvo has finally tucked their radar cruise control module behind a plastic panel that blends into the grille rather than sticking out like a gray sore thumb. Out back we get bumper cover integrates exhausts, a large black surround on the rear glass that made me wish it was separately hinged, and a continuation of those oh-so-sexy Swedish hips. Volvo\'s engineers kept the V60\'s roofline fairly high at the rear, but even the Swedes have given in to modern \"coupé\" styling cues, most notable in the greenhouse shape. The raked rear glass which looks sexier but takes a toll on cargo space.\n\nBirkenstocks are comfy. Prada? Hit and miss. (Or so I\'m told.) And so it is with Volvo and BMW interiors. The S60 on which the V60 is based is now 5 years old.  Aside from massaging color and trim options, the only substantive changes to the interior since it was launched is Volvo\'s LCD disco dash, a new steering wheel with shift paddles (optional) and a new gear shift knob. Despite its age, the Scandinavian chic cabin has what it takes to complete with BMW, especially now that the 3-Series has gone slightly down-market with more hard plastics in this generation. My only major gripe is the small 7-inch infotainment display that is clearly outclassed by BMW\'s ginormous iDrive screen.\n\nThe V60 has been priced aggressively for 2015 starting at $35,300 that\'s an $800 upsell over then S60 and $6,150 less than a base 3-series wagon. Adjusting for feature content, the base V60 is still $5,000 less. If bargain wagons with premium badges are your thing, the TSX is king at $31,985 starting but the delta shrinks to less than two grand when you adjust for the V60\'s feature set. The $36,800 might be the more appropriate competitor for the AWD-only 3-wagon, but a more interesting match up is the $44,300 V60 T6 AWD. Configuring a 3 or the CTS wagon with the same equipment you find on the Volvo will set you back at least $2,000 more. In addition to the value factor, the Volvo brings 35% more power to the fight. The extra power and AWD go a long way in compensating for the better weight balance in the BMW or the Caddy. Since GM hasn\'t refreshed their wagon yet the 3.0 and 3.6 liter V6 engined are outclassed in every metric by the Swede. Option your V60 with every conceivable option and you end up at $54,480.\n\nAs a former Volvo wagon owner I\'m probably biased, but all the reasons I opted for a Swedish cargo hauler in 2006 apply to the V60. Aside from the fact that \"value\" strikes a fire in my loins, the Volvo is the clear performance option in this segment. Want more shove than the $44,300 Volvo? Pony up $64,900 for the CTS-V wagon or $102,370 for an E63 AMG wagon. 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Then Volkswagen decided this was the wrong strategy for them so they repositioned VW as the German alternative to Toyota and Chevrolet. This left a gaping hole in the market for shoppers looking to step into a Eurpoean near-luxury vehicle that flew under the radar. And then Buick stepped in. Say what? That\'s right, Buick\'s Opel-based product offensive has transformed the brand from Barcalounger wheels for the octogenarian to a window into the soul of GM\'s German brand. This transformation isn\'t an easy one as Buick\'s problem wasn\'t just blue-haired buyers and slinky-soft springs. Buick is the penultimate middle child. Jammed between Chevrolet and Cadillac, brand B\'s mission is to give Chevy buyers something to aspire to and Cadillac buyers something to graduate from. The Buick Regal I had for a week is in even more of a tight spot being the middle child\'s middle child slotting between the Verano and LaCrosse.\n\nDrive\n\nGM\'s HiPer Strut suspension is designed to bring the steering axis more in line with the tire centerline, something you typically find in rear-wheel drive cars. Aligning the axises more closely results in better tracking, less torque steer and a front tire with a more consistent camber across the suspension\'s travel. Versus the outgoing model, the front tires contact patch is improved in corners when the front suspension is loaded resulting in higher grip. Coupled with an AWD system that sends 50% of the power to the rear under hard acceleration, we get the first Buick in a long time with virtually zero torque steer.\n\nThe downside to the trendy new steering knuckle design is feel. Steering is very precise but suffers from the same Novocaine-laced feeback as everything else out there with electric power steering. Coupled with a 58/42 F/R weight distribution, the Regal GS has impeccable manners up to 9/10ths where things go pear-shaped and you start oversteering off into the bushes. Trouble is without steering feedback it\'s hard to tell where 9/10ths is located. In contrast, the Volvo S60 T6 AWD and S80 T6 AWD offer less grip but more feel.\n\n2014 Buick Regal GS AWD Exterior-007\n\nDriving a FWD Regal back to back with out AWD tester, I kept thinking \"there\'s just something I dislike about the FWD model\". As it turns out there is a reason the FWD Regal felt unsettled in the rear over broken pavement, the AWD model gets an entirely different \"H-Link\" independent rear suspension. Coupled with the active dampers, the Regal felt well composed on a variety of road surfaces despite being tuned firmer than the rest of the American and Swedish competition.\n\nPut your foot to the floor and the 2014 GS will run to 60 in 6.7 seconds, exactly the same as the W-Body Regal GS I remember with fond memories. The difference of course is that the W-Body\'s torque steer made the car feel like it was part car ans part carnival ride while the 2014 model tracks straight and true with zero drama all the way to a 15.2 second 1/4 mile. 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