Q: My boyfriend recently purchased a new 2010 Mercury Mountaineer. He’s having a problem with the brake pedal being too small and his foot often slips off of it. Do you know if Mercury, or anyone for that matter, makes a larger pedal to correct this problem?

A: I have never seen a new car dealer that would alter the factory placement, because of the liability. You will have to find an independent shop that will make the modification. You can also check with companies that modify vehicles for special-needs persons as well. This should not be a big deal or expense.

- Junior Damato, Talking Cars columnist

Auto owners can do some of the work themselves to lower maintenance costs. Anyone interested in saving money and increasing pride of ownership by doing their own work can spend just a few minutes and accomplish the following four maintenance tasks easily, without any expensive tools or training.

- Cabin air filter replacement: The air conditioner is cranked up on those hot summer days. The cabin air filter keeps the air blowing through the heat and air conditioning ventilation system clean, and it should be replaced at least once a year. But in areas of the country where there is a lot of pollen or dust - from dirt roads, construction projects or even arid conditions - it's a good idea to replace this filter more frequently. Check your owner's manual to see if there is information on replacing the cabin air filter.

- Headlamps and tail lights: When a headlamp or tail light burns out, you may be surprised to discover how easy it is to replace these bulbs. For most vehicles, installation of headlamps is from the engine compartment. Just unplug the electrical connector on the back of the bulb, unscrew the large plastic ring that holds the bulb in place and pull the bulb out. Because headlamps are usually halogen lights, be sure to wear gloves or use a cloth to avoid getting fingerprints on the bulb. Oils from your hands can shorten the life of the bulb. Tail lights are similar - usually you can gain access through the trunk of the vehicle underneath the trim material.

- Wiper blades: Trying to see the road through a streaky window is almost as bad as trying to see the road in a heavy rain shower. The quality of the blade purchased will determine how long the blade will last and how well it will perform in clearing the windshield of rain. Higher-quality blades tend to cost more, but drivers will appreciate the durability and clarity they provide.

- Engine air filter: These air filters keep the oxygen supplied to the engine's combustion chambers free of dirt and other contaminants. Clean air is needed to optimize the engine's performance and extend its life. Manufacturers recommend replacing an engine air filter every 12,000 miles driven.

- Brandpoint

Somewhere on the continuum between Toyota’s Prius C and the new million-dollar gas-electric hypercars from Porsche, McLaren and Ferrari (really), there’s a zone that separates hybrids as economy transportation from hybrids as ultimate speed sleds. We know that electric motors can help small internal-combustion engines stretch a gallon of gasoline from, say, 30 miles to 50 or more, at least at low speeds. But for big gas engines, add-on electric motors are now providing extra wallop—carving a second or two off the 0-to-100 MPH sprint, for example. The GS450h sits in the zone that divides these types of hybrid cars; it enjoys some of both benefits.

There are in fact two extra electric motors buried within this Lexus. One under the hood largely services the batteries; it’s the second one, built into the differential, that feeds more oomph to the back wheels. The gas V-6 up front makes 286 horsepower; the electric motor at the rear can jack that up to a combined total of 338 HP. Lexus doesn’t publish torque figures, but the electrics provide an impressive shove of acceleration.

There’s another surprise here too: a CVT, or continuously variable transmission—something usually found only on economy cars and riding lawn mowers. Lexus, however, calls it a controlled variable  transmission, and its stellar behavior justifies the new name. Not till I tried to get frisky with it in manual mode did I realize it wasn’t a normal transmission with distinct gears. The point of a CVT is to keep the engine in its best operating range, and this one does a good job here as well. We averaged 27 miles per gallon overall and the GS450h’s 34 highway MPG rating for 2013 seems realistic. These are very good numbers for a large and sumptuous sedan that can dust off slower traffic—and also creep through a mall parking lot under electric power only.

Despite its quickness and the capable handling of its adaptive suspension, this isn’t a sports sedan. (For that, you’ll want the lighter, less-expensive and more nimble GS350 F Sport.) It’s an updated luxury cruiser for today’s congested and connectivity-obsessed highway culture. The GS450h is as comfortable tied up in city traffic—where the engine shuts itself off, to save gas and cut exhaust emissions—as it is flying serenely across the great plains on I-80.

Lexus also has done a fine job of submerging the unpleasant parts of a driving a hybrid. The engine stop-start feature is now barely discernable and response is immediate; the throttle doesn’t feel like it’s on a rubber band; the brakes bite down in linear fashion; and the car’s balance is not upset by the addition of several hundred pounds of electric motors and batteries.

The GS450h is a complex and highly sophisticated piece of mechanical, electrical and ergonomic engineering, but Lexus has boiled everything down to apparent simplicity. (For instance, in normal mode, the big dial next to the speedometer simply indicates “charge,” “eco” or “power.” But selecting Sport mode not only amps up the electric drive motor, it also magically converts that dial into a tachometer.) The unique mouse-type computer controller is easier to operate than many other luxury cars’ “user interfaces,” and the split-screen computer monitor is among the largest and most readable out there.

Overall, the instrument and control panels are so elegant that they’re both non-intimidating and downright attractive, and the redesigned cabin is as tasteful and comfortable as we’d expect from Lexus. The optional blond bamboo trim contrasts beautifully with rich, dark-toned leather and synthetics. I don’t recall gripping a bamboo steering wheel before, but it’s highly agreeable.

At $59,000 to start and here optioned up to a full $70,000, the 2013 GS450h isn’t just good “for a hybrid,” it’s a good car, full stop. In fact, it’s a good deal more than just good. If I were shopping for a luxury sedan with less than Powerball money, the GS450h would make my personal short list—even though it’s a hybrid.

Rectification. Last week’s column about the good news, bad news Enclave drew a quick response from Buick: “All Enclaves are assembled in Lansing. It is exported to China. We do not build or assemble Enclaves in China.” There you have it; shame on me — and my source.

Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of the International Motor Press Association whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author. Contact him at calabi.silvio@gmail.com.

Q: I fill the gas tank every week during my lunch break. I took my co-worker with me last week and he said not to overfill the gas tank. I told him I can usually get another gallon in. He said this is not a good idea, but could not tell me why. Is this true and why?

A: This is very true. When you overfill the gas tank you take a chance of damaging the evap system in the vehicle, both cars and trucks. All late-model vehicles have a charcoal canister that can be damaged when the gas tank is overfilled. Remember, the gas will expand with heat.  

- Junior Damato, Talking Cars columnist

Summer is the time for road trips, whether they cover thousands of miles across the country, or are staycation day trips. Whether you're driving for hours or sitting in traffic, you will want to make sure your vehicle is ready for the road.

The most important component that makes your vehicle run is the engine. Your vehicle will last longer if you take care of the engine by following regularly scheduled maintenance as recommended by the manufacturer. This includes oil changes, replacing the air filter and keeping a detailed history log of the work that has been done.

Just as important to the engine itself are the components around it that help it run. Check the hoses that are connected to the radiator. They help pump coolant to and from the engine. Look for cracks, leaks and loose connections, paying special attention to where hoses are clamped. Make sure the engine is cool when you touch the hoses. They should be firm and not soft.

Belts that help cool the system should also be checked for cracks and damage. A visual inspection is good enough, but for the more mechanically inclined, you could also remove the belt to make sure the material inside isn't separating into layers. Cracked hoses or a belt snapping will result in your engine overheating, leaving you stuck on the side of the road.

- Brandpoint

Q: Greg, I'd like to know about what happened to the Lincolns from back in the 1950s. Up until 1958, I thought the styling was quite nice for a luxury car. Then in 1958, Lincoln came out with a massive piece of monstrosity that to this day I think was the biggest Lincoln to date.  What happened in 1958?  Chuck L., Evanston, Ill.

A: Chuck, the year 1958 was one of those years that the stylists went crazy with "big." Regardless of model, from Buick to Chrysler to Ford, manufacturers flooded the market with what I call "bathtub" style cars; i.e., huge vehicles carrying lots of chrome and weight. The year also turned out to be one of the worst on record for new car sales, both from the economy standpoint and, I felt, the design of the cars.

However, with all this said, today the 1958 models are sought-after collectibles, and that huge '58 Lincoln is one of them. Riding on a 131-inch wheelbase and a full 6 inches longer than the 1957 Lincoln (which was a great-looking car), the new Lincoln had a look all to its own, and to this day, probably stands out more than any other make that year.

Powered by a 430-inch V-8 producing 375 horses, the wide grille and "quad lite" recessed and outlined vertical headlamps, (slightly slanted actually) along with sculptured side with fender skirts produced the look we all now remember.  

The behemoth weighed 4,890 pounds and came with a 22 gallon fuel tank, while the transfer of power came via a three speed automatic transmission called Turbo-Drive. Lincolns for '58 came in Capri, Premier and Continental badges, while an Executive Limo (same wheelbase) joined the fray in 1959 and 1960.

Although not a success at the showroom, these cars today generate lots of interest at the car shows, as do the 1959 and 1960 models.

Available in two door, convertible and four door motif, a total of 12,556 Lincolns were built in 1958, and the base entry price was an expensive $6,012. By 1960, the last year for the design, the curb weight went up to over 5,000 pounds and 11,086 were manufactured.  

In ending, although I thought the car was way too big and ugly back then, today I'd love to own one. Thanks for your interest and letter.

Greg Zyla writes weekly for GateHouse Media and welcomes reader questions on collector cars and auto nostalgia at 303 Roosevelt St., Sayre, PA 18840 or at greg@gregzyla.com.

Q: We are buying a new car. Checking the final price, my wife found an additional charge called a “doc fee.” I asked what the fee was for and the dealer said it was for administration service for writing up and processing the paperwork. My wife said, “If we buy a new car from you, we have to pay you an additional charge for writing up the paperwork?” The salesman said that is correct. I checked with other dealers and they also charge a doc fee, however, the prices all vary. Is the doc fee a normal charge? And do I have to pay for the charge?

A: Doc fees have been around for many years. I do not know who came up with the additional fee for a customer to pay for the writing up of documents to buy a car or truck or any other vehicle purchase. It is a great way for the dealer to generate additional profit without actually doing any additional work or service. Check with your local laws on doc fees, because they all vary. I will tell you and my readers, if you do not want to pay the doc fee, do not. The salesman will say everyone has to pay it and he or she cannot take it off the billing invoice. What they can do is just deduct the doc fee amount from the sale price and leave the doc fee on the sales form. I see this practice all the time, and it is legal, and you should insist on it. Or go elsewhere to buy the car.

- Junior Damato, Talking Cars columnist

Racking up miles can evoke pride in some, but it is more than just bragging rights. Many people are driving cars tens and hundreds of thousands of miles further simply to keep their wallets a little fuller.

For those who plan on taking a car past 150,000 miles, routine maintenance starting early in a car's life can help mitigate hefty repair costs further down the line. Inevitably though, drivers of high-mileage vehicles will sooner or later face repair costs that challenge their willpower.

"We're seeing professional trucking companies, small-business owners and everyday drivers looking to keep their vehicles running longer," says Andrew Hamilton, director of lubricants for CHS, which manufactures and markets Cenex fuels, lubricants and propane. "Regardless of the size or type of vehicle, it's almost always more affordable in the long run to make repairs rather than to replace a vehicle. And in today's economy, more and more people are doing just that."

Using a good motor oil and changing it frequently and consistently throughout a car's life is essential for getting the most miles from it. High-mileage oil is available with added protection for older cars, but it doesn't necessarily benefit newer cars. Hamilton recommends a high-performing synthetic oil, which can help take a vehicle that extra mile and improve fuel economy no matter how many miles it has.

Smart driving is another simple way to keep a car running smoothly into the higher miles. Vigilant driving not only helps prevent accidents that could shorten a vehicle's life but also is less taxing on an engine and brake system. To keep a car running well, make a habit of accelerating slowly, using cruise control on the highway and easing up on the brakes.

- Brandpoint

As much as I like to drive, and as dynamically brilliant as this car is — except for one or two little hiccups — the best seat in the house is in the back. This is the “L” variant of Audi’s flagship A8 sedan, longer by 5.1 inches. That doesn’t sound like much, but those inches were applied behind the front seats. The rear of the A8 was hardly cramped to begin with; now there’s room back there to land a hang glider.

With the Rear Seat Comfort Package, both back seats are independently adjustable as well as heated and cooled. Furthermore, the front passenger seat can be controlled from the back, so the CEO can motor it forward — maybe squeezing her executive V-P a bit in the shotgun seat, but gaining that much more space behind. Keep on ticking the option boxes and the rear seats become more and more luxurious, topping out with recline and massage features, power sunshades, a fridge and dual 10-inch computer screens.

By now we’ve spent the price of an economy car in the back seats. But the pilot’s seat of an A8L is a nice place to be too. Not only is it adjustable (18 or 22 ways), heated, cooled and massaging, it also provides access to what’s under the hood: A silky twin-turbocharged 4-liter V-8 that squeezes out 420 horsepower and 444 pounds of torque. All the torque is available at just 1,500 RPM, so a mere dip of the driver’s toe accelerates this cruiser like a sports car. (A hushed and serene sports car.) The swell of power flows through an 8-speed transmission that shifts almost seamlessly, while the adaptive air suspension and the Quattro all-wheel drive absorb bumps and straighten out corners just as we’d expect them to.

Mere performance, comfort and refinement are no longer enough to impress the well-heeled, however, and so Germany’s Big Three are locked in an arms race to overwhelm us with techno-tronics. BMW has iDrive, Mercedes-Benz has COMAND, and Audi calls its computerized control system MMI, for Multi Media In your face — sorry, Interface. It’s a dial/buttons/screen combo that adjusts most of the car’s functions, from suspension and steering to the five distinct movable parts of each front seatback, and accesses the array of connectivity features. Audi has now fed Google Earth into its satnav, to provide zoom-in maps — alongside traffic, weather and news alerts as well as AM/FM/XM radio, all under manual or voice command. An A8 is even a mobile WiFi hotspot.

MMI can cause heart palpitations among seniors, but anyone comfortable with a smartphone should be able to cope. Furthermore, once everything is set, we’re left with easy one-click operations to toggle between Normal and Sport driving modes, pick radio stations, and work the windshield wipers or seat heaters.

Given what Audi has invested in digitalism, I’m almost abashed to complain about something so humdrum as driving, but let’s go back to the snags I mentioned: From a full stop, the A8 sits for a moment before it responds to the throttle. I thought this might be the fuel-saving engine stop-start feature, but disabling it didn’t solve the problem. I suspect the lag is programmed into the transmission to allow the motor time to restart — even if it isn’t needed. Annoying. I’d also like a bit more self-centering in the steering as the car comes out of a corner — a slight lack that might be due to the longer wheelbase, or even the four-season tires on our car.

Audi A8L 4.0T prices start at $87,200. Our sample came with extra driver assists (active cruise control with automatic stop & go, various alert sensors and a 360-degree, top-view camera) plus LED lights, a panoramic sunroof, front and rear Comfort Packages and other options, but the sticker was still slightly below a hundred grand. It can, of course, go well north of that. (A8s also come with 333HP V-6 or 500HP W12 engines, priced accordingly, and there’s an S8 sport model too.)

If you’re wondering how to fit such a vehicle into your budget, here’s a suggestion: Get rid of the company jet, lay off the pilots and cancel the maintenance contract, and then order one of these stretch Audis. What the heck, get two of them! Even with a full-time chauffeur, and even if you fly first class when you do need a plane, you’ll save 20 or 30 million bucks and be more comfortable too, especially in bad weather.

Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of the International Motor Press Association whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author. Contact him at calabi.silvio@gmail.com.

Q: I purchased a 1993 Oldsmobile Cutlass Ciera-S six-cylinder with 3,500 miles. The car was driven for about a year when purchased new, then garaged until I bought it. The car was thoroughly checked and is mechanically sound except for a nonworking fuel gauge. I use the trip odometer to monitor fuel level. When I get down to four to five gallons of gas in the tank, the car will stall upon a sudden stop or sharp turn.

A: It sounds like the fuel pump pickup is sucking some air, not gas. The computer also gets information from the fuel level sender in the gas tank. I suggest replacing the fuel module and fuel filter.

- Junior Damato, Talking Cars columnist

Before heading out, motorcyclists should take heed, because in our automobile and truck-dominated society the odds are not on the side of motorcyclists, according to FindLaw.com. Motorcycle operators account for about 2 percent of the vehicles on the road, but account for 14 percent of all road traffic deaths, according to the Network of Employers for Traffic Safety. Here are some safety tips for motorcycle operators and their passengers from FindLaw.com:

- Drive defensively: Regardless of how long you've been riding, always ride defensively, especially when approaching intersections, where, according to Allstate Insurance, 46 percent of all motorcycle crashes occur. On the highway or in the city, avoid an automobile or truck's blind spot. Ride with your lights on. Use hand signals in addition to your lights. Avoid swerving in and out of traffic, and put some space between you and other riders on group rides.

- Wear your helmet: If you want to enjoy riding for a very long time, wear a U.S. Department of Transportation-certified helmet. Next to your bike, your helmet is a rider's most important piece of equipment. Know the helmet laws in your state and the states to which you're traveling. According to the Insurance Institute for Highway Safety, 19 states and the District of Columbia require helmets to be worn by the motorcycle operator and his or her passengers at all times. The laws in other states vary, such as requiring helmets to be worn by minors.

- Check your insurance: All but three states - Washington, Montana and Florida - require motorcycle insurance (typically liability). Don't assume your auto insurance covers your use of a motorcycle, scooter or moped. McMahon says to review your auto insurance carefully. And always have proof of insurance on you in the event that you're involved in a crash.

- Check your bike: Conduct a quick inspection before you head out. Check tire conditions, lights, controls, the oil level and the kickstand. If your bike has been stored for the winter, make sure it's tuned up and in good working condition.

- Upgrade to anti-lock brakes: Consider upgrading your next motorcycle purchase with a bike equipped with anti-lock brakes. According to the Insurance Institute for Highway Safety, "motorcycles with anti-lock brakes have a 37 percent lower rate of fatal crashes than the same models not equipped with anti-lock brakes."

- Strap on some leather: Leather jackets and leather pants or chaps offer excellent protection for riders and their passengers. Pair your leather with tough, leather boots that go over your ankles and have a thick rubber, grooved sole for better traction. And don't forget to wear proper eyewear and gloves.

- Be seen: Black may be cool, but bright colored outer clothing increases your chance of being seen by other drivers. In addition, position your bike on the road to make sure you're seen. Make eye contact with car and truck drivers, especially at intersections, to make sure they see you.

- Know your bike: Every bike is different. Take the time to get to know your bike before you head out on the road. If you've just purchased a new bike, practice with it so you understand how it reacts, such as in an emergency stop situation. Study your owner's manual and don't be afraid to improve your skills with a refresher course.

- Brandpoint

Most of what Toyota builds is “product.” Very good product, to be sure, but — from the Camry to the RAV4 and even the out-there Prius — Toyotas are mainstream: solid and reliable, nearly invisible and generally non-aspirational. We don’t lust after Toyotas; we buy them by the millions because we need Toyotas to get through life.

Yet here is the Toyota FR-S, as in Front-engine, Rear-drive Sport, a brand-new niche vehicle that was jointly hatched by Toyota and Subaru. Maybe to distance itself from such a fringe item, Toyota sells its version of the car as a Scion, the brand it invented for Gen-Y types who don’t see themselves as boring old Toyota owners.

(The plan is, Get ‘em young with Scion, then move ‘em into a Toyota when the offspring arrive, with Lexus waiting as the prize for career success.)

Subaru owners who look under the hood of an FR-S will find a familiar flat-four engine, its cylinders set horizontally, two on each side, instead of in a vee or an upright row. Such a low-profile “boxer” motor helps drop a car’s mass toward the pavement, which improves the handling. This one is tuned for 200 horsepower and 151 lb.-ft. of torque — which may not be all the power we think we want, but in a car that weighs only about 2,800 pounds, it’s plenty.

Another benefit of light weight is economy. After a day of whooping around on corkscrew back roads, we were astonished to find that we’d averaged 28 miles per gallon of gas. (Toyota claims as much as 34 MPG on the highway.) We also realized that the FR-S could handle more power without getting twisted out of shape or over-running its excellent brakes. So it’s just a matter of time before one or both makers sticks a turbocharger onto this motor and offers an uprated “R” model.

Our FR-S came with the optional 6-speed automatic. Say what you want about slushboxes in sports cars, but this is a good one. It has three settings — snow, normal and sport — and can be shifted manually with the stick or with paddles on the steering wheel. As an automatic, it’s rarely in the wrong gear; in M mode, it doggedly holds each gear until the driver calls for the next one, and a rev-matching blip of the throttle comes with each downshift. The quick, high-effort steering wants both hands on the wheel, so the paddles are useful. Just pretend it’s a sequential racing transmission — or get the 6-speed manual gearbox and learn to use a clutch.

As one might expect, the FR-S’s ride is hard—we feel every ripple in the pavement — but it is reasonably composed, so potholes don’t knock us unconscious. The payoff comes in sharp turn-in, lots of control through fast corners, and occasional feelings of heady self-congratulation.

One might also expect mild claustrophobia, but the cabin turns out to be comfortably wide, deep and roomy, at least up front. There are back “seats,” complete with belts, but at best they are padded repositories for your tablet and your lunch. Fold down the rear seatbacks, however, and a snowboard fits under the trunklid.

Just like boring cars, modern sports cars have to meet all sorts of safety standards, so tell your parents that the FR-S is stuffed with airbags and all the electronic nannies — ABS, VSC, TRAC, EBD, BA, SST, et al. — found in Mom’s Camry. They’re there when we need them and unobtrusive otherwise (and if you wish to indulge in anti-social behavior, the stability control can be switched off). The FR-S is also quite up-to-date in other ways, with features like LED tail lights, halogen reflector headlamps and all the hands-free connectivity stuff that you Gen-Yers can’t live without.

Whatever your definition of a sports car — front-engine, mid-engine, rear drive, clutch or clutchless, hardtop or softtop — there is one thing that a sports car absolutely must deliver: that sense of being hard-wired directly to your butt. After many gratifying miles in the FR-S, I believe a small portion of my jeans is still stuck to the driver’s seat, and not just because of the clingy upholstery in those form-fitting buckets. The FR-S is a proper sports car — even if it is a Toyota (or a Subaru).

Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of the International Motor Press Association whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author. Contact him at calabi.silvio@gmail.com.

Jeep vehicles have been around for a long time, from the early military years to present. Both Wrangler and Grand Cherokee have had good- and bad-quality years. The good years are rolling, and for 2013 the Grand Cherokee Overland Summit is a great example. Gone is the dull lackluster exterior and interior hard seating and few options. The buckboard ride has been gone for some years, and Chrysler keeps improving on the suspension; you can feel the difference in both ride and handling. If you are in the market for a high-quality SUV with style and performance, make sure the Grand Cherokee is on your list.

- Junior Damato, Talking Cars columnist

About 7 percent of car crashes are caused by some kind of vehicle failure, with tire degradation and brake system failures topping the list, according to the National Motor Vehicle Crash Causation Survey from the National Highway Traffic Safety Administration. But tire and brake failure aren't the only types of vehicle problems that can lead to accidents - engine, steering system and suspension failures also cause crashes. Here are common car noises people hear and what they could mean:

- Humming or groaning: When you hear humming while driving at faster speeds, it's a sign there probably is some wear on your tires, which can lead to serious issues. It could be located on the insides of your tires, which is hard to diagnose on your own, but not having it checked is a risk, because the steel belts in the tire might be coming apart.

- Growling: This noise could change or even go away when you turn the wheel, but it is usually caused by a defective front wheel bearing. The change in noise could be a result of the shift in the weight of the car as you turn.

- Whining and creaking: You might hear these noises backing up or turning. It could be the result of a ball joint or tie rod seizing up.

- Squeaking: This can be a high-pitched, steady annoyance that lets you know it's time to get your brake pads checked or replaced.

- Grinding: This sound means two pieces of metal are touching when they shouldn't be. This sound could be a multitude of things: brakes, powertrain, suspension or something else. Whatever the case, a grinding sound means you need to get your car checked out as soon as possible.

- Hissing: A hissing sound might occur after you turn off your ignition and can sometimes be followed by smoke from under your hood.

- Brandpoint

Cadillac’s penchant for inscrutable model names — SRX, CTS, ATS, XTS and, soon, ELR — leaves us confused. What happened to traditional American car names, like Impala, Riviera, Mustang, Seville? I, for one, would be happy to call this car a . . . Milano! No, that’s a cookie. Right, let’s call it the Argonaut. The Wensleydale.

Well, maybe not. But this new sedan is making a real stab at elegance, and “XTS” just doesn’t deliver the message. Look at those lines; someone bought the stylists at Cadillac their first French curve! From every angle, the car is sculpted, almost sensuous, yet masculine and commanding. It’s only four inches shorter than an S-class Merc, but sleeker and much less bulky. (It seems even smaller from the cockpit because the hood drops away out of sight.)

In the modern automotive idiom, the XTS has a 304-horsepower engine, but it’s a six, not a V-8. Front- or all-wheel-drive is available. The automatic transmission has six speeds and a sport setting, and also can be shifted manually with paddles behind the wheel. The steering is light but precise. The suspension is supervised by Cadillac’s Magnetic Ride Control, which adjusts the shock absorbers near-instantaneously to varying pavement conditions. It transmits plenty of road feel to the driver—sometimes a bit too much. The front brakes are from Brembo, the Italian company that supplies most of the world’s supercar stoppers.

The cabin, especially in this $62,000 Platinum AWD edition, is a fine place to be. With each new car, Cadillac’s interiors inch closer to good taste and real luxury. Design-wise, there are only two goofs here: The badge on the grille is way too big — it looks like a bolo tie on a tuxedo — and the electronic instrumentation is better suited to a Vegas pinball machine.

The XTS is stuffed with active and passive safety features—make a wrong move or get too close to anything larger than a chipmunk, and something flashes or beeps or even vibrates one or another of your butt cheeks. It’s like a particularly clumsy pickpocket going for your wallet with a joy buzzer in his hand.

In some areas, Cadillac is trying too hard. For example, the new CUE — Cadillac User Experience — touchscreen and the various command systems in this car are capable of many tasks, but I had to get out the manual just to reset the odometer. Sure, owners will get used to these things, but Cadillac is being too clever by half here. (To be fair, almost every luxury carmaker is guilty of this to some degree. It took BMW years to civilize its notorious iDrive controller.)

Cadillac also has been trying hard with the ride, handling and performance of its cars. With the CTS and ATS and the SRX crossover, it seems Cadillac wants to out-German the Germans, even going so far as to brag about their lap times at the Nürburgring racetrack. After all the ill-handling, poorly made land yachts of yore, this is an enormous improvement, but not all Cadillacs need to be so hard-edged.

A flagship Cadillac should be a refined, large sedan capable of purring down 5th Avenue in high style and then blitzing serenely from Manhattan to Boston in two hours flat — with the CEO and the chairman of the board swapping grandchildren photos on their iPads in the back. The American Rolls-Royce, as it were, but at a quarter to one-fifth the price.

The XTS comes closer to this mark than any other present Cadillac save possibly the giant Escalade — but that’s an old-school SUV long overdue for a remake. So let’s tune the XTS’s ride for a little more suppleness and add a bit more isolation; chip the engine for at least another 50 pounds of torque; swap this transmission for one of the new super-smooth, highly responsive 8-speed boxes; and tone down the digital readouts. While you’re at it, Cadillac, how about a stretch “L” model with another six inches of leg room in the back? Oh, and find a proper name.

The XTS is a good start. Now let’s finish the job — even if the price climbs by a few grand. Nobody wants a fake Mercedes-Benz; we want a real Cadillac!

Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of the International Motor Press Association whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author. Contact him at calabi.silvio@gmail.com.

There is no question that Chrysler had quality issues over the last 10 years in both body and mechanical. That was then -- this is now. I had a couple of offerings recently to test drive. The first was the four-door 2013 Charger SXT Plus all-wheel drive sport sedan that has a look asking you to “Jump in and drive me.” Great job on this car and hope this is the future of the Chrysler group. The optional equipment features are worthwhile options to complete this great package.

- Junior Damato, Talking Cars columnist

With family vacation time nearly here and plans for road trips underway, it's tempting to give in to quick, unhealthy solutions while packing snacks for the road. Here are some creative ways to revitalize your family's snack routine and help you enjoy delicious and nutritious snacks on the go.

- Crunchy snacks are a must-have when hitting the road or catching a flight to your favorite family vacation spot. Snack bags full of granola, cereal and other crunchy favorites can be just the ticket to getting a healthier treat and can even help stave off a temper tantrum. Try making homemade granola, pretzels or even combining your kids' favorite cereals and pretzels to give them a salty-sweet mix they will love. You can even add a dash of cinnamon to liven up the flavor of granola. Pack it in small plastic bags for easy portion control and access - important when you're running through the airport.

- Cheese is a staple when it comes to keeping kids satiated since it's loaded with protein, and an added bonus - calcium. String cheese is often the most popular among small children, since they can either bite into it or peel it off piece by piece, which helps keep them entertained. It's available in a variety of flavors, from cheddar to mozzarella, so there's something for every little one. Cheese also pairs well with sliced apples, grapes or crackers.

- It can be tempting to skip the beverages when you're on long trips to avoid bathroom breaks, but staying hydrated is key to staying healthy and happy. Pack juice boxes or small bottles of water for car trips - the small size is perfect for your little one, but it also helps to keep track of how much everyone is drinking.

- Brandpoint

To gaze upon Hyundai’s shapely Azera is to realize how few cars today are truly pretty. In a market that values fuel economy, luxury, green-ness, low lease payments or whatever, “pretty” evidently doesn’t cut it any longer. Even Ferraris look a bit grotesque these days. The Azera, though — that’s pretty. No gaping grille, no swollen goiters, no painful angles; it is thoroughly harmonious.

But, as mother used to warn us, pretty is as pretty does. As it happens, though, the Azera does quite well, thank you.

Till the Genesis appeared, in ‘08, the Azera was Hyundai’s flagship, its most expensive car. Then both were upstaged by the luxury-liner Equus, and the Azera became merely a “premium” car, albeit one that gets close to 30 MPG on the highway.

Today Hyundai offers us 13 models with two, three, four or five doors at prices that stretch from $15,000 to $60,000. Most of them are aimed at families, students, young professionals and Capitalists — automakers’ prime quarry — but now Hyundai has a Boomers’ blue-plate special. The Azera is for grownups who no longer have expense accounts, but still have expense-account tastes.

The Azera backs up its looks with a creamy V-6 tuned for 293 horsepower and connected to a 6-speed automatic transmission that can be shifted manually. Suddenly dumping this much power into the front wheels inevitably causes torque steer, but Hyundai has engineered the mad zigzagging down to a mild, easily controllable pull. (We retirees rarely open the throttle that quickly anyway. Unless we’re vintage racing.) Furthermore, understeer — the tendency of a nose-heavy FWD car to plow through tight corners — is non-existent, at least in public. On the interstate, the Azera holds its speed and line effortlessly; in town and on secondary roads, the handling, steering, launching and stopping become invisible.

With its spacious charcoal-and-cream interior, the Azera is as satisfying and as “premium” inside as it is outside. No one should be stymied by the controls on the steering wheel and the center console, or by the satnav. The seats are excellent. In the front, the headrests can be adjusted fore-and-aft; rear passengers get two semi-bucket seats plus reading lights, soft-touch grab handles, a fold-down armrest and ample foot and leg room. Driving or simply being driven in the Azera is an exercise in comfort and serenity.

Then we tried something different: I sat in the car with the spec sheet in hand and mentally deleted all the added features. The 19-inch wheels became standard 18s; the dual-pane skyroof with its electric shade was replaced by featureless headliner. The audible backup sensors disappeared, along with one of the driver’s-seat adjustments, the seat memory, the 3-stage cooling in the front seats and the powered tilt-and-telescope on the steering wheel. The rear-window shades went away. So did with the mood lighting, the carpet floor mats, the higher-grade stereo, the Xenon headlights and the iPod cable. The sticker price dropped by $4,100.

Was the “stripper” Azera still a premium car? Was it worth $32,250? For that matter, was the loaded car worth $37,225?

There’s no denying the desirability of some of those extras—I’m partial to the huge sunroof and the high-intensity headlights — but what remained was impressive. If the parking sensors are gone, there’s a still a backup camera. The computer screen and GPS stay. The sound system now has seven speakers instead of 12, but all the wireless connectivity remains. The front seats are still leather, still heated and still adjusted via Mercedes-style controls. The HVAC system is still automatic and still has two zones. The self-dimming Homelink rear-view mirror is there too, as are the automatic high beams, the push-button ignition and the auto-unlocking doors. The air-bag count remains at nine. So it seems that the answer to all three questions above was “yes.”

The Azera doesn’t break new ground in performance or technology. What it does is come up behind the establishment in this segment — Toyota’s Avalon, Nissan’s Maxima, a Honda product or two, various Buicks, Fords and such — and hip-check them aside.

Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of the International Motor Press Association whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author. Contact him at calabi.silvio@gmail.com.

Q: What can you tell me about the new Lexus LS600H that’s coming out next year?

A: This car is a great example of what a car company can do when they think long and hard about building a car that offers everything one could want without the bling effect of the flash. Our all-wheel drive 5.0-liter V-8-electric power test car offered great power and mileage through a CVT automatic transmission. Multi-adjustable four-place seating conforms to your body, and a large Nav screen with rear entertainment makes long drives seem short. The 600 is bigger and heavier than its little brother, which is also a full-size car. It is a car that other manufacturers will be watching closely.

- Junior Damato, Talking Cars columnist

Many people consider spring the perfect time to clean their homes, but it is also important to clean your vehicle. The average vehicle stays on the road nearly 11 years, according to a study by Polk Research. This trend of consumers holding onto their vehicles longer than usual continues to grow. Here are simple tips to make sure you are ready for a successful spring travel season.

- As temperatures change, so can tire pressure. Proper tire inflation is essential for increased automotive safety, optimum driving performance and significant cost savings, including better fuel mileage. Tires should be inflated to the vehicle manufacturer's recommendations printed on the vehicle door placard or in the glove box, and should be checked at least monthly. Over-inflation can lead to premature or irregular tire wear and under-inflation reduces a vehicle's fuel efficiency by an average of 3.3 percent, according to fueleconomy.gov.

- Many fluids require attention, including the engine oil, transmission fluid and power steering fluid. Spring is the perfect time to make sure they are all clean and at the proper levels. Additionally, to help ensure maximum engine life, change the oil and oil filter every 3,000 miles, or as directed by your owner's manual.

- Replacing a dirty air filter can increase a vehicle's life expectancy and fuel efficiency by reducing the strain on the engine, especially during warmer months. Over the winter months, salt, sand and other impurities may build up in a vehicle's air filtration system, and replacing this air filter can improve acceleration time by around 6 to 11 percent, according to fueleconomy.gov.

- The lower the tread depth, the less traction you will have on wet roads, and the greater the distance you will need to stop.

- Brandpoint