Let's be honest: the third row of seats in the Acura MDX is laughable. There is virtually no leg- or headroom, relegating these seats for use only by small children or extremely flexible adults. And with the third row raised, cargo room also is diminished quite a lot. Put that concern aside, and the MDX is a great vehicle. It drives much like smaller Acuras, with sporty handling and an excellent V-6 engine. I'm even a fan of the angular, creased exterior design.

No, it's not deja vu: you have seen the 2013 Acura ILX before. Acura showed off a thinly-disguised concept in January at the 2012 Detroit auto show and unveiled the production-ready sedan at the 2012 Chicago auto show, but the automaker only recently allowed us to try on its new entry-luxury small car on for size.

The decision to purchase a minivan is a pragmatic one. Drive a minivan and you admit to the world that you have children and a Costco membership, and that you want one vehicle that can transport your offspring and multi-packs of toilet paper.

The current Acura RL may technically be Acura's largest, most expensive offering, but as the midsize TL range has grown in terms of size and sophistication, the supposed flagship of the Acura brand hardly offers anything its more mainstream sibling doesn't.

Acura's first-generation RDX crossover suffered from a bit of an identity crisis: it packed an exciting, enthusiast-oriented powertrain into a CUV, but trailed competitors when it came to ride quality, refinement, and sophistication. The entire package led one Automobile editor to suggest last year that Acura needed to "commit to competing against the big boys and develop a vehicle that can meet them head on."

For luxury automakers, it seems the next big thing is -- ironically -- small cars. Premium brands are quickly warming up to the idea of well-equipped C-segment models in order to snag young, first-time luxury buyers; empty nesters on a downsizing spree; or some combination of the two. Acura’s no exception to this trend, and hopes to play in the growing segment with the new 2013 ILX sedan, which debuts this week at the 2012 Chicago Auto Show.

Acura stripped away most of the mystery surrounding its forthcoming 2013 RDX crossover at last month’s Detroit auto show, but the official, finalized production model officially debuts this week at the 2012 Chicago Auto Show.

December of 2005 is a month that will live in infamy -- or at the very least, it will amongst sports car enthusiasts. Following a formal announcement five months earlier that the NSX sports car would come to an end, employees at Honda's Suzuka facility in Japan build the last Acura NSX destined for North American customers.

Though we fight it as children, most humans ultimately have to face the inevitable and mature. Our tastes gradually migrate from fun and funky to the smooth and sophisticated. It only makes sense for automobiles to evolve in a similar fashion, and that's just what the 2013 Acura RDX - which makes its first auto show debut at the 2012 North American International Auto Show in Detroit - promises.

Since the brand's inception some 25 years ago, Acura has always offered an entry-level luxury model to draw young buyers to the brand for the very first time. Models like the Integra, RSX, and TSX have essentially served as gateway cars to the Acura lineup, but there's soon to be yet another model name on that list. The 2013 ILX, previewed by the so-called concept shown at the 2012 Detroit auto show, will soon serve as Acura's least-expensive offering.

Las Vegas, Nevada – Security has traditionally been tight in Vegas casinos, but not this tight. We’re among a small group of journalists allowed past burly bodyguards into a conference room in the lower level of the Aria Resort’s conference center. This isn’t an attempt to reenact a scene from Ocean’s Eleven – instead, we’re here to see four new Acura products hours after they were secretly shown to North American dealers.

No Chrysler product needed a makeover as desperately as the old Sebring. Awkward styling, a low-rent interior, and subpar dynamics did the Sebring no favors in one of the industry's most cutthroat, competitive segments. Thankfully, the 200, which debuted as an all-new model for the 2011 model year, banishes many of the Sebring's most unloved qualities. New exterior styling, including front and rear clips patterned after the 2009 concept car of the same name, lend the 200 an upscale appearance, but the most welcome change lurks within. The blocky, rock-hard plastic surfaces are largely a thing of the past. Soft-touch materials are applied to the dashboard and door panels; 200S models go even further, adding larger wheels, dark exterior trim, and fancier seating materials. The 173-hp, 2.4-liter in-line four remains the base engine; a six-speed automatic transmission is standard for most trims, but the entry-level LX retains an antiquated four-speed transmission. It's worth the extra money to step up to Chrysler's new 3.6-liter Pentastar V-6, which is available only with the six-speed automatic. With 283 hp on tap, it offers a surprising amount of power and doesn't drink much more fuel than the four-cylinder. While new suspension geometry, dampers, and stiffer springs lend the sedan a sportier feel, the 200 convertible feels less refined, exhibiting some of the flex and shimmy that plagued its predecessor. Still, it's a comfortable cruiser and one of the few mid-size convertibles on the market.

The makeover Chrysler performed on its large sedan for the 2011 model year was extremely successful. The 300 still feels like a big, broad-shouldered hunk of American muscle, but it exudes a surprising amount of European flair, thanks to LED headlamps, a stellar interior, and an available panoramic sunroof. Lest you think the company is content to rest on its laurels for 2012, Chrysler has made a surprising number of revisions. Two new trim levels -- the 300S and the 300C Luxury Series -- join the fold, allowing buyers to add a sporty look and sumptuous cabin materials, respectively. Cars equipped with the 3.6-liter V-6 are now fitted with a ZF-sourced eight-speed automatic transmission and are once again available with all-wheel drive. The biggest news for 2012 is the 300's biggest engine. The performance-tuned SRT8 model rejoins the 300 lineup after a yearlong hiatus, and it's better than ever. A 6.4-liter Hemi V-8 provides a muscular 470 hp and 470 lb-ft of torque, and adaptive dampers pull double duty, curbing body roll on the track and soaking up bumps on the road. In fact, even the lesser 300 models offer a remarkably pleasant drive. With the advent of the eight-speed automatic on six-cylinder models, there's arguably less need than ever to opt for the 5.7-liter Hemi. The 3.6-liter V-6 offers respectable power without resorting to typical eight-cylinder gluttony, and the smooth-shifting eight-speed transmission both aids acceleration and bolsters fuel economy.

After flooding the market with crossovers, SUVs, and family-friendly haulers that were marketed as anything but minivans, automakers appear to be rediscovering and rededicating themselves to the minivan segment. To its credit, Chrysler never left -- instead, it pushed to find new ways to refine and evolve the minivan concept with the Town & Country. While the basic architecture of the current model dates back to 2007, last year's overhaul ushered in some welcome changes. We're happy to report that the anemic 3.8-liter V-6 is gone; a new 283-hp, 3.6-liter V-6 now provides ample power to move the 4621-pound vehicle. Engineers extensively retuned the suspension, replacing the soft, floaty demeanor of the old van with a firm, vaguely European feel. Undoubtedly, the best news lurks behind those dual sliding doors: the rock-hard blocky plastics that dogged previous Town & Countrys are largely a thing of the past. Soft-touch materials run throughout the cabin, and a new dashboard -- which incorporates a waterfall center console -- is both elegant and ergonomically pleasing. Fold-flat second- and third-row seats are standard, although optional new "quad" second-row buckets add extra bolstering and adjustability in an attempt to increase passenger comfort. We'd love to see Chrysler improve the feel of its switchgear and reduce ambient road noise, but by and large, the 2012 Town & Country feels more like a premium minivan than ever before.

The A7, which went on sale this past spring as a 2012 model, is effectively an A6 Avant with a sloped roof, so it shares its mechanicals with its more conventional sedan sibling. The only powertrain available is a supercharged 3.0-liter V-6 attached to an eight-speed automatic transmission and Quattro all-wheel drive -- enough ammunition to shoot this gorgeous sportback to 60 mph in 5.4 seconds. As its badge suggests, the A7's options list is halfway between that of the A6 and the A8, including driver assistance systems such as lane-departure prevention, infrared night vision, a head-up display, and an automatic parking system that can squeeze the big A7 into -- and out of -- tight parking spots. The optional Bang & Olufsen sound system costs a shocking $5900, and all-LED headlamps will set you back a serious $1400. You could easily spend a small fortune on this Audi. Unfortunately, the A7 seats only four, but the back seat is surprisingly airy and spacious, and the entire cabin is finished beautifully. The liftgate is enormous and, one would suspect, heavy -- but it's power-operated, so opening it is as simple as touching a button. As in the A6, the A7's MMI infotainment system can incorporate Google Earth into its maps and uses Audi's touch pad, which allows you to spell out navigation destinations with the tip of your finger.

If you lust for a hot hatch but need the versatility of a small SUV, Acura may have the perfect compromise: the RDX. Despite sharing its basic architecture with Honda's popular CR-V, the RDX exhibits a completely different -- and much more dynamic -- personality. Even with its tall roofline and higher ground clearance, the SUV behaves like a subcompact. The rorty, snorty 2.3-liter turbocharged four-cylinder packs a substantial wallop, and the available SH-AWD system -- which aids handling by sending power to the outer rear wheel during cornering -- helps the already-poised RDX exhibit tenacious grip. Dynamically, the RDX is still quite impressive, but it is starting to show its age elsewhere. That's most evident in the cabin. Although the interior is chock-full of clever cubbies and storage areas (including a locking center console designed to hold a laptop computer), its aesthetic generally feels dour and dated. Buyers may be wooed by a number of advanced features, such as ELS surround sound, perforated leather seating, and GPS-linked climate control, which are typically found in more expensive vehicles, but the RDX's true party trick remains its on-road demeanor. The compact utility segment has grown increasingly crowded, but the RDX is one of the few that convincingly meld the soul of a sports car with the shape of a sport-utility vehicle.

Acura envisions itself as a younger, sportier brand than it was twenty-five years ago, but it's not quite ready to abandon its older customers, who fell in love with the Legend years ago. As a result, the RL continues to find a home in the company's portfolio, even though monthly sales volumes struggle to reach the triple-digit mark. Interestingly, the slow-selling RL shares quite a bit with the popular TL, including its engines, driveline, and several key dimensions. Each car has its own unique personality, however. Whereas the TL is unmistakably a sport sedan, the RL serves as a premium cruiser. Although the 3.7-liter V-6 produces more than adequate power and the standard torque-vectoring all-wheel-drive system provides impressive grip in corners, softer suspension tuning inevitably produces a little more body roll when the RL is driven hard. Still, the RL's edge may lie with comfort -- not only does that suspension tuning provide for a comfortable ride, but the car's cabin also feels more upscale and well arranged than that of its sibling. Acura's typical barrage of infotainment technologies is available on the RL; the ELS surround-sound system is superb, but the optional navigation system is still hampered by dated graphics and clunky menus. Some competitors may offer similar luxuries and a little more fun behind the wheel, but for those eyeing a sedate sedan with just a hint of sport, the RL may be the ideal formula.

Evolution has been kind to the Acura TL. Although we judged the all-new model, launched in 2009, as cold and uninspiring, the company spent the last three years continually refining, reworking, and improving its mid-size offering. Suspension revisions, which arrived in 2010, improved handling, and an available six-speed manual transmission endeared itself to buyers looking for a premium performance machine. Arguably, the 2012 model -- which actually arrived at dealerships in early 2011 -- is the best TL yet, thanks to another round of polishing. Perhaps the best example is the exterior -- the car's ungainly, beaklike nose has been abolished, replaced by a more conservative grille and new, proportional front and rear bumper fascias. The makeover isn't quite as extensive inside, but the optional technology package does toss in luscious Milano leather seating surfaces. Beneath the skin, a six-speed automatic transmission improves fuel economy, and it's also a little smoother shifting than the outgoing five-speed unit. Front-wheel-drive TLs continue to use a 280-hp, 3.5-liter V-6; stepping up to the all-wheel-drive model forces an upgrade to a potent 305-hp, 3.7-liter six-cylinder. Enthusiasts will prefer the latter, but not simply for the power: the torque-vectoring driveline increases grip in cornering. Better yet, it's also the only way to opt for that crisp, slick-shifting six-speed manual.

The TSX may be the smallest, least expensive model in Acura's lineup, but it also offers the most variety. The TSX's portfolio was expanded with a six-cylinder engine in 2010 and a wagon model in 2011. For 2012, a sporty-looking special edition -- allegedly inspired by the original Integra -- joins the fold. All these amendments are aimed at expanding the TSX's customer base, but they haven't diluted the character of the car. Based on the European-market Honda Accord, the TSX is a svelte, agile front-wheel-drive sport sedan. The 3.5-liter V-6 packs tremendous power, but we still prefer the balance and rev-happy nature of the 2.4-liter I-4, even if it is a little short on torque. We'd love to see a Sport Wagon with the manual transmission, but the six-speed is available only on sedans -- and special-edition sedans, at that. Competitors may offer a little more pizazz when it comes to the interior, but the TSX still shines as a driver's car. The suspension tuning was amended last year to provide more compliance over rough roads, but the TSX is far from soft. Body motions are kept in check, and the steering is sharp, somewhat tactile, and well weighted. The TSX is a surprisingly fun car to drive, no matter which engine or transmission it is equipped with.

Two years have passed since Acura dropped the ZDX crossover into our market, and we're still trying to figure out how best to describe it. The ZDX uses essentially the same platform and powertrain as the more conventional MDX, but it wraps them in a rakish, coupelike body. Although the so-called power plenum grille continues to incite debate, many of the ZDX's design cues -- including a steeply raked roof, hidden rear door handles, and a panoramic sunroof -- lend it the character of a sport sedan. In many ways, the ZDX actually drives like a sport sedan. The 300-hp, 3.7-liter V-6 provides plenty of power, and the standard SH-AWD system does a commendable job of shuffling all 4400 pounds through corners. The available Integrated Dynamics System (IDS) tosses in adaptive dampers and provides a surprisingly firm sport setting that is best suited for spirited driving. Sadly, that shapely form comes with some sacrifices. A tall floor and a low-slung roof encroach into headroom for both front and rear passengers, and the fastback tail means that cargo space is a meager (for a crossover) 26.3 cubic feet. Acura also limits the ZDX's tow rating to 1500 pounds. Buyers looking for a little more versatility should perhaps consider the MDX, which offers more seating, cargo space, and towing ability than its stylish sibling.

The V8 Vantage offers entrance into the exclusive club of Aston Martin ownership at a price not much more than that of an optioned-up Porsche 911. Of course, you can always spend more on the V8 Vantage S or the V12 Vantage. Even at $185,650, the twelve-cylinder Vantage strikes us as a comparative value. The Vantage's shorter chassis makes it lighter and more nimble than its more expensive siblings, and the V-12 engine is the same 510-hp V-12 found in the DBS. It is 0.2 second quicker to 60 mph and yet sells for $94,926 less than Aston's most expensive car. The Vantage's appeal extends deeper than numbers, too. It's a true driver's car. Regardless of which engine is under the hood, the Vantage rewards the driver with communicative steering, responsive handling, and authoritative thrust. The V12 Vantage is available only as a coupe with a six-speed manual. The V8 Vantage offers a choice of a manual or a six-speed automated manual transmission and is available in either fixed-roof or droptop form. Like the rest of the Aston range, the Vantage boasts an exquisite interior with clumsy ergonomics and a simple, slightly outdated style. The smaller wheelbase also means a tighter cabin, which can be an inconvenience for taller drivers. The N420 edition adds a dose of visual distinction with carbon-fiber body add-ons, carbon-fiber sill plates, a sport suspension riding on ten-spoke wheels, and Alcantara seat inserts.

Your eyes will struggle to believe it, but every body panel save for the door skins and the roof is unique to the Virage, which debuted in the spring of 2011. The visual similarity between the Virage and its platform mates is fitting, however, since the 5.9-liter V-12 engine makes 490 hp here, exactly 20 hp less than the DBS and 20 hp more than the DB9. For an additional $17,000 over the cost of a DB9, the Virage gets twenty-inch wheels, carbon-ceramic brake discs, and a ten-setting adaptive Bilstein suspension. As in all Astons, the interior is covered in high-quality, hand-stitched leather. The familiar paddleshifted six-speed automatic is the only transmission. Not surprisingly, the Virage drives like all Astons do, with gracious athleticism and impeccable composure. It is responsive without being abrupt, agile without being edgy, and fast without being frenetic. However, those attributes are readily available in a DB9 and DBS, so aside from the fact that it fills the smallest of niches in the carmaker's lineup and is the newest fashion, the Virage's value to Aston Martin and its loyalists seems dubious.

The idea of a premium entry in the small-wagon category seemed strange back in 2006, but the A3 makes sense to enough buyers to have stuck around all these years. The A3's continued existence is certain proof that there are enough places in the United States -- in large cities, for instance -- where space is at a premium and small but versatile cars make sense. Often, those urban buyers are wealthy enough to afford a vehicle like an Audi A3. Even now, when carmakers are adding more and more luxury features to their small cars, this upscale compact hatchback remains the only vehicle of its type. The A3 is based on the last-generation Volkswagen Golf, which used to be its only competitor. Now, however, the Lexus CT200h has entered the ring, and its hybrid powertrain produces huge fuel economy numbers. The A3 is far quicker than the CT200h, though, whether equipped with the turbocharged gasoline engine or the turbo-diesel. Both engines are available with the VW Group's benchmark dual-clutch automatic transmission, and the turbo is also available with a six-speed manual. The ace in the A3's pocket is its available all-wheel-drive system, a feature no other car in this segment offers. And as nice as the Lexus is, we think the diesel-powered A3 is a more engaging, more luxurious way to break into the 40-mpg club.

You might think that living in the BMW 3-series' shadow would be tough, but the Audi A4 looks no worse for the wear. In fact, its great looks -- inside and out -- are the hallmark of this luxury car. And if indeed the Audi is even second to the BMW these days, it needs to apologize for nothing. The rear-wheel-drive Bimmer is still the easy choice for driving purists, but the A4 is a brilliant alternative for realists. Audi was among the first to the downsizing-for-fuel-economy party, and the A4 comes with an unusually refined turbocharged four-cylinder engine that plays surprisingly well with many of its competitors' sixes -- in fact, Audi claims the A4 is the "biggest, fastest, and most-fuel-efficient vehicle in the sport sedan category." And if being merely fast isn't enough, there's the blisteringly fast S4, which uses a supercharged V-6 and all-wheel drive to terrorize its competitors. The sexy A4 Avant station wagon is available solely with all-wheel drive, but base sedans can be had with front-wheel drive and a continuously variable transmission. Four-wheel-drive models come with a six-speed stick, a seven-speed dual-clutch automatic (S4), or an eight-speed automatic (A4.) The most important option, however, is the $850 Bang & Olufsen sound system, which transforms the stunning Audi into a rolling concert hall.

Since the A5 shares its running gear with the A4, you shouldn't be surprised that it uses the same engines -- a turbocharged 2.0-liter four-cylinder hooked to Quattro all-wheel drive and a choice of a six-speed manual or an eight-speed automatic transmission. That concludes the simple part -- from here on out you need to pay close attention. You can also get a front-wheel-drive A5 with a CVT-equipped four-cylinder, but only in convertible form. If you're looking for something with more power, it really starts to get complicated: the S5 convertible shares the S4's 3.0-liter supercharged V-6 with a seven-speed dual-clutch automatic transmission. But if you want an S5 coupe (rather than a convertible), you get a normally aspirated 4.2-liter V-8 with either a six-speed manual or a six-speed automatic transmission. We're confused, too. The convertible bucks the folding-hard-top trend and uses a multilayer fabric roof. It's better-looking than its competitors, and the soft top takes up less trunk space. Both the coupe and the convertible offer seating for four actual life-size human beings, and, like all Audis, the A5 has a beautifully finished interior with lots of luxurious amenities.