#video

Subaru’s Legacy is unique in the midsize sedan segment, not just because it is the only entry with standard all-wheel drive, but also because it also comes with a standard continuously variable transmission and the $21,745 price tag is just $405 higher than the least expensive entry, the Passat. The value of that standard CVT and AWD system is around $2,600-$3,000 effectively making the Subaru a much better value than the base Volkswagen that is front-wheel drive with a manual. This value proposition is the key to understanding Subaru in general and the Legacy in particular.

The large two-row crossover is a rare breed. With compact crossovers getting less compact and folks defecting to supersized three rows, Toyota and Honda chose to kill the Venza and Accord Crosstour while Ford pressed on with a redesign of the Edge. You can think of the Edge as a “tweener” crossover slotting between the Escape and the Explorer while at the same time being the spiritual successor (in modern form) to the Bronco and two-row Explorers of yesteryear. Although Ford says the Edge is a complete redesign, you could be forgiven for thinking this is more of a refresh, and that’s not a bad thing since the Edge was already one the most appealing options in this phone-booth-sized segment.

At TTAC, we typically don’t run whatever video is making its way around the Internet during whatever particular day. Today, well, we have a reason to break with that tradition.

The clip above, shot this past weekend, features a stretched Chrysler 300 beached on a railway crossing and unable to move as a train barrels down the tracks in its direction.

Instead of saying “You won’t believe what happens next!!!” like BuzzFeed Autos, I’d like to congratulate the builder of that stretched gangster mobile.

My company, Force Dynamics, builds full-motion driving simulators. They work by tilting you as the simulated vehicle corners or accelerates, so your brain is tricked into feeling lateral or longitudinal accelerations.

Sometimes people who watch our machines in action say, “This is moving way too much!” So when we started racing a Mazda Miata in the ChumpCar World Series, I decided to conduct an experiment.

The last Lexus coupé-only model to grace luxury Japanese dealer lots was the 1991-2000 Lexus SC 300/SC 400. Since then Lexus has tried to satisfy luxury coupé and convertible shoppers simultaneously with the hardtop SC and IS convertibles since 2001.

That is until the folks in Japan decided to change their strategy to compete more directly with BMW, Mercedes and Audi in every segment. The result is the development of the RC.

Perhaps because Lexus decided against a 2-coupé strategy, as utilized by BMW and Mercedes, the RC is mix mash between the compact IS and the mid-sized GS — with a little bit of Lexus IS C tossed in for good measure.

In theory, the new coupé was also to serve as the basis for an all-new convertible. Unfortunately, the dealer network revolted and demanded another change in course, redirecting efforts into a 3-row crossover. As a result, the all-new RC is sold alongside the aging Lexus IS C convertible, a situation that’s unlikely to change for the foreseeable future. Fortunately for enthusiasts, Lexus developed their M4-fighter at the same time as the more pedestrian RC 350, otherwise the very-blue 467-horsepower RC F you see above may have met the same fate as the moribund convertible.

Once upon a time, Volkswagen’s iconic Beetle sold primarily on its low sticker price, durability reputation and ease of maintenance. VW’s new Bug, however, sells on retro style and a healthy dollop of nostalgia.

The Bug before us today is the second generation “New Beetle” first resurrected in Europe as a 1998 model based on VW’s Golf and A3 platform. It was then redesigned for 2012, sharing its bones with the MK5 Golf and Jetta.

Redesigning retro is always tricky. This explains why the original Bug barely changed over the years and why the other retro-flashbacks like the PT Cruiser and Chevy HHR turned into one-hit wonders. If you don’t change enough, shoppers won’t see a reason to trade Herbie in for a new time capsule. Change it too much and you’re left with a caricature. Either way you slice it, retro comes at a cost.

Ahead of its new Fortwo and Forfour models, Smart is releasing an advertisement destined to live only on the Internet.

The ad — titled “Swearing Kids” — is completely self-explanatory and accurate. It is wholly uncensored and mostly funny and full of naughty language that’s definitely Not Smart For Work.

Acura has been a brand of highs and lows for a while. The MDX has been a perennial best-seller while their large sedans have largely sat unsold. The RDX, meanwhile, has had an interesting history.

Acura’s first attempt at a 2-row crossover was ahead of its time with a 2.3L turbocharged engine producing 240 horsepower and Acura’s Super Handling AWD system capable of sending 90 percent of engine power to the rear. The ride was criticized by Motor Trend as “harsh” and folks complained about turbo lag from the segment’s only four-cylinder turbo engine.

As the segment grew, most entries used naturally aspirated 6-cylinder engines and RDX sales failed to achieve orbit. All indications were that Acura’s compact crossover was destined to be a low-volume niche player in one of the fastest growing segments. Then Acura did something unexpected.

Ford’s F-150 is an important vehicle for Ford and it’s not too much of an exaggeration to say it’s an important vehicle for America. In 2014, the F-150 was not just the most popular truck in America, it was the most popular anything in America, selling more than 740,000 examples. For those that love their numbers, that is more F-150s than everything Hyundai sold in the USA put together.

Redesigning the F-150 isn’t just putting Ford’s profits on the line. Hundreds of suppliers and countless employees are worried about Ford’s aluminum gamble.

When Infiniti launched their original G sedan, the brand started gaining a reputation as “the Japanese BMW” due to its sharp handling and V6 engine that loved to rev. Today, the Lexus IS and Cadillac ATS have taken the 3-Series’ place as the compact luxury sedans with the sharpest handing and best feel. What of the Japanese BMW then? To answer that question, Infiniti sent me a 2015 Q50S with all the options, including the controversial steer-by-wire system.

We’ve talked about BMW’s portfolio expanding faster than an American on a midwest diet before, but I’m going to do it again because it’s the key to understanding the 2-series in general and the M235i in particular.

The M235i is not an M2, it is not a 235i M Sport, and it is more than the former 135is. Are you confused yet? The M235i is the first of BMW’s “M Performance” vehicles which are not to be confused with “M Sport.”

Here’s how BMW’s new four-tier system works:

Things start with M Sport which is a “looks fast/handles well” package, then we get “is” which adds a dollop of performance, followed by the new M Performance where we put M in front of a three digit model number (M235i) denoting increased power, improved handling, improved braking and suspension tweaks, before going full-on-M.

In theory, the full treatment includes body modifications like wheel well enlargements, carbon fiber bits and a dual-clutch transmission. If you’re not totally confused yet, continue reading.

The first car I bought new was a 2000 Chrysler LHS. (I single handedly lowered the model’s average age demographic.) It was the very pinnacle of Chrysler’s Iacocca turn-around. It was large, competitive and made from Chrysler’s universal parts bin. Then Mercedes came on the scene promising to “synergize” product development with their luxury brand. The plan had a promising start with the 300 HEMI C concept, but the production reality was a big sedan with a plastacular interior and Mercedes hand-me-down parts.

Now that Mercedes and Chrysler have divorced, we’re starting to see what a real German-American synergy looks like. For 2015, the Dodge Charger has gone under the knife to look leaner and meaner with a new German transmission. Like my 2000 LHS, this may just be the pinnacle of the Marchionne turn around. It’s big, it’s bold and it’ll make you forget why you stopped to look at that Toyota Avalon last week.