Information About Cars

2010 Chevrolet Traverse Review

2010-02-15T09:49:00.000-08:00

Volatile gas prices and altered priorities have forced many consumers to reconsider the need (or lack thereof) for a large, gas-thirsty, truck-based SUV. Without the need for massive towing capacity or off-road capability, these folks could be well served by the oh-so-practical and user-friendly minivan. Of course, many of them can't get around the minivan's less-than-flattering image.

Filling the breach is the large crossover SUV, a vehicle that combines nearly the same amount of family-focused functionality and car-based dynamics of a minivan with the ruggedly sporty appearance and personality of an SUV. And in this segment, the 2010 Chevrolet Traverse is one of the better vehicles for providing plenty of space, comfort and performance for an attractive price.

One of four GM quadruplets built on the same "Lambda" platform (that also includes the Buick Enclave, GMC Acadia and Saturn Outlook), the Traverse was introduced just last year. It's probably overkill to have four versions of essentially the same vehicle, and the Traverse differs little other than in styling and minor equipment and interior trim variations. But like its siblings, the Traverse boasts greater amounts of passenger and cargo space than a traditional large SUV while also delivering a more pleasant, carlike driving experience and superior fuel economy.

Though it's the entry-level Lambda, the Traverse doesn't necessarily look it. It shares some handsome styling cues with the well-received Malibu -- such as the split mesh grille outside and the dual-cockpit dash theme inside -- and generally makes a convincing argument for itself. True, it does have some faults, including relatively poor outward visibility and a third-row seat that's not as comfortable as that of the Ford Flex. Nor is it as nimble around town as the Mazda CX-9. But if you're looking for a well-performing people mover that hauls a lot of cargo and doesn't scream "mommy (or daddy) mobile," the Traverse deserves your serious attention.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Traverse is a large crossover SUV available in LS, LT and LTZ trim levels. Standard equipment on the LS includes 17-inch steel wheels, eight-passenger seating, split-folding second- and third-row bench seats, a tilt-telescoping steering wheel, air-conditioning, full power accessories, OnStar and a six-speaker CD/MP3 player with an auxiliary audio jack and satellite radio.

The midrange LT trim level is actually comprised of a choice of two sub-trims: the well-equipped 1LT and the more upscale 2LT. The 1LT package offers 18-inch alloy wheels, heated sideview mirrors, an eight-way power driver seat, a trip computer, a leather-wrapped steering wheel and rear parking sensors. Select the 2LT package and get all that plus tri-zone automatic climate control, a 10-speaker Bose system (with USB port), rear audio system controls, seven-passenger seating (featuring second-row captain's chairs), a power liftgate and a rearview camera integrated into the rearview mirror.

The Traverse LTZ ups the luxury ante with 20-inch wheels, leather upholstery, heated and ventilated power front seats (with driver memory settings), Bluetooth connectivity and remote ignition. Many of the standard features on upper trim levels can be added to the lower ones via optional packages. Other option highlights include a trailering package, a navigation system (with real-time traffic, a rearview camera and a USB port), dual sunroofs and a rear-seat DVD entertainment system (with USB port).

2010 Chevrolet Tahoe Vehicle Overview

2010-02-15T09:47:00.000-08:00

A Traverse can't traverse a mountain attached to a 7,000-pound camper. A Flex isn't flexible enough to seat nine people. The pilot of a Pilot isn't going to be very willing to tackle a rocky trail. Sometimes you need an SUV that can deliver the macho-truck goods that a crossover cannot. Sometimes you need the 2010 Chevrolet Tahoe.

A Tahoe served in our long-term fleet for one year where it became the go-to vehicle for towing a classic car from Colorado, hauling the family to Oregon and hitting up rugged terrain throughout the American West. While other SUVs, pickups or crossovers may have been able to tackle some of these tasks, none could do all of them like a Tahoe. Its strong capability, comfortable ride, high-quality cabin and generous passenger capacity made it a good choice for our editors and it should be for many SUV buyers as well.

Now in its fourth year since a complete overhaul, the 2010 Chevy Tahoe features a number of significant additions and subtractions for its lineup. Most notably, the entry-level 4.8-liter V8 and top-of-the-line 6.2-liter V8 have been discontinued -- the latter of which was only introduced last year. Rest assured, though, that the bigger engine is still available in the Cadillac Escalade and GMC Yukon Denali. Remaining is the 320-horsepower 5.3-liter V8, which now comes standard with E85 ethanol capability.

Of course, we'd be remiss if we didn't mention some of its competitors. The Toyota Sequoia is perhaps the most formidable, offering a highly refined nature, more maximum cargo space and more than one solid engine choice. The Ford Expedition is also worth consideration, as its fold-flat rear seats make transitioning between people- and cargo-carrying much easier.

However, before parking any of the above in your garage, we suggest contemplating how often you really need the massive towing and hauling capabilities that these trucks provide. If you just need something that can carry about six, seven or eight people in comfort, a large crossover like the Chevy Traverse or Ford Flex would be better choices as they are easier to get into and drive, offer more comfortable rides and interiors, and achieve better fuel economy. Sometimes you need the macho-truck goods, but then again, you usually don't.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Tahoe is a full-size SUV available in three trims: LS, LT and LTZ. The LS comes standard with 17-inch alloy wheels, automatic headlights, cruise control, dual-zone manual climate control, rear air-conditioning, a leather-wrapped tilt steering wheel, a 40/20/40-split front bench seat with six-way power driver adjustment, a 60/40-split second-row seat and a 50/50 folding and removable third-row seat. Also standard is OnStar and a six-speaker stereo with CD player, satellite radio, auxiliary audio jack and USB audio jack. The Interior Plus package adds tri-zone automatic climate control, six-way power front bucket seats with a front center console, rear seat audio controls, Bluetooth, interior wood trim and additional body-colored exterior trim pieces. The Convenience package adds rear parking sensors, a rearview camera (available as a stand-alone option), power-adjustable pedals and remote engine start.

Upgrading to the LT brings all the LS Interior Plus and Convenience packages' equipment (minus the rearview camera, which is optional separately) and adds OnStar turn-by-turn navigation and leather upholstery. It can also be equipped with optional features not available on the LS. The Luxury Package adds power-folding exterior mirrors, a power liftgate, eight-way power front seats with driver memory functions, heated front and rear seats, and a second-row power release function. The Off-Road package adds specially tuned springs and shock absorbers, 18-inch alloy wheels with all-terrain tires, skid plates and unique front and rear fascias. Second-row bucket seats are also optional for the Tahoe LT.

2010 Chevrolet HHR Vehicle Overview

2010-02-15T09:46:00.000-08:00

They say imitation is the sincerest form of flattery. To find proof for that old maxim, you need look no further than the 2010 Chevrolet HHR. When Chevy introduced this compact wagon four years ago, it was clearly hoping to woo buyers away from the well-established and wildly popular Chrysler PT Cruiser. But despite the fact that both vehicles featured similar retro styling cues, the PT's broader range of engine choices and available features made the HHR look like a case of too little, too late.

The HHR's prospects have been improving, though, thanks to thoughtful tweaks over the years. The 2010 model pretty much stands pat, but last year Chevy added several important standard safety features, including stability control, antilock brakes and side curtain airbags. Along with baked-in virtues like a comfortable ride, a versatile interior with up to 63 cubic feet of cargo space and EPA fuel economy estimates as high as 32 mpg highway, these continual improvements have pushed the HHR out from the PT Cruiser's shadow.

Another point in the HHR's favor is that Chevrolet offers it in three distinct models. The regular four-door wagon is by far the biggest seller, but business owners (or ordinary folks who frequently haul bulky items) will want to check out the Panel version, which loses the rear seats and gains windowless rear doors and rear quarter panels. Those looking for a healthy dose of performance along with their practicality can opt for the sporty SS model, which makes the HHR much more fun to drive by virtue of its 260-horsepower turbocharged engine and sport-tuned suspension.

Aside from its PT Cruiser rival, the HHR faces some pretty stiff competition. The modish Kia Soul and Scion xB offer equally eye-catching exteriors, plus similar fuel economy numbers and typically lower MSRPs, and the athletic Honda Fit is better on gas and boasts a more flexible if not quite as commodious interior. The all-new Mazda 3 hatchback can't match the HHR's cargo capacity, but its swoopier styling and superior handling and build quality give it a definite edge with buyers looking for a more refined driving experience. All that said, the 2010 Chevrolet HHR still manages to fill a unique niche in an appealing way, and we think that makes it worth a test-drive.

Body Styles, Trim Levels, and Options

The front-wheel-drive 2010 Chevrolet HHR is available in two different body styles: a traditional four-door, five-passenger wagon and a two-seat Panel van. The Panel van has windowless rear cargo panel doors (they open via remote release), windowless rear quarter panels, cargo floor storage compartments and a rear 40-amp power point for electronic equipment. The wagon is available in three trim levels -- LS, LT and SS -- while the Panel van is available only in LS and LT trims.

The LS base model includes 16-inch steel wheels, air-conditioning, cruise control, keyless entry, a fold-flat front passenger seat, a 60/40-split-folding rear seat, full power accessories, OnStar and a six-speaker CD/MP3 stereo with satellite radio and an auxiliary audio jack.

2010 Chevrolet Equinox Vehicle Overview

2010-02-15T09:45:00.001-08:00

The 2010 Chevrolet Equinox is of paramount importance for the new GM. You could think of it as the number-one draft pick for an 0-16 team or the make-or-break third album after a sophomore stinker. Small crossovers have become the best-selling SUVs, but the segment has been dominated by Honda and Toyota. GM needs a winner to unseat them. Thankfully for us consumers, GM's desperation has resulted in just that.

The original Equinox was a decent vehicle, notable for its spacious cabin and peppy yet fuel-efficient V6, but it didn't offer enough character or refinement to grab attention in a crowded, competitive marketplace. The new 2010 Equinox shares its basic underpinnings with last year's version, but is otherwise entirely new. Under the hood resides a new base engine, a torquey four-cylinder that offers best-in-class fuel economy and competitive acceleration. A new direct-injected 3.0-liter V6 option isn't as punchy as the outgoing top-of-the-line 3.6-liter V6, but it's more fuel efficient.

While the efficiency of these new engines is praise-worthy, it's the Equinox's complete stem-to-stern design overhaul that should really garner attention. With a bold yet classy face and soft curves, the Equinox looks more grown-up and sophisticated than its many competitors (and its predecessor). Inside, a snazzy new control panel and eye-catching two-tone color schemes make its rivals' cabins seem dull and unimaginative by comparison. It represents the latest effort by GM to improve its interiors, and this is certainly an early sign of success. An abundance of acoustic insulation and a noise-canceling system (yep, like those Bose headphones) also make the Equinox one of the quietest vehicles in the class.

There is one major downside, though. Despite being a bigger vehicle than the Honda CR-V, Mitsubishi Outlander and Toyota RAV4, the Equinox provides less cargo capacity. It's not a huge difference, but it hampers the Chevy's utilitarian purpose. Nevertheless, utility is only one key to victory in this segment. The 2010 Chevy Equinox otherwise offers everything that shoppers in this segment are looking for: a spacious passenger compartment, fuel efficiency, strong value and appealing styling. GM needs a winner, and the Equinox could be it.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Equinox is a midsize crossover SUV available in LS, 1LT, 2LT and LTZ trim levels. Standard equipment for the LS includes 17-inch alloy wheels, cruise control, air-conditioning, full power accessories, power front seat height adjustment, a sliding and reclining backseat, a tilt-and-telescoping steering column, OnStar and a six-speaker stereo (with CD player, satellite radio and an auxiliary audio jack). The 1LT adds tinted rear windows, roof rails, upgraded cloth upholstery, a compass and the availability of certain features that are standard on the upper trims. When equipped with the optional V6 engine, 18-inch wheels are added.

The 2LT adds foglights, remote ignition, automatic climate control, an eight-way power driver seat, leather-wrapped steering wheel, an auto-dimming mirror, a rearview camera, Bluetooth, USB audio jack and an eight-speaker Pioneer stereo. The LTZ adds automatic headlights, power tailgate, rear parking sensors, leather upholstery, driver memory functions and heated front seats. Many of these features are optional on the 2LT.

The 2LT and LTZ can be equipped with a rear entertainment system and a navigation system (the latter includes a touchscreen interface, voice recognition and a 40GB hard drive for digital music storage). The LTZ V6 can be outfitted with optional 19-inch chrome-clad wheels.

2010 Chevrolet Corvette Vehicle Overview

2010-02-15T09:43:00.001-08:00

The 2010 Chevrolet Corvette is one of those cars whose reputation precedes it, and in this case the reputation unfortunately involves silver-haired Vegas types, gold chains, chrome wheels and automatic transmissions. But truth be told, the only thing about the 'Vette that fits with this picture is its lackluster interior.

Trust us: Driving is believing when it comes to this American icon. Even a short stint behind the wheel will revolutionize your thinking. The Corvette is silly fast in any form, it sticks to the road and it's more pleasant as a daily driver than anything this capable has a right to be.

For 2010 there are even more reasons to sing the Chevy Corvette's praises. Launch control is now standard on all manual-transmission models, a feature that will come in handy for taking the guesswork out of eking out the best acceleration times. The new Grand Sport edition -- an improvement on the discontinued Z51 performance package -- pairs the base engine with unique exterior styling cues; a sport-tuned suspension; Z06-size wheels, tires and brakes; more aggressive gearing; and a dry-sump oiling system for models fitted with the manual transmission.

For the ZR1, Chevy has added a sophisticated Performance Traction Management system that allows drivers to select from five modes (Wet, Dry, Sport with Active Handling, Sport without Active Handling, Race) that optimize power delivery for specific conditions.

One Corvette feature that hasn't changed is its power ratings, which range from the ridiculous to the completely absurd. Even the base 6.2-liter V8 cranks out 430 horsepower. But the Corvette does have some competition that didn't exist even a couple years ago. BMW's sweet-handling M3, for instance, has a starting price that's not too far above the Vette's and provides a far nicer interior. Ford's Shelby GT500 is also much improved this year.

As for the more expensive Corvettes, one shopping for the Z06 could also consider the Nissan GT-R and Porsche's improved range of 2010 cars, including the Boxster S, Cayman S and base 911. The ZR1, meanwhile, is only a few grand shy of one of our favorite sports cars ever, the sublime Porsche 911 GT3.

Still, the 2010 Chevrolet Corvette is undeniably a lot of car for the money, and its honking V8 will bring a smile to its owner's face at every push of the engine start button. Dye your hair silver and don a gold chain if you must -- test-driving a Corvette is worth the effort.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Corvette is a two-seater that's available as a coupe with a removable roof panel (base and GS only), a fixed-roof coupe or a convertible. Trim levels include the base Corvette (1LT), Grand Sport (GS), Z06 and ZR1. Like previous Corvette roadsters, the current convertible features a hideaway top, and for 2010 it features a Z06-style rear spoiler.

Standard on the 1LT coupe and convertible are 18-inch front alloy wheels and 19-inch rears, xenon headlamps, cruise control, keyless ignition/entry, full power accessories, OnStar, leather seating, a six-way power driver seat, a manual tilt steering wheel and dual-zone automatic climate control. The standard seven-speaker audio system includes a CD/MP3 player, satellite radio, steering-wheel-mounted controls and an auxiliary audio jack.

2010 Chevy Camaro Vehicle Overview

2010-02-15T09:39:00.000-08:00

The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy's new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this -- the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can't corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it's an altogether different beast.

Impressively, the new Chevy Camaro is an excellent performance-car value whether it's equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6's fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds -- 426 hp will do that for you -- yet it's considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

Riding on a shortened and reworked version of GM's Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that's an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn't to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car's retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials -- they're better than the old Camaro's, for sure, but a couple competing models do it better. There's also the comically small trunk opening (meaning it's hard to load large items into the trunk) and the lack of a factory navigation system.

But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that's no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS. The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black "Heritage" steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.

2009 Cadillac XLR-V Vehicle Overview

2010-02-15T09:37:00.000-08:00

Once one of the world's greatest carmakers, Cadillac has seen more ups and downs over the past few decades than Apple's stock price. However, GM's wreath-and-crest division has made a concerted effort in recent years to reclaim its former glory. Rather than allow European and Japanese automakers to rule the luxury-brand roost, Cadillac has decided to tackle its competitors head-on. A key part of this effort is the company's halo car, the 2009 Cadillac XLR-V.

As the ultrahigh-performance version of the XLR two-seat retractable hardtop roadster, the XLR-V serves notice to European automakers that they don't have an exclusive hold on sexy drop tops with blistering performance. The XLR-V also boasts the requisite six-figure price of admission. Subtle hints such as 19-inch wheels, a mesh grille and quad exhaust tips clearly signal that this is no ordinary XLR. Backing up the "V" badge is a hand-built, supercharged 4.4-liter V8 that cranks out a lusty 443 horsepower, along with firmer suspension tuning and upgraded brakes.

With its muscular engine and Corvette-based platform, one would expect the Cadillac XLR-V to be a strong performer. Sure enough, its ripping acceleration leaves lesser luxury roadsters behind, and its handling and braking are more than respectable. Yet its relatively uncommunicative steering leaves us cold, and its handling still isn't as sharp as what you'll find in the European competition. As such, the XLR-V is far from class-leading in the driver entertainment category.

A couple other minor shortcomings prevent the XLR-V from taking the title of top luxury roadster. While the cockpit looks luxurious, it doesn't fit drivers of all heights. Moreover, while most interior materials seem appropriately rich, a few others are decidedly average. In this exclusive segment, every detail counts, and the XLR-V can ill afford such missteps.

The luxury-roadster class includes such luminaries as the BMW M6 convertible, Jaguar XKR, Mercedes-Benz SL-Class and Porsche 911 Carrera Cabriolet. Of these, the Porsche offers the most rewarding drive, the M6 allows seating for four and the Mercedes arguably provides the best combination of luxury, style and performance, especially in AMG form. The 2009 Cadillac XLR-V is an interesting domestic alternative, and it may even turn more heads than the other cars due to its relative scarcity. But if it were our 100 grand, we'd take the Porsche or the Benz.

Body Styles, Trim Levels, and Options

The 2009 Cadillac XLR-V is a two-seat luxury roadster. Its retractable hardtop can transform the car from closed coupe to wide-open convertible in less than 30 seconds. Nearly every imaginable luxury feature comes standard, including a nine-speaker Bose stereo (with satellite radio), OnStar telematics, a navigation system, Bluetooth connectivity, keyless entry and start, xenon headlights, adaptive cruise control, a heated steering wheel with power tilt and telescope adjustments, a head-up display and rear parking assist. The lone factory option is a set of chrome-finished wheels.

2009 Cadillac XLR Vehicle Overview

2010-02-15T09:36:00.001-08:00

Like gourmet coffee from McDonald's, a pair of Christian Dior running shoes or Jack Black as a leading man, there are some things that at first blush just don't seem to go together. Cadillac is a carmaker synonymous with traditional land yachts and blinged-out SUVs, but few would associate it with a high-performance, dashingly styled two-seat luxury drop top. Yet the 2009 Cadillac XLR is just such an automobile, and this retractable-roof roadster is now in its sixth year in production.

Of course, the XLR is not the company's first attempt in this segment. Remember the Italian-bodied Allanté of the late '80s and early '90s? No? You're not alone, even though that flagship roadster boasted distinctive styling and robust V8 power. The challenge for Cadillac is to make sure that the similarly conceived XLR doesn't likewise fade into obscurity. That might be easier said than done, because while the XLR is a pretty nice car, its competitors are pretty nice and then some.

With a platform that borrows heavily from the Corvette, the XLR would seem to be a likable marriage of coddling luxury and sporting performance. Sadly, it seems that the sport genes are somewhat recessive in this case. Though swift and generally a respectable handler, the XLR is not exactly a Corvette in a tuxedo. Thanks to suspension tuning that prioritizes ride comfort, the XLR is more at home on boulevards than back roads.

Nor is the XLR strong enough against its chief rivals to contend for luxury roadster supremacy. Although its cabin is quite luxurious and includes even more leather trim for '09, upon closer inspection, the XLR's interior materials (particularly the plastics) fall short relative to the competition. The same can be said for its driving dynamics -- though capable of making time on a twisty road, the XLR doesn't give the driver the same interactive enjoyment that one might find in, say, a BMW 650i.

Unless the 2009 Cadillac XLR's handsome looks and all-American pedigree strike a strong chord with you, we'd advise taking a close look at other entrants in this rarefied class. In addition to the aforementioned Bimmer, the Jaguar XK, Mercedes-Benz SL550 and Porsche 911 Carrera Cabriolet are all worthy of consideration.

Body Styles, Trim Levels, and Options

The 2009 Cadillac XLR is a luxury roadster that features a retractable hardtop. It comes in a single Platinum trim level. The XLR Platinum comes with most any luxury feature you'd ever want, including 18-inch alloy wheels, adaptive xenon HID headlights, eight-way power and heated leather seats, a heated steering wheel, Bose audio (with satellite radio and a CD changer), OnStar, Bluetooth connectivity, a navigation system, dual-zone automatic climate control, keyless ignition, adaptive cruise control and a head-up display.

The few options include a Weather Veil Package that includes a car cover, a wind blocker with storage bag and unique split-spoke chrome wheels. The standard-style wheels are also available in a chrome finish.

2009 Cadillac STS-V Vehicle Overview

2010-02-15T09:34:00.000-08:00

A mere decade ago, the pickings were slim if you wanted a luxurious midsize sport sedan with steroidal power and room for four adults. BMW's newest version of its M5 was just about ready to hit stateside, and Mercedes had just introduced the E55 AMG. But if neither of these super-sedans tickled your fancy, you were pretty much out of luck. Today, rival models from Audi, Jaguar and Maserati have elbowed their way into this exclusive segment alongside updated efforts from BMW and Mercedes. And then there's the 2009 Cadillac STS-V, now in its fourth year on the market. It's an attempt by GM to cut the haughty European competition down to size.

Thanks to its supercharged 4.4-liter V8, the 2009 STS-V can sprint from zero to 60 mph in an impressive 5.1 seconds. That the STS-V isn't even close to being the quickest car in this segment is a testament to the ferocity of the current horsepower wars. That honor goes to the brutally powerful Mercedes-Benz E63 AMG, which reaches 60 in a physics-flouting 4.3 seconds. But make no mistake -- the STS-V is one fleet-footed luxury sedan. And while it doesn't offer world-beating handling, it's no slouch here either, having been tuned extensively on the Nürburgring's famous Nordschleife in the course of its development. When you consider these traits alongside the STS-V's downright civilized ride and spaciously luxurious interior, there's no doubt that this remains a highly desirable car even after four years of production.

Thing is, GM's got a hotter iron in this fire -- that would be the new CTS-V, which is marginally smaller than the STS-V but about the same size as the Germans. It boasts a mildly detuned version of the new Corvette ZR-1's supercharged V8. On paper, that means it will put out fully 81 more horsepower and 111 more pound-feet of torque than the STS-V's already healthy 469 hp and 439 lb-ft. In practice, the CTS-V has lapped the Nürburgring in a production-sedan record 7 minutes and 59 seconds. The STS-V is no slouch, but it can't touch the all-out performance of its brash new sibling.

Still, the fact that traditionally staid Cadillac now offers two Nürburgring-bred luxury sport sedans is a good measure of how thoroughly the brand has reinvented itself in recent years. The 2009 Cadillac STS-V certainly does justice to the high-performance "V" badge, even if it's no longer the sprightliest steed in Cadillac's stable. However, there are many highly capable players in this segment, so we'd advise giving the competition a close look as well. The Audi S6, BMW M5, Jaguar XJR, Mercedes-Benz E63 AMG and even the somewhat pricier Maserati Quattroporte are all worthy of consideration.

Body Styles, Trim Levels, and Options

The 2009 Cadillac STS-V is a large high-performance sedan available in one fully loaded trim level. Standard equipment includes 18-inch front wheels and 19-inch rear wheels, HID xenon headlamps, rear parking assist, rain-sensing wipers, a sunroof, keyless entry/ignition, leather and faux suede upholstery, heated eight-way power front seats, driver memory functions, heated outboard rear seats and a heated steering wheel. Dual-zone automatic climate control, a head-up display, a navigation system, Bluetooth and a 15-speaker Bose surround-sound system with six-CD changer, auxiliary audio jack and satellite radio are also standard. The only option is deleting the sunroof.

2010 Cadillac SRX Review

2010-02-15T09:31:00.000-08:00

On sports shows, you hear all the time about players or teams who are "underrated" or "overlooked." In the automotive world, we'd probably use the same terms to describe the Cadillac SRX. Even though we have thought pretty highly of it through the years, consumers were never particularly smitten. Sales, at least from Cadillac's perspective, were disappointing. So for 2010, Caddy is trying again with a fully redesigned SRX.

The 2010 SRX game plan is a fresh idea for Cadillac: a smallish luxury crossover that will do battle with similar models from Audi, Infiniti, Mercedes-Benz and Volvo, among others. The SRX has the expected roster of premium equipment, and for better or worse, it's got the full Cadillac styling treatment, too. The question is whether it has enough tricks up its sleeve to keep pace with the European and Japanese competition.

The outgoing 2009 SRX was a decidedly different animal: Its midsize body was attached to the first-generation CTS's rear-wheel-drive platform, and it featured options like a V8 and a third-row seat. For the relatively compact 2010 Cadillac SRX, model, all of that's been brushed away in favor of a new five-passenger platform that utilizes front-wheel drive or all-wheel drive. The wagonlike look of the old model is gone, too, replaced by a new Escalade-like front end and distinctive finned taillights.

In keeping with the standards of this segment, the base engine is a direct-injected 3.0-liter V6. For more power, Cadillac is also offering a turbocharged 2.8-liter V6 on the higher trim levels. The SRX also comes with a bevy of standard and optional luxury features, such as LED accent lights, adaptive shock absorbers, a hard-drive-based navigation system, a surround-sound audio system, heated and ventilated front seats and a panoramic sunroof.

These features, plus a high-quality and sharp-looking interior, would seem to help the latest SRX become a perfectly viable small luxury crossover. However, the SRX is beefy -- its base curb weight is about 4,200 pounds -- and the 3.0-liter V6 struggles to keep up. The available Saab-sourced turbo V6 makes the SRX more competitive, but opting for it sends the SRX's price skyrocketing. There are other issues as well, such as poor outward visibility and lackluster driving dynamics on the lower trim levels.

Competing models include the Acura RDX, Audi Q5, BMW X3, Lexus RX 350, Mercedes-Benz GLK350 and Volvo XC60. These vehicles have stylish interiors as well, and they typically offer better powertrains and more satisfying driving experiences. That said, we can't give much of a recommendation to the 2010 Cadillac SRX -- it just might be a little overrated.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 Cadillac SRX is a luxury crossover SUV available in four trim levels: base, Luxury Collection, Performance Collection and Premium Collection.

Even the base model features a solid roster of standard equipment, including 18-inch alloy wheels, an electronic parking brake, a leather-wrapped tilt-and-telescoping steering wheel, leatherette upholstery, an eight-way power driver seat, 60/40-split-folding and reclining rear seatbacks, dual-zone automatic climate control, rear climate vents with separate fan control, and an eight-speaker Bose sound system with a CD player, USB jack and satellite radio.

2010 Cadillac Escalade Hybrid Vehicle Overview

2010-02-15T09:29:00.000-08:00

In a world where driving a big gas-guzzling sport-utility vehicle has suddenly become uncool, the 2010 Cadillac Escalade Hybrid offers its owners a way to show the world just how environmentally friendly they really are. But is driving this green-tinged version of Cadillac's wildly popular yet politically incorrect land yacht really a wise and responsible choice? Well, the answer depends on what you're comparing it to.

To be sure, the Escalade Hybrid does manage to post better fuel economy numbers than its conventionally powered Cadillac SUV siblings. Its two-mode hybrid powertrain, which it shares with its Chevrolet and GMC cousins, combines a beefy V8 engine with two electric motors that can actually propel this gussied-up truck at slow speeds in all-electric mode. The system also incorporates several other fuel-saving bells and whistles to deliver surprisingly decent fuel economy, at least by full-size SUV standards.

While that upside may sound appealing, it comes at a cost. Buyers will have to get used to the powertrain's myriad quirks, from a range of odd noises to a surging feeling when you step on the brake pedal. If your primary reason for buying a full-size SUV is to tow a large trailer, you should also be aware that the hybrid version's towing capacity is 2,500 pounds less than that of the regular Escalade. Finally, there's a literal price to be paid for assuaging your guilt about driving such a supersized luxury vehicle, as this hybrid's MSRP is roughly $5,000 above that of the comparably equipped standard Escalade.

All of which leads us to encourage shoppers to take a hard look at all their options before they sign on the dotted line. The midsize Lexus RX 450h crossover is less roomy and capable, but it does provide significantly better fuel economy. The diesel-powered Audi Q7 TDI drives more like a normal vehicle, has comparable fuel economy numbers and greater towing capacity. The related and similar Chevrolet Tahoe Hybrid and GMC Yukon Hybrid, meanwhile, can be had for thousands less than the big Caddy. If you still have your heart set on the 2010 Cadillac Escalade Hybrid, know that it will provide a luxurious hybrid experience. Just remember that a clear conscience doesn't come cheap.

Body Styles, Trim Levels, and Options

The 2010 Cadillac Escapade Hybrid is a full-size luxury sport-utility vehicle that's now offered in two trim levels, including a new top-of-the-line Platinum model.

Even base models are well equipped with a long list of upscale standard features, including 22-inch chrome-clad wheels, xenon headlights, a sunroof, a roof rack, a power rear liftgate and rear parking assist. Inside are all the expected luxury amenities, including leather upholstery, heated and ventilated power-adjustable front seats with memory settings for the driver seat, tri-zone automatic climate control, a navigation system with real-time traffic info, a back-up camera, Bluetooth and OnStar. A rear-seat video entertainment setup with a drop-down screen, a 115-volt AC power outlet and a 10-speaker Bose surround-sound system with a six-disc CD/MP3 changer and satellite radio are also standard.

Step up to the Platinum model and you get distinctive LED headlight elements, a sophisticated Magnetic Ride Control suspension and power-retractable running boards. Interior upgrades include a heated steering wheel, power-release second-row seats, heated and cooled cupholders and dual video monitors mounted in the back of the front headrests.

2010 Cadillac Escalade Vehicle Overview

2010-02-15T09:27:00.000-08:00

If you're one of those folks who still believe that nothing succeeds like excess, the 2010 Cadillac Escalade is your SUV. By just about any measure you care to name, the full-size Escalade is just plain over the top. From its oversize dimensions to its brawny (and gas-guzzling) V8, this four-wheeled fashion accessory makes a definite statement about its owner's extravagance.

While the first Escalades were largely written off as no more than gussied-up versions of the Chevrolet Tahoe and GMC Yukon, this big Caddy has grown much more mature with each successive redesign. The result is a distinctive look and feel that clearly sets this third-generation model apart from its less expensive GM cousins. From its imposing grille to the oversize wreath-and-crest badge on the rear liftgate, this Escalade manages to look both brawny and stylish at the same time. The spacious passenger cabin displays a similarly appealing balance of solidness and sophistication. Handsome double-stitched leather upholstery and faux wood trim are complemented by an impressive list of upscale standard features.

The amount of attention Cadillac designers and engineers have lavished on the Escalade really shows when you compare it to some of the other deluxe trucks on the market. The aesthetically challenged Lincoln Navigator, for example, feels underpowered, and the Infiniti QX56 is competent but uninspiring. The Mercedes-Benz GL-Class offers a more serious challenge to the big Caddy's category dominance, with its superior driving dynamics and a classy interior with a fold-flat third-row seat that's much more practical than the Escalade's old-school removable version.

Ultimately, we think the 2010 Cadillac Escalade is one of the better large luxury sport-utility vehicles out there. For folks who feel the need for a combination of luxury sedan trappings and full-size SUV functionality, the Escalade proves that sometimes too much is just enough.

Body Styles, Trim Levels, and Options

For 2010, the full-size Cadillac Escalade SUV is offered in four different trim levels. Even entry-level models are very well-equipped, with 18-inch alloy wheels, an adaptive suspension with electronically controlled shock absorbers, xenon headlamps, an auto-dimming driver-side mirror, a power liftgate, rear parking sensors and fixed running boards. Interior goodies include triple-zone automatic climate control, leather upholstery, heated 14-way power front seats, heated second-row captain's chairs, power-adjustable pedals, remote start, an auto-dimming rearview mirror, Bluetooth hands-free cell phone connectivity, OnStar, a Bose surround-sound audio system with a six-disc CD/DVD changer, and a navigation system with real-time traffic updates and a built-in rearview camera.

Step up to the Luxury model and you get hardware upgrades including 22-inch chrome alloy wheels, a more sophisticated adaptive suspension (Magnetic Ride Control), auto-dimming high-beam headlights and a sunroof. Inside you'll find heated and ventilated front seats, a heated steering wheel, a power-release feature for second-row seats and a blind-spot warning system. The Premium trim level adds power-retractable running boards and a rear-seat DVD video entertainment system with a ceiling-mounted screen. Top-of-the-line Platinum versions throw in all the bells and whistles including LED headlights, heated and cooled cupholders and a DVD entertainment system with dual screens mounted in the front seat headrests.

2010 Cadillac CTS-V Vehicle Overview

2010-02-15T09:26:00.000-08:00

The idea is as old as hot-rodding itself. Take a familiar production model, stuff in the biggest, baddest V8 you can find and -- voilà! -- you have an unassuming set of wheels that will leave even dedicated sports car drivers wondering what just happened as your taillights disappear in a cloud of tire smoke.

While the 2010 Cadillac CTS-V bears little physical resemblance to Detroit's original muscle cars, the parallels are hard to ignore. Using the same basic formula that turned mild-mannered cars like the 1965 Pontiac Tempest into the much-celebrated GTO, Cadillac engineers have transformed their mainstream luxury sedan into a high-performance monster that eats significantly more expensive European sport sedans for breakfast.

Naturally, those engineers have learned an awful lot about hopping up a standard model over the past few decades, and you'll find the sum total of that knowledge reflected in this second-generation CTS-V. But unlike those first factory hot rods, which are painfully crude by modern standards, this highest evolution of the entry-level Cadillac is as sophisticated as anything on the road.

Of course, with cars in this super-sedan category it's all about performance. And in this case, the performance potential borders on mind-boggling. For starters, the 556-horsepower, 6.2-liter supercharged V8 under the hood allows the portly 4,300-pound CTS-V to rip from zero to 60 mph in a tad over 4 seconds. It also helps the CTS-V top every other high-performance production sedan we've ever tested through the quarter-mile. Moreover, the rigid chassis and sophisticated electronically controlled suspension give the Caddy equally impressive handling. For proof, look no further than our recent super-sedan comparison test, in which the CTS-V edged out the legendary BMW M5 around the racetrack.

What seals the deal, however, is the bang for the buck this compact Caddy delivers. While we're just as fond of the comparably priced BMW M3 and Mercedes-Benz C63 AMG, it's hard to argue with the CTS-V's combination of world-class performance and passenger space, which makes it competitive with far pricier rivals like the M5 and Mercedes-Benz E63 AMG.

The 2010 Cadillac CTS-V does have a few faults, albeit minor ones. At 4,300 pounds, this sedan can feel like the big hunk of metal it is on a winding stretch of road. And the standard front seats leave much to be desired in terms of both comfort and support. But nitpicks notwithstanding, the CTS-V is a magical muscle car that's sure to win both the hearts and minds of modern-day hot-rodders everywhere.

Body Styles, Trim Levels, and Options

The 2010 Cadillac CTS-V high-performance sport sedan returns in a single well-equipped trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlights, an adaptive suspension with adjustable dampers, keyless ignition/entry (including remote start on automatic-transmission models) and rear park assist.

Inside, the standard features list continues with leather upholstery, power-adjustable heated front seats with driver-seat memory, a suede-trimmed power tilt-and-telescoping steering wheel and dual-zone automatic climate control. High-tech bells and whistles include OnStar, Bluetooth, a hard-drive-based navigation system with real-time traffic updates and a Bose surround-sound audio system with a CD/MP3 player, satellite radio, USB/auxiliary audio jacks and digital music storage.

2010 Cadillac CTS Vehicle Overview

2010-02-15T09:19:00.000-08:00

What is an American luxury car? For years, the answer was a no-brainer: body length measured in yards, enough chrome to be spotted from space, sofa-on-wheels suspension tuning and the sort of eye-catching styling that made kids wave from their bikes on the curb. But the 2010 Cadillac CTS continues to redefine what an American luxury car can be in the 21st century. At once distinctly American and wholly competitive with premium brands from around the globe, the CTS shows that Cadillac's old "Standard of the World" tagline may have some contemporary relevance.

With competition that prioritizes performance and handling but an American heritage that dictates comfortable ride quality, the CTS successfully toes the line between both (though by how much depends on your suspension choice). Perhaps more importantly, though, the CTS features the sort of eye-catching styling that just might draw the eyes of today's youth away from their Nintendo DS. This carries on inside, where the stylish dual-cowl dash contrasts sharply with the stark cabins of its European competitors.

New for 2010 is a Sport Wagon model (covered in a separate review) and a 3.0-liter direct-injected V6, which replaces the old 3.6-liter base engine. Fuel economy remains about the same, but output has been increased to a healthy 270 horsepower, though torque drops to 223 pound-feet (from 252 lb-ft). This entry-level motor gets the job done at its lower price point, but if you can swing the extra payment, the 306-hp V6 is still the way to go.

The 2010 Cadillac CTS is the best yet, but it still has some faults. Though not necessarily indicative of all models, a CTS sedan we had in our long-term test fleet displayed inconsistent build quality and annoying electronic hiccups. Some drivers may also find the CTS's awkward driving position and compromised rear visibility to be deal breakers. Nor is the handling quite as sharp as other sport sedans like the Acura TL SH-AWD, Audi A4, BMW 3 Series, Infiniti G37 and Mercedes-Benz C-Class. Hyundai's Genesis, meanwhile, offers similar levels of luxury at a cheaper price.

There's clearly a lot to consider in this luxury segment. For Cadillac, the CTS is one giant leap in the right direction. Consumers shopping for an entry-level luxury sedan will certainly want to give it consideration, especially if the idea of owning a modern American luxury car holds additional appeal.

Body Styles, Trim Levels, and Options

The 2010 Cadillac CTS is a five-passenger midsize luxury sedan. Trim levels are 3.0 base, 3.0 Luxury, 3.0 Performance, 3.6 Performance and 3.6 Luxury.

Standard equipment on the 3.0 includes 17-inch alloy wheels, automatic headlights, cruise control, dual-zone automatic climate control, an eight-way power driver seat, a tilt-and-telescoping steering wheel, premium vinyl "leatherette" upholstery, an auto-dimming rearview mirror and an eight-speaker CD stereo with an auxiliary audio jack and satellite radio.

The 3.0 Luxury adds an eight-way power passenger seat, heated front seats, driver memory functions, leather upholstery, a wood-and-leather steering wheel, interior ambient lighting, Bluetooth and a six-CD changer. The Eco Lux Collection (available on the 3.0 Luxury sedan only) alters the car's aerodynamics and tires to achieve 30 mpg highway.

2010 Buick Lucerne Vehicle Overview

2010-02-15T07:09:00.000-08:00

Just as the clothes don't make the man, so the stylish sheet metal surrounding the 2010 Buick Lucerne doesn't make it a thoroughly modern automobile. You see, once you get past its crisp design, you'll realize that the full-size Lucerne is an old-school American luxury sedan through and through. Whether that's a good thing or not depends on your perspective.

If you're a fan of vintage Buick models like the Electra and Roadmaster, the Lucerne will likely appeal. If, on the other hand, you're simply looking for the best full-size sedan on the market today, well, you're liable to find the Lucerne lacking. For starters, the Lucerne's powertrains don't quite measure up to those of its competitors. Both the V6 and V8 engines are a little anemic by comparison and hampered by an outdated four-speed automatic transmission that detracts from both overall performance and fuel economy.

To its credit, the Lucerne does ride quite comfortably, and its cabin is hushed at highway speeds. But that's about where this Buick runs out of charm. Take into account the imprecise steering, a huge turning circle and inexcusably poor braking performance and you have a car that doesn't inspire much confidence behind the wheel.

With all that in mind, it should come as no surprise that we suggest test-driving Buick's four-door flagship back to back with other large sedans, including the Chrysler 300, Ford Taurus, Hyundai Genesis and Toyota Avalon. Buick's new LaCrosse is another highly regarded model to consider. All of these models will offer more sprightly performance, better fuel economy and a more refined overall demeanor. While we're sure that there are a few buyers for whom the 2010 Buick Lucerne will be a good fit, just be certain that you try a few other models on for size before making up your mind.

Body Styles, Trim Levels, and Options

The 2010 Buick Lucerne is a full-size luxury sedan that's offered in three basic trim levels: CX, CXL and Super. However, the CX and CXL models are broken down into multiple variations.

The entry-level CX model is fairly basic by modern luxury car standards, coming standard with 17-inch alloy wheels, foglights, heated outside mirrors, keyless entry, cloth upholstery, full power accessories, a power driver seat, cruise control, an auto-dimming rearview mirror, OnStar and an AM/FM/CD/MP3 stereo with an auxiliary audio jack and satellite radio. The CX-2 version adds desirable goodies like dual-zone automatic climate control, remote vehicle start, Bluetooth and rear park assist.

There are no fewer than five different CXL variants, ranging from CXL1 to CXL5. The CXL1 gains leather upholstery, heated front seats, driver memory settings and a power front passenger seat. Moving up through the CXL ranks will get you a few extra niceties such as perforated leather upholstery, a heated leather- and wood-trimmed steering wheel, ventilated front seats, a nine-speaker Harman Kardon audio system and lane-departure and blind-zone alert systems.

Step up to the top-of-the-line Super model and you'll get several performance-oriented upgrades including a V8 engine, the Magnetic Ride Control adaptive suspension and 18-inch alloy wheels. Inside are a few more luxury touches including suede-trimmed perforated leather upholstery, a power tilt-and-telescoping steering wheel, an auto- dimming rearview mirror with a compass and the Harmon Kardon audio system with a six-CD changer.

The options list varies by trim level and includes a sunroof, the lane-departure and blind-zone warning systems, a navigation system with real-time traffic updates and the upgraded audio system with a CD changer. CX and CXL models can also be had with a front bench seat that bumps seating capacity to six people.

2010 Buick LaCrosse Vehicle Overview

2010-02-15T07:07:00.000-08:00

The 2010 Buick LaCrosse has been reinvented, reshaped and reinvigorated. Gone are the previous generation's ovoid styling cues and bulbous body. The new LaCrosse looks sharper and edgier, and it now sports a truly attractive and modern cabin. Compared to its predecessor, the new LaCrosse is just about the same size aside from a couple extra inches of height, but the vast expanses of new sheet metal give it a much more substantial appearance. It even drives nicely by segment standards. Given the lack of official fanfare accompanying its debut, the 2010 LaCrosse is one of the most pleasantly surprising GM products in recent memory.

Besides the fresh exterior, the new LaCrosse has shed many other demons that plagued its predecessor. Handling is much sharper now -- this LaCrosse is almost engaging and fun. The new midlevel 3.0-liter V6 is far more pleasant than the old LaCrosse's ancient pushrod 3.8-liter V6, and there's also a base four-cylinder (which is frankly a little overmatched considering the LaCrosse's size) and an uplevel 3.6-liter V6. The front seats are comfortable, roomy and supportive, and the rear seats now have an abundance of legroom. Finally, the interior is not just better this time around, it's downright elegant, with materials that look and feel top-notch.

Naturally, it's not all wine and roses for the 2010 LaCrosse. For one thing, the new model's thick roof pillars and unusually tall rear deck lid restrict rear visibility. Note to buyers: You'd be well-advised to spring for the rear parking assist option. Additionally, the previous LaCrosse's available six-passenger seating and V8 engine option are no more, though the capable 3.6-liter V6 does its best to fill the V8's shoes. We're also not impressed by this big Buick's meager 13-cubic-foot trunk, which is more like what you'd expect from a compact sedan.

Overall, though, we've come away impressed by Buick's newest sedan. Previously, the best we could say about the LaCrosse was that golden-agers would likely find comfort in the Buick nameplate and quiet ride. Now, however, the LaCrosse is a fully viable choice for an upscale midsize or large sedan, especially if you're smitten with the car's design. Naturally, you'll still want to check out established models like the Acura TL and Lexus ES 350, as well as new entrants like the Ford Taurus and the Hyundai Genesis. We're not completely convinced that the 2010 Buick LaCrosse can stand out from such stiff competition, but it can certainly run confidently with the pack.

Body Styles, Trim Levels, and Options

The 2010 Buick LaCrosse is a midsize sedan that is offered in three trim levels: CX, CXL and CXS. The base CX includes 17-inch steel wheels, a power driver seat, a tilt-telescoping steering wheel with audio controls, full power accessories, OnStar and a seven-speaker audio system with a CD/MP3 player, an auxiliary audio jack and satellite radio. Options for the CX include 17-inch alloy wheels and a Comfort and Convenience package that adds dual-zone automatic climate control, an auto-dimming mirror, Bluetooth, driver power lumbar support, a power front passenger seat and remote vehicle start.

2010 Buick Enclave Vehicle Overview

2010-02-15T07:03:00.000-08:00

General Motors spent much of the past year in corporate turmoil, but you wouldn't know it from the 2010 Buick Enclave. Now entering its third year of production, Buick's three-row crossover SUV continues to be one of the most appealing large crossover SUVs available. The Enclave rides on the same unibody platform as the Chevrolet Traverse, GMC Acadia and Saturn Outlook, but it's more than just a badge job. The Enclave has a certifiably luxurious interior, and its slick exterior styling further distinguishes it as the upscale offering of this quartet.

Among the Enclave's principal strengths are its quiet and comfortable ride, capable 3.6-liter V6, handy 116 cubic feet of maximum storage space and top crash-test scores. The versatility of its seven- or eight-person seating layout is another plus: The standard 60/40-split fold-flat third-row seat accommodates three in a pinch, and buyers can choose either twin captains' chairs for the second row (standard) or another three-person bench. Add the Enclave's luxurious interior and curvaceous body to the mix and it's easy to see why we've consistently praised this crossover in reviews since its introduction.

Minivans like the Honda Odyssey are still preferable if functionality is your top priority, but consumers these days are increasingly willing to trade some cargo space and ease of access for a dollop of style. If you're among them, the Enclave remains a top choice. The Enclave is also an intriguing alternative to luxury crossovers from Acura, BMW, Lexus and Mercedes-Benz, though deep-pocketed buyers may have trouble looking past the Buick's sometimes questionable cabin materials and dowdy old-man image. We'd also recommend checking out the Ford Flex as well as the Hyundai Veracruz and Mazda CX-9, which are smaller but more maneuverable. Overall, though, the 2010 Buick Enclave is an excellent all-around choice for families in search of space, style and luxury at a price that won't break the bank.

Body Styles, Trim Levels, and Options

The 2010 Buick Enclave large crossover SUV comes in CX, CXL1 and CXL2 trim levels. All have a standard seven-passenger seating configuration via second-row captain's chairs and a third-row bench seat. An optional second-row bench seat, available at no extra charge, increases capacity to eight.

Even the base CX is nicely equipped out of the box with 19-inch alloy wheels, bi-xenon HID headlights, foglamps, a power liftgate, heated outside mirrors, an auto-dimming rearview mirror, cloth upholstery, partial power front seats, a tilt-telescoping leather/wood steering wheel, tri-zone automatic climate control, Bluetooth and OnStar telematics. A six-speaker CD/MP3 audio system with an auxiliary audio jack and satellite radio is also standard.

The Enclave CXL1 adds leather upholstery, heated power front seats (eight-way driver, four-way passenger), driver-seat memory functions, rear parking sensors, remote ignition and a back-up camera with a small rearview-mirror display. The CXL2 tacks on active headlamps, power-folding heated outside mirrors with driver-side auto-dimming and integrated turn signals, a power tilt-telescoping steering wheel, a cooling function for the front seats, a 115-volt power outlet and a 10-speaker Bose surround-sound system with a USB audio jack.

On the options list, the Bose stereo can be added to the base CX, but there are three high-tech packages that are only offered on CXL1 and CXL2 models -- a rear-seat entertainment package (including Bose audio, a DVD player, rear audio controls and an 8-inch flip-down screen), a navigation package (Bose, rear audio controls and a navigation system with back-up camera display), and a package that combines the two. The CX can, however, be outfitted with the back-up camera, rear parking sensors and remote ignition. Other Enclave options include a dual-pane "SkyScape" sunroof (not available on CX), a second-row storage console with a 12-volt power outlet (also not available on CX) and towing preparation.

2009 Bugatti Veyron 16.4 Vehicle Overview

2010-02-15T06:59:00.000-08:00

Typically, it is only those exceptionally rare and desirable classic cars that can boast a value upwards of a million dollars. And it takes many decades for the value to grow that much, so only a truly special car can leave the dealership costing $1.7 million with its odometer reading zero. The 2009 Bugatti Veyron 16.4 is such a car: an engineering masterpiece that easily belongs in the car collection of any extremely wealthy automotive connoisseur.

Normal car terms barely apply to the Veyron. No fewer than 1,001 horses stampede forth from a one-of-a-kind 8.0-liter W16 engine with four turbochargers. Mid-mounted and feeding all four wheels, the Veyron's engine uses its amazing thrust to exceed the theoretical maximum speed of F1 cars. It's not quite as quick as Louis Hamilton's ride, mind you, but its 2.5-second 0-60 time beats anything else you could buy and drive legally on public roadways. And should you dare to venture out on a closed course for a maximum-speed jaunt of 253 mph, the Veyron has been meticulously engineered to aerodynamically glue itself to the ground. An automatically raising rear wing not only aids in that endeavor, but also cants upward when the brakes are applied to provide additional stopping power.

As if this monumental performance and sky-high-price aren't enough to assure exclusivity, the Bugatti Veyron can be customized to each customer's desire. Each body shell can be painted in two tones, with the front fenders and doors differing from the rest of the car. The interior can similarly be fashioned in two colors. Taste is no object, either, so feel free to bedeck your Veyron with the "Oakland A" (green and yellow), the "Joker" (purple and green) or the "Ronald McDonald" (red and yellow).

For 2009, that choice increases thanks to the new Bugatti Veyron Grand Sport. After customers lamented the lack of a convertible version, Bugatti obliged, returning to the drawing board to structurally reinforce the windshield header and the roof air intakes to allow for an open top without sacrificing the Veyron's capabilities. Though it's really a targa-style body rather than a full roadster or convertible, the Grand Sport allows for a greater interaction between the driver and natureas well as 1,001 angry horses.

There are also several special-edition Veyrons available for 2009, though they're probably already spoken for. The most notable are two different special edition models to celebrate Bugatti's 100th anniversary. The Veyron Bleu Centennaire is painted in two shades of Bugatti Blue, with a special Snow Beige interior featuring quilted seats and a leather-covered center console. The Veyron L'Edition Centennaire is available in four different colors with exposed polished aluminum bodywork that serves as an homage to one of the four great European racing nations of the 1920s (France is blue, Britain green, Germany gold, Italy red).

Obviously, with a car like the 2009 Bugatti Veyron 16.4, it's hard to dispense useful buying advice since no other production car is close in terms of price or performance. However, compared to similarly desirable conveyances, we'll point out that the Veyron has noticeably less interior space than an Azimut yacht and is much slower than a Gulfstream G650. On the flip side, it is almost as affordable as some California beachfront property and it's easier to rid yourself of irksome neighbors, too. So should you have the financial wherewithal to purchase a Veyron and especially if you own a road long enough to really enjoy it, why not take the $1.7 million plunge?

2010 Audi TTS Vehicle Overview

2010-02-15T06:57:00.000-08:00

The Audi TT has always been a stylish little coupe and roadster that's more of a fashion statement than a sporting machine. The second-generation TT introduced two years ago comes closer to being a driver's car, but compared to Porsches, BMWs and the Nissan Z, it's still a foxy stiletto to their cross-training Nikes. The 2010 Audi TTS represents Audi's attempt to bring the TT up to speed. It's a high-energy variant with enhanced performance and handling for those who want a little verve with their fashion.

Like Audi's other S variants, the TTS starts by adding more power. With the demise of the V6-powered TT 3.2 for this model year, the TTS becomes the only choice for shoppers who want more power than the standard 2.0T provides. And more power they'll certainly get, as the TTS features 265 horsepower and 258 pound-feet of torque -- the product of adding a bigger turbocharger and intercooler (among other bits) to the 2.0T's turbocharged four-cylinder. The result is a car that can keep up with other performance-minded sport coupes and roadsters, including Porsche's base Boxster and Cayman and the BMW Z4.

However, there's more to a performance car than just straight-line grunt, and the TTS has its bases covered here as well. The standard S tronic dual-clutch automated manual is a modern marvel, providing rapid shifts in either automatic or manual mode. The Quattro all-wheel-drive system has been tuned for quicker response, while the ride height has been dropped by 10mm to improve handling. The TTS further sets itself apart with standard electronically adjustable magnetorheological dampers (optional on the regular TT). In short, this fashionista is fully capable of hanging with the jocks.

Unfortunately, there are trade-offs. For one, even the normal suspension mode will likely be too firm for many buyers, let alone the Sport mode. Also, the Audi TTS may offer tenacious road-hugging abilities, but it never feels quite as connected to the driver as its countrymen at Porsche. A sports car is all about visceral traits like "character" and the ability to meld man and machine; by these measures, the TTS quite frankly comes off as a little cold.

There's also the matter of price. The TTS may top out where the Porsches and BMW Z4 sDrive35i begin, but less flashy sport coupes and convertibles like the BMW 135i, Infiniti G37 and Nissan 370Z offer similar performance for less coin. So while the 2010 Audi TTS offers more substance to match its style, we're not sure how many people are searching for its particular brand of fashion.

2010 Audi TT Vehicle Overview

2010-02-15T06:54:00.000-08:00

You don't buy Jimmy Choo shoes because they're comfortable. Style comes first, and if they don't make your feet feel like they're they've been put through a bout of CIA interrogation techniques, that's a bonus. You buy a car like the 2010 Audi TT for exactly the same reason: You want a stylish little coupe, and you don't care if it's more of a fashion statement than a serious car. That's not to say the TT isn't reasonably comfortable, spacious or athletic -- it's all of those. But if you're prioritizing any of these attributes, a more sensible-shoes alternative is probably in order.

For 2010, the TT is still available in coupe and roadster body styles, but its drivetrain choices have been whittled down to one. Front-wheel drive, the 3.2-liter V6 and its six-speed manual transmission are no more, leaving the combination of Quattro all-wheel drive, the 2.0T four-cylinder engine and the six-speed S tronic dual-clutch automated manual transmission as the only game in town. This makes sense given the introduction of the new high-performance TTS model (covered in a separate model review), which renders the V6 superfluous. And with Quattro now standard, all drivers get the handling and all-weather traction benefits that go along with it -- although the TT's base price is consequently higher for 2010.

So your choices are fewer, but the Audi's quintessential style remains. The exterior is uniquely sleek, with a fastback roof line on the coupe and balanced proportions on the roadster. Inside, top-notch materials and high-quality construction complement an inspired design aesthetic. Available two-tone color schemes and baseball glove-style stitching add a level of flair that competitors can't quite match.

However, the TT is pricey for what you get, particularly if you desire a sportier driving experience or usable backseat from your coupe or convertible. Appealing competitors include the BMW 1 Series, BMW 3 Series and Infiniti G37, and if you prefer Audi's particular brand of style, the company's own A5 coupe merits consideration. It should also be noted that the 3 Series and G37 feature retractable hardtops, as does the BMW Z4 roadster, while the TT continues to utilize a soft top. In the end, though, if the 2010 Audi TT appeals to you, you'll also appreciate the car's other favorable traits, such as good fuel economy, comfortable front seats, all-weather traction and, in the coupe, a surprisingly spacious cargo area. As they say, if the shoe fits...

2010 Audi S6 Vehicle Overview

2010-02-15T06:51:00.000-08:00

A sedan with a V10? That's got to be awesome, right? What if we said that V10 came from a Lamborghini? "Wow," you'd say. "What is this amazing car?" Well, it's the 2010 Audi S6, but as it shakes out, sometimes things that sound amazing don't live up to the hype.

For starters, the S6's 5.2-liter V10 is indeed sourced from the Lamborghini Gallardo; however, it has 127 horsepower less than the Lambo and 100 hp less than the Audi R8 V10, which also uses a variation of the same engine. More importantly, the S6's 435 hp is 65 down on the V10-powered BMW M5 and 83 down on the new Mercedes E63 AMG. The result is a sedan that gets thumped in a straight line by its competition and one that barely edges out its plebeian A6 3.0T sibling.

The S6's issues don't end there. Because 59 percent of its weight hangs over the front wheels, even its Quattro all-wheel-drive system's 40/60 power distribution can't save it from speed-scrubbing understeer. In other words, it's got significant handling disadvantages as well. You'd hope that it would at least have a comfortable ride, but no luck there, either. The standard 19-inch wheels and sport suspension produce a bone-jarring ride, when the E63 and Jaguar's 510-hp XFR manage to handle well and cosset their passengers' backsides at the same time. On the upside, 18-inch wheels are a no-cost option for those who'd prefer a comfier ride, and the standard brakes provide ample stopping power.

This relative damning of the S6 should be weathered by the fact that it certainly is not a bad car. It's still powerful, still stylish, still remarkably luxurious and still crammed with useful high-tech electronics. It's also $10,000 cheaper than its fellow German super sedans and $3,000 less dear than the XFR. However, if you're looking for the best super sedan in this price ballpark, the S6 is simply outdone by every competitor, including the rip-roaring Cadillac CTS-V ($20,000 cheaper) and Audi's own S4 ($30,000 cheaper). It's hard to comprehend a sedan with a Lamborghini V10 not being drool-worthy, but the 2010 Audi S6 proves it's possible.

Body Styles, Trim Levels, and Options

The 2010 Audi S6 is a high-performance sedan available in one loaded trim level. Standard equipment includes 19-inch wheels, summer tires, a sunroof, adaptive xenon headlights, LED running lights, front and rear foglights, keyless ignition/entry, power tilt-telescoping steering column, eight-way power front seats with lumbar adjustment and driver memory functions, leather upholstery, heated front and rear seats, a rearview camera, Bluetooth, the MMI controller, a hard-drive-based navigation system (includes real-time traffic) and a 13-speaker surround-sound system with six-CD changer, satellite radio and iPod interface. Options include rear side airbags, non sport seats, a blind-spot warning system and 18-inch wheels with summer tires.

For more Style information, see our Compare Styles page.

2010 Audi S4 Vehicle Overview

2010-02-15T06:49:00.000-08:00

That loud sobbing and collective forehead slap you heard in late 2008 was the reaction of thousands of Audi fans and car nuts in general upon learning that the all-wheel-drive Audi S4 performance sedan would be losing its meaty V8 in favor of a supercharged V6. Several automotive scribes are known to have belted out a Homeresque "D'oh!" After all, V8 engines are the stuff of automotive legend, their guttural sound recorded and replayed as lullabies to the children of gearheads. What was Audi thinking?

Well, it turns out they knew what they were doing. The 2010 Audi S4 indeed tosses away its V8 for a 3.0-liter supercharged V6 that produces 333 horsepower and 325 pound-feet of torque; to save you the effort of looking it up, that's 7 fewer horses than the old 4.2-liter eight-cylinder but 23 more lb-ft of torque. The result is a car that's actually quicker than the one that disappeared two years ago when the A4 sedan upon which it was based was completely redesigned. But this stellar new engine is about more than just the numbers. The immediacy of the S4's throttle response is nothing short of amazing -- save for the moderate supercharger whine under hard acceleration, the blown V6 acts just like a naturally aspirated motor, albeit one with a boatload of low-end torque. Those who questioned Audi's cylinder-reduction strategy will be very pleasantly surprised.

The new S4 not only adds speed, but gets substantially better fuel economy as well. The 2010 S4 achieves a whopping 6 mpg (combined) more than the car it succeeds, including a surprising 27-28 mpg on the freeway. That's also better than the similarly swift BMW 335i, even though the rear-wheel-drive Bimmer weighs less and has a taller top gear. If this is the environmentally friendly future of performance driving, color us excited.

There's a lot more to the 2010 S4 than simply its engine, however, as the entire car is now better positioned to compete against other sport-tuned sedans. Like last year's fully redesigned A4, the S4 boasts fresh styling and electronics interfaces along with myriad mechanical improvements. Exclusive to the S4 is a new seven-speed dual-clutch automated manual for those who want the ease of an automatic but without the performance drop-off and lack of involvement that usually goes along with it. An optional sports rear differential is also new, helping to bring the S4's handling more in line with its RWD-platform rivals.

It's important to note that the S4 competes more against the BMW 335i than the razor's-edge M3 in terms of both price and performance. For maximum thrills, albeit at a higher cost, we'd suggest looking at the M3 as well as the Cadillac CTS-V and Mercedes C63 AMG. Also, if a coupe or convertible is more your thing, the Audi S5 is essentially a two-door S4 -- plus, the coupe still comes with the V8. Still, the 2010 Audi S4 is an undeniable winner. Those depressed car nuts should relax; the new S4 still has plenty of verve.

Body Styles, Trim Levels, and Options

The 2010 Audi S4 is a high-performance sedan available with one of two packages: Premium Plus or Prestige. Standard equipment for the Premium Plus includes 18-inch wheels with summer tires, a sunroof, automatic xenon headlights, LED daytime running lights, foglights, automatic wipers, tri-zone automatic climate control, eight-way power sport seats, leather and faux-suede upholstery, heated front seats, a 60/40-split-folding rear seat, Bluetooth, a dash-mounted Multi Media Interface (MMI) electronics controller and a 10-speaker stereo with single-CD player, satellite radio and an auxiliary audio jack.

The S4 Prestige adds 19-inch wheels, auto-dimming interior and exterior mirrors, driver memory functions, keyless ignition/entry, voice controls, a 14-speaker Bang & Olufsen stereo, a next-generation MMI controller mounted on the center console and a hard-drive-based navigation system with real-time traffic.

2010 Audi R8 Review

2010-02-15T06:47:00.000-08:00

When automakers pay film studios to have their cars featured in blockbuster films, it doesn't always work out so well. Remember Lethal Weapon stars Mel Gibson and Danny Glover chasing baddies in a Pontiac Grand Am? Somehow we doubt that Pontiac's brand image got a boost from that charade. But the 2010 Audi R8's star turn in Iron Man was picture-perfect. A superhero in its own right, the sharply styled and enormously capable R8 complemented Robert Downey Jr.'s debonair, high-tech crusader to a T. And for the fortunate few with R8 keys of their own, every day will seem like a red-carpet affair.

The R8 is the sort of car that makes a mockery of any pretense to journalistic detachment. Simply put, this thing is awesome. Even with the least desirable powertrain -- the base 4.2-liter, 420-horsepower V8 coupled with the "R tronic" single-clutch automated manual transmission -- the R8 is one of the most scintillating sports cars on the planet. The V8 sounds glorious and pulls effortlessly to its 8,250-rpm redline, the steering is ultra-precise, the standard all-wheel-drive system provides superior traction, and the R tronic transmissionwell, thanks to delayed and clunky upshifts that evoke the Smart Fortwo, it stinks. But that's nothing that the sublime six-speed gated manual shifter can't fix. We were initially suspicious that the R8 had more style than substance, but all it took was one spirited drive for the R8 to earn a permanent spot in our dream garage.

For 2010, the R8 manages to improve upon this already delectable formula. That's because an even more powerful 5.2-liter V10 engine with an 8,700-rpm redline joins the engine lineup. The V10 gets the same transmission options as the V8 -- a conventional six-speed manual and R tronic -- but it ups the ante to a honking 525 hp and 391 pound-feet of torque (versus 317 lb-ft for the V8). A slightly detuned version of the V10 that powers the Lamborghini Gallardo LP560-4, this new engine is bound to create an in-house rivalry with Audi-owned Lamborghini. After all, the R8 5.2 Quattro, as the V10 model is known, offers most of the Gallardo's performance and arguably just as much exotic style for about $50,000 less.

Inside, the R8 is impressively roomy for such a squat car, and the nicely shaped seats afford drive-all-day comfort. Along with its tolerable ride quality, this makes the R8 one of the most accommodating supercars ever produced -- an unexpected bonus given its otherworldly performance. There are many desirable sports cars available in this rarefied league, of course, from the Chevrolet Corvette ZR1 to the Porsche 911 GT3, but none matches the R8's combination of speed, athleticism, style and comfort. If we were starring in a Hollywood production, the 2010 Audi R8 could be our co-star anytime.

Body Styles, Trim Levels, and Options

The 2010 Audi R8 is a two-door midengine exotic sports car offered in two trim levels that correspond to engine size: 4.2 Quattro and 5.2 Quattro. Standard equipment on the 4.2 Quattro includes the V8 engine, 19-inch wheels, an active suspension with magnetorheological dampers, a retractable rear spoiler, xenon headlights, LED brake lights and turn signals, carbon-fiber exterior and interior trim, leather and Alcantara upholstery, power-adjustable sport seats, automatic climate control, Bluetooth connectivity and a seven-speaker stereo with a six-CD changer and an iPod interface. The 5.2 Quattro adds the V10 engine, a "hill-holder" feature for the conventional manual transmission, wider intakes and body sills, glossy (rather than flat) black exterior accents, napa leather upholstery with additional leather interior trim, a 12-speaker Bang & Olufsen sound system, a navigation system and a rearview camera with front and rear parking sensors.

Most of the 5.2 Quattro's accoutrements are available as options on the 4.2 Quattro. Both models are eligible for an Enhanced Leather package that adds leather trim to the dashboard and upper door panels. Body-colored "side blade" exterior styling panels are also available in place of the standard contrasting side blades.

2010 Audi Q7 Vehicle Overview

2010-02-15T06:44:00.000-08:00

With its powerful stance, fine build quality and confident performance, the 2010 Audi Q7 has everything you'd expect from a German-engineered large crossover SUV. A platform mate to its Volkswagen Touareg and Porsche Cayenne cousins, the Q7 is more than a foot longer, offering more space for shopping spoils as well as allowing a third-row seat, the latter being something not available in the two others.

The Q7 is also available with a diesel-fueled engine, something only offered on the VW. Opt for the 3.0-liter clean diesel V6 ("TDI"), introduced last year and legal in every state, and you'll enjoy massive low-end grunt (over 400 pound-feet of torque) and much better fuel economy. This year's Q7 remains relatively unchanged, though the latest-generation MMI (Multi Media Interface) controller is a welcome addition as it includes a joystick atop the knob for more intuitive use.

Enticing as it is, the 2010 Audi Q7 is not without its faults. Saddled with more than 5,000 pounds of metal to move, the gas-fueled engines can only offer so-so performance along with their thirsty ways. Another downside is the third-row seat, which is rather cramped and disappointing considering the vehicle's large footprint.

The Q7's saving graces include a well-crafted interior, relatively agile handling and a number of luxury features that make the Q7 ideal for daily family use and road trip vacations. But we'd be remiss if we didn't also suggest that you consider the Mercedes-Benz GL-Class, which offers more room and quicker performance. Two other choices include the Cadillac Escalade, which is brawnier and bigger but less refined, and the VW Touareg, which provides a very similar driving experience for considerably less money.

Body Styles, Trim Levels, and Options

The 2010 Audi Q7 is a large luxury crossover SUV that seats seven passengers. There are three trim levels that correspond to engine choice: the 3.6 Premium (3.6-liter gas V6), the TDI Premium (diesel V6) and the 4.2 Prestige (4.2-liter V8).

The 3.6 Premium comes standard with two-tone paint, 18-inch wheels, rear parking sensors, a power liftgate, power heated front seats, leather upholstery, a trip computer, dual-zone automatic climate control, Bluetooth, the Multi Media Interface (MMI) with a display monitor and a premium audio system with a six-CD changer, satellite radio, iPod integration and an auxiliary audio jack.

There are also two packages for the 3.6 that further up the luxury ante. The Premium Plus package adds xenon headlights, front parking sensors, a rearview camera, a navigation system (with voice control and traffic reporting), driver-seat memory settings and a Bose surround-sound audio system. The Prestige package has the above equipment plus 20-inch wheels, keyless entry/ignition and a blind-spot warning system.

The Q7 TDI has the 3.6 Premium features along with a monochromatic color treatment, 19-inch wheels and additional exterior chrome trim. One may add more features to the diesel Q7 via the same two packages available on the 3.6 Premium.

2008 Audi Q5 Overview

2010-02-15T06:43:00.000-08:00

Compact luxury crossover SUVs like the 2010 Audi Q5 are multiplying like bunnies. With so many of them hopping around, the task of evaluating their relative pros and cons may seem overwhelming. In the case of the Q5, though, it's worth the effort. Thanks to a sprightly V6 and underpinnings from the A4 sport sedan, the Q5 is one of the most entertaining vehicles in this segment. And thanks to its generous rear passenger space and ample cargo space behind the rear seats, this entertainment doesn't come with the usual practicality compromises.

The Q5's wheelbase is identical to the A4's, as are its Quattro all-wheel-drive system and many of its suspension bits. Interestingly, the Q5's 3.2-liter V6 -- a smooth and powerful engine that's one of our favorites in this class -- is no longer available on the A4. Otherwise, though, the Q5 largely drives like an A4 wagon with an elevated seating position, which is exactly what shoppers in this segment are looking for -- carlike handling along with a commanding view from the driver seat.

Compared to fellow compact luxury crossovers, the Q5's handling is at the top of the heap, yet its ride will never beat you up. Its acceleration is also up there with the class leaders, and its transmission always seems to be in the right gear. In terms of practicality, the Q5's maximum cargo capacity is on the small side for this segment at 57 cubic feet, but its capacity behind the rear seat (29 cubes) and rear-seat room are wholly competitive. And there's plenty of technology inside to keep you occupied, including Audi's third-generation Multi Media Interface (MMI), which includes revised menus and a joystick-like controller atop the primary knob for added functionality.

Other popular compact luxury crossovers include the Acura RDX, BMW X3, Infiniti EX35, Mercedes-Benz GLK350 and Volvo XC60. Each offers distinctive styling, features and driving dynamics, so we'd recommend holding off on deciding until you've driven the lot. But the 2010 Audi Q5 makes a strong case for itself with its winning combination of performance and practicality. Not all bunnies are made equal -- this Audi hops with more panache than most.

Body Styles, Trim Levels, and Options

The 2010 Audi Q5 is a five-passenger compact crossover SUV available in three trim levels: Premium, Premium Plus and Prestige. Standard equipment on the Premium includes 18-inch alloy wheels, heated side mirrors, eight-way power front seats, a tilt-and-telescoping steering column, tri-zone automatic climate control, a trip computer, Audi's MMI with dash-mounted controls, and a 10-speaker stereo with a CD/MP3 player, an auxiliary input jack, an SD card slot and satellite radio.

The Premium Plus adds xenon headlights, LED daytime running lights, auto-dimming and power-folding mirrors, a power liftgate, heated front seats, driver memory functions, a panorama sunroof, Bluetooth and an iPod interface. Some of these features are available as options on the Premium trim. The available MMI Navigation package adds a hard-drive-based navigation system with real-time traffic updates, voice control, a rearview camera and the third-generation MMI system with console-mounted controls, improved menus and a joystick-like button atop the main control knob for enhanced functionality.

That package comes standard with the Q5 Prestige, which further adds 19-inch wheels (optional on Premium Plus), keyless ignition/entry, a blind-spot warning system and a Bang & Olufsen 14-speaker surround-sound stereo (also optional on Premium Plus). Available options on the Prestige include 20-inch wheels and the Audi Drive Select adjustable vehicle settings system. The S line Package (optional on the Premium Plus and Prestige) adds special 20-inch wheels with summer tires, a sport steering wheel, shift paddles, unique front and rear fascias, aluminum interior trim and a black headliner. The Luxury Package for Prestige models adds special leather upholstery and ventilated front seats.

2010 Audi A6 Vehicle Overview

2010-02-15T06:40:00.000-08:00

Sometimes you can do well and still be forgotten. Just ask the crew of Apollo 16 or the 2010 Audi A6. As noted above, the A6 has a rather thin list of cons, indicative of a midsize luxury sedan that does most things right. Yet this Audi competes against some memorable heavy hitters from BMW, Jaguar and Mercedes (just to name a few) that make noticing anything else difficult. Perhaps it's because the A6's styling is too similar to the cheaper A4 or the fact that the A6 has always played second fiddle in this crowd. Whatever the reason, the 2010 Audi A6 deserves to be remembered.

Thanks to last year's addition of a 300-horsepower supercharged V6 and several other updates, the 2009 A6 was already better than ever, but the 2010 model sees even more improvements. The base engine gains an extra 10 hp thanks to Audi "valvelift" system, which improves fuel economy and acceleration. Other changes include a pair of sport packages and an updated MMI electronics controller that makes using the optional navigation system an easier experience.

Otherwise, the A6 carries on with a sleek exterior design that's a little derivative of Audi's cheaper A4, but certainly a unique shape in its class. The wagon ("Avant") body style in particular, is easily one of the best-looking around. The interior is a treat for the eyes and fingers, featuring attractive, high-quality materials in pleasing Earth tones. The amaretto and black two-tone interior in particular is a distinct departure from normally stoic German cabins and almost seems Italian.

Not all A6s are created equal, however. The base 3.2 model is reasonably priced and offers good gas mileage for the class, but several models from Japan and the Hyundai Genesis provide even better value. Audi's hallmark Quattro all-wheel-drive system is also not available with the 3.2. Even more disappointing is the top-of-the-line V8 model, which offers no discernible performance advantage over the supercharged V6, let alone other eight-cylinder luxury sedans. That leaves the 3.0T as the Goldilocks choice and it certainly is "just right" (it's also the only trim available on the Avant).

Still, competing against the best from Europe is a tall order. Even in its twilight years, the current-generation BMW 5 Series is a tremendous automobile, especially for driving enthusiasts. The Jaguar XF bests the A6 in the sleek styling category, grabbing impressed glances from the curb and approving comments from passengers. The all-new Mercedes-Benz E-Class is perhaps the most well-rounded entry, providing rock-solid construction, a comfortable ride and a pleasing driving demeanor. The 2010 Audi A6 -- especially the 3.0T -- falls somewhere in the midst of this stiff competition. It's hard to find fault with this Audi, but taking a long look around is definitely recommended.

Body Styles, Trim Levels, and Options

The 2010 Audi A6 is available in sedan and wagon (Avant) body styles. The sedan is available in three trim levels that correspond to engine specification: 3.2 Premium, 3.0T Premium and 4.2 Prestige. The Avant comes only in 3.0T Premium guise. There is also a high-performance version known as the S6, which is addressed in a separate model review.

The A6 3.2 Premium comes standard with 17-inch alloy wheels, a sunroof, front and rear foglights, automatic wipers, a tilt-and-telescoping steering wheel, leather upholstery, eight-way power front seats, power lumbar adjustment, the MMI electronics interface, Bluetooth and a 10-speaker stereo with six-CD changer, satellite radio and iPod interface. The 3.0T Premium adds a supercharged V6, all-wheel drive, heated front seats and, on the Avant, roof rails and a power tailgate.

Both of these trims are available with several packages. The Premium Plus package available on both 3.2 and 3.0T adds 18-inch wheels, automatic self-leveling xenon headlights, LED running lights, auto-dimming and heated exterior mirrors, driver memory functions, the upgraded third-generation MMI electronics interface and a hard-drive-based navigation system with voice recognition and real-time traffic updates. The 3.0T Prestige package adds different 18-inch wheels, automatic transmission paddle shifters, adaptive headlights, keyless ignition/entry, a power tilt-and-telescoping steering wheel, a rearview camera and a 13-speaker Bose surround-sound stereo. The A6 4.2 Prestige takes the preceding equipment levels and adds a V8 engine, headlight washers and the S line exterior styling package.

2010 Audi A5 Vehicle Overview

2010-02-15T06:38:00.000-08:00

The Audi A5's third year of production is upon us, but this slinky coupe -- and now soft-top convertible as well -- still turns heads wherever it rolls. If you find its lines extraordinarily passionate for a Teutonic product, you're onto something: The A5 was penned by an Italian designer. Underneath, the A5 is just a two-door version of the A4 sport sedan; think of it as Audi's answer to the BMW 3 Series and Infiniti G37 coupes and convertibles. Yet it's that sexy skin that sets the A5 apart in a segment where looks count more than usual.

For 2010, the Audi A5 stands even farther apart from the crowd, for better or worse, thanks to a new base engine: Audi's familiar 2.0-liter turbocharged four (2.0T). It's rated at 211 horsepower and 258 pound-feet of torque in this application, just like in the A4. The formerly standard 3.2-liter V6 remains available, but only with the automatic transmission (the 2.0T gets a standard six-speed manual and an optional automatic). The soft-top Cabriolet model also debuts for 2010, as does Audi's standardized trim level structure and an improved version of MMI for navigation-equipped models.

The A5's advantages start with all-wheel drive -- it's standard on the Audi, so those in harsher climes should find the A5 particularly appealing relative to its rear-drive rivals. Also, the A5's interior is one of the nicest around. On the downside, though, the A5 Cabriolet has a soft top while competing models have retractable hardtops. And if it's speed and handling you're after, the rear-drive, 300-plus-hp competition bests even the V6-powered A5, let alone the 2.0T models. Indeed, a major question to answer is whether standard four-cylinder power, however peppy, will meet your desires for a luxury coupe or convertible.

If you give the 2.0T a chance, though, you'll likely walk away impressed by its torquey performance and high fuel economy. And if you're already smitten with the 2010 Audi A5, the arrival of the convertible is one more reason to consider adding this Audi to your stable. Of course, don't forget to check out the BMW 328i/335i and Infiniti G37 coupes and convertibles, as well as the retractable-hardtop Volvo C70. But style goes a long way in this segment, and we wouldn't blame anyone for selecting the A5 on those grounds alone.

Body Styles, Trim Levels, and Options

The 2010 Audi A5 is a luxury sport coupe and convertible (Cabriolet) available in three trim levels: Premium, Premium Plus and Prestige. The 2.0T four-cylinder engine is standard across the board, with the 3.2-liter V6 optional on the Premium Plus and Prestige.

The base Premium coupe comes standard with 18-inch alloy wheels, foglamps, heated exterior mirrors, an electronic parking brake, a multifunction leather-wrapped steering wheel, a panoramic tilt-only sunroof, automatic climate control, power front seats, leather upholstery, a split-folding rear seatback, Audi's previous-generation Multi Media Interface (MMI) with dash-mounted controls and a 10-speaker CD audio system with satellite radio and an auxiliary input jack. The Cabriolet adds a power-retractable soft top and a wind blocker.

The Premium Plus adds different 18-inch alloys, xenon headlamps, LED headlight and taillight accents, rain-sensing wipers, an iPod interface, Bluetooth, heated front seats and tri-zone automatic climate control. The top-of-the-line Prestige tacks on keyless entry/ignition, auto-dimming mirrors, a color driver information display, a Bang & Olufsen sound system with a DVD player, driver memory functions and a hard-drive-based navigation system with real-time traffic updates and the third-generation MMI system (including revised menus and a joystick-like button atop the control knob).

2010 Audi A4 Vehicle Overview

2010-02-15T06:35:00.000-08:00

At first glance, it may appear as though the 2010 Audi A4 lineup has been eviscerated. The convertible is gone, and so is the V6 -- what's next, cloth upholstery and crank windows? In actuality, though, there are perfectly good explanations for both developments. The good folks at Audi haven't lost their minds, and the 2010 A4 remains an eminently desirable sport sedan/wagon with arguably the nicest interior in this segment.

Now for the explanations. Let's start with the convertible. Last year's A4 drop top was an outdated design based on the previous-generation A4, so its torch has been passed to the foxy new A5 Cabriolet. As for the pricey V6, it couldn't even outperform the base turbocharged four, so Audi will henceforth send its new supercharged S4 (reviewed separately) into battle against upper-crust contenders like the BMW 335i, while the four-cylinder A4 2.0T will continue to lock horns with entry-level sport/luxury cars like the BMW 328i and Mercedes-Benz C300. See? It all makes sense. All is well in Ingolstadt.

One thing that hasn't changed about the A4 is its precise and balanced handling, which combines with its slick styling and upscale cabin to provide an undeniably premium driving experience. Indeed, the only pressing question about the 2010 A4 is whether that four-cylinder engine is up to the task given that most of its rivals offer smooth six-cylinder power. To be fair, the A4's turbocharged 2.0-liter four puts up competitive acceleration numbers despite its cylinder deficit. Yet the only luxury cars of this sort with four-cylinder power are ones on the fringe like the front-wheel-drive Acura TSX.

Otherwise, the 2010 Audi A4 is clearly one of the front-runners in this segment. We'd still recommend that A4 shoppers take a close look at the competition, including the aforementioned 328i (the only direct rival available as a wagon) and C300 as well as the Infiniti G37. Budget-minded shoppers might want to look at Volkswagen's Passat, which is available as a sedan or wagon and offers a detuned but still sprightly version of the A4's turbocharged four. So does the sleek Volkswagen CC, which also features a V6. But if you're after a premium sport sedan or wagon with an appealing mix of style and substance, you can't go wrong with the 2010 Audi A4.

Body Styles, Trim Levels, and Options

The 2010 Audi A4 is a four-door compact luxury vehicle available in two body styles: sedan and wagon (Avant). The base A4 trim level is the sedan-only 2.0T FrontTrak, which comes with -- you guessed it -- front-wheel drive, as well as a continuously variable transmission (CVT). The other trim level is the 2.0T Quattro, which comes with all-wheel drive and is available as either a sedan or a wagon.

Standard features are clustered into three packages: Premium, Premium Plus and Prestige. Note that the base 2.0T FrontTrak is not eligible for the Prestige package, whereas the 2.0T Quattro is eligible for all three. The standard Premium array includes 17-inch alloy wheels, foglamps, an electronic parking brake, a sunroof, air-conditioning, power front seats with driver lumbar, a leather-wrapped multifunction steering wheel, leather upholstery, cruise control, a split-folding rear seat, Audi's second-generation MMI system (mounted to the dash) and a 10-speaker CD audio system with a subwoofer, satellite radio and an auxiliary audio jack.

Bentley Continental GTC Review

2010-02-15T06:33:00.000-08:00

Some might find it hard to believe that Bentley actually competed in the 24 Hours of Le Mans endurance race a few years ago -- and won. But with the help of its parent company, Volkswagen, Bentley has recently done a remarkable job in shedding its stuffy image and establishing itself as a contemporary luxury coachbuilder.

In that fashion, the Bentley Continental GTC is more than just a posh convertible. It's a high-performance drop top that manages to provide every bit of luxury you'd expect in a traditional Bentley, only now with more attitude and agility.

As its name suggests, the GTC is the convertible version of Bentley's successful four-seat Continental GT coupe. Like the coupe, the GTC has a powerful turbocharged W12 engine, all-wheel drive and an adjustable air suspension. To make up for lost body stiffness due to the lack of a fixed roof, Bentley has fitted the GTC with additional structural reinforcements. Curb weight is a couple hundred pounds more than the coupe.

It's true that a couple of other high-end convertibles are a bit more agile in terms of handling. But for those financially fortunate souls just wanting a luxury-focused grand touring four-seater, it doesn't get any better than Bentley's new GTC.

Current Bentley Continental GTC

The Bentley Continental GTC is a two-door luxury convertible with seating for four. There's also the GTC Speed, a higher-performance variant. Both versions of this luxury convertible are powered by a twin-turbocharged 6.0-liter W12 engine attached to a six-speed automatic transmission. All-wheel drive is standard. The base GTC produces 552 horsepower and 479 pound-feet of torque, which takes the GTC from zero to 60 in 5 seconds.

The GTC Speed features 600 hp and 553 lb-ft of torque, and gets from zero to 60 in 4.6 seconds. In addition to the bigger engine, the Speed version gets bigger wheels, bigger brakes, a retuned suspension and consequently improved handling dynamics. Despite these performance upgrades, the GTC Speed retains every drop of civility normally associated with Bentley's vehicles.

Inside, the Bentley Continental GTC is packed with features and amenities and is fitted with the finest wood and leather. The options are virtually limitless (though you'll pay handsomely for them). Buyers can choose between different colors for the convertible top and styles of wood trim. There are a variety of lambswool rug choices, 17 colors for the interior and 15 for the exterior.

With the push of a button, the convertible fabric top opens or closes in about 25 seconds and will even operate while the car is moving (at speeds up to 20 mph). Thanks to a modified version of the coupe's rear suspension, the top folds completely flat and maintains a sleek profile. If the rear seats are unoccupied -- they are surprisingly spacious -- a chrome and aluminum wind blocker can be raised over them to greatly reduce wind turbulence.

In road tests, our editors found the Continental GTC to be a tremendously dynamic drive, while remaining buttoned-down throughout. Acceleration is thrilling. Body roll can be eliminated with the firmest suspension setting, allowing this 5,500-pound luxury car to handle like a much smaller car. This goes double for the GTC Speed, which ups the performance ante considerably while still being a posh luxury cruiser. With the top down, expect noise to pick up considerably above 50 mph. Raising the windows buys you more quiet, and as long as there aren't surrounding cars filling the cabin with road noise, you can enjoy civilized conversation up to 80 mph.

2010 Bentley Continental GTC Speed Vehicle Overview

2010-02-15T06:27:00.000-08:00

Although numerous James Bond films have featured Aston Martins, author Ian Fleming actually envisioned 007 driving a Bentley convertible. The symbolism seemed obvious, as both car and owner represented British style and power. Now part of the Volkswagen empire, Bentley is obviously a radically different company from the one that produced the literary 007's 1930 convertible with its Amherst Villiers supercharger, but that high-performance heritage that attracted Fleming is being recaptured today by the 2010 Bentley Continental GTC Speed. With an ample supply of German engineering prowess along with a healthy dose of British character, the GTC Speed offers an intriguing blend of style and power.

Power in this case comes from the 12 twin-turbocharged cylinders pumping in a distinctive "W" formation behind the GTC Speed's stately grille. While the regular GTC makes do with a 552-horsepower 6.0-liter W12, the Speed features a massaged version of the same German-engineered power plant that produces 600 hp. Bentley purists may remain partial to the Arnage's ancient and authentically British twin-turbo V8, but there's no arguing with an engine that can whisk a 5,500-pound, all-wheel-drive convertible from zero to 60 mph in 4.6 seconds. The GTC Speed is also a more sharpened driving tool than its non-Speed sibling, thanks to extensive changes made to the steering and adjustable suspension. An exotic sports car it isn't, but the level of control and communication has been raised sufficiently to justify the Speed version's added cost without losing the expected Bentley ride comfort.

Stylistically, the 2010 Bentley Continental GTC Speed gets the same larger, dark-finished grille and 20-inch 12-spoke wheels as the GT Speed coupe, while a subtle trunk-mounted lip spoiler is said to assist with downforce when approaching the convertible's 200-mph top speed. Inside, diamond-quilted leather upholstery is added to the already regal cabin, which tastefully blends old-world materials with modern style. Chrome accents, knurled metal trim and a choice of six veneers and 17 different leather colors provide an ambience rivaled only by Rolls-Royce.

It's hard to rationalize an automobile that costs about as much as the average American home. Yet compared to the regular Continental convertible, the 2010 GTC Speed's notable performance enhancements make it the more rational choice. When you're paying this much money to begin with, the Speed's $14,000 premium seems almost reasonable. Of course, there are other high-end luxury convertibles to consider, most of which are less expensive. Aston Martin's DBS and DB9 Volantes are the most obvious rivals, while the Ferrari California, Mercedes-Benz SL65 AMG and Lamborghini Gallardo LP560-4 Spyder are also excellent choices for top-dollar top-down thrills. Buyers gravitating toward the Continental GTC Speed, though, will certainly find themselves with automotive desires of style and power very similar to Mr. Fleming's 007.

Body Styles, Trim Levels, and Options

The 2010 Bentley Continental GTC Speed is a four-passenger luxury soft-top convertible available in one trim level. Standard equipment includes 20-inch wheels, a sport-tuned electronically adjustable air suspension with four settings, bi-xenon headlamps with washers, front and rear foglamps, a rear lip spoiler, front and rear parking sensors, cruise control, keyless ignition/entry, power heated front seats with memory functions, a power tilt-and-telescoping steering column, a full leather interior with your choice of primary and secondary hides in 17 colors, diamond-stitched upholstery, real wood trim, multizone automatic climate control with rear controls, Bluetooth, a navigation system and a 10-speaker stereo with satellite radio and a glovebox-mounted six-CD changer.

The Convenience Specification adds a rearview camera (also a stand-alone option), a power opening and closing trunk lid, front seat lumbar massage and an iPod interface. Other options include carbon-ceramic disc brakes, adaptive cruise control, a wind deflector and a 13-speaker Naim audio system with two subwoofers. Additionally, Bentleys are highly customizable, with countless combinations possible for seat, interior and roof colors, as well as various veneer and metal trims. There is also a special order program known as the Mulliner Driving Specification that provides even more possibilities for creating a one-of-a-kind GTC.

2009 Bentley Continental Flying Spur Speed Vehicle Overview

2010-02-15T06:24:00.000-08:00

In the spirit of "Nothing exceeds like excess," Bentley has introduced the 2009 Continental Flying Spur Speed, a more athletic and extravagantly appointed variant of the four-door Continental Flying Spur. Priced around $218,000, the Speed adds about $27,000 on top of the "regular" Flying Spur's price tag. In the game of ultraluxury one-upmanship, this new Bentley is charging out of the gates.

For the extra coin, buyers receive more power and sharper handling. The Flying Spur Speed generates 600 horsepower (47 hp more than the standard Flying Spur), thanks to lightweight lower-friction engine components and a new engine management system. Cornering prowess has been advanced thanks to a lower ride height, higher-performance Pirelli P Zero tires and a stiffer suspension. The Speed also receives subtle external styling cues to differentiate it from the Flying Spur, with dark-tinted chrome grilles and wider sports exhaust tailpipes. The exhaust is also tuned for a more sporty growl.

At the lofty, narrow end of the luxury car spectrum, the 2009 Bentley Continental Flying Spur Speed slots in above the more agile Mercedes-Benz S65 AMG. Both are drivers' cars, but the Bentley bests the Benz in terms of sheer opulence and prestige. Also included in this exclusive group are the Maybach 57 and Rolls-Royce Phantom, but these modern limousines lack the Speed's performance and are significantly more expensive. Given that all of these ultraluxury sedans feature the best of German engineering, there is really no loser among them, leaving a buyer's decision down to which interpretation of luxury is preferred.

Body Styles, Trim Levels, and Options

The 2009 Bentley Continental Flying Spur Speed is a high-performance ultraluxury sedan that is offered in one very well-appointed trim level. Standard features include 20-inch wheels; an adjustable air suspension; bi-xenon headlamps; four-zone automatic climate control; heated rear seats with lumbar massage; 16-way power front seats with heating, cooling and lumbar massage; keyless ignition and entry; a sunroof and "Speed" scuff plates on each doorsill. Also standard are a 12-speaker sound system with a six-CD changer, satellite radio, a navigation system, Bluetooth phone connectivity and diamond-quilted leather upholstery that requires a herd-thinning 11 cowhides.

In addition to the above-listed features, the Flying Spur Speed also incorporates items from the Flying Spur's Mulliner Driving Specification package, which includes contrasting stitching, nostalgic seat piping, drilled alloy sport pedals, a rear seat refrigerated bottle cooler and lamb's-wool carpeting.

Options include power-adjustable rear seats with a full rear center console, a three-passenger rear seat, a rear seat entertainment system with dual screens, flip-down wooden picnic tables for rear passengers, a heated steering wheel, a back-up camera, a power opening and closing trunk, adaptive cruise control, a 15-speaker Naim sound system and iPod integration.

2009 Bentley Arnage Vehicle Overview

2010-02-15T01:17:00.000-08:00

Bentley is one of those revered automotive nameplates with a rich history. In the company's early days, it was known for daring racing cars. But when the company was sold off to Rolls-Royce under shifty circumstances, much of the Bentley personality was lost. Fortunately, since falling under Volkswagen's control in 1998, Bentley once again has reclaimed its own identity.

From the beginning, Bentleys have been known as a driver's car as opposed to a chauffeur's car. Such is the case with the 2009 Bentley Arnage line. Despite being the brand's big four-door model, the Arnage continues Bentley's bold touring car tradition thanks to its massive 6.8-liter, twin-turbocharged V8 and surprisingly sharp handling. But alas, 2009 marks the end of the line for the current Arnage, just as this platform begins to show its age among the company's newer and sharper models.

As the sun sets on the Arnage empire, Bentley celebrates the end of this era with the release of the Arnage Final Series. Limited to only 150 hand-built examples that combine power and prestige, it is sure to be an instant classic. Returning to take a bow are the "regular" Arnage R, sportier Arnage T and stretched RL models. Also returning is the line's superlative-inducing peak of 500 horsepower, palatial interior design and truly unique customization options.

As far as ultra-luxury sedans go, the Bentley Arnage straddles the narrow divide between the higher-performing AMG S-Class from Mercedes-Benz and the exorbitantly priced Rolls-Royce Phantom and Maybach 62 limousines. Deciding on one of these tributes to conspicuous consumption comes down to personal preference, as there is no real underachiever or contender in the group.

Body Styles, Trim Levels, and Options

The Bentley Arnage is offered in four trim levels: the Arnage R, higher-performance Arnage T, the Arnage Final Series and Arnage RL. The Arnage R is the more common of the lineup (though there's really no such thing as a common Bentley Arnage) with a long list of standard features that includes 18-inch alloy wheels, a computer-controlled adaptive suspension, leather interior with wood trim, heated seats, independently adjustable rear seats, three-zone climate control, a satellite navigation system, Bluetooth, a six-speaker audio system with six-CD changer, an auto-dimming rearview mirror and park distance control. A front sunroof and exterior pinstriping are available at no additional cost. The RL is the stretched version of the Arnage (by nearly 10 inches in wheelbase) to provide even greater rear seat comfort. Additional features include satellite navigation and the choice of either a rear-seat bottle cooler or a hard-wired telephone.

2010 Acura MSX Vehicle Overview

2010-02-15T01:14:00.001-08:00

The 2010 Acura ZDX begins life as the MDX crossover, a vehicle we've long admired for bringing capable handling and three-row crossover functionality under one roof. Then things start getting weird. Due to its rakish exterior design, the ZDX has neither the third-row seat nor the roomy second-row seat of its family-minded sibling. Yet the ZDX doesn't get any additional sportiness in the bargain -- it has the same V6 and similar driving dynamics. Is this new Acura a savvy marketing decision, or an answer to a question nobody was asking?

Beyond its dramatic exterior, the ZDX offers some notable exclusive features, principally, its sumptuous interior layout. The dashboard features expansive swaths of soft hand-stitched leather -- a first for an Acura product -- and there is also a unique "Monolith" center stack that fades to black when powered off. The ZDX's standard six-speed automatic transmission further distinguishes it from other Acura models. Less impressive ZDX distinctions include just 56 cubic feet of cargo space (about the same as a Honda Fit), a meager 1,500-pound towing rating (the MDX can tow 5,000 pounds) and a cramped, coupelike backseat.

There's nothing particularly distinctive about the mandatory V6, either. It's the same 3.7-liter unit that powers the MDX and the TL SH-AWD sedan. There's a healthy 300 horsepower on tap, but the ZDX has 4,400 pounds to haul around. We've timed the MDX at an unremarkable 8.1 seconds from zero to 60 mph; we don't expect the ZDX's six-speed transmission to shave many tenths off that number. Nor does the ZDX raise the handling bar much, as it generally has the same underpinnings and all-wheel-drive system as the MDX.

Of course, much of the ZDX's appeal is going to be based on what your expectations are. If distinctive styling and a modicum of practicality are your only requirements, the 2010 Acura ZDX could be just the ticket. Plus, the ZDX undercuts the price of the similarly conceived BMW X6 xDrive35i by about $10,000. Yet we're not really fans of the X6, either. Meanwhile, regular crossovers like the MDX, BMW X5 and Land Rover LR4 all work better as daily-use vehicles. While the ZDX's existence proves it's possible to make a distinctively styled MDX with far less functionality, we're pretty sure no one was asking for that.

Body Styles, Trim Levels, and Options

The 2010 Acura ZDX is a midsize five-passenger crossover SUV. Standard equipment includes 19-inch wheels, automatic xenon headlights, heated outside mirrors, a panoramic sunroof, ambient cabin lighting, a back-up camera with a rearview mirror display, a leather-wrapped multifunction steering wheel, dual-zone automatic climate control, a power tilt-and-telescoping steering column, heated eight-way power front seats, leather seat upholstery and interior trim, a trip computer, Bluetooth and a power liftgate. An eight-speaker stereo with an in-dash six-CD changer, satellite radio and an auxiliary audio jack is also standard.

2010 Acura TL Vehicle Overview

2010-02-15T01:12:00.000-08:00

The 2010 Acura TL has a lot going for it -- athletic leanings, enough interior volume to accommodate adult-sized passengers, plenty of luxury features and Acura's traditional reputation for reliability. Unfortunately, all of this is wrapped in a skin that evokes a love-it or hate-it response. While we would all certainly like to think that aesthetics aren't everything, appearance does play a major role in choosing a car.

The TL was redesigned just last year, gaining its oddly beveled nose and chunky rear end but also more interior room, more power and a new option for all-wheel drive. We're especially fond of the SH-AWD (which stands for super-handling all-wheel drive) version that comes with a 305-horsepower engine and the type of road-holding grip one might normally associate with a rear-drive sport sedan. For those seeking additional driving enjoyment, a traditional six-speed manual transmission has been added to the SH-AWD mix for 2010.

The base 2010 Acura TL is also praise-worthy for its quiet and comfortable cabin. In terms of acceleration, it's a dead heat when pitted against the SH-AWD. Adding the optional Technology package, with its high-tech gadgetry, evens the playing field even more, and for the majority of drivers, the base model will most certainly appease. It's only when you're looking for a truly engaging driving experience that the base model will disappoint, especially since its steering is numb and not particularly communicative.

Either TL model, however, is a competitive choice in the entry-level luxury sedan segment that also includes such luminaries such as the Audi A4, BMW 3 Series, Cadillac CTS, Hyundai Genesis, Infiniti G37 and Mercedes-Benz C-Class. Particularly in this set, the Acura's well-rounded demeanor and lower price makes it stand out as the sensible choice. You're not going to go wrong with any of these cars, but you will need to make sure you're down with the TL's new sheet metal.

Body Styles, Trim Levels, and Options

The 2010 Acura TL is a midsize luxury sedan that is available in base or sporty SH-AWD trim levels. The base TL comes equipped with 17-inch alloy wheels, xenon headlights, foglights, a sunroof, heated side mirrors, dual-zone automatic climate control, rear ventilation controls, heated power front seats, driver memory functions, a tilt-and-telescoping steering wheel, leather upholstery, Bluetooth phone connectivity and steering-wheel-mounted audio, phone and trip computer controls. Also standard is an eight-speaker stereo with in-dash six-CD changer, satellite radio, streaming Bluetooth audio, an auxiliary audio jack and USB port.

The TL SH-AWD adds all-wheel drive, a more powerful engine, 18-inch alloy wheels, upgraded brakes, hill start assist, more aggressively bolstered front seats, upgraded metallic trim and premium perforated leather upholstery.

2010 Acura RDX Vehicle Overview

2010-02-15T01:10:00.000-08:00

With so many new small luxury crossovers on the road these days, it's easy to lose sight of the Acura RDX, now entering its fourth year of production. It would be a mistake for crossover shoppers to do so, however, because the 2010 RDX is one of the most entertaining compact luxury crossovers on the market. Dimensionally similar to the Honda CR-V, the RDX features available all-wheel drive, a long list of standard amenities, trendy interior styling and a unique feature in this segment -- a turbocharged four-cylinder engine. This is one CUV that doesn't deserve to get lost in the shuffle.

That turbo-4 is an interesting story. Acura's engineers considered using the naturally aspirated 2.4-liter four-cylinder engine from the TSX sedan, but they decided (wisely, we'd say) that the RDX's extra mass called for more torque. Acura's stable of V6s provided additional candidates, but curb weight played a decisive role here, too -- a V6 would add pounds relative to a four, and that's the last thing the RDX needed. So the RDX ended up with a turbocharged 2.3-liter version of the TSX's four. With 240 horsepower and 260 pound-feet of torque, this engine isn't the brawniest on the block, but its turbocharged nature could be an additional draw for people living at higher elevations as it helps compensate for horsepower loss.

For 2010, the RDX also features a host of changes designed to keep it fresh. For better or worse, the RDX has been treated to styling updates that include Acura's bionic beak of a corporate grille. A front-wheel-drive version is newly available, just in time to compete with front-drive rivals like the Cadillac SRX and Volvo XC60 3.2. There are new standard features, among them ambient interior lighting and a back-up camera. And as ever, the RDX offers competitive passenger and cargo space along with the availability of "Super-Handling All-Wheel Drive" (SH-AWD), a sport-biased system aimed at those who want an extra dose of driving entertainment.

As noted, the competition in this segment just keeps getting better. Notable rivals include the Audi Q5, Infiniti EX35, Mercedes-Benz GLK350 and the abovementioned XC60; indeed, the similarly conceived BMW X3 isn't a class leader anymore, a casualty of inflated pricing and an aging design. We wouldn't count the engaging 2010 Acura RDX out, though. It's more than just another face in this capable crowd.

Body Styles, Trim Levels, and Options

The 2010 Acura RDX is a small five-passenger luxury crossover SUV available in one well-equipped trim level. Standard features include 18-inch alloy wheels, xenon headlights, a sunroof, ambient interior lighting, full power accessories, heated front seats, a tilt-telescoping steering column, a power driver seat with memory, a power passenger seat, a back-up camera, Bluetooth phone and streaming audio connectivity, leather upholstery and dual-zone automatic climate control. A seven-speaker audio system with a six-disc CD/MP3 changer, satellite radio, steering-wheel-mounted audio controls and a USB connection is also standard.

The RDX's available Technology package adds a navigation system with real-time traffic, solar-sensing and GPS-linking features for the climate control and a 10-speaker Panasonic/ELS premium surround-sound audio system.

Dodge Stratus Review

2010-02-15T01:07:00.001-08:00

Introduced in the mid-'90s, the Dodge Stratus was a replacement for the aging and boxy Spirit. It was one of three sedans based on Chrysler's "JA" platform, including the Plymouth Breeze and Chrysler Cirrus. Among these triplets, the Stratus was touted as the sportiest, and it took the role as the midsize car in Dodge's lineup.

The first-generation Dodge Stratus was known mostly for its sharp styling, roomy interior and value. Dodge followed it up with a redesigned model for the start of the new millennium that featured additional safety equipment and a more powerful V6 engine. A coupe model also debuted.

The Stratus had a decent run but ultimately never achieved the superstar status that Dodge had hoped for. In terms of refinement, build quality and reputation for reliability, it couldn't match top import models. Production ended after the second generation. As a used sedan or coupe, the Stratus is a fair choice. Consumers prioritizing price or exterior styling might find it worth a look.

Most Recent Dodge Stratus

The second and last generation of the Dodge Stratus covered model years 2001-'06. Sedan and coupe body styles were offered. Mechanically, there is a fair amount of difference between the two. The Stratus coupe (formerly known as the Avenger) was actually based on the Mitsubishi Eclipse of the time and differed from its Japanese cousin mainly in its sheet metal. The Stratus sedan was still a Chrysler design.

A large trunk and fairly roomy interior, thanks to Chrysler's "Cab Forward" design philosophy, were two of the Stratus sedan's strong points. Another was the car's handling -- it felt sportier than many other mid-priced, midsize sedans of the time. Even so, most used Stratus shoppers will likely be attracted mainly by the price, as the cars haven't really held their value the way Japanese sedans of the same size would. The Stratus coupe could be a good buy for someone who wants a comfy, V6-powered coupe as opposed to a small, high-strung sports car.

2009 Dodge Viper Vehicle Overview

2010-02-15T01:04:00.000-08:00

When it comes to supercars, European automakers typically represent refinement, couture style and technological advancement, to the point of sterility. Here in the States, supercars are comparatively raw, visceral and rugged to the point of brutality. We're the sledgehammer to their scalpel, the bucking bronco to their show horse and the Bourne to their Bond. For better or worse, that's how we roll.

The current, third-generation Viper maintains the excitement and soul of the 1989 Carroll Shelby-inspired concept, with the obligatory low-slung body, long hood housing a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper doesn't ask permission and makes no apologies. Despite technological advances over the past two decades, the Viper has just enough safety equipment to make it legal, delegating the remaining responsibility to the hands and feet of the driver. If the performance numbers alone aren't enough to cause heart palpitations, consider that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.

It is this unfiltered, uncomplicated nature that makes the Viper so attractive to enthusiasts, hearkening back to eras when drivers were heroic, rugged and relied on the seats of their pants rather than electronic aids. For those seeking more comfort, refinement and everyday driving manners, there are always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. However, the 2009 Dodge Viper bests the Z06 in practically every applicable performance metric and is significantly less expensive than anything comparable from the Old World. In the end, it comes down to what you're willing to compromise -- performance or finesse.

Body Styles, Trim Levels, and Options

The 2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get enormous forged-aluminum wheels with Michelin Pilot Sport PS2 tires measuring 275/35R18 in front and 345/30R19 in back. Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more go than show, cosmetic and convenience options are scarce. Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all that is offered.

The big performance-enhancing option for the Viper is the American Club Racer (ACR) package, which is only available for the coupe variant. Though street legal, the ACR is clearly intended for track use. The package adds carbon-fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, fender-mounted dive planes and additional underbody treatments. All of this aero work results in a claimed 1,000 pounds of downforce at 150 mph. Lighter wheels shod with stickier tires (both slightly wider up front), lighter brake rotors, a stiffer suspension with 14-way-adjustable shocks and deleted foglamps round out the ACR package. In the end, the ACR weighs in 46 pounds lighter than the standard coupe.

2010 Dodge Nitro Vehicle Overview

2010-02-15T01:02:00.000-08:00

Nitro was one heck of an American Gladiator. His long hair, 'roidtastic physique and unmatched ability in the Joust all added up to make him a fan favorite among 1990s TV viewers devoted to watching muscle-bound men and women in spandex roll around in giant metal spheres. Sadly, the 2010 Dodge Nitro doesn't live up to its namesake as an American-made SUV gladiator. Oh, it's got the macho styling down pat, but what it lacks is that unmatched ability as an everyday driver that allows it to compete in the fiercely competitive small-SUV segment.

If the Nitro (the truck, not the Gladiator) looks familiar, that's because it's essentially a modestly restyled Jeep Liberty. The Dodge is tuned a bit more for on-road use and offers a larger, optional V6 engine, but otherwise, they are the same vehicle. That certainly has a few benefits -- namely, a part-time four-wheel-drive system and a substantial towing capacity. Of course, it also brings along a live-axle rear suspension, poor fuel economy and unimpressive handling dynamics that make the Nitro less than ideal for the tasks that most people use small SUVs for.

The interior is another area where the Nitro leaves much to be desired. Cargo space is generous and the controls are simple enough to use, but the overall materials and construction pale in comparison to what you'll find in vehicles like the GMC Terrain, Mazda CX-7 and Subaru Forester. Additionally, the Nitro's backseat is mounted low to the floor, counteracting the comfort otherwise provided by the reasonable amount of legroom and reclining seatback.

If the 2010 Dodge Nitro were to run in the American Gladiators' Eliminator obstacle course, it would get caught up in the cargo net and fall off the spinning cylinder. Those aforementioned small SUVs are far more sensible and better-constructed choices as they provide the sort of performance the Nitro's styling promises but doesn't ultimately deliver. Among other macho SUVs, the Nissan Xterra and Toyota FJ Cruiser are also worth a look should you like to venture off-road. This is one American gladiator that doesn't make the cut.

Body Styles, Trim Levels, and Options

The 2010 Dodge Nitro is a five-passenger SUV available in SE and SXT trim levels. Standard equipment includes 16-inch steel wheels, foglamps, roof rails, keyless entry, full power accessories, heated mirrors, air-conditioning, a tilt steering wheel, a 60/40 split-folding and reclining rear seat, and a six-speaker stereo with a CD player, satellite radio and an auxiliary audio jack. The Popular Equipment Group adds 17-inch alloy wheels, tinted rear windows, cruise control, an outside temperature gauge and a compass. A sunroof is a stand-alone option.

The Nitro SXT trim level comes standard with the stuff from the Popular Equipment Group and also has flashier exterior trim, a leather-wrapped steering wheel (includes audio controls), a six-way power driver seat, an upgraded instrument panel and an auto-dimming rearview mirror. The optional Leather Interior Group will get you leather upholstery and heated front seats. The Premium Sound Group adds an eight-speaker stereo with a subwoofer and a six-CD/DVD changer.

2008 Dodge Magnum Vehicle Overview

2010-02-15T00:59:00.000-08:00

Even though the Dodge Magnum wagon has only been on sale a few years, style- and performance-minded families have taken to it like bees to honey. Or, to harken back to the Dodge muscle car of the late 60s and early 70s, like Super Bees to honey with respect to the Hemi V8-equipped R/T and SRT8 models. But that's not really surprising given the Magnum's appealing combination of handsome and purposeful styling, family-sized utility and wide range of trim and engine choices.

For 2008, the Dodge Magnum's good looks have been updated with a revised front fascia, newly sculpted hood and a reshaped grille. Exclusive to this year's SRT8 model is a functional hood scoop. Magnum R/T and SRT8 models also feature newly optional HID headlamps for greater visibility and an extra dose of high-tech sophistication. Inside, Dodge has sought to remedy the Magnum's lackluster interior design with select soft-touch surfaces, a redesigned and more driver-oriented instrument panel, and LED lighting for the cupholders and door pockets on the R/T and SRT8.

These changes aren't terribly significant, but thankfully the 2008 Dodge Magnum didn't need much fixing. It continues to offer value that's hard to beat if you're in the market for a midsize or large performance-oriented wagon or an all-wheel-drive sport-utility alternative. It's solidly built, surprisingly agile and still one of the most distinctive-looking vehicles on the road. The SRT8 is more functional and less costly than high-buck, high-performance European sport wagons, and the more pedestrian SXT and R/T models measure up extremely well against other sporty wagons like the Volkswagen Passat and Saab 9-3 and 9-5 SportCombi, while returning livable fuel mileage. However, the Magnum does lack the people-carrying ability of the latest three-row crossover SUVs. Shoppers needing to haul around lots of people on a regular basis may want to instead look at vehicles like the Mazda CX-9 or the GMC Acadia/Buick Enclave/Saturn Outlook triplets.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2008 Dodge Magnum wagon comes in four trim levels: base SE, midgrade SXT, V8-powered R/T and maximum-performance SRT8. The base Magnum SE starts off with 17-inch steel wheels, air-conditioning, fully powered accessories, a telescoping steering wheel and CD/MP3 player with an auxiliary audio jack. The SXT features a more powerful V6, 17-inch alloy wheels (18s for all-wheel-drive versions), a power driver seat and satellite radio. The sportier R/T adds a V8, 18-inch alloy wheels, firmer suspension tuning, leather upholstery, upgraded audio and heated front seats. The high-performance SRT8 is equipped much like the R/T, but has a much bigger V8 engine, 20-inch alloy wheels, upgraded Brembo brakes, sport-tuned suspension and steering, unique interior and exterior detailing, leather/suede upholstery and a power front passenger seat.

2010 Dodge Avenger Vehicle Overview

2010-02-15T00:54:00.000-08:00

The 2010 Dodge Avenger leaves us wondering what it's supposed to be avenging. Perhaps the death of Chrysler's competitive-at-the-time "cloud car" midsize sedans, the Cirrus and Stratus of the mid-to-late 1990s? Alas, the Avenger is hardly up to the task, as it's outclassed in nearly every way by rival modern four-doors.

The Avenger's tough-guy grille might get you thinking that it's a decent performer, but looks are highly deceiving in this case. The base 2.4-liter four-cylinder motor sounds coarse at higher engine speeds, and it makes do with a four-speed automatic even though every rival offers at least five speeds (or a CVT). The optional 3.5-liter V6 is down on power relative to other V6 family sedans, and acceleration consequently lags behind the pack. Even fuel economy is unimpressive.

The 2010 Dodge Avenger's interior is also a letdown. Its materials would barely pass muster in a cut-rate economy car, and build quality is lackluster. At least the highway ride is pleasant enough, which will be of interest to those who happen to rent an Avenger on vacation. Rear passenger space is adequate, but the seat itself is not particularly comfortable. What's more, the trunk is one of the smallest you'll find in a family sedan.

Clearly, there are better choices if you're shopping in this segment. Top picks include the Ford Fusion, Mazda 6 and Nissan Altima, as well as perennial favorites like the Honda Accord, Hyundai Sonata and Toyota Camry. We're still not sure what this Dodge is avenging, but we'd recommend keeping it off your test-drive list.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 Dodge Avenger midsize sedan comes in two trim levels: SXT and R/T. The SXT comes standard with 16-inch steel wheels, a height-adjustable driver seat, a tilt-and-telescoping steering wheel, full power accessories, air-conditioning, cruise control, a cooled front storage compartment and a four-speaker CD audio system with satellite radio and an auxiliary audio jack. There are hardly any options for the SXT.

The Avenger R/T adds 17-inch alloy wheels, a sport-tuned suspension, a rear spoiler, foglights, steering-wheel-mounted audio controls, heated front seats, leather upholstery, an eight-way power driver seat with manual lumbar, a fold-flat passenger seat and a six-speaker sound system. R/T options include a multimedia bundle featuring Bluetooth, a hard-drive-based navigation system (with digital music storage and real-time traffic), and the additional option of six Boston Acoustics speakers. Bluetooth is available separately, as are 18-inch alloy wheels with performance tires. Also available is a Premium package that adds automatic climate control, automatic headlamps, LED headliner accents, an auto-dimming rearview mirror and remote engine start.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The front-wheel-drive 2010 Dodge Avenger SXT is powered by a 2.4-liter inline four-cylinder engine rated at 173 horsepower and 166 pound-feet of torque. The only transmission is a four-speed automatic. The Avenger R/T starts with the same engine and transmission, but it can be outfitted with an optional 3.5-liter V6 good for 235 hp and 232 lb-ft of torque. The V6 gets a six-speed automatic and yields a 0-60-mph time of 7.7 seconds, which puts it at the back of the back among V6-powered family sedans.

EPA fuel economy estimates for the 2010 Dodge Avenger SXT are 21 mpg city/30 mpg highway and 24 mpg combined. The V6-powered R/T is rated at 16/27/20 mpg.

2011 Audi A1 Online Design Contest Hints At U.S. Sale

2010-02-15T00:49:00.000-08:00

Despite recent reports that the 2011 Audi A1 won't be sold in the U.S., a new online configurator/design contest microsite hints that it will come our way. The design contest will award the winner an A1 in the contest-winning style, and the site's built-in location bar includes the U.S. among the options, hinting that U.S. sales are in fact planned.

The contest is pitched as open to visitors that select the U.S. from among the location options, and since the prize is a custom-styled Audi A1, the implication is clear: we're getting the A1. That implication doesn't amount to a guarantee, though there has been previous talk of the A1 coming to America.

It may simply be an oversight in the construction of the page, or merely a regionalized locator for language only, but it seems unlikely that U.S.-market contestants would be allowed to enter if they weren't eligible to receive the prize. Further, there's a list of nations excluded from the competition--and the U.S. isn't on it.

We're still waiting on an official launch announcement--or denial--for the U.S., but in the mean time, you may as well try your hand at designing an A1. If yours is picked as the best, you'll win it--outfitted to look just like your design.

Today In Marketing: BMW Edges In On Mercedes-Benz Fashion Week

2010-02-15T00:47:00.000-08:00

When companies play their cards right, sponsorships can yield profitable, high-profile branding opportunities. The Staples Center in Los Angeles is a great example of corporate sponsorship at work; so was Viagra's support of NASCAR. To buff its image as an "aspirational" auto brand, Mercedes-Benz recently began sponsoring fashion week events in places like Miami and Berlin, and last year, New York Fashion Week -- arguably the daddy of 'em all -- was renamed Mercedes-Benz Fashion Week.

Not to be outdone, BMW has also launched sponsorships within Mercedes-Benz Fashion Week, the biggest being its tie-up with the cosmetics line MAC and Milk Studios in the Meat Packing District. (MAC & Milk have been partners for some time, providing artistic support and runway space for new and established designers; BMW is piggybacking on that partnership.) For this month's Fashion Week, which began yesterday and runs through next Thursday, BMW has provided a fleet of chauffeured 2010 BMW 5-Series Gran Turismos to select designers and other fashion bigwigs, including Band of Outsiders, Erin Fetherston, L.A.M.B., and Peter Som. The vehicles will run from the heart of Fashion Week at Bryant Park to the shows at Milk Studios, and whereever else fashion types need to go (e.g. Starbucks).

Having two competitors like Mercedes-Benz and BMW sponsoring portions of the same event isn't unheard of -- just check the current list of NASCAR sponsors. However, we're not entirely sure about BMW's choice in partners. MAC is a brash, edgy brand, known for its outrageous spokespersons like RuPaul and Lady Gaga, who seems somewhat different from the slightly restrained, performance-minded customer BMW typically attracts. But whatever: Fashion Week attendees all have money and they all need cars, right?

On a slightly more somber note, we'd like to offer condolences to BMW staffers, as well as the family, friends, and colleagues of designer Alexander McQueen, who was scheduled to particpate in Mercedes-Benz Fashion Week and, if we're properly reading the release below, BMW's Fashion Week activities. McQueen was found dead yesterday in his London home, apparently from suicide. He was 40 years old.

2010 Geneva Motor Show Preview: Hyundai i-flow Concept

2010-02-15T00:45:00.000-08:00

The Hyundai Genesis Sedan, the recently-unveiled all-new Sonata, and the upcoming executive-class Equus are reshaping Hyundai's lineup from budget Korean automaker to world-class player. The next car, previewed with the i-flow concept coming to Geneva next month, will likely replace the current Azera to complete the range.

Packaged as a family sedan one notch higher than the Sonata, the current Azera sticks out a bit from the rest of the new lineup, even with the updates received at the Chicago Auto Show. The replacement matches the Sonata step for step in design, and Hyundai credits the impressive look to its Russelsheim, Germany design HQ. High-tech materials from BASF help to minimize weight and maximize efficiency--including the use of solar cells--though no other details about the car have been revealed.

While it won't have the premium aspirations of the Genesis and Equus, it will serve, as the Sonata does, to move Hyundai's overall brand image further up-market, better competing with the likes of Honda, Toyota, Chevrolet and Ford. It will also create the headroom within the sedan lineup necessary to price the Genesis and Equus sufficiently into the luxury space to be competitive but still profitable.

The car will be unveiled fully on March 2 in Geneva.

Hertz To Offer Electric 2011 Nissan Leaf For U.S. Rentals

2010-02-15T00:40:00.000-08:00

The largest car rental agency on the planet, Hertz, has given its approval to the concept of all-electric cars. Hertz announced today that it would make Leaf models available at selected rental locations in the U.S. and Europe, starting next year.

With its 100-mile range, the five-seat Leaf would make a good rental for most urban trips and perhaps short-term car-sharing programs.

Hertz no doubt has reams of data on the average mileage incurred by each type of vehicle in its fleet, enabling it to steer prospective renters toward (or away from) the Leaf, depending on whether it can meet their stated needs.

To keep the Leaf rentals available as much time as possible, Hertz will most likely install high-voltage "fast charge" equipment that allows a Leaf to recharge its battery to 80 percent of capacity in just 30 minutes.

A full recharge of its 24-kilowatt-hour battery pack takes up to eight hours with 220-Volt current, used in U.S. for electric stoves and clothes driers, and far longer on standard 110-Volt wall power.

Nissan will begin selling the compact Leaf electric hatchback at the end of this year in certain regions, with full national roll-out to be achieved by 2012. Early Leaf owners will be provided a mix of 220-Volt and fast-charge equipment, and Nissan will track their usage.

It is the first of four electric vehicles Nissan will offer, making that company the most aggressive automaker in the field of pure electric vehicles. Other automakers will use range-extending gasoline engines, such as the one in the 2011 Chevrolet Volt, to alleviate driver concerns over "range anxiety".

Nissan has set up a website for U.S. residents to educate potential buyers (and renters) on the 2011 Nissan Leaf, which is just now finishing up a nationwide tour of potential early launch markets. It hopes to obtain 20,000 advance orders for the Leaf by the end of this year.

Hertz has a long history of renting unusual cars, mostly performance models. It offered 500 special 2008 Chevrolet Corvette ZHZ models, and even commissioned a special rental version of the high-performance 2007 Ford Mustang, the Shelby GT-H.

Driverless Audi TT To Climb Pike's Peak, Via Stanford Robot

2010-02-15T00:27:00.000-08:00

It's hardly surprising that an Audi TT two-seat sports car would climb to Pike's Peak, along the famously twisty 19-mile road that ascends to 14,110 feet above sea level. In fact, the Colorado mountain has hosted a well-known race to the top since 1916.

Less common, however, is that the car would drive itself to the top at race speeds, with no one inside it.

That's what's planned to happen in September, when the third autonomous vehicle developed by Center for Automotive Research at Stanford University, or CARS, tackles the fabled hill-climb. CARS is funded in part by Volkswagen, Honda, Toyota, andNissan.

Following Stanley and Junior

Earlier cars, a Volkswagen Touareg named Stanley and a Volkswagen Passat named Junior, took first and second places respectively in the 2005 DARPA Challenge and the 2007 DARPA Urban Challenge.

Those historic events showed that real-time computing, to interpret continuous data from an array of often-pricey sensors, could make vehicles sufficiently aware of their surroundings to navigate themselves safely through it by following a set of rules about how to operate.

A different kind of GPS

The latest vehicle, an Audi TT coupe, is nicknamed Shelley, after Michèle Mouton, the first woman driver to win the climb. Unlike its predecessors, which "read" their urroundings using radar, lidar, and cameras, Shelley will follow a Global Positioning System (GPS) trail.

The autonomous car uses a somewhat different GPS system than your car's satellite navigation, though. This one corrects for atmospheric interference, positioning the car on the surface of the planet to within about an inch.

The computer system that operates Shelley compares the positioning information to the car's speed and acceleration, plus inputs from gyroscopic sensors that provide equilibrium and directional data. Then it compares that to the map to figure out if the car is on course.

The Volkswagen Automotive Innovation Laboratory, or VAIL, is a partner in developing Shelley. The lab studies how new technologies can help human drivers react better to safety challenges. It also looks at whether autonomous features could reduce the load on drivers.

130 mph, no driver

Shelley has already achieved speeds of 130 miles per hour, but that was at the wide-open Bonneville Slat Flats, which are closed to traffic during speed runs. The roads up the Peak, on the other hand, are narrow, twisting, and has sheer drops at the edges.

"Our first goal is to go up Pikes Peak at speeds resembling race speeds, keep the car stable around the corners and have everything work the way we want it to," said Chris Gerdes, CARS program director. The team won't run its trial "until we can do it safely."

Just one remote control

If it succeeds, Shelley won't be the first autonomous vehicle to have made it up the hill. Others climbed the 12.4-mile paved and gravel track, with a 4,720-foot climb that includes 156 turns, but only at speeds of about 25 mph.

Shelley's creators are targeting speeds as high as 130 mph up the hill. And once the car sets off, they have only a single control at their disposal: a remote kill switch.

2010 Ford Escape Vehicle Overview

2010-02-13T09:37:00.000-08:00

Remember the year 2000? Back when we were all a-flutter about hanging chads and surviving the Y2K computer bug? That year also saw the arrival of the Ford Escape, the first compact crossover SUV from an American car company, which quickly became a runaway best-seller. Although its engines, steering, styling and interior are considerably different than they were at the turn of the century, the 2010 Ford Escape still has a lot of similarity to the vehicle that launched when Bill Clinton was a lame duck. Not surprisingly, the Escape is beginning to feel its age.

It's most apparent on the inside, where the Escape lacks a few basic features now common among its newer competitors, such as a telescoping steering wheel and a backseat that reclines and slides fore and aft. As such, the Escape just isn't as comfortable or versatile as more modern rivals. Even more damning, though, are brakes (discs in front but antiquated drums in the rear) that simply don't have the power to bring the Escape to a stop as effectively as other small SUVs.

However, there are a number of high-tech goodies stashed inside this aging wrapper that make the Escape still worth a look. Ford's Sync system is certainly a deal-making technology, seamlessly integrating your cell phone and iPod/MP3 player into the car's control systems. When equipped with the optional navigation system (the same one found in all Ford's products), the Escape provides real-time information for traffic, weather, sport scores, movie times and probably your horoscope if you ask nicely enough.

New for 2010 is MyKey, which allows parents to set electronic limits for vehicle speed and stereo volume for their teenage driver. Think of it as an automotive V-chip (speaking of 2000-era relics). Even more notable is Auto Park. Taking a page out of the Lexus playbook, it gives the car control over its steering during parallel-parking maneuvers. We've tested it and found the Escape's system works notably better than the one found in the exponentially more expensive Lexus LS 460.

In total, a fully loaded 2010 Ford Escape will certainly please those who value having the latest technology, so it may be worthy of consideration. However, so are other top small crossover SUVs like the Chevrolet Equinox, Honda CR-V, Subaru Forester and Toyota RAV4. Driving them all back-to-back, you might find yourself thinking the Escape, despite its techno veneer, is just a tad too dated for your tastes.

Body Styles, Trim Levels, and Options

The 2010 Ford Escape is a compact SUV that seats five people. It is available in XLS, XLT and Limited trim levels. A Hybrid model is addressed via a separate review.

Standard equipment on the XLS includes 16-inch alloy wheels, an integrated blind spot driver mirror, keyless entry, full power accessories, cruise control, air-conditioning and a four-speaker stereo with a CD player and auxiliary audio jack. The Sync electronics interface (includes iPod interface and Bluetooth) and steering wheel audio controls are optional. The XLT adds automatic headlights, foglamps, MyKey parental controls, an auto-dimming rearview mirror, a six-way power driver seat, steering wheel audio controls and satellite radio. The Leather package adds ambient lighting and leather upholstery. The Sun & Sync package adds Sync and a sunroof. The Sport Appearance package adds 17-inch wheels and a variety of upgraded interior and exterior trim pieces. A seven-speaker stereo upgrade is also available.

2010 Honda CR-V Vehicle Overview

2010-02-13T09:34:00.001-08:00

"It needs more power." This label has stuck to the Honda CR-V like industrial Velcro for as long as this compact crossover has been sold. Though its four-cylinder engines have been upgraded throughout its three-generation lifespan, never has a loaded-down CR-V been able to scale long grades without breaking a serious sweat. The 2010 Honda CR-V's four-cylinder gets a welcome infusion of power, but a V6 option like so many of its competitors offer remains an unfulfilled desire.

Yet this power outage has never seemed to hurt the humble CR-V, a compact crossover that is now the best-selling SUV in the country. Credit a long list of attributes that most consumers value over "It needs more power." Safety? Crash test scores don't get much better. Versatility? Seventy-three cubic feet of maximum cargo capacity and innovative storage solutions are at your disposal. Comfort and convenience? The backseat reclines and slides, while features like power heated seats, navigation and an iPod interface are options. Quality? Honda's reputation for reliability is still one of the strongest in the business. Drivability? The CR-V offers some of the most responsive handling in its class. These all make the CR-V easy to recommend in a year where it gains a mild face-lift inside and out, plus a few additional optional features.

However, there are areas that should give you pause and warrant a trip to a rival dealership. "It needs more power" is, of course, one of them. While sluggish acceleration may not be a big deal for you in this congested world, it's important to note that engine upgrades in the Chevy Equinox (V6), Subaru Forester (turbocharged four-cylinder) and Toyota RAV4 (V6) provide more thrust with negligible fuel economy penalties. Road noise is also an issue with the CR-V, and some may find its ride to be on the firm side. The Equinox and Subaru Outback in particular are more serene highway cruisers.

The compact-to-midsize crossover category seems to gain a member every single day as manufacturers clamor to get a piece of the action. While choices are abundant, we suggest sticking with the aforementioned models and the 2010 Honda CR-V, which remains just as strong an entrant today as it was when it helped pioneer the segment back in the 1990s. It may still need more power, but for more than 100,000 crossover buyers every year, the CR-V will be more than enough.

Body Styles, Trim Levels, and Options

The 2010 Honda CR-V is a crossover SUV that straddles the line between compact and midsize. It is available in LX, EX, EX-L and EX-L with Navigation trim levels, and each can be equipped with front- or all-wheel drive.

The LX comes standard with 17-inch steel wheels, keyless entry, full power accessories, air-conditioning, cruise control, a tilt-and-telescoping steering wheel, driver seat height adjustment, 40/20/40 sliding and reclining rear seats, a retractable front center tray table and a four-speaker stereo with CD/MP3 player and auxiliary audio jack. The EX adds 17-inch alloy wheels, a sunroof, rear tinted glass, a dual-level cargo area, steering-wheel audio controls and a six-speaker stereo with six-CD changer.

2010 Honda Accord Crosstour Review

2010-02-13T09:32:00.000-08:00

The 2010 Honda Accord Crosstour is indeed a cross between multiple genres. Like many crossover SUVs, it's based on a sedan; unlike true crossovers, though, the Accord Crosstour doesn't offer the versatility of a wagon or SUV. Think of it as a V6-powered Accord hatchback with marginally increased ground clearance and available all-wheel drive, and you'll get the idea. Whether consumers will get onboard with this unusual concept remains to be seen.

The problem for Honda is that the marketplace is teeming with crossovers that offer far more cargo capacity than the Accord Crosstour, and often a third row of seating as well (unavailable on the Honda). With just 51.3 cubic feet of maximum space behind the front seats, the Crosstour can barely haul more than the compact Toyota Matrix. The Crosstour's closest things to direct competitors, the Subaru Outback and Toyota Venza, are good for at least 70 cubic feet. Furthermore, crossover models like the Mazda CX-9 and even Honda's own Pilot boast both more room and a third-row seat.

Honda knows this, of course, yet it decided to build the Crosstour anyway. The idea is that there are consumers out there who want the beefier image of a crossover along with the sleek roof line of something like an Acura ZDX or BMW X6. To this end, the Crosstour's styling has aroused some controversy, particularly its rather prominent front end, but we can't deny that it's got a different look. Maybe that will give the Crosstour added appeal amid the sea of look-alike crossovers currently on sale.

So what we have here is essentially a funky-looking, high-riding Accord with extra room in back. That might be just the ticket for those who like the Accord sedan but find its styling too staid and its conventional trunk too limiting. However, we'd encourage shoppers to look closely at the abovementioned crossover SUVs too, as well as the Toyota Highlander (which also has a third-row seat). Time will tell whether the 2010 Honda Accord Crosstour is a crossover hit or the result of crossed signals.

Body Styles, Trim Levels, and Options

The 2010 Honda Accord Crosstour is a crossover wagon available in EX and EX-L trim levels. The EX comes standard with 17-inch wheels, foglights, a sunroof, power front seats (10-way driver, four-way passenger), a multifunction steering wheel, dual-zone automatic climate control with second-row vents, a 60/40-split-folding rear seatback and a seven-speaker audio system with a six-CD changer and an auxiliary audio jack.

The EX-L trim level adds 18-inch wheels, automatic headlights, an auto-dimming rearview mirror, driver-seat memory functions, leather upholstery, heated front seats, a cargo cover, Bluetooth and an upgraded stereo with a USB port and satellite radio. The lone option is a navigation system. It's only available on EX-L models, and it includes voice-activated controls and a back-up camera.

2010 Honda Accord Review

2010-02-13T09:28:00.000-08:00

For more than 20 years, the top choices for a family sedan have been the Honda Accord and Toyota Camry. These two favorites have been at the top of the heap, providing owners with safe, well-made and ever-reliable transport. Though virtually equal in popularity, they've traditionally catered to two different types of drivers. Those seeking a luxury carlike isolation from the road chose the Camry, while those wanting a more involving drive went with the sportier, though somewhat less refined, Accord. The two segment stars have grown in size over the years, resulting in the modern Accord becoming more accommodating but less fun to drive.

As such, the 2010 Honda Accord finds itself lagging behind sportier family car rivals such as the Nissan Altima, the Mazda 6 and the often-overlooked Ford Fusion/Mercury Milan twins. The latest Accord is well built and will likely furnish many years of trouble-free service for its owner, while providing a spacious and comfortable cabin for its occupants.

However, in addition to losing its sporty personality, it still carries on a few less-endearing Accord characteristics, those being elevated road noise at highway speeds and worse-than-average braking performance. Meanwhile, the base engine in the LX trims is merely adequate, and the top-of-the-line 3.5-liter V6 is outgunned by many rival six-cylinder engines.

Make no mistake -- the 2010 Honda Accord remains a very appealing car for several good reasons. It's got a big advantage over most rivals in the form of its sterling reputation for reliability, which not only makes for more enjoyable ownership but also gives the Accord one of the best resale values around. And when this upsized Accord debuted a few years ago, it moved up to the EPA's "large car" status, which is plainly evident when one experiences the commodious rear seat. The Accord's cabin also boasts excellent build quality and a premium look and feel that's noticeably a cut above the rival Camry's.

The Accord is also one of the few cars in this segment available in a coupe body style, which is substantially sportier than the workaday sedan -- particularly with the optional V6 and coupe-exclusive six-speed manual. You can't really go wrong choosing any Accord, but we suggest taking a close look at the aforementioned competitors -- particularly the Ford Fusion and Mazda 6 -- along with the value-oriented Hyundai Sonata and the stylish Chevrolet Malibu, before making your decision.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 Honda Accord is available in sedan and coupe body styles. The sedan comes in LX, LX-P, EX and EX-L trim levels, while the coupe comes in LX-S, EX and EX-L trims.

The base LX sedan comes standard with 16-inch steel wheels, keyless entry, full power accessories, cruise control, a tilt-and-telescoping steering wheel, fold-down rear seats and a six-speaker stereo with a single-CD/MP3 player and an auxiliary audio jack.

The LX-P sedan adds 16-inch alloy wheels, auto up-down front windows and a power driver seat. The coupe's base LX-S trim includes the LX-P's equipment with the exception of the passenger-side auto-up window and power driver seat, and it adds an in-dash six-CD changer.

2010 Toyota Matrix Vehicle Overview

2010-02-12T23:24:00.000-08:00

The Corolla-based 2010 Toyota Matrix hatchback reminds us that the folks at Toyota can still make a darned good small car when they put their minds to it. We've been underwhelmed by the latest Corolla, to put it mildly, but its Matrix cousin is a thoroughly competent effort. It's certainly no hot rod, but we're pretty sure most compact hatchback or wagon buyers care more about practicality than performance. And for them, the 2010 Matrix is one of the most compelling choices in this segment.

In many ways, the Matrix is like Corolla version 2.0. Its sheet metal is far more stylish, its 3 extra inches of height boost passenger space, and its convenient hatchback/wagon design means you can haul a lot of stuff. This cargo-carrying capacity is one of the Matrix's biggest draws -- with 61.5 cubic feet of space, this modestly sized Toyota can haul nearly as much as some compact SUVs. Yet its fuel economy with the base 1.8-liter engine is still quite good at 28 mpg combined. The Matrix costs a grand or two more than the Corolla, but its verve and versatility make it well worth the extra coin.

Unfortunately, the economical 1.8-liter engine is only available on the base model. If you want the additional feature content of the S or XRS model, a larger 2.4-liter engine is mandatory. The 2.4 engine adds some punch, but fuel economy drops to 24 mpg combined. All-wheel drive is optional on the S model, dropping fuel economy to 22 mpg. Notably, both the S AWD and XRS models feature a more advanced independent double-wishbone rear suspension in place of the standard torsion-beam setup, moderately improving the Matrix's handling behavior.

Of course, the Matrix is no Mazda 3 when the going gets twisty. But that hasn't kept myriad Matrix owners from driving home with smiles on their faces, and we expect this trend to continue. There's a reason Europeans love hatchbacks and wagons: They drive like cars and haul like SUVs. Americans now have many such models available to them, including the aforementioned Mazda 3 (all-new this year), the all-wheel-drive Subaru Impreza, the impressive Hyundai Elantra Touring, the premium-built Volkswagen Rabbit and even Toyota's own Scion xB. Each of these cars has its own particular set of merits, but for a compact hatchback offering practicality and style in equal measures, the 2010 Toyota Matrix stands tall

Body Styles, Trim Levels, and Options

The 2010 Toyota Matrix is a compact hatchback available in three trim levels: base, S and XRS. All-wheel drive is optional on the midrange S. The base car features 16-inch steel wheels, power mirrors, air-conditioning, a CD stereo with an auxiliary audio jack, a tilt-and-telescoping steering wheel and a fold-flat front passenger seat. Cruise control, keyless entry and power windows and locks are optional on this version of the Matrix but standard on the S, which also adds a rear window wiper, underbody spoilers, an upgraded stereo and a 115-volt utility outlet. The all-wheel-drive version of the S loses the spoilers, but it gains foglights and an independent rear suspension. The top-of-the-line Matrix XRS tacks on 18-inch alloy wheels, a rear roof spoiler, sport-tuned suspension and steering, upgraded seat fabric and a leather-wrapped steering wheel.

2010 Toyota Corolla Vehicle Overview

2010-02-12T23:22:00.000-08:00

There's an obvious reason why the 2010 Toyota Corolla is bound to be one of the country's best-selling vehicles this year: Since its debut more than four decades ago, the Corolla has become synonymous with dependability. That alone, we suspect, is enough for many. But if these shoppers did venture over to their local Hyundai or Mazda or Honda dealers for some test-drives, they'd likely realize that the Corolla is far from the class leader it once was. It's not a bad car by any stretch of the imagination -- it's just that its rivals have gotten better, while Toyota has largely stood pat.

On the bright side, the Corolla provides impressive fuel economy with the volume-selling base 1.8-liter engine, and its ride is more compliant than the typical compact sedan's. Its controls are also intuitive, though most cars these days can claim the same. In other respects, the Corolla ranks anywhere from "unremarkable" (acceleration, seat comfort) to "below average" (handling) to "memorably poor" (the vague and artificial-feeling steering). Even the interior materials aren't anything to write home about -- a departure from Corollas past.

Like some other small sedans, the Corolla offers a more powerful optional engine -- a 2.4-liter four-cylinder borrowed from the Camry that generates 158 horsepower. It's available only in the sport-themed Corolla XRS, which boasts quicker steering, bigger wheels and a front strut tower brace for sharpened handling. Unfortunately, this model also fails to impress. Despite decent grunt from the larger engine, the XRS doesn't provide a particularly exciting driving experience, and its fuel economy is a significant downgrade.

The 2010 Toyota Corolla generally gets the job done. But the Honda Civic, Hyundai Elantra and Mazda 3 are similarly priced compact sedans that do it better, and all have similar (or even better) modern reputations for reliability. We'd also give the Mitsubishi Lancer a look, and the Honda Fit is another intriguing alternative, combining superior cargo space with a smaller footprint. In all likelihood, the Corolla will maintain its status as the world's best-selling automotive nameplate -- but not because it's the world's best compact sedan.

Body Styles, Trim Levels, and Options

The 2010 Toyota Corolla small economy sedan is available in five trim levels -- base, LE, S, XLE and XRS. Base Corollas come standard with 15-inch steel wheels, air-conditioning, a tilt and telescoping steering wheel, power mirrors and an MP3/WMA-capable CD stereo with an auxiliary audio jack. The LE gains power windows and locks, along with body-color exterior mirrors. If you select the Corolla S, the LE's equipment upgrades become extra-cost options, but you get 16-inch steel wheels, underbody spoilers, foglights, sport seats, a leather-wrapped steering wheel and an extra pair of stereo speakers.

2010 Toyota 4Runner Vehicle Overview

2010-02-12T23:17:00.000-08:00

Just over a quarter of a century ago, Toyota introduced the 4Runner. Back then, the term SUV referred to a truck-based vehicle designed to negotiate rugged trails and rocky peaks without breaking a sweat. These were the rigs of choice for campers, mountain bikers and skiers, not soccer moms or city slickers looking to make an image statement. Interestingly, the redesigned 2010 Toyota 4Runner stays true to these mountain-goat roots, courting real outdoor enthusiasts while leaving Toyota's various crossover and luxury utes to cater to the tenderfoots.

The new 4Runner is based on the same platform used for the rugged FJ Cruiser, and it's taller, wider and longer than the previous model. Like all 4Runners, this one has a no-nonsense solid rear axle for superior off-road performance. One trick new feature this year is the available Kinetic Dynamic Suspension System (KDSS), which can disconnect the front and rear stabilizer bars at speeds below 40 mph for greater wheel articulation over tough terrain. On the outside, the 4Runner has an edgy new look, with a blocky front grille and pronounced fender flares.

Under the hood, the base engine is now a four-cylinder, marking the first time the 4Runner has offered one since 2002. We're not quite sure why Toyota bothered, as the inline-4 is only available on the base two-wheel-drive model, comes with an old-school four-speed automatic transmission, produces a lackluster 157 horsepower and gets basically the same fuel economy as the 4.0-liter V6.

The vast majority of 4Runner buyers, we suspect, will want the V6, which has been tweaked to produce 270 hp (up 34 hp) and 278 pound-feet of torque (up 12 lb-ft) while remaining just as fuel-efficient as last year. However, the previous 4Runner's optional V8 is no longer offered, so those in search of maximum towing capabilities or simply the smooth power of a V8 will have to look elsewhere.

Because of its focus on off-road adventure, the 2010 Toyota 4Runner can't quite match the real-world functionality of modern crossovers such as Toyota's own Highlander, the GMC Acadia or the Hyundai Veracruz. It comes surprisingly close, though, offering a healthy 90 cubic feet of cargo space and an available third-row seat. And while the 4Runner doesn't have the driving dynamics and fuel efficiency of these car-based SUVs, it does compare favorably to traditional SUV rivals like the Dodge Durango, Ford Explorer, Jeep Commander/Grand Cherokee and Nissan Pathfinder, lacking only that optional V8.

Overall, Toyota has managed to maintain the 4Runner's strong off-road enthusiast appeal while making it a more practical daily driver. If you're looking for a vehicle that can do just about anything, this is one you won't want to miss. The 4Runner's forerunners would be proud.

Body Styles, Trim Levels, and Options

The 2010 Toyota 4Runner is a midsize SUV that is offered in three trim levels: SR5, Trail and Limited. The SR5 comes with 17-inch alloy wheels, black fender flares and rocker panels, skid plates, foglights, air-conditioning (with rear ventilation), cruise control, full power accessories with a power rear window, a tilt-and-telescoping steering wheel, a trip computer and a CD/MP3 audio system with an auxiliary audio jack. The four-wheel-drive (or V6-equipped) version adds color-keyed fender flares and rocker panels, heated sideview mirrors with turn indicators and puddle lights, chrome roof rails and grille and a tow hitch receiver.

2009 Mitsubishi Raider Vehicle Overview

2010-02-12T23:08:00.000-08:00

In name, the 2009 Mitsubishi Raider evokes images of action and adventure. One can picture Indiana Jones forging a rugged path through the jungle with his latest archaeological find strapped tightly to his back. Or football fans might imagine a bulky fullback plowing through a field of muscular defenders. Unfortunately, this Raider doesn't live up to either image.

Mitsubishi's midsize pickup truck is essentially a Dodge Dakota -- both share the same platform, V6 engine and much of the interior design. But the Raider is merely a watered-down version of its American-branded counterpart, as it doesn't offer features such as side curtain airbags, four-wheel antilock brakes or an optional V8 engine. And now that Mitsubishi has nixed the auxiliary jack from all the Raider trim levels, occupants won't even be able to take consolation in their MP3 players.

Not only does the Raider suffer from a lack of certain modern features and a more powerful engine option, but its V6 is also outclassed by those found in the Nissan Frontier and Toyota Tacoma (not to mention the V8 option in the almost identical Dodge Dakota). The Raider also falls short of its competitors -- literally -- in not offering a long-bed option. The Mitsubishi does have one advantage over its Dodge sibling: its warranty. The Raider comes with a five-year/60,000-mile bumper-to-bumper warranty, while the Dakota is only covered for three years or 36,000 miles. If you like the Dakota but want different styling or a more extensive warranty, the 2009 Mitsubishi Raider is worth considering. Our recommendation, however, is to go with a Frontier or Tacoma and adorn it with a "Raider Nation" bumper sticker to satiate your black-and-silver desires. You could also seek out a lost ark.

Body Styles, Trim Levels, and Options

The 2009 Mitsubishi Raider is a midsize pickup truck available in two body styles: an extended cab and a Double Cab crew cab. Both are available in a single trim level (LS). The Double Cab is available in either two-wheel drive or four-wheel drive; the extended cab is two-wheel drive only. The Raider extended cab has a pair of reverse-opening rear doors and a 6-foot-6-inch bed, while the Double Cab has four full-size doors and a 5-foot-4-inch bed. Extended-cab models come standard with 16-inch wheels, a front bench seat, air-conditioning and a four-speaker audio system with single-CD player. Double Cabs add foglights, full power accessories, keyless entry and cruise control.

2010 Mitsubishi Lancer Sportback Vehicle Overview

2010-02-12T23:05:00.000-08:00

Until now, some of the current-generation Mitsubishi Lancer's competitors offered four-door hatchback body styles while the Lancer didn't. With the 2010 Mitsubishi Lancer Sportback, the "triple diamond" carmaker changes all that. Yes, Sportback is just marketing speak for hatchback, a word that Americans stuck in the '80s tend to unfairly equate with functional but dull economy cars. But the reality is that the new Sportback is anything but boring, as it is offered only in the Lancer's uppermost trim levels -- the entertaining GTS and the even more capable Ralliart.

The Lancer Sportback GTS has an appealing mix of performance and value thanks to a smooth and energetic 2.4-liter inline-4, a sport-tuned suspension and welcome standard features such as Bluetooth and automatic climate control. The Lancer Sportback Ralliart takes it to the next level with 237 turbocharged horsepower, an automated dual-clutch manual transmission, all-wheel drive and an even more aggressively tuned suspension. In most respects, the Sportback mirrors the personalities of its sedan counterparts, meaning it provides communicative steering and a composed cornering attitude but suffers a bit in terms of interior quality. Of course, utility is the Sportback's calling card relative to its sedan siblings, as it offers up to a healthy 52.7 cubic feet of maximum cargo space.

This dynamic duo of Lancer Sportbacks is challenged mainly by the Mazda 3 and Subaru Impreza hatches and their related high-performance variants. In our tests of the Ralliart and Impreza WRX, we found the Lancer to be sharper and more in tune with the driver's will, while the WRX offered a softer ride over the bumps. The new Mazdaspeed 3 boasts extraordinarily athletic handling along with a compliant ride, a nicely trimmed cabin and a price tag that's thousands less than the other two, and even the base Mazda 3 hatch is a thoroughly entertaining ride. All of these models are worth a look, but overall we think pretty highly of the new Sportback and its endearing collection of virtues

Body Styles, Trim Levels, and Options

The 2010 Mitsubishi Lancer Sportback is a compact four-door hatchback available in GTS and Ralliart trim levels.

The GTS comes with 18-inch alloy wheels, a sport-tuned suspension, lower body skirting, a roof spoiler, a chrome exhaust outlet, a tilt-only steering wheel, keyless entry, full power accessories, automatic climate control, a trip computer, cruise control, sport bucket front seats, a leather-wrapped steering wheel, a 60/40-split rear seat with a center armrest, manual driver-seat height adjustment, Bluetooth and a six-speaker CD/MP3 stereo (with steering-wheel audio controls and an auxiliary audio jack). The Ralliart ups the performance ante with a turbocharged engine, an automated dual-clutch manual transmission (with shift paddles), all-wheel drive and keyless ignition/entry.

2010 Mitsubishi Galant Vehicle Overview

2010-02-12T23:01:00.000-08:00

There are a lot of midsize family sedans out there. If we were to count them using our fingers and toes, it wouldn't be until the pinkie on our left foot that we finally came to the 2010 Mitsubishi Galant. Forgotten since almost the moment it was redesigned six years ago, this sedan isn't a diamond in the rough that's fallen victim to a poor marketing campaign or a lack of name recognition. With uninspired styling, subpar cabin construction, a lack of certain features and now only a single (underpowered) engine choice, the Galant has been and remains a choice best left to a rental lot.

For 2010, the Galant lineup has been pared to a pair of trim levels and a four-cylinder engine. Gone are the two V6 engine choices, as well as the sporty Ralliart trim. This makes sense given the fact that four-cylinder models are always the volume sellers, but with only 160 horsepower and a four-speed automatic, the remaining powertrain isn't exactly a strong remaining leg to stand on. Most competitors now produce 175 hp or more and feature five- or six-speed automatics. They also return the same or better fuel economy -- and that's with the Galant's improved EPA mileage estimates for 2010.

The Galant has been pinged in the past for a lack of features commonly found on competitors, but this has been mostly corrected for 2010. Newly added items like standard stability control and an auxiliary audio jack are welcome, while the reasonably priced SE trim now includes such items as a navigation system, back-up camera, satellite radio and upgraded stereo. Sadly, a telescoping steering column still eludes the Galant and every Mitsubishi. Also, the interior most of those features inhabit is a display of disappointing materials and a relic of dated design.

While the 2010 Mitsubishi Galant is certainly a bargain in SE trim, any number of four-cylinder-powered midsize competitors would ultimately be a better, more rewarding choice. The first five we'll count up on our right hand would be the Ford Fusion, Honda Accord, Hyundai Sonata, Mazda 6 and Suzuki Kizashi. Mitsubishi makes some interesting cars; this forgotten sedan isn't one of them.

Body Styles, Trim Levels, and Options

The 2010 Mitsubishi Galant is a midsize sedan available in ES and SE trim levels. Standard features on the ES include 16-inch steel wheels, full power accessories, air-conditioning, tilt-only steering wheel, cruise control, driver-seat height adjustment and a six-speaker stereo with CD player and auxiliary audio jack. The SE adds 18-inch alloy wheels, foglights, a back-up camera, heated mirrors, rear spoiler, automatic climate control, leather-wrapped steering wheel (includes audio controls), eight-way power driver seat (includes lumbar adjustment), heated front seats, Bluetooth, navigation system, color LCD screen and an eight-speaker Rockford Acoustic Design audio system with six-CD changer and satellite radio.

2010 Mitsubishi Endeavor Review

2010-02-12T22:58:00.000-08:00

The 2010 Mitsubishi Endeavor is the elder in a crowd of young guns. Essentially unchanged since its debut in 2004, the Endeavor nonetheless remains somewhat viable thanks to core strengths that include well-balanced ride and handling dynamics, a gutsy V6, a roomy, comfortable cabin and solid build quality. In fact, in its rookie year the Endeavor was good enough to take the win in an Edmunds comparison test that included the Honda Pilot, Nissan Murano and Toyota Highlander. Back then, the Endeavor impressed us with its pleasing blend of performance, handling and comfort.

Unfortunately since those glory days, those aforementioned Endeavor rivals have been redesigned, while other revamped or new competitors have appeared as well, such as the Ford Edge, Hyundai Santa Fe and Mazda's CX-7. Many of these other crossovers also offer more passenger capacity via available third-row seating as well as a few features, such as a factory rear-seat entertainment system that the Endeavor lacks.

In addition to the rivals we've already mentioned, you could also consider smaller crossovers -- including the Endeavor's sibling, the Outlander -- that offer nearly as much interior space along with more high-tech features. And then there are larger CUVs, such as the Chevrolet Traverse and Ford Flex that offer more spacious cabins (with seating for up to eight) along with more powerful engines and greater fuel economy.

This isn't to say the 2010 Endeavor is completely hopeless. It would still be a decent choice for somebody wanting safe, comfortable and well-built family transportation. But considering its age and lack of competitiveness, we think there are plenty of better choices for a midsize crossover.

2010 Mitsubishi Eclipse Spyder Vehicle Overview

2010-02-12T22:55:00.001-08:00

There's something about open-air motoring that adds a whole new dimension of coolness to an otherwise typical drive. It's liberating to feel the sun envelop you, the wind tussle your hair and the bright blue sky serve as your headliner.

To fulfill this desire to partake in the great outdoors, convertibles run the gamut from cute to coarse, sedate to manic and fun-loving to formidable. The 2010 Mitsubishi Eclipse Spyder tends to straddle these lines. Its unusual rounded styling is not as gimmicky as a Mini Cooper or New Beetle, while its low-slung stance and front fascia seem to aspire to the aggression of its performance-centric Lancer Evolution stablemate. Behind the wheel, the Eclipse Spyder is mildly sporty -- not as lazy as a VW Eos, but not as nimble as a Miata.

The Spyder seems to fit its midpack status quite well, but 2010 seems to be the year of give and take for the Eclipse. Additions to the lineup, like Bluetooth, a rearview camera and an auxiliary audio jack help to even the playing field a bit, but some of the feature changes may be a turn-off for buyers. Manual transmissions are no longer available for the Spyder, and neither is a moderately priced V6 model. Most options from last year have now become standard equipment on the GT, kicking the price tag up by more than $3,000. One thing that has not changed, unfortunately, is the miniscule backseat that even children will probably find uncomfortable.

At the end of the sun-drenched day, your conclusions regarding the 2010 Mitsubishi Eclipse Spyder will likely be driven by what you want. The Eclipse is moderately priced and equipped, rides comfortably with a hint of performance and is cool without looking odd. This middle-of-the-road approach isn't unique to the Eclipse -- a Chrysler Sebring or Volkswagen Eos can provide more comfort and a usable backseat, for instance, while a Ford Mustang, Mazda Miata or Mini Cooper would be better at quickening your pulse. For all-around capabilities though, the 2010 Mitsubishi Eclipse Spyder is still worth a serious look.

2010 Mitsubishi Eclipse Review

2010-02-12T22:50:00.000-08:00

Good looks will only get you so far in this world. This adage seems well-suited to the modernly attractive 2010 Mitsubishi Eclipse. From outward appearances, the Eclipse looks to be a sporty, sprightly performer that can provide plenty of behind-the-wheel entertainment. But the reality is that this Mitsubishi is going to be a little disappointing for folks expecting high levels of performance.

The Eclipse isn't a complete impostor. In GT trim, it's got a throaty V6 that cranks out 265 horsepower -- a healthy number for this type of car. And its handling is sportier than that of most other midsize coupes. But the Eclipse is still mostly a sleek ride for those who appreciate style more than performance. And that's what the current Eclipse has been serving up since it took to the stage in 2006.

For the 2010 Eclipse, there are just a few feature and cosmetic changes. The biggest news is the addition of some desirable new features (an auxiliary audio jack being the most notable) and adjustments to the available trim levels. The addition of a midrange model -- the GS Sport -- embellishes the base four-cylinder GS model with styling and convenience features found on the top-of-the-line GT. The GT has more standard features (last year's Premium Sport Package option is essentially now standard) but the sticker price has gone up correspondingly.

Mitsubishi's 2010 Eclipse essentially serves as a middle ground between small and nimble coupes like the Honda Civic Si and bigger midsize coupes like the Nissan Altima coupe. Unfortunately, we just don't see this middle ground as all that appealing. The aforementioned Civic Si as well as cars like the Hyundai Genesis Coupe, Mazdaspeed 3 and Volkswagen GTI all provide more performance with comparable features and price tags. Midsize coupes like the Altima and Honda Accord coupe, meanwhile, are more comfortable, spacious and luxurious. For these reasons, we suggest that prospective Eclipse buyers weigh their appearance vs. performance priorities and carefully shop the competition.

Body Styles, Trim Levels, and Options

The 2010 Mitsubishi Eclipse hatchback sport coupe is offered in three trim levels. The base GS comes standard with 17-inch alloy wheels, an integrated rear spoiler, keyless entry, cruise control, 50/50-split-folding rear seats and full power accessories. The standard six-speaker audio system includes a CD player with MP3 playback capability and an auxiliary audio jack. Options for the GS include a remote engine starter, an iPod adapter, various aerodynamic enhancements and a metallic fuel door.

Chrysler Confirms 2011 Fiat 500 On Sale By End Of Year

2010-02-12T08:13:00.000-08:00

Though the Chrysler-Fiat merger faces a bumpy road ahead, and many pundits think it's a hopeless case--DaimlerChrysler redux--there's at least one bright spot for Americans in the mess: the 2011 Fiat 500. And it's coming at the end of this year.

Ralph Gilles confirmed the arrival date today at the Chicago Economic Club. When it does arrive, it's expected to get four different variants, including the standard three-door hatch, the 500C cabriolet, a "Giardinetta" wagon, and the model that is expected to launch Fiat back to American sales: the 500 Abarth.

The Fiat 500 Abarth will bring the brand back in style, with a turbocharged 1.4-liter T-Jet gasoline engine rated at 135 horsepower, the Abarth isn't as power-packed a mighty-mite as the 160-horsepower Abarth SS, but it's aggressively styled and sure to put the MINI on notice--and the 2011 Audi A1, too, if it ever arrives on our shores.

In fact, the range of 500s expected to land Stateside looks suspiciously similar to the MINI range. There have even been rumors that a crossover version is in the works, a la MINI's Countryman.

Whatever form the 2011 Fiat 500 takes on its U.S. debut, we're looking forward to the chance to hop behind the wheel and put it to the test.

More Volkswagen Hybrids On The Way, Jetta May Be Next

2010-02-12T08:11:00.000-08:00

Volkswagen has just taken the wraps off its new 2011 Touareg SUV, which in hybrid form delivers a V-8 like 375 horsepower and 428 pound-feet of torque from its V-6/electric motor combination and a relatively frugal fuel economy (European combined) of 29 mpg. However, this is just the tip of the iceberg for Volkswagen's new hybrid onslaught, which is expected to eventually span the automaker's full line of models, including minicars, hatchbacks and sedans, and even diesels.

The information comes from the automaker's hybrid development chief, Eike Feldhusen, who revealed to What Car? that there will likely be a long line of successors to the Touareg Hybrid. "We have ideas for hybrids from the smallest car to the biggest, but this Touareg is the best way to showcase the possibilities," he explained.

Feldhusen went on to reveal that Volkswagen's hybrid system, which sandwiches an electric motor in between the engine and automatic transmission, is a modular system designed for use in a wide range of models. Some unique elements of Volkswagen's design is the "coasting" feature, which works by disengaging the engine from the transmission as soon as the driver releases the accelerator pedal and allows the vehicle to roll significantly longer since drag torque losses are eliminated. There's also a regenerative braking system to help top up the batteries and an engine-stop start system. A similar set-up is being used by Porsche for its upcoming Cayenne S Hybrid as well as Audi for its next-generation Q7.

Feldhusen wasn't willing to reveal which model would be next in line to receive the hybrid treatment but the most likely option would be something new like the forthcoming Jetta Coupe, previewed by the 2010 Volkswagen New Compact Coupe Concept presented at last month's Detroit Auto Show.

Volvo Brings High-Tech To The Backseat With Wi-Fi And Touchscreens

2010-02-12T08:01:00.000-08:00

The internet's slow, insidious takeover of Planet Earth inched forward at the 2010 Chicago Auto Show, as Volvo unveiled a new, rear-seat entertainment system. The RSEi-500 debuted on the 2010 Volvo XC70, featuring touchscreens embedded in front-seat headrests, a built-in wi-fi router, and a 500gb hard drive that allows users to download music, videos, and other data.

Volvo developed the RSEi-500 in conjunction with Azentek Corporation and Gracenote. (Sprint seems to have been involved, too, since Volvo touts the system's "Overdrive™ 3G/4G Mobile Hotspot", which tapped into the "turbocharged speeds of Sprint 4G" during the Chicago debut.) Of those partners, Gracenote is the keystone in the system's entertainment options, allowing backseat passengers to sort and play their music collections, and to identify and download tracks playing on the car's satellite radio. However, Gracenote's participation does raise an interesting question: which automaker will be the first to partner with the Big Kahuna, iTunes?

We appreciate the fact that Volvo -- an automaker known for putting safety first -- has opted to make this entertainment system backseat-only. There's been a good bit of discussion lately about in-car internet, particularly its effect on distracted-driving. We do, however, have some issues with the name, which seems...not so catchy. The Sync telematics system has become a popular feature --one that Ford customers often request by name -- but we're not sure the same will hold true for the RSEi-500. Also, Volvo's system runs on Windows XP, which is great for stability purposes, but since it's at least one, if not two generations behind the operating system on many home PCs, we wonder if that might inhibit the transfer of data from car to home and back again.

And of course, some people will have issues with internet-creep. Those are the sort of people who like to remind us that not so long ago, backseat entertainment meant something entirely different. We say that ship has sailed; learn to deal with it.

According to the press release (pasted below) the RSEi-500 system will be available on select Volvo models by June 2010, as per "Customer feedback at the Chicago Auto Show" -- which seems a bit premature, since the release launched yesterday, when media like TCC were the only folks allowed into the show, but there's something to be said for optimism.

2010 Subaru Outback

2010-02-12T07:52:00.000-08:00

2010 Subaru Outback — Review

Rating: 8.2

Bottom Line:

The Outback has always had a split personality — self-assured commuter and adept trail runner. The vehicle has only been enhanced its larger size, more refined interior, and more powerful and fuel-efficient engines. This is a real winner.

Split personality, on-road/off-road
Cavernous, usable 71.3 cubic feet of storage
Good mpg, big tank equals 444-mile range

3.6R Limited starts at pricey $30,995
Looks like wagon in mid-morph to SUV
Wheel arches dwarf base rolling stock

Perhaps one of the most versatile vehicles on the road, the Outback is a Swiss Army knife on wheels; there is a blade or other useful utensil ready to handle whatever task you throw its way. Commuters will be comfortable. Hikers will be confident. The frugal will like the respectable fuel economy. The Outback sports a well-appointed interior and supple suspension for the workweek, plus 8.7 inches of ground clearance and Subaru's ready-to-rumble all-wheel drive for weekend adventures. What's not to love?

Model Lineup
The Outback comes in a six-pack of possibilities that encompasses three trim levels and two engines. Outbacks with 2.5-liter engines are designated as 2.5i, 2.5i Premium and 2.5i Limited. Those with 3.6-liter engines sport 3.6R, 3.6R Premium and 3.6R Limited badges.

The base 2.5i is a good starting point, featuring a 6-speed manual transmission, air conditioning, 4-wheel disc brakes, 16-inch wheels, power windows and locks, cruise control, remote keyless entry and a tilt/telescoping steering wheel as standard issue. The 2.5i is priced at $22,995, and its only option is Subaru's Lineartronic continuously variable transmission.

Stepping into a Premium-trimmed 2.5i adds a 10-way power adjustable driver's seat, 17-inch alloy wheels, a leather steering wheel, auto up/down driver's window and fog lights, and raises the sticker price to $24,295. Optional fare includes the Lineartronic CVT, all-weather package, a 440-watt Harman Kardon stereo and a sunroof.

The 2.5i Limited is priced at $27,995 and adds a 4-way power adjustable passenger seat, all-weather package, CVT, climate control, the Harman Kardon stereo and a leather-trimmed interior. Going with a Limited opens the door to options such as a navigation system and a sunroof.

The 3.6R line has a bigger engine and 17-inch rolling stock as standard equipment, and beyond that, its Premium and Limited trims add the same equipment as seen in the 2.5i trim, except for the CVT gearbox, which is available only in the 2.5i. The base 3.6R is priced at $27,995. The Premium 3.6R adds $1,000 to the base trim, while the top-of-the-line Limited checks in at $30,995.

Under the Hood
The 2.5i trims are powered by a 2.5-liter boxer four rated at 170 horsepower at 5600 rpm and 170 lb-ft of torque at 4000 rpm. The 2.5i is outfitted with an all-new 6-speed manual transmission from the factory. But for $1,000, you can add Subaru's Lineartronic CVT, which selects any ratio between its highest and lowest available ratios at any time. This means a more efficient use of power and better fuel economy. In the past, manual gearboxes got better mileage than their automatic counterparts, but in the Outback the 6-speed delivers 19 mpg city/27 mpg highway, while the CVT posts 22 mpg/29 mpg.

The New Mercedes Benz CLC: Sports Coupe

2010-02-12T07:32:00.000-08:00

The Automotive news blog updated daily with car news, modified car talk, F1 News, virtual rides, and much more. Read the auto blog at , The AutoWorld to get the latest news and opinions, view the newest concept cars. A blog on the automotive industry. Includes test drives, reviews, previews, motoring tech articles and automobile FAQ. All About Car News, Car Review, Car Comparisons, Road Tests, Car Price, Concept Car, Hybrid Car And Super Car Mercedes-Benz has unveiled a stand-alone model series in the guise of the new CLC, the compelling entry-level model in the Mercedes-Benz coupé family. The Sports Coupé’s design, technology and equipment meet the discerning requirements of young drivers looking for an athletic car that gives an involving drive, while at the same time delivering the hallmark Mercedes quality standards in terms of safety, comfort, environmental compatibility and functionality.

Lamborghini Reventon

2010-02-12T07:30:00.000-08:00

Born in Sant’Agata Bolognese

The Lamborghini Reventón has been entirely designed in Sant’Agata Bolognese, the original birthplace of the Lamborghini and the native home of every super car born under the sign of the bull. The design drawn up in Lamborghini’s Centro Stile (Style Centre) is fine-tuned in close collaboration with the Lamborghini Research and Development Department. Thus, the Reventón is not only “haute couture” but it also stands out for its elevated dynamism whilst being entirely suitable for every day use.

The Lamborghini Reventón is not destined to remain a one-off. A total of 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it.

The name Reventón has been chosen according to Lamborghini tradition. Reventón was a fighting bull, owned by the Don Rodriguez family. It is included in the list of the most famous bulls ever and is known for killing the famed bullfighter Felix Guzman in 1943.

Inspired by the fastest airplanes

The present day Lamborghini models are distinguished by the clear language of their shape. The coherent proportions of the Murciélago and Gallardo highlight their power and dynamism. Sharp edges, precise lines and clean surfaces: these are ingredients of a style reduced to the essential. Each element is created exactly according to its function; ornaments and decorations are totally foreign to a Lamborghini.

With the Reventón the Centro Stile designers have coherently developed this philosophy, inspired by another sphere where speed and dynamism reign absolute: modern aeronautics, responsible for the fastest and most agile airplanes in the world. This has created an extremely precise, technically striking style with a new vitality: interrupted lines and contorted surfaces create a fascinating play of light, giving the car incredible movement.

Made of carbon fibre and precision

Although it is based on the extraordinarily successful Murciélago LP640, the exterior design of the Reventón is completely new. Just like the base model, the exterior is made of CFC, a composite carbon fibre material, which is as stable as it is light. The exterior components are glued and fixed to the body comprised of CFC and steel.

The New Subaru Exiga

2010-02-12T07:28:00.000-08:00

Based on the concept of a seven-seater with panoramic visibility for the touring experience, the Subaru Exiga has been developed to provide a safe and pleasant journey for all occupants. Capitalizing on its accumulated know-how from building wagons and crossover SUVs, Subaru has succeeded in creating open and comfortable interior space for all the passengers to easily engage in conversation and share the experience of touring enhanced by dramatic wide-angle views through the windows.

The new model represents Subaru’s latest proposal for a new type of multi-passenger vehicle, built on Subaru’s strengths in vehicle stability, low noise, and quality ride – all realized by Subaru’s Horizontally-Opposed engine layout and the Subaru Dynamic Chassis Control Concept (Subaru DC3).

Seven passengers

Despite a body size that’s convenient for maneuvering, the Subaru Exiga comfortably accommodates up to seven occupants, ensuring ample space and a pleasant ride for each passenger. Excellent utility and comfort have been added through the adoption of new designs for better visibility, ingress/egress, and cargo space.

Interior design

Decorative insets with a horizontally flowing pattern from the center panel of the dashboard to the door trim add spaciousness and a quality look to the interior. Rich and refined interior design is further accentuated by the center panel, which combines wood and metal finishes, as well as by the indirect blue LED light installed on the overhead console, center tray and some foot areas.

Ivory tone that accentuates openness and light, and black tone, which highlights both sportiness and elegance, are available as interior colors.

CAYENNE 2008 VARIANTS A KILLER PUNCH FROM PORSCHE DECK

2010-02-12T07:23:00.000-08:00

When the Porsche Cayenne was revealed 4 years ago Porsche enthusiasts cried profan ity. Porsche should not develop sport-utilities, they claimed, Porsche should construct only sports cars. But buyers won the ballot. Cayenne’s sense of balance of fashion, presentation, and sport-utility virtues were convincing, and it rapidly became a triumph story for the diminutive manufacturer of renowned sports cars. When Porsche revealed Cayenne as a 2003 sculpt, executives told they predicted to sell 20,000 of the SUVs a year. Without a doubt, these projections were unadventurous. For 2008, the Porsche Cayenne has been extensively enhanced, and Porsche is assigning it a second-generation variant. We can testimony the motivating dynamics of the 2008 Cayenne versions are to a large extent enhanced compared the high bar of rating figures set by the older models.Holding headlines is the 2008 Porsche Cayenne Turbo, daring 500 horsepower and 516 pound-feet of twisting moment from its new-fangled twin-turbocharged 4.8-liter V8 and proficient of propelling this SUV from 0-60 mph in a mere 5.1 seconds. It’s quicker and more vibrant than the older Cayenne Turbo. But the superior gain, in our view, is with the opening variant, which comes with an innovative 3.6-liter V6 that pounces 290 horsepower and 283 pound-feet of torque, talented of sprinting it from 0 to 60 mph in much less than 8 seconds.

The Hennessey Venom 700NM

2010-02-12T07:17:00.000-08:00

The Hennessey Venom 700NM showed its jet black face at the New York Auto Show. 700NM is a Neiman Marcus special edition, available from April 10 but you have to be fast to buy one because only 7 will be made and they will sell like hot tamales for 175,500 American dollars witch also includes 1 day at the world known Lonestar Motorsports Park driving school.

Although we don’t exactly think of a viper when John Hennessey and Neiman Marcus are in the same pot, the Venom 700NM is a more then your usually high performance super car. Declared a world class power car by Hennessey the 700NM is figuratively head of its class with the Dodge Viper SRT-10 engine that offers 700 bhp/522kW 6,200 rpm and 645 lb-ft torque 5,200 rpm witch offers an outstanding 3.3 sec from 0 to 60 mph and 7.0 sec to 100 mph, with a top speed of 214 mph.

On the outside it looks like a normal viper with a few exceptions like the VenomAero Exterior Aerodynamic Upgrades Kit a new lightweight alloy wheel upgrade with19×10 inch wheels in front, 20×13 inches in the rear and a 200 mph tested rear wing. Inside the jet viper has black and red leather appointments, a limited edition dash plaque, embroidered floor mats and matching luggage.

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Concept: Volkswagen BlueSport

2010-02-12T07:10:00.000-08:00

Maximum driving fun with minimal fuel consumption – This is the standard by which Volkswagen is starting the new car year 2009 and is presenting the roadster VW BlueSport Concept at the 2009 North American International Auto Show. “The BlueSport proves to be a compact and passionate car with a clear Volkswagen signature. The car offers pure dynamics with a powerful 180 PS Clean Diesel engine that is combined with the characteristic Volkswagen philosophy of efficiency,” confirmed Volkswagen’s Chairman of the Board, Prof. Martin Winterkorn in Detroit.

The Volkswagen BlueSport Concept is making its appearance at the car show in Detroit with a Flex Silver exterior and orange fabric convertible top. “It is the symbiosis of outstanding technology and timeless Volkswagen design that makes this car an exceptional sports car. Its styling is clear and is reduced to the essentials; the car body itself has a lean and linear structure”, explains Volkswagen chief designer Walter de Silva. The interior shows finesse in details and conveys a high level of technological fascination. Immediately visible to the eye is the intuitive and easy to operate touchscreen. Perfectly adapted to the interior are the leather upholstered seats in lightweight construction with their single-piece seatbacks.

2010 Honda CR-V Imagine Where It Could Take You

2010-02-12T07:06:00.000-08:00

Key features

Curtain airbags introduced to entry model

Front, side and curtain airbags now standard across the range

Improved NVH

Revised front suspension

Revised exterior styling

Auto lights and wipers on Luxury model

Heading the list of new features is the addition of curtain airbags on the entry model; now every CR-V in the range has dual front, side and full-length curtain airbags as standard.

The CR-V’s styling is re-energised with distinctive new bumpers, an evolution of the two-step grille, revised exterior mirrors to further reduce wind noise, chrome exhaust tip and new design alloy wheels on both the Sport and Luxury models.

The CRV’s car-like ride and handling has been further improved with changes to the front castor angles and compliances bushes at the rear.

NVH levels are lower, with extra sound deadening around the engine bay and throughout the entire cabin, adding to the high-quality refinement of the CR-V while making it even quieter and more relaxing to drive.

Inside, new design door handles and interior surfaces, upgraded fabrics and plastics create a premium finish, combining the toughness of an SUV with the quality of a passenger car. A new interior colour replaces the ivory of the previous model.

The entry model gains full-length curtain airbags, the Sport gets new 7-spoke alloy wheels, the Luxury receiving new design 5 twin-spoke alloy wheels as well as auto headlights and wipers.

Two new accessory packs are available for all CR-V models, the Active pack and Modulo Sports pack.

The ‘Active’ pack which includes Bluetooth, Side steps, Roof racks, Deluxe mats, Cargo protector tray, Chrome exhaust tip, side window visors, door sill garnish and dust and pollen filter.

The ‘Modulo Sports’ features side steps, front skid plate, rear skid plate, Tailgate spoiler, Sports grille, Chrome exhaust tip and chrome mirror covers.

Both packs sell for $2,699 including fitting.

The CR-V’s colour palette has been expanded to six eye-catching colours including two new additions, Urban Titanium and Habenero Red.

In addition to the specification upgrades, pricing of the 2010 CRV range is more compelling, offering customers even greater value for money.

BMW Group "Best Innovator" in the Field of Sustainability

2010-02-11T08:48:00.000-08:00

MULGRAVE, AUSTRALIA – February 11, 2010: In the 2009 Best Innovator competition, the BMW Group won the special award for “Sustainable Innovation Management”. This contest is held under the auspices of the German Ministry of Economics and Technology. At the Best Innovator round table convened at the Ministry’s conference centre in Berlin, Secretary of State Ernst Burgbacher selected the winners of what was the sixth edition of the competition.

The jury based its decision on the BMW Group’s focus on Efficient Dynamics, a vision for its products in which sustainability plays a pivotal role. Deciding factors for the panel of judges were the BMW Group’s achievements to date in cutting fuel consumption in their vehicles through innovations in engines and transmissions, Brake Energy Regeneration, Auto Start/Stop, the successful trial fleet of MINI E electric cars, as well as ongoing research and development towards further innovations in this area. Dr Christoph Grote, Head of Strategy and Innovations Total Vehicle at the BMW Group, said as he accepted the award in Berlin: “Our products stand for innovation. But our focus is on innovations that offer the customer – and the public at large – a clearly recognisable benefit. We are very proud to play a leading role in the campaign to reduce fuel consumption. In the last two years alone we achieved bigger cuts in vehicle fuel consumption than any other European car manufacturer. With a fleet value for Germany of 156 g/km in 2009, we even undercut volume producers in terms of absolute figures.”

In 2009, A.T. Kearney awarded the accolade of “Best Innovator” to exceptionally innovative companies in 12 countries around the globe. The award in the sustainability category went to companies whose vision of innovations to make the company, its environments and markets increasingly sustainable was judged to play a central role.

Christoph Grote: “Sustainability isn’t a buzzword for the BMW Group but is deeply anchored in the corporate strategy, and therefore its innovation strategy. We did not achieve our positive results in reducing fuel consumption through short-term, isolated actions, but on the basis of an early and enduring commitment to the issue of sustainability.”

Comprising the core jury of the 2009 “Best Innovator” competition were Dagmar Wöhrl, former Parliamentary Secretary of State in the German Ministry of Economics and Technology, Hans-Jörg Bullinger, President of the Fraunhofer Institute, Roland Tichy, editor of WirtschaftsWoche, and Kai Engel, partner at A.T. Kearney. There were more than 100 competition entrants and all were assessed according to the innovation aspects of each company’s strategy, organisation and culture, life cycle management, enabling factors, and economic success. It was the second award for the BMW Group, which had already been voted “Best Innovator” in 2004, as well as taking the “Best Innovation Strategy” award.

Hybrid Porsche 911 GT3 R to Make World Debut in Geneva

2010-02-11T08:46:00.000-08:00

STUTTGART, GERMANY – February 11, 2010: A Porsche 911 GT3 R with innovative hybrid drive will be unveiled at the Geneva Motor Show in March, taking the evolution of the iconic sports coupe to new levels in motor sport and opening a new chapter in an illustrious racing record that has witnessed more than 20,000 victories in 45 years.

After its debut in Switzerland, the 911 GT3 R Hybrid will be tested in long-distance races around the Nürburgring, Germany. The highlight of this test programme will be the 24 Hours race around the 14-mile Nürburgring Nordschleife circuit on 15/16 May. However, the focus is not on the 911 GT3 R Hybrid winning the race but rather serving as a spearhead for the technology and a ‘racing laboratory’ that will provide invaluable knowledge and insight on the subsequent use of hybrid technology in road-going Porsche sports cars.

110 years since Ferdinand Porsche – the company’s founder - developed the world’s first car with hybrid drive, the Lohner Porsche Semper Vivus, it is entirely appropriate that Porsche is once again employing this visionary drive concept in a production car-based GT racing programme.

Ferrari 458 Italia Voted MSN Cars UK's "Car of the Year"

2010-02-11T08:44:00.000-08:00

MARANELLO - February 11, 2010: The Ferrari 458 Italia has been voted “Car of the Year” in an online poll of readers of MSN Cars UK, with the stunning new mid-engined Italian supercar receiving 24% of the 41,696 votes. This award has special significance because it is the first “readers” award that the car has received, and demonstrates that the 458 Italia has made a similar impression on the voting public as it has with the international motoring press.

Tom Evans, Content Manager of MSN Cars commented: “I’d like to offer huge congratulations to Ferrari for coming first in this year’s poll. It is a truly gorgeous car to look at, and the joy continues when you get behind the wheel and scream the car up to its 9,000 rpm red-line. Any Ferrari is a dream car for millions of people, and the 458 Italia continues the tradition. It is no surprise at all to see this car succeed worthy previous winners in our hall of fame.”

The MSN Cars UK award also follows other recent awards for the Ferrari 458 Italia: BBC Top Gear Magazine’s “Supercar of the Year” and “Car of the Year”, and also GQ Magazine’s “Supercar of the Year”.

Nissan Juke Unveiled Ahead Of Geneva Public Debut

2010-02-11T08:40:00.000-08:00

MAPLE CROSS, UNITED KINGDOM – February 11, 2010: The wait is over – the Nissan Juke has been unveiled to the world. Ready to take the small car market by storm, Nissan has revealed a ground-breaking new model that brings all the benefits of the Qashqai in a more compact package.

Even though the Juke won’t make its public debut until next month’s Geneva Motor Show, a full digital press pack containing in-depth information and hi-resolution images of the car’s exterior and interior is now available.

Adding another valuable addition to the UK’s biggest car plant, the Juke will be built right here in Britain alongside its Qashqai big brother. Ready to go on sale in the UK in October, the Juke was created at Nissan Design Europe (NDE) in the heart of London, and refined at Nissan’s Design Centre (NDC) in Japan. Bringing together the strongest design talent the East and West has to offer has resulted in a truly unique small car.

First revealed as the Qazana show car – unveiled at the 2009 Geneva Motor Show – the Juke has developed into a production model merging the rugged appeal of an SUV with the emotive appeal of a sports car. Bringing technological advancements in engine technology, cabin design and turbocharged efficiency, the Juke is set to become one of the most influential debutants of 2010.

Nissan’s UK MD, Paul Willcox comments: “We are thrilled to finally be able to tell the world about the amazing Juke. Over the past few months we have learnt more and more about the new small Nissan’s talents, style and appeal and we can’t wait to get another top quality British-built model into our showrooms.”

2010 Chicago Auto Show

2010-02-11T08:39:00.000-08:00

CHICAGO, Feb. 11, 2010 -- The 2010 Volvo XC70 will be shown at the Chicago Auto Show on February 11, 2010 with the industry's first Internet connected Rear Seat Entertainment System with Windows XP, WiFi and a 500G hard drive. This innovative product will allow customers to surf the Internet, download applications to personalize their Volvo to their lifestyle while enjoying video and unlimited music download using a digital touch screen. The RSEi-500(TM) will also allow customers to connect their vehicle to their home computer thus allowing video, audio and other home data content to be easily transferred to the vehicle's on board computer.

Volvo Cars of North America has partnered with Azentek Corporation and Gracenote® to introduce this revolutionary product to the market. The Chicago Auto Show demonstration will optimize this leading edge new technology by leveraging the turbocharged speeds of Sprint 4G via its new Overdrive(TM) 3G/4G Mobile Hotspot.*

"The RSEi-500 has set a new standard for the Rear Seat Entertainment industry. This fully integrated Multimedia RSE allows customers to surf the Internet, enjoy Mobile TV and watch videos, while boasting the industry's first interactive audio library and video exploration experience enabled by Gracenote and its partners, all from the back seat of their Volvo XC70," said Jack Lawson, Product Manager at VCNA. "These technological properties are what we know appeal to the discerning electronics buyers and owners of Volvo vehicles."

2010 BMW Z4 Review

2010-02-11T08:33:00.000-08:00

Introduction

The 2010 BMW Z4 is a descendant of the Z3, a pint-sized ragtop best known for its performance as James Bond's car in the movie "Goldeneye." Unlike its forebear, the Z4 isn't a movie star; nonetheless, it's far more qualified to be 007's two-seater of choice. Comprehensively redesigned last year, the second-generation Z4 boasts a retractable hardtop, upscale styling inside and out, a refined ride/handling balance and a pair of superbly smooth and powerful inline-6 engines. Whereas that Z3 was essentially BMW's answer to the elemental but mainstream Mazda Miata, the new Z4 is a world-class luxury roadster that even the most debonair British spy could appreciate.

The first thing you'll notice about the Z4 is its sleekly sculpted sheet metal. This BMW may compete on price with the Mercedes-Benz SLK-Class, but its visual presence evokes the big-buck SL-Class. Like those Mercedes models, the Z4 comes with a retractable hardtop, which sets it apart from both its predecessors and soft-top rivals like the Audi TT and Porsche Boxster. The Z4 has plenty of firepower as well: Even the base sDrive 30i comes with a responsive inline-6 rated at 255 horsepower, while the sDrive35i features a 300-hp twin-turbocharged inline-6 that produces a 0-60-mph sprint of just 5.2 seconds. The sDrive35i is also eligible for BMW's seven-speed dual-clutch automated manual transmission (it also appears on the high-performance M3), while the sDrive 30i makes do with a conventional six-speed automatic.

2010 BMW X6 M Review

2010-02-11T08:32:00.001-08:00

Introduction

The new 2010 BMW X6 M performance crossover is the sort of vehicle that's hard to figure on paper. A 555-horsepower twin-turbo V8, hatchback body style, SUV ride height, four seats, limited hauling capability -- it all sounds like a recipe for irrelevance. Yet the X6 M wears the distinctive "M" badge of BMW's Motorsport division, and that's something BMW doesn't take lightly. Purists may scoff at the presence of not one but two SUVs in this exclusive ultra-performance club (the mechanically identical X5 M is also new this year), but one drive in the X6 M should be enough to convince you that it's a worthy member.

Why? Two simple reasons. First, it's really fast. Along with the 555 hp, there's 501 pound-feet of torque from the V8 to motivate this 2.5-ton vehicle. In fact, those 555 horses are 5 more than the gonzo Porsche Cayenne Turbo S can manage, and the Porsche's no lightweight either. A sprint between the two is likely to be a wash -- no small accomplishment for the X6 M given that it costs about $35,000 less.

Second, its handling capabilities are like those of a sport sedan. Standard 20-inch performance tires and a special sport-tuned adaptive suspension certainly help, but a lot of crossovers have such features these days. The X6 M's trump card here is what BMW calls "Dynamic Performance Control," a sophisticated torque distribution system that works in conjunction with all-wheel drive to apportion power to aid traction as well as overall handling balance.

On the downside, the X6 M is one of the least versatile crossover SUVs we've tested. Maximum cargo capacity is only marginally more than you'll find in some economy hatchbacks. There's room for just four occupants, so you can forget about carrying a fifth person in a pinch. At least the V8's 501 lb-ft of torque yields a healthy maximum tow rating of 6,600 pounds. Still, that's about the only practical feature that gives the X6 M an edge over, say, the five-passenger M5 sedan. More to the point, its X5 M sibling offers the same performance along with superior practicality.

But let's be honest -- a vehicle like this isn't about practicality at all. It's about passion, performance and individual expression. In this sense, the 2010 BMW X6 M actually isn't a bad fit with the BMW M tradition. Its rivals certainly deserve close looks, including the various V8-powered Porsche Cayenne models, the Mercedes-Benz ML63 AMG, BMW's own X5 M and the much cheaper Infiniti FX50. But the X6 M is one of the most capable and unconventional crossovers ever produced, and for some well-heeled buyers, that's likely to be enough.

2010 BMW X6 Review

2010-02-11T08:29:00.000-08:00

Introduction

Think of the 2010 BMW X6 as one of those hybrid mythical creatures -- the Minotaur, a griffin or a mermaid -- that combines several elements to make up one unique beast. You could say it's part SUV, part hatchback and part coupe. Actually, BMW defines the X6 as a "Sports Activity Coupe," but considering the X6's four doors, limited cargo space and elevated ride height, we're not too sure that's a very accurate description.

Placing BMW's X6 into a category is no easy task, but we can tell you that underneath the X6's aggressive-looking sheet metal is essentially the same chassis used for the X5. This mechanical relationship isn't readily apparent, as the X6's wider stance, artfully sculpted body panels and graceful sloping rear roof line give it a unique and athletic appearance. Backing up the muscular styling are two engine choices -- a competent 300-horsepower six-cylinder or a wild 400-hp V8. The X6's exceptional styling and gruff V8 growl are sure to turn heads, but its nearly $9,000 premium over the X5 is likely to make heads spin.

Besides the monetary penalty, owners must contend with other side effects. The fastback-like rear reduces cargo space and rear headroom while also limiting rear visibility. The newly optional top-view camera should help improve the latter by taking a lot of the guesswork out of maneuvering in tight spaces. Another improvement this year is an updated iDrive system -- its expanded controls and new menus reduce the aggravation and complexity found in previous models. The optional navigation also receives an update with improved graphics.

Even after the improvements for this year, it's hard to get over the feeling that buyers will be paying more and getting less. The 2010 BMW X6 seats only four, while other SUVs seat five (or more, with third-row seating). Then there's the aforementioned lack of utility. The closest competitor to the X6 is the Infiniti FX50, which also favors form and performance over function. The sporty Porsche Cayenne and Range Rover Sport are similarly priced and worth consideration as well. All things considered, we'd probably opt for a fully loaded X5 if it were our money.

2010 BMW X5 M Review

2010-02-11T08:27:00.000-08:00

Introduction

The new 2010 BMW X5 M performance crossover is the sort of vehicle we don't want to like, especially since we hold the "M" badge in such high esteem. BMW's Motorsport division has built its reputation on a stellar string of highly focused driver's cars, but now its engineers have gone and slapped an "M" on a brutish luxury SUV. Big, heavy and tall, the X5 M would seem to be the antithesis of every M car that has come before. And yet there's no doubt that BMW has masterfully created one of the best sporting SUVs to date.

BMW has dabbled with high-performance X5s before (it all started with the 2002 X5 4.6is), but this is the first time that the crossover SUV has received an official M treatment. As with other M cars, the X5 M gets an exclusive engine (shared with the mechanically identical X6 M), this time a twin-turbocharged, direct-injected V8 that develops a massive 555 horsepower and 501 pound-feet of torque. Notably, this is 5 more hp than the gonzo Porsche Cayenne Turbo S puts out. A sprint between the two is likely to be a wash -- no small accomplishment for the X5 M given that it costs about $40,000 less.

Also on tap are a number of modifications to make the X5 M handle more like a sport sedan. Standard 20-inch performance tires and a special sport-tuned suspension with adaptive dampers certainly help, but then, a number of crossovers have such features these days. The X5 M's trump card here is what BMW calls "Dynamic Performance Control" (DPC), a sophisticated torque distribution system that works in conjunction with all-wheel drive to send power wherever it's needed most. In hard cornering, for example, the outer wheels receive more power, which counteracts speed-sapping understeer.

The rest of the 2010 BMW X5 M is pretty much just like any other X5, with a high-quality interior, comfortable seating and plenty of luxury-oriented features such as a hard-drive-based navigation system, a rear entertainment system and the latest (and actually functional) version of iDrive. The beefy V8 also gives the X5 M a substantial boost in towing capacity to 6,600 pounds when properly equipped -- another first for a BMW M model. The only notable omission is the ordinary X5's optional third-row seat, which is nowhere to be found on the X5 M's features list.

The X5 M stacks up impressively well to the competition in its freshman year. In addition to the various V8-powered Cayenne models and the four-seat X6 M, the X5 M's rivals include the Infiniti FX50, the Land Rover Range Rover Sport and the Mercedes-Benz ML63 AMG. The Infiniti does zero to 60 mph in 5.5 seconds (versus the X5 M's 4.7) while undercutting the BMW by $25,000; the Range Rover Sport Supercharged has a new 510-hp V8 this year; and the Benz boasts a wicked naturally aspirated 6.3-liter V8. But at the end of the day, the X5 M is simply one of the best high-performance SUVs on the market. Turns out the Motorsport division's magic works on 2.5-ton crossovers, too.

2010 BMW X5 Review

2010-02-11T08:24:00.000-08:00

Introduction

BMW is best known for coupes and sedans that blend performance, comfort and luxury into an intoxicating stew of automotive goodness. Understandably, then, there was some apprehension when the German manufacturer announced plans to build an SUV in 1999. BMW loyalists fretted that it would be an affront to everything they had come to know and love about the brand. But in the decade since, the BMW X5 hasn't just proved itself worthy of wearing the blue-and-white Roundel -- it has almost single-handedly defined the luxury crossover SUV segment.

The 2010 BMW X5 adheres to the same principles that made it a leader in the first place. Performance is as prominent as ever, thanks to a taut suspension, all-wheel drive and a choice of three very capable engines. From the base 3.0-liter inline-six cylinder to the torquey turbodiesel and creamy 350-horsepower V8, the X5's under-hood options will appeal to a wide range of drivers. A luxurious cabin with top-notch materials and admirable build quality furthers the X5's desirability, as do exceptionally comfortable front seats.

Building on these strong credentials, the 2010 model receives some welcome improvements to one of its biggest past liabilities -- the often-reviled iDrive control system. Previously saddled with an outdated earlier version, the X5 gets the latest generation this year. The new iDrive greatly simplifies operation thanks to new physical shortcut buttons and revised on-screen menus. The optional navigation system also sees an update with improved graphics and usability.

With the BMW X5's strong foundation and continual improvement, it's easy to see why it still ranks highly among our editors. But it is certainly not alone in this segment. Other luxury crossovers like the Audi Q7, Infiniti FX, Mercedes-Benz ML-Class, Porsche Cayenne and Volkswagen Touareg provide competitive performance and quality, and the Acura MDX adds a bit more utility. Still, for loyal BMW drivers or those who just enjoy driving but need the functionality of a crossover, it's hard to beat the 2010 BMW X5.

2010 BMW X3 Review

2010-02-11T08:21:00.000-08:00

Introduction

As the junior member of the company's SUV family, the 2010 BMW X3 has some big tire tracks to fill. As a Bimmer, it is expected to offer vigorous performance, athletic handling and a rewarding drive. But as a luxury crossover, it's also expected to offer versatility, a long list of modern conveniences and top-notch cabin materials. Happily, the X3 does the family proud.

The X3 debuted six years ago as a trailblazer in this segment. It hasn't been fully redesigned since, though, and competitors from just about every mainstream luxury automaker have recently joined the party. As a result, the X3 has gotten a little lost in all the hype and hubbub. But there's still a lot to like, including sharp handling, a free-revving inline-6 engine, ample seating space and a generous cargo hold.

However, the X3 is not without a few faults. The price to pay for the superb handling is a firm ride that may be too stiff for some folks. Also, the X3 is pricey compared to rivals such as the Acura RDX, Infiniti EX35 and Mercedes-Benz GLK-Class. In addition to these models, there's worthy competition in the form of the Audi Q5 and Volvo XC60 T6. All of the above are newer designs with plenty of standout attributes. Overall, however, the 2010 BMW X3 remains a respectable choice, and it's certainly a top pick for anyone wanting more driving pleasure from an SUV.

2010 BMW M6 Review

2010-02-11T08:18:00.000-08:00

Introduction

The 6 Series-based 2010 BMW M6 deserves to be more of an automotive icon than it is. Just look at its résumé: zero to 60 mph in well under 5 seconds, stellar handling and braking, daily-driver ride quality, coupe and convertible body styles and a phenomenal race-bred V10 that belongs in any conversation about the top engines in the world. The previous M6 from the 1980s is certifiably iconic, as is the V12-powered 850CSi coupe that followed in the 1990s. So what is it about the current M6 that keeps it from being mentioned in the same breath as its illustrious predecessors?

Plain and simple, it's the car's styling. A subjective matter, to be sure, but one that also has a way of separating the legendary cars from the pretty good ones. The M6 has got it all on paper, from knuckle-whitening performance to high-tech features, but its oddly protruding trunk lid and droopy headlights knock its elegance index down a notch. Still, there are those for whom the M6's styling will seem edgy, different, daring. These are the people who will buy the M6, and they'll know better than anyone what a downright thrilling car this is to drive.

Having said that, we've repeatedly slapped the M6 with two performance-related demerits: The steering feel falls short of BMW's customary high standards, and the lurch-prone SMG single-clutch automated manual is well behind these dual-clutch times. However, you can get a conventional six-speed manual if you want, which fixes the SMG situation, and the rest of the M6 is so entertaining that the subpar steering is hardly a deal-breaker.

For 2010, one additionally previous demerit has been erased thanks to an updated iDrive system. Like other 2010 BMW models, the M6's iDrive gets a new interface with more sensible-to-use menus, extra buttons for accessing oft-used features and a hard-drive-based navigation system. With this fixed, one's consideration of the M6 could very well come down to styling. If classic looks is your thing, you'd be better off going with a Porsche 911 (the current model has got its aesthetic groove back), a Jaguar XKR or the coupe-only Maserati GranTurismo. But if all-out performance and daily-driver flexibility are high on your list of priorities, the 2010 BMW M6 is hard to beat.

2010 BMW M3 Review

2010-02-11T08:15:00.000-08:00

Introduction

"Buy a classic M car while you can." That should be the advertising catchphrase for the 2010 BMW M3. BMW's Motorsport division (hence "M") has always been about the pure joy of purpose-built, high-revving, naturally aspirated engines, but that's changing in a big way. There are now two SUVs in the M lineup, both of which are powered by a twin-turbocharged V8 that also sees duty (albeit in a less powerful form) in non-M products. That same turbo V8 is also rumored to power the next-generation M5 super-sedan. Soon enough, the current M3 will be the only traditional M car left.

The mere mention of "Motorsport division" gives most driving enthusiasts goose bumps, and the 2010 M3 is a perfect example as to why. Under the hood resides a thrilling 4.0-liter V8 that's quite literally a chip off the old block, as it's basically the current M5's V10 minus two cylinders. With a redline of 8,400 rpm and a glorious wail at full throttle, this 414-horsepower motor is an engineering masterpiece, boasting ample midrange power and an addictive high-rpm rush.

The M3's excellence is such that it transcends performance data, but for what it's worth, the numbers aren't too shabby either. With a 0-60-mph sprint of 4.6 seconds and a 12.7-second quarter-mile, this Bimmer can keep pace with a Porsche 911 in a straight line. If the road gets curvy, the M3's up for a fight as well, thanks to its balanced and capable chassis. At the same time, the M3 suspension tuning is relaxed enough for the daily commute, its cabin is well constructed and full of available high-tech goodies, and you can even get a sedan version if you're looking for one car that will do it all. Try as we might, we have a hard time finding ways in which the M3 does not impress.

The M3 has no rivals that offer its combination of performance and body-style variety, but there are a number of other desirable cars to consider at this price point. The Mercedes-Benz C63 AMG comes only in sedan form, but its broad-shouldered V8 power and excellent handling give the M3 a run for its money. The Cadillac CTS-V is bigger and heavier, but its eye-popping performance can't be ignored. The Audi S4 and S5 are less powerful and capable, but they represent an intriguing middle ground between the M3 and BMW's own 335i. But at the end of the day, there's nothing like the 2010 BMW M3. It's quite possibly the last of its kind -- drive one while there's still time.

2010 BMW 6 Series Review

2010-02-11T08:12:00.000-08:00

Introduction

For better or worse, the 2010 BMW 6 Series is a reminder of what happened on erstwhile BMW design chief Chris Bangle's watch. With its Porsche 911-esque profile, distinctive ducktail trunk and lidded headlights, the 6 Series has been alternately wooing and alienating luxury coupe and convertible buyers since its debut back in 2004. Aesthetics aside, we've had few complaints about BMW's flagship GT over the years, and for 2010 BMW has addressed a major one by installing the much-improved fourth-generation iDrive system. If you're in the market for a car of this type, the 6 Series still merits close consideration, even in its seventh year of production.

As noted, the big news this year is on the iDrive front, where BMW has finally taken its much-maligned electronics interface back to the shop for serious revisions. The result is gasp! a system that's actually fairly intuitive, thanks to the addition of numerous controller-adjacent physical buttons for frequently used functions (stereo, navigation, telephone) and redesigned menus that are more logically arranged. Additionally, the navigation system is now hard-drive-based and offers 13 gigabytes of multimedia storage and real-time traffic information. It may have taken six full years of production, but the 6 Series now boasts industry-standard cabin technology in addition to its other virtues.

As ever, these virtues are plentiful, starting with the mellifluous 4.8-liter V8 under the hood of the 650i (the only available 6 Series model). While this motor clearly lacks the low-end punch of a Mercedes-Benz V8, it compensates with velvety refinement and a thrilling high-end punch. To BMW's credit, a manual transmission is still available for the presumably few buyers who want one (BMW is mum on the take rate), though it's now a $250 option rather than standard. Additional points in the 6 Series' favor include a choice of coupe and convertible body styles, a trick soft top with an independent power glass rear window on the convertible, and excellent ride and handling characteristics.

The 2010 BMW 6 Series is a luxury coupe, not a cutting-edge sports machine, so you shouldn't expect it to handle like a Porsche 911 or even its 335i and M3 siblings, both of which are available as retractable-hardtop convertibles. Nonetheless, as personal luxury vehicles go, the 6 Series offers a beguiling combination of confident performance, a cosseting cabin, unique style and newly competitive electronics. Though you'll certainly want to check out Mercedes-Benz's new E-Class Coupe as well as the Jaguar XK-Series, this BMW continues to be a very appealing luxury sport coupe and convertible.

2010 BMW 5 Series Gran Turismo Review

2010-02-11T08:08:00.000-08:00

Introduction

We're not quite sure what to make of the 2010 BMW 5 Series Gran Turismo. Now, that's not to say it's a bad car -- far from it. No, our conundrum lies in two basic questions: "What is it?" and "Who is it for?" One might call this new 5 Series Gran Turismo a wagon, but you could call it a luxury hatchback, too. And as for the intended audience, is the 5 GT intended for sedan shoppers looking for added cargo space, or is it meant for crossover SUV drivers desiring something smaller? These are questions not easily answered.

One doesn't learn much just by looking at the car's specs. The Gran Turismo rides about 2 inches taller than a 5 Series sedan but almost 4 inches lower than an X5 crossover SUV. Even the car's name is misleading; the 5 Series GT actually uses many of the same underpinnings as the 7 Series and has just as roomy of a cabin. Yet the GT's ride quality isn't as luxurious as that of the 7 Series, and what initially feels like sporting intentions when driving quickly fades due to the car's large size and added heft.

The main draw for the GT is undoubtedly its fastback-like rear hatch. The two-section rear hatchback gives owners the choice of opening the back like a conventional sedan trunk or like a larger, wagonlike liftgate. This sort of trunk-or-hatchback utility is unique in the American automotive marketplace. Split-folding rear seats allow for a crossover-like 60 cubic feet of maximum cargo space, and you even get a few extra cubic feet of trunk space out of the deal (as compared to the 5 Series). However, the raked rear hatch limits utility when compared to true wagons or crossovers that can haul bulkier items.

Initially, the 5 Series Gran Turismo will only be offered in a 550i GT guise that's powered by a twin-turbo V8 (the same one found in the 7 Series) paired to a new eight-speed automatic transmission. Later in 2010, BMW will expand the range by releasing six-cylinder and all-wheel-drive variants.

With all of the design variations inherent in the 5 Series Gran Turismo, it's pretty obvious that this car exists in a specialized automotive niche without any direct competitors. In the end, you'll have to ask yourself one simple question: "Do I have a need for a luxury hatch/wagon like the 2010 BMW 5 Series Gran Turismo?" If the answer is "Yes!" BMW has the car for you. If your reply is "No," conventional wagons with better handling (Audi A6 Avant, BMW 5 Series wagon, Cadillac CTS Sport Wagon) or crossover SUVs with more utility (Acura MDX, BMW X5) will likely be better choices.

2010 BMW 1 Series Review

2010-02-11T08:02:00.000-08:00

Introduction

"Cute?" exclaimed an outraged Susan Sarandon in "Bull Durham." "Baby ducks are cute! I want to be exotic and mysterious!" Alas, the 2010 BMW 1 Series is none of the above. With its upswept rocker panels and top hat of a greenhouse, this entry-level BMW is aesthetically controversial, to put it kindly. What's not controversial, though, is its combination of scintillating swiftness and remarkable refinement, which clearly sets it apart from other sporty two-doors.

From the 1 Series' compact dimensions, one might reasonably assume that it's significantly lighter than its 3 Series brethren, with which it shares many mechanical components. Such is not the case: The curb weights are close enough to make the 1 more of a junior 3 than a throwback to the days of classic elemental BMWs like the 2002. No matter, though. The 3 is an excellent foundation to build on, and indeed, the 1 delivers generally 3 Series-esque handling and ride comfort, the exception being occasional impact harshness from the run-flat tires.

The 1 also shares the 3's inline-6 power plants: a 3.0-liter naturally aspirated unit and a twin-turbocharged version of similar displacement. Even the former is plenty spry in the 128i, yielding a 0-60-mph sprint of about 6 seconds flat, while the latter's 300 horsepower propels the 135i to 60 mph in the low-5-second range. These numbers alone should help smooth over any concerns about the 1 Series' elevated price, as should the preternatural smoothness of each engine's power delivery. The 1 Series is every bit a proper BMW from behind the wheel -- a sophisticated tool for discerning drivers.

Discerning drivers not finding the 1 Series quite to their liking will have only a few other alternative choices. The closest in mission statement is the Audi TT, which also offers a convertible body style (though unlike the coupe it only seats two) and sports-carlike performance. It's more stylish but not quite as fun to drive as the BMW. Other choices could include the less refined but plenty powerful Ford Mustang GT, the roomier but less nimble Infiniti G37 and the two-seat Nissan 370Z.You should also check out BMW's own 3 Series as it's a more pleasant car all around, particularly in convertible trim. But the step up to a 3 Series doesn't come cheap. If you're alright with its looks, the 2010 BMW 1 Series is a must-drive in this segment.

BMW E65 7 Series

2010-02-11T07:58:00.000-08:00

The BMW E65 7 series was introduced in 2001 and is available as 735i or 745i.
Both have the new 8 cylinder valvetronic engine which are good for 272 HP for
the 735i and 333 HP for the 745i! Both cars also feature iDrive, a new system,
which allows you to control all car functions with a click on a large, round
button, located on the front armrest. The design of the car is totally new and
never seen before on any other BMW! The trunk seems to be on top of the rear,
while the front looks much small thanks to the headlights with the "eyebrows".
The dashboard is also something unique, of course because of iDrive but also
because it is clean, not hundreds of buttons all over the dashboard but a simple
computer screen with all functions integrated. This means only the airconditioning
buttons can be found in the center console, all others moved to the iDrive system!
In 2002, the 730d and 740d came available, and in 2003 the 730i/Li and the
12 cylinder 760i/Li. Maybe the car was bit too radical because in 2005, a small
facelift was made. The front and rear changed, while the interior was kept as it
was. Besides the facelift, almost all engines where new or changed, only the 12
cylinder was left as it was ...

BMW E23 7 Series

2010-02-11T07:15:00.000-08:00

The E23 7 series was introduced in 1977. It was available as 4 door sedan.
There were three models available wich all had the M30 six cylinder engine.
These were the 728, 730 and 733i. The 728 had 170 HP and the 730 184 HP.
The 733i with fuel injection had 197 HP. All models received check control.
In 1979 the 728 was replaced with a 728i with fuel injection and 184 HP.
A 732i with 197 HP replaced the 730 and the 735i replaced the 733i.
In 1983 BMW introduced the 745i with 252 HP and a top speed of 225 km/h.
All models received a small face lift wich included new black plastic mirrors.
The three speed automatic transmission was replaced by a four speed and
all models received a service indicator and an ABS brake system as standard.
In 1986 BMW introduced a new 7 series so the E23 went out of production.