2010 Chevrolet Traverse Review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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 nature…as 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

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

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

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

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

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 transmission…well, 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

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.