2009 Acura TL
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2010 Acura RL Bottom Line
We bring you the key facts on the 2010 Acura RL-what expert reviewers liked, disliked, other choices, and buying tips at TheCarConnection.com.
TheCarConnection.com's luxury-car experts drove the Acura RL for this hands-on Bottom Line review. Editors surveyed the rest of the reviews of the 2010 RL to compile this conclusive overview of Acura's biggest sedan. TheCarConnection.com also compares reviews to help you make a better buying decision.
Likes
Big, silky V-6
Solid ride quality
Comfy seats
Standard all-wheel drive (AWD)
Reliability
Dislikes
Lack of V-8 engine, rear-wheel drive
Five-speed transmission
Busy front-end styling, bland body
Not much more interior room than the smaller TL
Finding a car loaded with more high-tech gear than the 2010 Acura RL is a tough task. An array of electronics helps it deliver brisk, comfortable transportation for four or five adults. Priced to start at around $47,000, the RL is up against more expensive and more luxurious sedans from BMW, Lexus, Mercedes-Benz, and Audi, but is most fairly pitted against the likes of the Audi A6, Volvo S80, and Infiniti M37x. The Acura isn't the best looker or performer in the bunch, but it's reliable and comfortable according to nearly all sources.
Last year, the large Acura RL received a front and rear fascia restyling, which carries forward for 2010. Unfortunately, the rest of the body remains rather plain in comparison, leading many to note a mismatched appearance. The large grille and wide, metallic trim with LED tail lamps at the rear contrast sharply with the sides and roofline. Inside, the story is much the same, with a blander interior than the updated face and tail would indicate. It's attractive and well-styled, though restrained. An available wood-trim package improves the appearance further.
The 2010 Acura RL's 3.7-liter V-6 engine, 300-horsepower output, and 271 pound-feet of torque put it right on par with the competition on paper. Peaky power delivery, with max power coming above 5,000 rpm, gives the car a high-strung feel, though off-the-line performance is still brisk. The five-speed paddle-shifted automatic is responsive, but lacks a sixth gear found in many competing cars. Overall performance is less than impressive, however, due to the car's 4,000-pound weight, computer-controlled all-wheel drive, and electronic throttle tuning. Imprecise in response to inputs and ponderous in quick driving, the RL doesn't have the zest for speed you'd expect from a luxury sport sedan. Ride quality, however, is smooth and refined, and fuel economy is on par for the class at 16 mpg city and 22 mpg highway.
There's no shortage of comfort inside the Acura RL, though it's fit for only four adults. Rear-seat space is unimpressive, considering the 2010 Acura RL's 110.2-inch wheelbase and 72.7-inch width. Up front things are much better, with the 10-way power-adjustable front seats providing soft yet supportive seating. Headroom is good, and the controls are all easily within reach, if somewhat confusing to comprehend at first. Cargo capacity in the trunk is a bit on the small side, offering considerably less trunk space than similarly sized cars, such as the 2010 Ford Taurus SHO. The Acura RL's real strong suit is quietness in the cabin, thanks to thicker glass and more insulation than rivals, while high-quality materials, including glossy, rich wood and solid, pleasant-feeling plastics, provide a relaxed, premium feeling.
Safety is a highlight of the 2010 RL's spec sheet, with five stars across the board from the National Highway Traffic Safety Administration (NHTSA). The 2009 model won an Insurance Institute for Highway Safety (IIHS) Top Safety Pick award, but the 2010 model doesn't manage to follow up with another, despite carrying forward the same safety features. Those standard safety features include a strong body structure, six standard airbags, all-wheel drive, anti-lock brakes with stability and traction control, plus tire pressure monitors, and optional radar-based cruise control and automatic curve-following headlights.
As alluded to earlier, the 2010 Acura RL is a technological bonanza, offering a plethora of features, including a standard navigation system, 10-speaker Bose stereo system with six-disc DVD-Audio changer, AM/FM/XM tuner, MP3 input, USB input, Bluetooth, and keyless entry. A sunroof is also standard equipment, as are xenon headlights. The navigation system features real-time traffic data from XM, but getting the most out of the full-features system is tough due to the knob-based control system. Leather upholstery, power sunshades, and dual-zone climate control further swaddle occupants in luxury.
The Bottom Line: The 2010 Acura RL offers lots of features and strong safety. Performance takes a backseat in the 2010 RL-but technology and durability certainly don't.
Other Choices
If you like the 2010 Acura RL, also consider:
- Cadillac STS
- Volvo S80
- Audi A6
Reason Why:
Buying a larger entry-level premium sedan offers a taste of power and style-two areas where the Acura RL comes up a bit short. The Cadillac STS offers a sharper look, though it suffers from an even more crowded backseat than the RL. The Volvo S80 is roomier and brighter inside, with Scandinavian styling and lighter handling. Audi's A6 has an overworked front end to match the Acura, but a roomier backseat and a more coherent overall appearance.
Buying Tip
Even as Toyota continues to struggle with its recall woes, Honda isn't moving huge numbers of cars either. With Audi, Cadillac, and Mercedes-Benz seeing strong sales, Acura dealers may be willing to bargain on price, letting you secure a better-than-average deal.
This 2010 Acura RL Review originally appeared at TheCarConnection.com where you can see more photos and news on the Acura RL
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2010 Nissan Maxima Bottom Line
To create a review that will be extremely useful to shoppers, TheCarConnection.com has consulted with a range of professional reviews covering the 2010 Nissan Maxima. The editors of TheCarConnection.com have also included their own firsthand experiences with the Maxima in creating this Bottom Line summary.
Likes
Responsive handling and great steering
Stylish interior
Quiet, absorbent ride
Excellent (optional) sport seats
Dislikes
V-6 doesn't feel sporty with CVT automatic
Lacks headroom in back
For the 2010 model year, the Nissan Maxima remains relatively untouched, although Bluetooth capability is now standard on all Maxima models. Nissan's flagship sedan, the Maxima, was completely redesigned last year. Built on the same platform as the Altima mid-size sedan, the front-wheel-drive 2010 Nissan Maxima takes a sportier and more luxurious direction than the Altima.
Redesigned for 2009, the Maxima got an exterior to match its sport-sedan reputation, with curvier sheetmetal, an aggressive front-end design, and an overall stance that makes it seem like it could have rear-wheel drive. The Maxima's interior design carries the look and feel of a vehicle with a luxury-brand badge, thanks to a mix of matte-metallic and soft-touch surfaces along with two different grades of available leather. The Super Cockpit instrument panel design in the 2010 Nissan Maxima especially stands out, and it resembles that offered in several vehicles from Infiniti, Nissan's upmarket brand.
The 290-horsepower, 3.5-liter V-6 engine that propels the 2010 Nissan Maxima is extremely smooth, and it allows relaxed acceleration in normal driving with the automatic continuously variable automatic transmission (CVT). Fuel economy is good with the setup, at 19 mpg city, 26 mpg highway. The CVT also includes a manual sport mode and available steering-wheel paddle shifters to access a series of simulated gear ratios for high-performance driving. However, no manual transmission is offered on the Nissan Maxima, and the CVT doesn't allow the level of control in high-performance driving that conventional transmissions do. The Maxima still has one of the sportiest suspension calibrations for a front-wheel-drive sedan, and Nissan retains last year's improved suspension geometry that reduces torque steer—the tendency for high-powered front-drivers to pull to the side on hard acceleration. Overall, the Maxima has a firm yet supple ride, allowing good handling response without sacrificing comfort. Stabilizer bars are included front and back, and a new Twin Orifice Steering System helps provide good feedback from the road in spirited driving, while remaining rather light around tight corners.
Front occupants get great seats—especially with the Sport Package—but backseat occupants will likely find headroom tight. The sculpted interior of the 2010 Nissan Maxima is designed to seat five, but the interior dimensions mean that in practice, it seats only four average-sized adults. Otherwise, interior refinement, materials, and build quality are quite good.
The Nissan Maxima impresses in NHTSA tests, where it earns the highest possible rating of five stars in every impact category. That includes five-star ratings for front and side impacts, as well as a perfect five-star rollover protection rating. In IIHS tests, the Nissan 2010 Maxima performs equally well, earning the highest rating of "good" for the IIHS's frontal offset impact test. Electronic stability control is now standard, as are front side airbags, side curtain bags, active front headrests, and anti-lock brakes.
Two different models of the 2010 Nissan Maxima are offered—S and SV—with the SV modestly expanding the standard equipment list to include leather upholstery, fog lamps, and a Bose premium audio system, among a few other items. Both models have a standard-equipment list that also would be fitting for a luxury car, including a power moonroof, dual-zone climate control, power front seats, keyless entry, an Intelligent Key entry and starting system, a six-disc changer, and steering-wheel audio controls. New for 2010 is standard Bluetooth on all Maxima models. The list of available options in the 2010 Nissan Maxima doesn't disappoint either, as it includes such comforts as a heated steering wheel and cooled front seats. Other technology options include a Bose premium audio system, a navigation system with 9.3GB Music Box hard drive, XM NavTraffic, XM Satellite Radio, and iPod interfaces. Just keep in mind that most options are only available in the more expensive SV.
For 2010, Nissan adjusts the way these options are sold as packages. Rather than offering three different Technology packages like last year, the 2010 model sees just one available Technology package. There is also a new Monitor package that allows buyers to option a 7-inch monitor system in the Maxima. Especially of note in the 2010 Nissan Maxima is a Sport Package, which brings firmer suspension tuning, larger 19-inch wheels, paddle shifters, upgraded front seats, and a host of other upgrades. We recommend the package for enthusiasts, despite its $2,300 price, because of its superior seats and crisper handling response without significant effect on the ride.
The Bottom Line: The 2010 Nissan Maxima might look like a sport sedan, but it lacks the edgy, high-performance feel necessary to complete the package.
Other Choices
If you like the 2010 Nissan Maxima, also consider:
- Acura TL
- Dodge Charger
- Toyota Avalon
- Volkswagen Passat
Reason Why:
The 2010 Nissan Maxima is more of a perky, smooth, and stylish V-6 luxury sedan than an outright sport sedan. The Dodge Charger R/T doesn't have an interior that's as stylish as the Maxima's or one that offers the same level of appointments and tech options. At the opposite end of the scale, for those who might want even more comfort and interior space, there's the Toyota Avalon, although the Avalon is less exciting to drive and look at. In between, the Volkswagen Passat VR6 offers similar performance and a very attractive, comfortable interior, along with available all-wheel drive, but it's quite a bit more expensive. The relatively fresh 2010 Acura TL is also a formidable rival to the Maxima thanks to its sharp looks and similar characteristics—and the Acura's a step ahead as it does offer a manual transmission.
Buying Tip
If you can't find enough "sport" in the 2010 Nissan Maxima, or you're thinking about adding the Sport Package, you should definitely look to the only slightly more expensive Infiniti G37 sedan. Plus, the G37 comes with the superior service of the Infiniti dealership.
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2010 Lincoln MKX Bottom Line
TheCarConnection.com has driven the 2010 Lincoln MKX and reported its firsthand experiences and market comparisons here in the Bottom Line. TheCarConnection.com also researched reviews from around the Web on the 2010 Lincoln MKX to compare it with other vehicles in its class.
Likes
Uniquely American luxury styling
Lots of useful features for the price
Quiet cabin
Heated rear seats
Dislikes
Soft, floaty handling
Longer braking distances than rivals
Interior materials choices and quality
The Lincoln MKX has proven to be a success for Ford's luxury brand. Most of the core features of the previous model are carried over on the 2010 Lincoln MKX, though a few new features and a small rise in fuel economy add value to the vehicle.
Built around the same mechanical elements as the Ford Edge, the 2010 MKX also shares the same standard powertrain: a 3.5-liter, 263-horsepower V-6 engine and six-speed automatic transmission. Front-wheel drive is the standard configuration, though all-wheel drive is available. Acceleration is swift but not sporty, with average 0-60 mph times in the mid-eight-second range.
Behind the wheel, the 2010 Lincoln MKX offers good steering feel, but don't let that fool you into thinking it's a performance vehicle. Reviews raise concerns about the MKX's lack of brake feel and relatively long stopping distance.
Inside, front passengers will find exceptionally comfortable seats in the 2010 Lincoln MKX, while the driver gets good forward visibility, and the rear seats offer comfortable seating as well. Smooth ride quality and a whisper-quiet cabin fit right in with the MKX's luxury SUV class. There's no third-row seating option, unlike many SUVs in the class, and interior materials for the dash and door trims can feel a little skimpy for those with high standards.
The MKX's generous base features include Sirius Satellite Radio with Sirius Travel Link; a reverse-sensing system; and heated and cooled front seats with memory positions and lumbar adjustments. A standard power liftgate, universal garage-door opener, and cargo hooks were added in 2009, while 2010 sees integrated blind spot mirrors as standard. Ford's SYNC system, which uses Bluetooth connectivity and a touch screen to control communications and entertainment, is also standard.
A full-length Vista sunroof, adaptive steering-sensitive projector-beam headlights, heated rear seats, a 14-speaker 600-watt THX audio system with surround sound, and a DVD-based GPS navigation system are among the many optional features. New additions for 2010 include a Limited Edition Package that fits the MKX with premium leather seats, cashmere trim, and charcoal black piping. A new Midnight Limited Edition package adds Tuxedo Black Metallic paint with a body-color grille, etched headlight lenses featuring the Lincoln Star, and 22-inch polished alloy wheels.
Standard safety features on the 2010 Lincoln MKX include traction and stability control, anti-lock brakes, and side and curtain airbags. The MKX also achieves impressive crash-test ratings, earning a Top Safety Pick from the IIHS.
The Bottom Line: The 2010 Lincoln MKX lives up to its luxury aspirations, offering a classy take on American style.
Other Choices
If you're interested in the 2010 Lincoln MKX, also consider:
Acura MDX
BMW X5
Cadillac SRX
Lexus RX 350
Reason Why
The Lexus RX 350 is the bogie for Lincoln, but the RX's ho-hum driving demeanor and plain-Jane appearance mean it doesn't attract eyes the way the MKX does. The 2010 Lincoln MKX is more engaging on the road, but it comes up short when trying to match the refinement of the RX 350. In terms of performance, the Acura MDX is a better-handling vehicle than the 2010 Lincoln MKX, as is the all-new all-wheel-drive Cadillac SRX. If you put a high value on performance, the BMW X5 offers an optional V-8 engine, while the SRX offers a turbocharged model.
Buying Tip
Ford's excellent SYNC interface is standard on the MKX and includes voice control for cell phones and media players like the iPod.
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2010 Porsche Cayenne Bottom Line
TheCarConnection.com's expert reviewers have compiled their own driving impressions together with a thorough search of the web's road tests and reviews to compile a comprehensive review to help you make the best buying decision possible.
Likes
Excellent handling
Potent acceleration in Turbo form
High-speed stability
Excellent front seats
Dislikes
Space-inefficient interior
Fuel economy for V-8 models
V-6 still doesn't accelerate like a Porsche
The Cayenne is Porsche's only SUV, and it's the brand's best-selling vehicle in North America. Such a successful recipe is worth sticking with, and accordingly Porsche has announced no updates for the 2010 model year, though two special-edition models are available: The Transsyberia S and the GTS PD Edition 3. Those models offers unique equipment and appearance packages on the standard S and GTS layouts, respectively.
The 2010 Porsche Cayenne sees essentially no visual updates inside or out, with the front and rear exterior updates of 2008 and the intake/exhaust updates of 2009 carrying forward to 2010. The contoured taillamps and Turbo-specific LED versions are still characteristic of the vehicle's styling, and the prominent lower air dam up front balances the dual exhausts out back.
In base V-6 form, the 2010 Porsche Cayenne won't easily be confused for a fast vehicle of any form. It gets to 60 mph in about 8 seconds, which is downright anemic for a Porsche-branded vehicle. Slow response off the line is to blame for most of the sluggish times, as in-gear passing power is good with both the standard six-speed manual transmission and the more common six-speed Tiptronic automatic.
Two V-8 engines are available for 2010: a 4.8-liter rated at 385 horsepower sits under the hood of the Cayenne S, while the Turbo S gets a twin-turbocharged version of the same engine rated at 500 horsepower and 516 pound-feet of torque. That much power delivers truly Porsche-like acceleration without questions, hitting 60 mph in just 4.9 seconds.
Handling is better than you'd expect for a 5,000-pound-plus SUV, with crisp steering response, though the high level of boost takes away some of the natural feel. Long, sweeping corners are dispatched with ease thanks to a solid, poised chassis. Tight, quick corners can unsettle the vehicle though, in part due to its tremendous weight. Still, equipped with either V-8 engine, there's no shortage of fun to be had behind the wheel.
Sitting behind the wheel, the visual impression is a lot like Porsche's sports cars, with a simple instrument panel surrounded by dark, drab plastics. Despite the less-than-luxurious appearance, it's clear and easy to read, obviating the complexity and confusion that sometimes befalls more ornate setups. Backseat passengers will find room adequate, but not excellent, and without a third-row seat, the lack of rear cargo space is all the more disappointing at 62.5 cubic feet with the seats down and 19 cubic feet with the seats up. Comfort is high thanks to a suspension that manages to balance its superb handling ability with compliance. Up front, the seats are spacious and supportive, with the driver's seat positioned just right for spirited driving.
Off-road capability isn't what the Cayenne is all about, but it still offers enough to satisfy all but the most hard-core. Able to ford up to 19 inches of water and clear most mild-to-moderate trail obstacles, the Cayenne also employs full-time all-wheel-drive to make the most of its traction. Up to 62% of the Cayenne's power can be sent to the rear wheels during normal conditions, but a full 100% can be sent either frontward or rearward should the need arise. The optional Porsche Dynamic Chassis Control (PDCC) system maximizes the Cayenne's off-road capabilities by employing hyrdaulically adjustable stabilizer bars which can be effectively detached--automatically--for trail duty. Porsche's Active Suspension Management (PASM) also boosts the Cayenne's versatility, offering on-the-fly adjustments to suspension firmness with settings ranging from Comfort to Sport.
There's no shortage of features and options available on the 2010 Cayenne, but be careful: their cost adds up quickly. The interior can be upgraded with many types of leather seats, ranging in cost from $1,290 to $6,110. The power moonroof runs $1,190, while a Panoramic Roof System will cost $3,900. Wood trim packages can cost as much as $3,195, and the navigation will set you back $3,300. A 410-watt, 5.1-channel 14-speaker Bose Surround Sound audio system costs $1,690. Dynamic Curve Lights, which help illuminate into corners, are standard on the Turbo and optional on lower models.
Neither the IIHS nor the NHTSA have crash-tested the 2010 Porsche Cayenne, but Porsche engineering and a wide selection of standard safety equipment, including front-seat side airbags, rear seat thorax side airbags and front and rear side curtain airbags, plus a bumper system with high-strength cross-members and two crush elements.
The Bottom Line: Despite some issues with practicality, the 2010 Porsche Cayenne is a luxurious and supremely capable performer.
Other Choices
If you like the 2010 Porsche Cayenne, also consider:
BMW X5 and X5 M
Infiniti FX
Acura MDX
Audi Q7
Reason Why
The BMW X5 is also good off-road as well as on, plus the luxurious interior and wide range of high-tech options make for a compelling package, but like the Cayenne, the price can quickly get out of control. The X5 M can match or exceed the Cayenne Turbo S in every department as well. Audi's Q7 offers a much more attractive and upscale-feeling interior than the 2010 Porsche Cayenne, and is more useful, too, with available third row seating, but it doesn't have the sporting capability of the Cayenne. The Infiniti FX sits at a much lower price point than the Cayenne, and it seems like faster, lighter vehicle at the wheel, handling crisply and tautly. Its smaller side and lower ride quality make it somewhat less practical than the Cayenne, however. The most sensible vehicle of the bunch is the Acura MDX--it delivers a comfortable, stylish interior, smooth ride and good handling while still being a useful SUV.
Buying tip
If you're in love with the idea of a Porsche SUV but don't love the poor fuel economy, wait a year--Porsche will have a hybrid version of the Cayenne S out for the 2011 model year, and it's expected to get a combined 27 mpg while still delivering 374 horsepower and 6.5-second 0-60 mph times.
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2010 Infiniti G37 Sedan Bottom Line
To bring you a complete set of information on the 2010 Infiniti G37 Sedan, TheCarConnection.com has combed through a wide range of reviews and handpicked highlights in a full review. TheCarConnection.com editors have driven the G37 Sedan and offer their own take for shoppers in this Bottom Line.
Likes
Top-notch steering
Agile handling
Awesome braking
Supportive sport seats
Dislikes
Ride trades a lot of comfort for handling
Excessive road noise for a luxury car
Tight backseat
Lumpy shifts from seven-speed automatic
Infiniti won't leave a good thing alone, yet it keeps making it better, so we can't complain. The G Sedan was redesigned for 2007, then it picked up a more powerful 3.7-liter V-6 and seven-speed automatic for 2009 (and a name change to G37). Now for 2010, the G37 Sedan already gets a mid-cycle refresh, with a new front and rear appearance, enhanced tech features and options, and a redesigned center console among many small changes.
Overall, the G37's rakish silhouette has remained untouched, and that's a good thing. With a coupelike roofline and a lean, low profile, the G37 flaunts a clean and nicely proportioned profile, with plenty of clean sheetmetal—eschewing the excessive body creases that are so common now. A new front fascia and new-design headlights are paired with a new rear fascia, but you'll have to look closely for the differences from the 2009 model. Most notably, the lower air dam in front gives the G a neater, more measured appearance, but it retains the nice contours around the headlights and grille. The stance remains tasteful yet aggressive and sporty. Inside, the G37 has the cockpit feel of a sports coupe in front, with narrow footwells, a rather low seating position, and a prominent center console—redesigned for 2010—that wraps back between occupants. Big, round dials are set directly in front of the driver, and a strong beltline wraps around to the door panels. A screen mounted top and center accesses audio and climate functions, while supplemental controls are just under the screen.
The 2010 G37 Sedan gets the same 328-horsepower, 3.7-liter V-6 featured in the G37 Coupe. It's mated to a seven-speed automatic transmission or six-speed manual, with all-wheel drive available with the automatic.
The G37 Sedan is one of the most responsive, communicative, and fun-to-drive sport sedans in its class. Its 3.7-liter V-6 makes more muscle—328 horsepower and 269 lb-ft of torque—than some rival V-8s and provides enough thrust to satisfy most rabid performance enthusiasts, though it's a little more raucous than the former 3.5-liter and not nearly as smooth as BMW's excellent turbocharged six in the 335i. The seven-speed automatic transmission in the 2010 Infiniti G37 Sedan pulls off snappy and smooth shifts when accelerating hard, but it seems more at home when driving aggressively; shifts become lumpy and indecisive when light on the throttle. Solid-magnesium steering-wheel paddle shifters (included on G37 Journey and G37x AWD models) command a quick downshift, though, including a throttle blip. Those who like a manual transmission will find the six-speed very satisfying. Underneath there's a firm, sport-tuned four-wheel independent suspension, and power steering adjusts effort according to vehicle speed. The G37 Sedan is quite possibly the best-handling sport sedan, price no object, with great steering feel and near-perfect dynamics, for those who can take advantage of them on the track. Plus, fuel economy is respectable; with the automatic transmission, it now rates 18 mpg city, 26 highway, though TheCarConnection.com fails to meet those estimates.
Seating, cabin space, and ride comfort might be the weakest aspect of the whole 2010 G37 Sedan package. Even the standard seats in the 2010 G37 Sedan have good support, though some might find them a bit too narrow and snug. There's adequate legroom, though headroom is somewhat scarce. The backseat is hardly a place for adults to spend long periods of time—made worse by a shortage of legroom and oddly reclined seatbacks. The backseats don't fold all the way forward to increase trunk space, as they do in many other sedans, but there is a pass-through for skis and such, and trunk space is decent. The interior of the G37 seems sporty and premium yet not lavish—it has the feel of a high-end sports-car cabin more than a sedan, and it's put together tightly. For 2010, trims and finishes have been revamped, and the instrument panel now includes white gauges and a new aluminum trim. Overall, refinement and quiet aren't the reasons for getting a G37, though. The ride isn't downright jarring, but it's quite firm, and road noise is more prominent inside than it is in most other sport sedans.
The G37's quick handling will likely prove to be a safety asset, but there are plenty of other safety positives. Electronic stability control is standard, along with anti-lock brakes with Brake Assist, front side airbags, and side-curtain airbags that cover front and rear outboard occupants. Crash-test ratings for the G37 Sedan have been respectable, with four- and five-star results from the federal government. The IIHS gave the 2009 G37 Sedan top "good" scores for frontal and side impact but hadn't yet renewed them for the revised 2010 model at the time of posting. The only concern with the 2009 model was a "marginal" rating in the IIHS's seat-based rear-impact test.
Four different models of the G37 remain on offer: Base, Journey, Sport, and the G37x AWD. Base models have power driver and passenger power seats, in addition to a long list of popular features. The Journey model now gets more tech features, including a Bluetooth hands-free interface, a rearview monitor, and heated seats and mirrors, plus dual-zone climate control. From the Journey, you can add any number of tech options, including Adaptive Front Lighting and the Intelligent Cruise Control with a Preview Braking safety feature. Features newly added for 2010 include an audiophile Infiniti Studio on Wheels system by Bose, and there's an optional next-generation hard-drive-based navigation system with higher-resolution screen, Zagat restaurant ratings and reviews, XM Weather and XM NavTraffic, and live rerouting. Also available is a new Advanced Climate Control System (ACCS), which purifies inside air and automatically shuts off outside air when exhaust fumes are detected.
2010 Infiniti G37 Sedan Sport models also include a Viscous Limited Slip Differential, in addition to a host of track-worthy upgrades like larger vented disc brakes, sport steering gear, W-rated performance tires, and more aggressively bolstered sport seats with active head restraints and thigh extensions.
Bottom Line: For sport-sedan shoppers who are true driving enthusiasts and willing to sacrifice a little bit of comfort for quick reflexes, the 2010 Infiniti G37 is a great pick.
Other Choices
If you're interested in the 2010 Infiniti G37 Sedan, also consider:
- Acura TL
- Audi A4
- BMW 3-Series
- Lexus IS
Reason Why:
The most direct rival to the G37 Sedan is the BMW 3-Series. Like the G37, the 3-Series has great dynamics and near-perfect steering, though TheCarConnection.com likes the steering feel of the G37 best. Overall, though, the 3-Series is more refined, composed, and day-to-day livable—especially if you reside in a place with rough roads. The new Audi A4 is another top rival, with its rear-biased Quattro all-wheel-drive system promising more driving enjoyment, plus top-notch materials and a cohesive design inside and out. For those who want a sporty but comfortable choice, the Lexus IS would work; its interior is a bit more cramped and it doesn't feel as sporty overall, but otherwise it's comfortable.
Buying Tip
Beware that the G37 Sport model includes summer performance tires. If you plan to drive it year-round and you're in snowy (even part of the time) climate, you'll need to get some winter tires.
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2010 Mercedes-Benz CL-Class – CL550 – CL600 – CL63 – CL65 AMG Bottom Line
TheCarConnection.com's editors have driven several versions of the new Mercedes-Benz CL-Class in order to bring you their expert opinion here in this Bottom Line review. TheCarConnection.com has also researched road tests on the new Mercedes-Benz CL-Class to bring you some of the most useful information on how this luxury coupe measures up.
Likes
Simple, elegant instrument panel
High-speed stability
Comfortable, composed ride
Tech features for every concern
Multicontour seats provide optimum comfort and support
Dislikes
For its size, the interior feels small
Challenging backseat entry/exit
Screen-based interface needs simplifying
The 2010 Mercedes-Benz CL-Class offers subtle styling cues and bawdy performance to everyone-from the merely rich and famous to the extremely rich and famous. As in 2009, the CL-Class comes with a choice of one of four powertrains-two different V-8s or two different V-12s-harnessed to an automatic transmission and rear- or all-wheel drive. Carrying a base price of more than $110,000, the CL550 plays the poor country cousin to the truly exotic and rare $208,000 CL65 AMG.
It's a two-door with unparalleled road-covering capability, but the 2010 Benz CL-Class has a markedly anodyne style. The roofline's elegant but familiar; the CL's nose, a softly rounded collection of the usual Benz themes. And while the CL wore them first, the rear quarter lamps and panels resemble efforts far and wide, from Bentley to Acura. It's restrained exterior styling, for sure, but the CL's less arresting shape also means its suave good looks are apt to wear well in any season, for many seasons. The understated exterior may be a disappointment to some, but the interior of the 2010 Mercedes-Benz CL-Class is sure to impress. It takes a minimalist approach-with a monolithic center stack of controls paneled in behind a sheath of burled walnuts and thin lines of shiny dash switches. It's simple and uncluttered-something straight out of the German edition of Architectural Digest.
All 2010 CL-Class coupes perform with ferocious speed, but the elegant cruisers among them bare their knuckles a lot less than the fight-club-worthy AMG editions. The base CL coupe is the $110,400 CL550; it's powered by a jet-smooth 5.5-liter V-8 with 382 horsepower, teamed to an effortless seven-speed automatic and all-wheel drive. Above the CL550 is the $154,400 CL600, which rolls with a 5.5-liter V-12 tossing off 510 hp and 612 lb-ft of torque in near silence, and a five-speed automatic. Two AMG CL-Class coupes breathe far more life into the Coupe's chassis; there's a $145,200 CL63 with a 518-hp, 6.3-liter V-8 and a $207,170 CL65 with a 6.0-liter twin-turbo V-12, 604 hp, and 738 lb-ft of torque.
The CL550 and CL600 have ample strength across the powerband, but they're tuned to handle more benignly than their AMG kin. The non-AMG CL550 and CL600 are extraordinary grand tourers, with refined engine responses, a smooth ride, and remarkably precise handling despite their undeniable heft. The steering's just a tad slow and detached to be truly sporty, but the CL's responses are pretty balletic for its 4,500-pound-plus mass. That's thanks to the sophisticated Active Body Control (ABC) system, which controls ride height and suspension firmness and can adjust almost instantaneously for quick maneuvers. All CL coupes get a mechanical Direct Steer system that improves feel. The AMG editions turn up every sensory and performance dial, from engine sound to available grip. The CL63 AMG is edgier and more raucous-sounding in everything from its ride to its sharper handling response; the especially exclusive CL65 AMG can hustle and keep a visual lock on some exotic sports cars without sacrificing the ride comfort and quietness built into its body.
Fuel economy, by the way, is lousy at 14/21 mpg for the CL550 and 11/17 mpg for the CL65 AMG.
Despite its long wheelbase, seatbelt attendants that pull the safety devices out of the way, and power-forward seats that slide toward the wheel for easier entry and exit, the 2010 CL-Class isn't much suited for carrying four adults. The front seats are marvelous with or without the optional multicontour feature, and comfortable for even the longest drives. The backseats are very roomy for a coupe, but it's a tussle to get into them-although a center console and lots of wood will leave the humidor set happy once they're nestled in back there. On the road, the CL-Class coupes are exceptionally quiet and vibration-free, and finishes are rich and substantial, not bright and gaudy.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 Mercedes-Benz CL-Class. Its high safety ratings from TheCarConnection.com are based on its structural similarity to the Mercedes S-Class sedan. Standard features include dual front, side, and curtain airbags; anti-lock brakes; traction and stability control; and a trio of systems that use radar to detect imminent collisions. Brake Assist Plus will increase the level of pressure you apply to the brake pedal if it determines you're closing in on the car ahead too quickly. Pre-Safe will take other steps, such as tightening seatbelts and preparing the airbags, if it senses a collision is unavoidable. And like other active cruise control systems, Distronic Plus will maintain the speed of traffic ahead-and hold a safe distance from the car immediately in front. But it can also bring the CL to a complete stop in traffic, then start up again when the car ahead begins to move. This system also includes Blind Spot Assist, which monitors both blind spots and warns the driver whenever a turn signal is activated. The 2010 CL-Class also has standard ultrasonic parking sensors and a backup camera. New safety features include Attention Assist, which senses when drivers may be drowsy and signals them to take a break; night vision; adaptive headlamps; and a feature that helps the CL-Class stay in its intended lane by using gentle braking.
Standard equipment on the base 2010 Mercedes-Benz CL550 includes a hands-free calling system, a power rear sunshade, and a 600-watt audio system with memory card slot. Top features on the CL line include multicontour front seats with massage. All 2010 CL-Class coupes have an astounding list of standard features, including leather upholstery; power front seats; an AM/FM/CD changer with Sirius Satellite Radio; a DVD navigation system; and walnut trim. New for 2010 are ambient lighting; Bluetooth; a USB port, HD Radio, and a 4GB music hard drive for the audio system; streaming Zagat data for the navigation system; and on the CL600, new 18-inch wheels. A rear-seat entertainment system is a new option for 2010.
All CL coupes use a screen-driven operating system and a hand-operated controller for a variety of functions-from adjusting seat bolstering to setting radio stations. The technology alone would keep Steve Wozniak debugging away for weeks; the interface could use some love from Steve Jobs. By avoiding the potential clutter of buttons and switches, and instead integrating the controls into one system, Mercedes has buried some features and controls under layers of "logic." It can be easier to navigate than BMW's iDrive, and the technology's a marvel, but the learning curve is steep, and accessing all those features through buttons and wheel controls can grow tiring, quickly.
The Bottom Line: If you want a coupe with it all-high performance, luxury, elegance, and some of the world's top technology-the 2010 Mercedes-Benz CL-Class is it.
Other Choices
If you like the 2010 Mercedes-Benz CL-Class, also consider:
- Bentley Continental
- Mercedes-Benz SL-Class
Reason Why:
The 2010 Mercedes-Benz CL-Class has few competitors, but one comes from its own stable: the Mercedes-Benz SL-Class roadster. The SL sits in the same price class and has a stunning interior, similar powertrains, and some of the same tech features, admittedly with two fewer seats. A true challenger to the CL-Class is the Bentley Continental GT, a twin-turbo 12-cylinder coupe that blends a classy, conservative cabin with timeless sheetmetal and stunning performance. The Bentley may have a slight edge in exclusivity, but both the CL-Class and the Continental have the heft, the poise, and the cachet expected in the ultra-luxury segment.
Buying Tip
Don't be shocked when you go hunting for next year's model: For 2011, Mercedes-Benz is expected to change the name of the CL-Class to S-Class Coupe.
| Permalink:2010 Mercedes-Benz CL-Class – CL550 – CL600 – CL63 – CL65 AMG Bottom Line | |
2010 Lincoln MKZ Bottom Line
TheCarConnection.com's editors have driven the 2010 Lincoln MKZ and have compared it with other luxury sedans to write this hands-on road test. Editors have also compiled quotes and opinions from other sources to produce the most comprehensive look at the new MKZ on the Web.
Likes
The evolution of the "Lincoln look"
Quick, with impressive fuel economy
Heaping doses of technology
Top Safety Pick
Dislikes
Engine noise under full throttle
Handling lacks crispness
Still too similar to the Ford Fusion
The 2010 Lincoln MKZ shares much with the latest Ford Fusion and Mercury Milan, but it's making steady styling progress this year with new front and rear designs, as well as a classy interior update. The MKZ is not truly a sport sedan, but a quick, fairly responsive four-door with available all-wheel drive and technology features second to none. The 2010 MKZ is priced from $35,000 and competes most closely with the Acura TL, Lexus ES 350, and Buick LaCrosse.
There are familiar lines and curves in the 2010 Lincoln MKZ sheetmetal borrowed from the Ford Fusion, but a distinct Lincoln silhouette is evolving right on its nose and tail. Updated this year to share more cues with the larger Lincoln MKS, the latest MKZ wears a twin-wing grille and slimmer headlights, which Ford designers say give it a wider look. The taillights are wide and narrow toward the center of the trunklid, a look that's more Japanese family sedan than luxury liner. In all, the MKZ doesn't shatter the perception that it's an upstyled Fusion-though that's no faint praise, given Lincoln's forgettable recent past. Inside, the MKZ is happier in its imitation of the MKS. There's a wide band of wood or aluminum trim against dark, tightly grained plastic, framing a big LCD screen for audio and entertainment features. Thin ribbons of metallic trim frame big panels of dash in a look harking back to the heyday of Lincoln in the 1960s-but also recalling Ford's work with the Land Rover brand. It's an improvement for sure, though less of a stretch.
A single powertrain is offered in the 2010 MKZ. It's a 3.5-liter, 263-horsepower V-6 engine paired with a six-speed automatic transmission, and available with either front-wheel drive or optional all-wheel drive. It's amply powerful, though when wound up near its power peak, the V-6 sounds less smooth than it should wearing a Lincoln badge. Ford says improvements in engine breathing and responsiveness have dropped 0-60 mph times to 7.1 seconds. The MKZ sips regular gas and still is rated at 18/27 mpg, fine numbers for the class. Fitting with the brand, the Lincoln MKZ is no dynamo around corners-it handles without much steering feel, and despite a manual-shift mode for its transmission, it's just no BMW. All-wheel drive dulls its responses with more weight, and all versions are tuned for quiet, stress-free driving instead of brisk responsiveness. The newest version has a touch smoother ride, which can be nullified by a new sport suspension option with a tighter feel and 18-inch wheels.
TheCarConnection.com's editors have praised the Lincoln MKZ's interior in the past, and for 2010 there's even more reason to cheer. It's among the roomiest in its class, and with ventilated, power-adjustable front seats, the MKZ is quite comfortable to drive over long distances. The backseat's just as roomy for adults, good enough for two large adults in long-trip comfort. The trunk is especially large-on par with the larger Lincoln MKS, with a much more cargo-friendly opening. The MKZ's new interior is several steps up the quality ladder from the 2009 edition, with tighter fits, better-quality plastics, and lovely leather and wood trims as options.
For the 2010 model year, the MKZ earns five-star front-impact crash scores from NHTSA (National Highway Traffic Safety Administration), with five stars for driver-side protection, but just four stars for rear-side protection. The IIHS (Insurance Institute for Highway Safety) awards the MKZ "good" ratings in both tests. Standard safety features include dual front, side, and curtain airbags; anti-lock brakes; and traction and stability control. Rear parking sensors and a 911 Alert system are standard, while a rearview camera is an option, as is a blind-spot alert system and Cross-Traffic Alert, which warns of cars in the lane in which the MKZ is turning.
The 2010 Lincoln MKZ comes fully equipped for its $35,000 base price. It sports SYNC, which uses voice-activated commands to control phones and audio systems; Bluetooth; and a touchscreen LCD for navigation and other functions. An AM/FM/CD/MP3 audio system with Sirius Satellite Radio is also standard, along with 17-inch wheels; leather upholstery; and heated and ventilated power front seats. Options include a voice-activated navigation system; Sirius Travel Link, which offers on-the-fly data, such as traffic info, weather, movie times, and sports scores; ambient lighting; adaptive headlamps; THX-certified surround sound; remote start; and a moonroof. For 2010, an Executive Appearance Package gets its own paint colors and special leather-trimmed seats, walnut trim, and thicker floor mats.
The Bottom Line: The 2010 Lincoln MKZ wraps its roomy, cozy interior in a conservative bod-with a slight nod to sporty drivers.
Other Choices
If you're interested in the 2010 Lincoln MKZ, also consider:
- Acura TL
- Buick LaCrosse
- Lexus ES 350
Reason Why:
The front- or all-wheel-drive Lincoln MKZ might be on some Audi, Infiniti, or BMW shopping lists, but it has more in common with near-luxury vehicles from Acura, Buick, and Lexus. The Acura TL's a good case in point; its all-wheel-drive system and big V-6 give it an uncharacteristically numb driving feel, though interior space is good. Also, it offers shoppers tech-savvy audio and navigation options, but it's just not as appealing as the TL lineup has been in the past. The new Buick LaCrosse is an engaging option in this class, with a striking design and compelling city-streets performance, though it's without an all-wheel-drive option, and some of its trim looks too bright and too shiny. The Lexus ES 350 is the easy choice for non-enthusiasts; its cabin isn't too rich to be noticeable, the ride and handling aren't as numb as they used to be but are still forgettable, and the design's uninspired but innocuous.
Buying Tip
The 2010 MKZ's SYNC system can make audio and phone features easier and safer to use on the road, but make sure your phone pairs with it correctly before you buy-or you'll likely be buying a new phone, too.
| Permalink:2010 Lincoln MKZ Bottom Line | |
2010 Acura TSX
To put together this review on the new 2010 Acura TSX, the experts at TheCarConnection.com drew on a broad range of reviews and added their own firsthand information wherever possible to assure the best accuracy and depth.
Likes
Flowing instrument panel design
Perky performance with manual transmission
Quiet, refined interior and powertrain
Supportive seats
Standard Bluetooth hands-free interface
Dislikes
Limited backseat space for adults
Nav system only available in a $3,100 package
All the chrome in front doesn't fit the TSX's character
The TSX is a sporty front-wheel-drive compact sedan based loosely on the European-spec Honda Accord. The Acura TSX was completely redesigned for 2009, but carries over to 2010 largely unchanged apart from the addition of a new V-6 engine. On sale now, the car starts from $29,310 in base form and ranges up to a starting price of $37,950 for the V-6 with Technology Package.
Acura offers no visual redesign for the 2010 model year following a complete update in 2009. The aggressive front end, crisp-edged flanks, and generally modern, high-tech look of the TSX will likely please younger professionals, though more mature buyers may wonder what the fuss is about. Overall, however, the TSX presents a clean, conservative look that many reviewers like. Inside, much of the same can be said, especially once the TSX is outfitted with the electronics-heavy Technology Package. The basic styling elements are attractive and contemporary, with flowing, swoopy curves executed in pleasing materials and colors.
Standard power for the 2010 TSX comes from a 201-horsepower, 2.4-liter four-cylinder; the standard six-speed manual transmission definitely makes the car feel livelier, even though midrange torque has been boosted to make it more responsive with the paddle-shifted Sequential SportShift five-speed automatic transmission. All new for 2010 is a 280-horsepower, 3.5-liter V-6 engine option that delivers one of the few things the TSX previously lacked: power. Handling is still nimble and sporting, with a firm yet absorbent ride.
Comfort and quality of the TSX aren't quite top-notch but are right on par for the mid-size luxury sedan segment. Materials quality is high, and fit and finish can hardly be quibbled with, though rear legroom and seat comfort are frequent points of complaint. Even the front seats can prove too firm for some people. Cargo space, on the other hand, is good, with an ample trunk and plenty of in-cabin pockets and compartments.
Entry-level luxury cars often skimp on standard convenience features or don't offer the top-technology options, but the 2010 Acura TSX is an exception to the rule, especially when the optional Technology Package is selected. Standard features include dual-zone climate control, USB and Bluetooth connectivity, plus a premium 7-speaker sound system with subwoofer and XM Satellite Radio capability. The optional navigation system offers real-time traffic and dynamic rerouting capability to direct you around hazards and congestion when possible. A 10-speaker, 415-watt sound system is also available along with a six-disc CD changer in the Technology Package.
The 2010 Acura TSX comes with all the safety equipment of its peers, including front side airbags, side curtain airbags, vehicle stability assist, active head restraints, and three-point seat belts for all five seating positions. Though the 2010 TSX hasn't yet been tested by the IIHS, the essentially identical 2009 TSX earned a Top Safety Pick according to the Insurance Institute for Highway Safety (IIHS) and five-star ratings in every category from the National Highway Traffic Safety Administration (NHTSA).
The Bottom Line: The new 2010 Acura TSX offers more features than most entry-luxury sedans, and the V-6 cures its previous lack of power.
Other Choices
If you like the 2010 Acura TSX, also consider:
Audi A4
Subaru Legacy GT
Nissan Maxima
Reason Why
Buyers looking at the 2010 Acura TSX will likely be thinking about other front-wheel-drive and possibly all-wheel-drive entry-level luxury sedans, but pricier rear-wheel-drive sport sedans such as the BMW 3-Series and Lexus IS are probably outside their budgets and desires. The Subaru Legacy GT's performance rivals that of the TSX's big brother, the TL, though its handling is a bit sharper and all-wheel drive improves poor weather capability. On the other hand, the Legacy's backseat is a bit tight, and it's not as quiet and refined as the Acura. The Nissan Maxima is another alternative; it's not as feature-rich as the TSX, but it has a torquey V-6 engine that gives it scorching acceleration off the line-a feature now matched for the 2010 model year TSX. The base, front-wheel-drive Audi A4 2.0T is also a worthy competitor, with similarly good fuel efficiency and edgier performance without a sacrifice in ride. Versus any of these competitors, there's another big selling point for the TSX: Acura dealerships.
Buying Tip
Hold on...for a while. A torquey and fuel-efficient 2.2-liter turbo-diesel four-cylinder engine is bound for the TSX as possibly a late 2010 model. The engine will meet the 50-state emissions standard, Honda says, and should have fuel economy in the 40s.
| Permalink:2010 Acura TSX |  |
2010 Acura TSX Bottom Line
To put together this review on the new 2010 Acura TSX, the experts at TheCarConnection.com drew on a broad range of reviews and added their own firsthand information wherever possible to assure the best accuracy and depth.
Likes
Flowing instrument panel design
Perky performance with manual transmission
Quiet, refined interior and powertrain
Supportive seats
Standard Bluetooth hands-free interface
Dislikes
Limited backseat space for adults
Nav system only available in a $3,100 package
All the chrome in front doesn't fit the TSX's character
The TSX is a sporty front-wheel-drive compact sedan based loosely on the European-spec Honda Accord. The Acura TSX was completely redesigned for 2009, but carries over to 2010 largely unchanged apart from the addition of a new V-6 engine. On sale now, the car starts from $29,310 in base form and ranges up to a starting price of $37,950 for the V-6 with Technology Package.
Acura offers no visual redesign for the 2010 model year following a complete update in 2009. The aggressive front end, crisp-edged flanks, and generally modern, high-tech look of the TSX will likely please younger professionals, though more mature buyers may wonder what the fuss is about. Overall, however, the TSX presents a clean, conservative look that many reviewers like. Inside, much of the same can be said, especially once the TSX is outfitted with the electronics-heavy Technology Package. The basic styling elements are attractive and contemporary, with flowing, swoopy curves executed in pleasing materials and colors.
Standard power for the 2010 TSX comes from a 201-horsepower, 2.4-liter four-cylinder; the standard six-speed manual transmission definitely makes the car feel livelier, even though midrange torque has been boosted to make it more responsive with the paddle-shifted Sequential SportShift five-speed automatic transmission. All new for 2010 is a 280-horsepower, 3.5-liter V-6 engine option that delivers one of the few things the TSX previously lacked: power. Handling is still nimble and sporting, with a firm yet absorbent ride.
Comfort and quality of the TSX aren't quite top-notch but are right on par for the mid-size luxury sedan segment. Materials quality is high, and fit and finish can hardly be quibbled with, though rear legroom and seat comfort are frequent points of complaint. Even the front seats can prove too firm for some people. Cargo space, on the other hand, is good, with an ample trunk and plenty of in-cabin pockets and compartments.
Entry-level luxury cars often skimp on standard convenience features or don't offer the top-technology options, but the 2010 Acura TSX is an exception to the rule, especially when the optional Technology Package is selected. Standard features include dual-zone climate control, USB and Bluetooth connectivity, plus a premium 7-speaker sound system with subwoofer and XM Satellite Radio capability. The optional navigation system offers real-time traffic and dynamic rerouting capability to direct you around hazards and congestion when possible. A 10-speaker, 415-watt sound system is also available along with a six-disc CD changer in the Technology Package.
The 2010 Acura TSX comes with all the safety equipment of its peers, including front side airbags, side curtain airbags, vehicle stability assist, active head restraints, and three-point seat belts for all five seating positions. Though the 2010 TSX hasn't yet been tested by the IIHS, the essentially identical 2009 TSX earned a Top Safety Pick according to the Insurance Institute for Highway Safety (IIHS) and five-star ratings in every category from the National Highway Traffic Safety Administration (NHTSA).
The Bottom Line: The new 2010 Acura TSX offers more features than most entry-luxury sedans, and the V-6 cures its previous lack of power.
Other Choices
If you like the 2010 Acura TSX, also consider:
Audi A4
Subaru Legacy GT
Nissan Maxima
Reason Why
Buyers looking at the 2010 Acura TSX will likely be thinking about other front-wheel-drive and possibly all-wheel-drive entry-level luxury sedans, but pricier rear-wheel-drive sport sedans such as the BMW 3-Series and Lexus IS are probably outside their budgets and desires. The Subaru Legacy GT's performance rivals that of the TSX's big brother, the TL, though its handling is a bit sharper and all-wheel drive improves poor weather capability. On the other hand, the Legacy's backseat is a bit tight, and it's not as quiet and refined as the Acura. The Nissan Maxima is another alternative; it's not as feature-rich as the TSX, but it has a torquey V-6 engine that gives it scorching acceleration off the line-a feature now matched for the 2010 model year TSX. The base, front-wheel-drive Audi A4 2.0T is also a worthy competitor, with similarly good fuel efficiency and edgier performance without a sacrifice in ride. Versus any of these competitors, there's another big selling point for the TSX: Acura dealerships.
Buying Tip
Hold on...for a while. A torquey and fuel-efficient 2.2-liter turbo-diesel four-cylinder engine is bound for the TSX as possibly a late 2010 model. The engine will meet the 50-state emissions standard, Honda says, and should have fuel economy in the 40s.
| Permalink:2010 Acura TSX Bottom Line | |
2010 Acura TL
Expert reviewers at TheCarConnection.com consulted what the most authoritative auto critics have written about the new Acura TL to produce this conclusive review. TheCarConnection.com editors also drove the TL in order to interweave our expert opinion and help you make the right decision on a new vehicle.
Likes
Head-turning style
Athletic prowess
Excellent iPod interface, top-notch stereo
Characteristic Acura-quality touch, feel, and operation
Dislikes
Head-turning style
Thick pillars often mean poor outward visibility
Confusing morass of buttons in center stack
Sluggish automatic transmission
Designed from scratch for the 2009 model year, the Acura TL carries over with just a few changes for 2010, though the addition of an optional manual transmission offers one major change.
Skinned with a high-tech but controversial look, the 2010 Acura TL is, for many, a love-it-or-leave-it design. Still, heads swivel when the TL drives by. The more restrained mid-lux sedan owner may roll their eyes at its seemingly robot-inspired sheetmetal, but younger or more adventurous buyers will consider it refreshing. Technophiles will find the TL's collection of digital creases and prominent prow a welcome change from the organic designs of competing sedans. On the inside, there's much less controversy and more to like. Gentle arcs and circles predominate, beautifully melding leather and synthetic, analog and digital in an artful yet logical way that is uniquely Acura. Unfortunately, Acura chooses the cold, harsh light of white/blue LEDs for the TL's overhead illumination.
The standard TL uses a 280-horsepower, 3.5-liter VTEC V-6 that's also under the hood of the Honda Accord to propel the front wheels. Step up to the TL SH-AWD (Super Handling All-Wheel Drive), and you'll get the 305-hp, 3.7-liter V-6 from the RL sedan juicing all four wheels through Acura's capable system that removes any threat of torque steer, displays how its distributing power in the instrument cluster, and almost gives the TL the feel of a rear-wheel-drive sport sedan-as long as you're heavy on the gas. Last year's standard five-speed automatic transmission was joined in late 2009 by an optional six-speed manual. The automatic, though smooth and responsive enough in sedate driving, is a cog short of its competition and responds too slowly in aggressive driving. Both engines are smooth, sweet-sounding, and responsive, but short travel and hair-trigger responses make the accelerator pedal annoying to use.
Both on paper and in hard driving, the TL is a serious player in the luxury sport sedan segment, though it has its shortcomings. Its Honda Accord underpinnings give the 2010 TL generous room front and rear, but such heritage means that even equipped with Acura's Super Handling all-wheel drive, it's front-heavy and not up to the performance par set by its rear-wheel-drive competitors.
Excellent grip and strong acceleration are hallmarks of the SH-AWD model in particular. Powerful brakes slow the 4,000-pound car handily and with confidence. Despite these good traits, when driven tamely in traffic, the TL, including the SH-AWD, feels more like the front-heavy and sensible sedan it is. Big 19-inch wheels also give the SH-AWD a particularly rough ride over irregular surfaces, a problem not evidenced in the base model, which is more comfortable for most purposes.
Cabin space is good, and passenger room front and rear are both ample, with comfortable, supportive seats at all positions. With 13.1 cubic feet of space in the trunk, the 2010 Acura TL is a bit short of some of its competition, but still ahead of the previous-generation TL. Build quality is typically Acura, with solid materials and close tolerances, though there aren't as many options or upgrades available as you'll find at brands like BMW, Mercedes, or Lexus.
When it comes to showcasing a wide range of high-tech features, the 2010 Acura TL is at its best. Interfacing easily with a host of personal electronics, even the base 2010 TL features a standard USB iPod/MP3 interface, an eight-speaker audio system, and a crisp, high-resolution center-mounted display for controlling the infotainment system. The circular controller is as user-friendly as an Apple device, and sound quality is good in base form, thunderous with the 10-speaker optional upgrade. Despite the ease of use, all this gadgetry does necessitate a fair number of buttons, particularly on the steering wheel, meaning the owner's manual may be your best friend for the first few weeks. Once you're familiar with the controls, audio, navigation, Bluetooth hands-free phone operation, and voice commands are all at your fingertips.
The center stack's intuitive click-and-turn interface controls the optional nav system, and an optional voice recognition system makes it even easier to find and input your itinerary. AcuraLink Real-Time traffic and weather functions are built into the nav system, and you can even access Zagat reviews on the fly. The Technology Package unleashes your inner geek, with a climate control system that tracks the sun's position and intensity, dynamically adjusting each side of the TL's cabin to optimize comfort.
The 2010 Acura TL is firmly at the front of the class in crash testing, securing five stars from the National Highway Traffic Safety Administration in frontal and side impact performance for both driver and passenger and earning the Insurance Institute for Highway Safety's Top Safety Pick designation by virtue of its excellent performance in front, side, and rear crash tests, plus its standard electronic stability control. Acura equips all TLs with a full complement of six airbags.
The Bottom Line: Boldly styled and laden with high-tech features, the 2010 Acura TL is a solid value, though enthusiasts might find its overall ability lacking.
Other Choices
If you like the 2010 Acura TL, also consider:
- Audi A4
- BMW 3-Series
- Cadillac CTS
- Hyundai Genesis
- VW Passat
Reason Why
The Audi A4, also new in 2009, is a front-biased, all-wheel-drive-biased sedan just like the TL, but Audi goes to great lengths to move its mass rearward and successfully crafts it into a sportier, more engaging drive. BMW's 3-Series is the benchmark for the class due to its fantastic ride/handling combination, but it's not as roomy and doesn't offer the same dollar-for-dollar value. The Cadillac CTS presents as strong a styling statement as the TL, yet does so in a more appealing way; its well-sorted, rear-wheel-drive chassis, great powertrains, and sumptuous interior complete the CTS's compelling package. Looking somewhat outside the traditional box and starting in the low $30,000 range, yet with an interior that's sized within inches of a Mercedes S550, the rear-wheel-drive Hyundai Genesis sedan is the clear value leader here, but soft handling means it won't win the driver's vote. The Volkswagen Passat also brings strong value and a stylish interior to the table, but like the TL, its front-wheel-drive setup doesn't give it the performance many buyers are seeking.
Buying Tip
Keep an eye out for dealership-offered special "captive" lease and finance deals, as they're likely to give you better value than anything you'll find through your bank or credit union.
| Permalink:2010 Acura TL | |
