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 Rolls-Royce Phantom – Phantom Drophead Coupe Bottom Line
TheCarConnection.com has researched reviews and driven the 2010 Rolls-Royce Phantom, Phantom Coupe, and Phantom Drophead Coupe to bring you this comprehensive review of its safety, performance, styling, comfort, and quality. Resident Anglophiles at TheCarConnection.com also used their drives in other ultra-luxury vehicles to compare and contrast the Rolls-Royce Phantom range with other cars in its lofty class.
Likes
Traditional British styling
Effortless thrust from V-12
Unmatched refinement and quality
Overly conspicuous
Dislikes
Expensive price tag
Old-world styling
Overly conspicuous
Rolls-Royce is a brand that needs no introduction. It would be safe to say people on the farthest reaches of the planet would, at the very least, be acquainted with the name. The 2010 Rolls-Royce Phantom, be it the Sedan, the Coupe, or the Drophead Coupe, is like no other vehicle in production. Some might say it is even the epitome of luxury motoring. The large presence, attention to even the smallest details, and extreme power ensure Rolls-Royce offers the rare combination of an ultra-luxury vehicle engineered in the most modern way possible but with a stark adherence to heritage and tradition.
The 2010 Rolls-Royce Phantom range has a distinctive road presence, which is a mix of old and new. Some might not agree it always goes well together; nevertheless, the styling justifies its position at the forefront in the driving world. The tall radiator grille, Spirit of Ecstasy hood ornament, and massive D-pillar hark back to the days of classic Rolls-Royce models, though one does have to get used to the narrow, rectangular headlamps that seem a little out of place at first. The front end is tall and imposing, just the way it's meant to be. Keeping with its luxury heritage, there's chrome and polished metal everywhere, from the front grille to the exhaust pipes.
Once you step inside the new Phantom, Phantom Coupe, or Phantom Drophead Coupe, you are awed by chromed controls throughout the cabin, a glossy veneered dash, and a more than generous dose of hand-stitched leather. Even in the interior, the marriage between old and new is noticeable when the analog clock rotates out of view to expose a navigation system. Quite akin to older British luxury cars, there are also flip-out wooden "drinks cabinets" and "picnic tables" fitted in the backseat. You may find many of the details rather charming, such as the push-pull stems that control the air vents, the stitching on the seats, and the wood-veneered door paneling, to name a few. It goes without saying that the options are expensive, though it should be noted that, understandably, Rolls-Royce will cater to your every whim.
Traditional luxury is the hallmark of Rolls-Royce, the 2010 Phantom range is a modern performer, which can be largely attributed to BMW's engineering assistance. The 6.75-liter V-12 engine under the hood of all three models is a variation on the 12-cylinder unit found in some big BMW 7-Series sedans. The difference here is that they are designed specifically for use in the Phantom and hand-built by Rolls-Royce engineers. The result is 453 horsepower and 531 pound-feet of torque in a seamless, nearly silent stream of power. Transmitted to the car's rear wheels through a six-speed automatic transmission, the engine's power pushes these nearly 6,000-pound vehicles to 60 mph from rest in less than six seconds. A control-arm front and rear multilink suspension are teamed with self-leveling air springs and electronic damping to produce an ethereal ride quality and surprisingly responsive, but feather-light, steering. Rolls-Royce claims excellent dynamics for the Phantom range, though with a trucklike 47.9-foot turning circle, it can be difficult to push on public roads, let alone park. It should be noted that TheCarConnection.com's testers sampled the cars' effortless straight-ahead feel at more than 100 mph and can attest to their quiet, fleet freeway feel. Fuel economy is shocking at around 13 mpg in the city and 19 mpg on the highway, but one should take into consideration that it's astonishingly high for cars that weigh, at minimum, 5,800 pounds.
The 2010 Rolls-Royce Phantom range uses an aluminum body to house the luxury that comfortably seats five passengers. The reason for aluminum is purely because it is lighter than steel, as well as being strong enough to allow the Phantom's rear doors to open on rear hinges, "coach" style, as the automaker puts it. For those fond of the cold hard facts, the longest variant of the Phantom, the Sedan, is about 19 feet in length (the EWB version is 20 feet), and with a wheelbase of almost 12 feet (12.5 feet in the EWB), it's as long as a MINI Cooper. This is a major contributing factor toward the interior space afforded to the front and rear passengers, as well as the cathedral-like headroom. It's not a ridiculously wide sedan, even though it offers 103 cubic feet of interior volume. Trunk space is wide but not very deep, at 14.1 cubic feet.
Rolls-Royce is not just about the large interior space; it's more about luxury and refinement, and the Phantom does not disappoint. Rolls-Royce selects cows for perfect leather graining and cuts their hides with laser precision, bonds the wood trim to aluminum for durability, and employs furniture makers to blend details like inlaid mother of pearl and banded boxwood into the trim. From the ultra-plush carpeting to the exquisite headliner, the Rolls-Royce Phantom range is an exquisite piece of work.
The Phantom Drophead Coupe—just like the Sedan—is in a class of its own in terms of presence, prestige, and luxury in the world of convertibles. It is 10 inches shorter than the Sedan but doesn't seem any smaller. Entry and exit are a breeze, thanks to the coach-style rear hinged doors. The driving experience and ride in the Drophead Coupe are unlike those of any other convertible; it's devoid of any body roll, and nothing interrupts the smoothness of your ride. One does not wait to see how fast the roof opens and closes before buying this car. A similar story can be told for the Phantom Coupe.
The 2010 Rolls-Royce Phantom, Phantom Coupe, and Phantom Drophead Coupe offer passengers all the safety they would need. The strong aluminum body is backed up by standard dual front, side, and curtain airbags. Those curtain airbags protect rear passengers as well. Anti-lock brakes, along with stability and traction control, are also standard, as are an electronic parking brake and park-distance control sensors for the front and rear. Front and rear cameras are offered as an option, but the Phantom does not include the very latest safety features, like lane-departure warning systems, laser-guided cruise control, or blind-spot detection systems. Understandably, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested these cars.
As mentioned earlier, Rolls Royce will cater to your every whim, and if you aren't sure what your whims may be, the list of options is endless. Though one might complain about the radio and satellite navigation not collaborating well, the sheer number of dazzling options and finishes makes the Phantom a perfect score for features. The leather interior, wood trim, and coach-style rear doors are complemented by a heated windshield, rain-sensing wipers, bi-xenon headlamps, wood-trimmed rear picnic tables, soft-close doors and trunk lid, power front seats, a power tilt/telescopic steering wheel, automatic climate control, a sunroof, heated front and rear seats, twin umbrellas stowed in the coach doors, a retracting Spirit of Ecstasy hood ornament, Bluetooth connectivity, and a Lexicon Logic 7 audio system with 420 watts of power, 15 speakers, a six-stacker CD changer, and satellite radio. The test cars given to TheCarConnection.com come with a vast number of other features, including custom paint ($9,800), seat piping ($2,520), a veneered instrument panel ($1,100), Rolls-Royce logos stitched into the headrests ($620), door-mounted drinks cabinets ($14,600), front and rear cameras ($3,300), a "coolbox" for drinks ($5,200), 20-inch wheels ($6,250), chrome exhausts ($6,000), Starlight headlining ($7,200), iPod integration ($630), a six-stacker DVD changer ($1,550), theater-style rear seating ($10,400), a milled drink-holder box, also known as cup holders ($5,100), Rolls-Royce inlays in the door caps ($1,500), front cup holder veneer trim ($920), silver pinstripes on the door caps ($5,310), a thicker steering wheel ($4,290), a two-tone instrument panel top ($1,230), and a bespoke package of black Rolls-Royce logos on the headrests, chrome window switches, and satin trim on the engine ($5,810). All tallied to a final price of almost $450,000, thus making the Phantom the most expensive car ever road-tested by TheCarConnection.com to date. In addition, Rolls-Royce will fit its cars in almost any way imaginable, depending on your preferences, ranging from turning the glove box into a humidor, to modifying the body for added luggage space in the trunk, to buffing the Ecstasy ornament with 24-carat gold.
The Phantom Sedan is available in either standard or EWB (extended-wheelbase) forms, with a base price beginning at $380,000, not including a $2,000 destination charge and a $3,000 gas-guzzler tax. The Rolls-Royce Phantom EWB starts at a whopping $450,000, while the Coupe will set you back around $408,000 and the Drophead Coupe around $443,000.
The Bottom Line: Anyone who rides in the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe will feel like royalty, but at a starting price of almost $400,000, you'd expect that.
Other Choices
If you like the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe, also consider:
- Maybach 57
- Maybach 62
- Bentley Continental Supersports
- Bentley Continental GTC Speed
Reason Why:
The only real competitors to the 2010 Rolls-Royce Phantom range are the Maybach 57 and 62, and even these can only compete with the Phantom Sedan. They are built by Mercedes-Benz and are technically just as polished as the Rolls-Royce models, but unfortunately their styling is too similar to the much lesser S-Class on which they share a platform. In a segment where owners typically wish to be seen, the design of the Maybachs can be perceived as too conservative. The Bentley Continental Supersports and the lesser Continental GTC Speed are a bit left of center when it comes to the world of ultra-luxury, but their prodigious amounts of power, prestige, and exclusivity are worth a look. Note that unlike the standard Continental models, the Supersports only have two seats.
Buying Tip
Bring some opinions along with you when visiting the showroom, and maybe even some color swatches. The company will fit your Phantom with nearly any option you like—whether they're specific leathers and woods or a different set of crystal champagne flutes. It takes patience, but such is the cost of absolute luxury.
This 2010 Rolls-Royce Phantom Review originally appeared at TheCarConnection.com where you can see more photos and news on the Rolls-Royce Phantom
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2010 Volvo S40 – V50 Bottom Line
The editors of TheCarConnection.com have driven the new Volvo S40 and V50 and present their expert opinion here, along with a comparison to other choices. TheCarConnection.com's auto experts have also researched available road tests on the new Volvo S40 and V50 to produce this conclusive review and help you make sense of differing accounts.
Likes
Large-car refinement combined with compact-car efficiency
Maneuverable around town
Comfy upmarket cabin
Strong safety credentials
Dislikes
Harsh ride (T5)
Pricey options list
Lethargic base engine
Average safety scorecard
The S40 sedan and V50 wagon manage to straddle the line between fuel efficiency, refinement, luxury, and sportiness in a package that doesn't betray Volvo's traditional standards of practicality and safety. On offer for 2010 are a base 2.4i model and high-performance T5, both of which come with a host of upgrades for the latest model year.
The two engines offered with the S40 and V50 are worlds apart in terms of performance. The turbocharged, higher-powered T5 models get a 2.5-liter inline-five, which functions well with either the five-speed automatic or six-speed manual. The engine is rated at 227 horsepower and 236 pound-feet of torque, and is available with either front- or all-wheel-drive configurations. The base 2.4i model comes with a 2.4-liter inline five-cylinder engine making 168 horsepower and 166 pound-feet of torque; though not winning any awards for acceleration, it can be rather fun with the either the manual or automatic.
The 2010 Volvo S40 and V50, while offering the feel and stability of a larger German thoroughbred, are very compact and easy to maneuver in tight spaces. Handling along country roads and high-speed cruising are especially fun in the T5 variant, with the S40 and V50 offering more enjoyment than the larger Volvo models. Considering it falls into the same category as other small sedans, road noise is negligible, though at lower speeds the ride isn't the most rewarding. The available Haldex all-wheel-drive system is electronically controlled and works on an instant of slippage at the front wheels before torque is sent to the rear. It does prove its worth on wet or slippery roads.
Last year, Volvo introduced a new center console and door panel design, along with improved air vents and a repositioned clock, in an effort to boost the number of storage compartments. The S40 and V50's instrument panel design is especially stylish and distinctive, with a thin floating center stack that houses all the audio and climate control functions. In terms of seating, the front provides more than adequate space even for taller drivers, but the back can be a little cramped.
Carrying the Volvo badge means that safety is a high priority. To prove that point are offerings such as Volvo's latest Blind Spot Information System (BLIS), which uses a light at the base of the side mirror to warn the driver when a car is present in the blind spot; it remains an option on the 2010 Volvo S40 and V50. Also available is a new integrated child booster-seat system—a Volvo exclusive. Active bi-xenon headlamps, which swivel in the direction the car is steered, are available on the T5, as are a navigation system and keyless drive. The S40 and V50 includes front side impact airbags, side curtain bags for front and rear outboard occupants, anti-lock brakes, and electronic stability control. Despite all the safety features, the Volvo does not achieve perfect test scores, though they are high. It tests at a mix of four- and five-star ratings from the federal government and with both "good" and "acceptable" ratings from the Insurance Institute for Highway Safety (IIHS).
The list of standard features is endless, with keyless entry, cruise control, and an 80-watt, six-speaker sound system all offered on the base 2.4i. Upgrade to the sporty T5 model and you get a whole lot more—including the turbocharged engine, a flashier alloy wheel design, fog lamps, electronic climate control, aluminum accents, and an upgraded audio system. As with last year, numerous features that were usually optional are now standard equipment, including 17-inch Spartacus wheels, Sirius Satellite Radio, a six-disc in-dash CD player, MP3 capability, front fog lights, a power moonroof, and a trip computer. The list of upgrades on the T5 also include a sporty body kit with color-coordinated side skirts and spoilers, aluminum sport pedals, a sports steering wheel, premium leather seating trim with embossed R-Design logos, a sports shift knob, and a watch dial instrument cluster.
The Bottom Line: The 2010 Volvo S40 and V50 are ideal for inner-city confines, and with both economical and sporty models on offer, most buyers should be able to find a package they're comfortable with.
Other Choices
If you like the 2010 Volvo S40 or V50, also consider:
- Acura TSX
- Audi A4 Avant
- Saab 9-3
- Subaru Impreza/WRX
- Volkswagen Jetta
Reason Why:
At $10,000 less than the Volvo S40 and V50, the Jetta may provide the most value in this class, thanks to a five-cylinder engine that gives the Volvo 2.4-liter mill some stiff competition. The Jetta, both the sedan and wagon, also offers a roomier backseat and matching features. A much more affordable alternative is the Subaru Impreza. In its base 2.5i form, it comes with standard all-wheel drive and performance from its horizontally opposed four-cylinder engine similar to the base five in the Volvo. All things considered, the sporty Impreza WRX model offers performance that rivals the T5, at a lower price. The Saab 9-3 is another alternative, bringing good, sharp handling and decent performance, but its ride can be choppy and its interior isn't especially roomy. The Acura TSX, which includes the superior service of Acura dealerships, has especially nimble handling, a good ride, and impressive fuel efficiency, but its backseat is somewhat cramped. However, the Acura, along with the Audi A4, is pricier than the Volvos. It must also be noted that if safety is a priority, the S40 and V50 are unmatched in this segment of cars.
Buying Tip
The 2010 Volvo S40 and V50 offer an integrated child booster option for those who have little ones to fill the backseats.
This 2010 Volvo S40 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volvo S40
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2010 Toyota Camry Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Toyota Camry Hybrid to bring you this hands-on review that covers styling, performance, safety, utility and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Toyota Camry Hybrid to produce this hands-on road test.
Likes
Higher fuel efficiency with decent acceleration
Comfortable, smooth ride quality
Excellent noise suppression
Dislikes
Bland styling with no obvious hybrid identity
Handling that's less capable than other Camrys
Steady speed hard to maintain with using cruise
The 2010 Toyota Camry Hybrid is, basically, the standard midsize Camry sedan with a different and far more frugal hybrid powertrain. For the 2010 model year, Toyota has given the Camry Hybrid revised instruments and a very mild restyle that includes a unique and distinctive grille.
Hybrids sell on fuel economy, and the 2010 Toyota Camry Hybrid is rated by the EPA at 33 mpg city / 34 mpg highway, for a combined rating of 34 mpg. The Hybrid Synergy Drive system, used in the Prius and every other Toyota hybrid, is a "full hybrid" system, meaning it is capable of moving the car on electric power alone under some circumstances. When more power is needed and at higher speeds, the system combines power from the 40-horsepower electric motor and the 147-horsepower, 2.4-liter gasoline engine, which also recharges the battery when coasting or braking. The system is well integrated into the car, though the battery pack cuts trunk space by about one third (from 14.5 to 10.6 cubic feet).
Toyota has built more hybrids than any other carmaker, and it shows. The 2010 Toyota Camry's powertrain is so smooth and unobtrusive that with the sound system working, it's almost impossible to tell when the gasoline engine switches on and off; passenger have to look at the instrument panel display to tell for sure. Like the rest of the Camry line, the Hybrid's ride is soft and well damped. The interior is spacious, with plenty of room for five adults and plenty of legroom in the rear. The handling is good, but the Hybrid weighs more than the standard car, so it's not quite as nimble.
The Camry Hybrid, like most Toyotas, does well on the safety scale. It is fitted with a total of seven airbags, including front-seat, full-length curtain, and front side-impact airbags, plus a knee airbag for the driver. Electronic stability control, which Toyota calls Vehicle Dynamics Integrated Management (VDIM), is also standard to modulate the throttle, individual wheel brakes, and even the steering to keep the Camry Hybrid stable on slippery surfaces. The Camry Hybrid won five stars, the highest rating, in the federal government's crash tests, while a non-hybrid Camry was rated "good" in tests by the Insurance Institute for Highway Safety (IIHS). The IIHS rated that Camry "marginal" for the rear-impact test only.
The 2010 Toyota Camry Hybrid offers so many standard features that it's equivalent to the highest XLE trim level on a regular Camry, plus a smart-key system. Among them are dual-zone automatic climate control, a 440-Watt JBL audio system with Bluetooth, a power glass moonroof, leather interior with reclining rear seats, 16-inch aluminum wheels, and an ionizing system for interior air. Options include a navigation system, heated front seats, and heated outside mirrors.
The Bottom Line
The 2010 Toyota Camry Hybrid offers all the benefits of the well-known Camry sedan with Toyota's proven, reliable hybrid system to hit the market's sweet spot.
Other Choices
If you like the 2010 Toyota Camry Hybrid, also consider:
Ford Fusion Hybrid
Mercedes-Benz E320 BlueTEC
Nissan Altima Hybrid
Toyota Prius
Reason Why
For the first time, the Camry Hybrid faces serious competition. It comes from the Ford Fusion Hybrid, new in 2010, which achieves higher mileage ratings and offers all-electric running up to 47 mph, not to mention tighter handling. The Fusion Hybrid receives rave reviews, and sells well enough to make it a neck-and-neck battle. The Altima Hybrid, available only in certain states, is also a full hybrid; its mileage and performance are similar to the Camry Hybrid, but its better handling is offset by a little less interior space. Buyers who do lots of high-speed mileage may want to consider the clean-diesel Mercedes-Benz E320 BlueTEC, which delivers 32 mpg highway-albeit at a much higher price. Finally, the Toyota Prius was completely redesigned for 2010 as well, with a nicer interior and more optional features. If you're OK with a hatchback and the Prius appearance, it's worth considering for its combined EPA rating of 50 mpg.
Buying Tip
The 2010 Toyota Camry Hybrid is almost $3,000 less than the nicest XLE model of a V-6 Camry. And with the arrival of the Ford Fusion Hybrid, Toyota dealers have stiff competition to the Camry Hybrid for the first time, so they may be more willing to bargain on price than in previous years.
This 2010 Toyota Camry Hybrid Review originally appeared at TheCarConnection.com where you can see more photos and news on the Toyota Camry Hybrid
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2010 GMC Yukon–XL–Denali Bottom Line
Likes
Upscale looks
Refined interior
Powerful acceleration
Hefty towing ability
Dislikes
Poor fuel economy
XL's big turning circle
Third-row seats are tight, tough to reach
Third-row seat doesn't fold flat
The imminent arrival of electric vehicles and plug-in hybrids might lead you to believe that full-size SUVs are a thing of the past. Not true: GM builds many of the big profit-making machines, and with the GMC Yukon / XL / Denali lineup, it sells one of the best full-size utes on the market. Similar to the Chevrolet Tahoe and Suburban, as well as the Cadillac Escalade, the Yukon range gets distinctive styling inside and out, a luxurious Denali trim, and a Yukon Hybrid model covered separately. With a base price of $38,000 that rises to more than $56,000, the Yukon competes with the Chevrolet Tahoe and Suburban, the Cadillac Escalade, the Ford Expedition, the Lincoln Navigator, the Infiniti QX56, and the Toyota Sequoia.
The Yukon lineup hasn't changed much since the revamped versions arrived in the 2007 model year. They're handsome machines, with good proportions and a minimum of unnecessary detailing. A big GMC grille is framed simply by tall headlamps, and big windows are in good proportion to the Yukon's tall side metal. Yukon XL are 20 inches longer than standard Yukons, and the extra length goes right into the rear windows and metal, which takes the shape out of balance, but it's still nicely drawn. The Yukon's interior has slight differences depending on seating configuration; six-seat versions have a high dash without a center console, while five-seat versions get a wide center storage console. Either shows off a quantum leap in interior quality and styling for the big SUV. There's a wide swath of wood grain trim on some versions, softly rounded corners with tight-fitting, tightly grained plastics, with options for fine leather seats. Denali versions add more luxury touches, like a honeycomb grille up front and Nuance leather and chrome details to the cabin.
With two body styles, three trim levels, and three basic engine variants, the Yukon's performance envelope could be unmanageable-but all versions have good acceleration and ride quality, light steering, and little if any handling feedback (they're huge trucks, after all), as well as pretty dismal fuel economy. Standard-issue 2010 GMC Yukons offer a standard 5.3-liter V-8 with 320 hp in the shorter Yukon and 310 hp in the longer Yukon XL. Both of the smaller V-8s have plenty of torque to move the Yukon with authority, even with a full load, and fuel economy is quite respectable for such a huge vehicle, with ratings of 14/20 mpg from the EPA. A special Yukon XFE edition has the same power output as the smaller base SUV, but with a taller transmission final-drive ratio for better fuel economy, at 15/21 mpg. The Yukon XL and both Denali editions offer a 403-hp, 6.2-liter V-8, as an option on the XL and standard on either the Yukon Denali or the Denali XL. It's the pick for the toughest towing demands and accelerates smartly with a rich engine note, but mileage will only reach 12/19 mpg at most, even with new cylinder-deactivation technology applied. There's plenty of reserve power for hills, quick passing maneuvers, and full loads.
A single six-speed automatic transmission is offered across the Yukon lineup. In all applications, the six-speed automatic shifts smoothly but responsively. All Yukon SUVs can be ordered with available four-wheel drive. A single-speed transfer case system is standard on Yukons; a two-speed transfer case is an option on Yukon and Yukon XL; and Denali editions come with on-demand four-wheel drive. On all versions, the steering feels light but not communicative, and bumps are positively smothered by the massive curb weight and big coil-spring suspension. The GMC Yukon Denali models all get GM's Autoride electronically controlled damping system, which does a great job bringing good ride comfort and decent steering response through the big 20-inch wheels. Overall, the Denali isn't tremendously maneuverable, but it handles surprisingly well on back roads; you'll quickly forget that you're piloting a 6,000-pound vehicle that can tow up to 8,600 pounds.
Two different body styles both have plenty of room for five or six passengers in the 2010 Yukon-and the stretched Yukon XL can carry an astounding amount of stuff. The standard 2010 GMC Yukon rides on a 116-inch wheelbase, with an overall length of 202 inches. The extended-wheelbase 2010 Yukon XL Denali model adds about 20 inches of overall length and 14 inches of wheelbase, which goes to a more accessible third row and larger cargo capacity in back. That brings its total length up to 222 inches (more than 18 feet), which many city dwellers or even those who frequent shopping malls might find too large to fit easily into conventional parking spaces. Several seating configurations are offered on the 2010 GMC Yukon; in front, the seats are very generously sized and supportive, with a good view of the road ahead. The first two rows can be equipped with bench seats or buckets (called captain's chairs here); a third-row bench seat is standard on Yukon XL models and available on the Yukon. The Denali comes with captain's chairs in the first and second row, with a second-row bench seat offered as a no-charge option. A third-row bench seat has seating for up to three more in back, but in any Yukon, the third-row seat is a bit difficult to clamber into. With the third row removed and the second row folded, the Yukon XL has a huge 137.2 cubic feet of cargo space, and there's still respectable room for cargo with people in all three rows. Keep in mind that in the standard-length version, there's very little space behind the last row; it has 108.9 cubic feet with the second and third rows down, but just 16.9 cubic feet with the third-row seat raised.
Safety features and good crash-test scores are a highlight of the 2010 Yukon lineup. The Yukon gets five-star ratings from NHTSA (National Highway Traffic Safety Administration) in both front and side-impact crash tests, though it earns only a three-star rollover rating. To help make up for that, its StabiliTrak stability control system includes rollover mitigation. The IIHS (Insurance Institute for Highway Safety) has not yet tested the big GM utes. Standard safety equipment includes dual front, side, and curtain airbags; traction and stability control; OnStar; and tire pressure monitors. A blind-spot warning system is available on all Yukons; also optional on the base Yukon and Yukon XL are a rearview camera, rear parking sensors, and power-adjustable pedals, all of which are standard on Denali editions.
Workhorse editions of the 2010 GMC Yukon can be ordered fairly stripped-which still includes power features, air conditioning, and an AM/FM/CD/MP3 player with an auxiliary and a USB port-but Denali versions approach Cadillac levels of luxury features. Other standard features on the Yukon include XM satellite radio; Bluetooth; steering-wheel audio controls; cruise control; and 17-inch wheels. Options include a rear air conditioner; a DVD navigation system with voice controls; a DVD rear-seat entertainment system; leather upholstery; a Bose premium sound system; real-time traffic; remote starting; 115-volt power outlets; power heated front seats; ventilated front seats; and a sunroof. Denali editions come absolutely loaded with luxury and convenience features, including tri-zone automatic climate control, a power-folding second-row seat, parking sensors, and remote starting. The Denali also gets a standard Bose Centerpoint surround-sound system with 10 speakers and XM Satellite Radio, as well as ventilated seats up front and a heated second-row seat. Denali options include the DVD navigation and entertainment systems, a sunroof, and power-retractable assist steps.
The Bottom Line: The 2010 GMC Yukon Denali gives the moneyed truck aficionado a luxurious, comfortable way to pull thousands of pounds of lifestyle accessories.
Other Choices:
If you're interested in the 2010 GMC Yukon Denali, also consider:
- Cadillac Escalade
- Ford Expedition
- Lincoln Navigator
- Nissan Armada
- Toyota Sequoia
Reason Why:
Among full-size SUVs, the Yukon lineup has competition within GM itself. The Cadillac Escalade is a glitzier cousin and uses the top Denali powertrain. The Ford Expedition is positioned exactly on top of the Yukon and Yukon XL, with a duo of V-8 engines and heavy-duty versions paired with short- and long-wheelbase versions, while the Denalis have some competition in the form of the Lincoln Navigator and Navigator EL-both handsomely styled, with a cockpit bathed in LED lighting and a 1960s flair. From Toyota comes a Sequoia with a single body style and a powerful V-8, but controversial styling. And though Nissan also offers an Infiniti QX56 seven-passenger SUV, the Yukon lineup is priced more closely against the less-expensive Nissan Armada, which got a nice new interior last year and continues for 2010, despite Nissan's uncertain plans for future full-size trucks and SUVs.
Buying Tip
If it's mostly people-hauling you plan to do and you're not in love with the Denali's imposing look, you might want to consider the smaller, more carlike GMC Acadia. It can seat seven, and it's considerably more fuel-efficient, while remaining nearly as spacious as the Yukon.
This 2010 GMC Yukon Review originally appeared at TheCarConnection.com where you can see more photos and news on the GMC Yukon
| Permalink:2010 GMC Yukon--XL--Denali Bottom Line | |
2010 Maserati Quattroporte Bottom Line
The editors of TheCarConnection.com have driven the Quattroporte and present their own impressions and details in this Bottom Line to help provide you with the best information. TheCarConnection.com has also read reviews from a wide range of Web sites and publications, bringing you the highlights in a definitive review.
Likes
Not the most common car
Sports-car-like interior feel
Responsive steering
Quality finishing
Dislikes
Rattling interior
Limited headroom in the rear
Small trunk
Erratic ride
Judging from the sexy design and appeal of the 2010 Maserati Quattroporte, one would never guess that it had been in production for five years. In this case, that isn't a bad thing because the car has been refined over the years; in the looks department, it's still great.
One can easily spot the car due to its strikingly unique looks, with a sharklike front end, an aggressively raked windshield, and a smoothly sculpted roofline that leads to a very elegant tail; the vehicle's designers have reached a compromise between sports car and elegance. Unlike German luxury sedans, the Maserati offers a richer interior with a lot of woodwork and little touches like leather piping.
That said, the 2010 Maserati Quattroporte is a very different machine from luxury cars such as the Mercedes-Benz S-Class; it's more of a four-door sports car than a sporty luxury sedan. On patchy back roads, the suspension can get a bit jittery, yielding more road noise than you might expect. Also worth mentioning, though some might not complain, is the Ferrari-designed, dry-sump V-8 under the hood, which causes a constant rumbling accompaniment. To a car enthusiast, that is part of the Maserati's appeal; its faint rumble in gentle driving yields to more urgent sounds under brisk acceleration and a tuneful wail by the time it reaches its 7,500-rpm redline.
The offerings from Maserati on the 2010 Quattroporte is a 400-horsepower, 4.2-liter V-8 engine, while the Quattroporte S gets a 425-horsepower 4.7-liter engine and the newer Quattroporte Sport GT S picks up a 434-horsepower version of the 4.7-liter mill. Though Quattroportes in previous model years were fitted with the rough Duo-Select gearbox—one of the worst automated manual transmissions TheCarConnection.com has tested and especially out of place on a sedan—the 2010 Quattroporte, just like last year, comes only with the six-speed ZF automatic transmission first offered two years ago on the Quattroporte Automatica.
The 2010 Maserati Quattroporte has huge Brembo brakes with a pedal feel that's exotic-car firm and secure from triple-digit speeds to supplement the power offered. It may not outpace an exotic sports car—the standard model takes 5.6 seconds to reach 62 mph, while the Sport GT S takes just 5.1 seconds—you'll hardly feel its 4,400-pound curb weight and often think you're in a much smaller car. Accentuating the car's handling is a front and rear double-wishbone suspension and the recommended Skyhook air suspension, which, while offering a decent ride, is still tight when required. For those in need of a tighter ride, there is also a Sports mode.
The Quattroporte's powertrain is extremely rewarding with the six-speed automatic, considering the skepticism aimed at automatic performance cars. Switch the gear into the manual mode and the paddle-shifters beside the rather small steering wheel are activated, providing a precise-feeling click when they're pulled back and delivering an almost instant shift. With a little throttle blip, the downshifts are smooth and effortless, though of course, one can always leave it in drive and not worry about shifting.
Due to side pillars that angle inward more steeply toward the roof than is typical, along with a prominent center console that restricts the driver and passenger footwells, the cosy interior gives you the feeling of a sports car's cockpit. Other than limited headroom in the rear seats, the front ones are fitted and the rear is spacious enough to accommodate adults, though it must be noted that comfort isn't really the Quattroporte's strong point. As can be expected with such a beautiful design, there are a few sacrifices to be made, such as a small trunk that's only large enough for a single big suitcase and a couple of weekend bags.
The 2010 Maserati Quattroporte prides itself on exclusivity, with just a few thousand examples located across all of the United States. You're unlikely to encounter another one in the same color and style, if at all. Since most Quattroportes are built to order, there's a wait time of about four months, plus multiple upholstery, paint, and interior trim combinations.
There aren't any independent crash-test results for the Quattroporte, but with seat-mounted side airbags up front and head-protecting curtain bags covering the front and rear, the car at least covers the bases. Anti-lock brakes and stability control are standard, as are great bi-xenon HID headlamps.
The Bottom Line: The 2010 Maserati Quattroporte cleverly disguises a sports car as a four-door sedan.
Other Choices
If you like the 2010 Maserati Quattroporte, also consider:
- Bentley Continental Flying Spur
- Mercedes-Benz S63 AMG
- Audi S8
- Aston Martin Rapide
- Porsche Panamera
Reason Why:
The Maserati Quattroporte is relatively unique in the market for now, but with the Aston Martin Rapide and Porsche Panamera soon hitting the roads, that will change. The Rapide is probably the closest to the Quattroporte in terms of luxury, exclusivity, and performance but goes one better by offering a bespoke V-12 engine and a 470-horsepower output. The Panamera offers even greater performance than the Rapide but with a lower price tag. However, the Quattroporte and Rapide are in a different league to the Panamera when it comes to badge cred. The Mercedes-Benz S63 AMG comes close to the Maserati in performance, but it feels much heavier and doesn't handle as well. The Bentley Flying Spur is a near match from another direction; it's very exclusive, like the Quattroporte, but it's more of the strong-and-silent type. For high-speed highway storming, it's our choice over the Maserati, though. A more affordable alternative is the Audi S8, which packs a V-10 punch and all-wheel-drive surefootedness. However, the S8 is the type of car you buy when you don't want to be seen, which is a typically low concern for shoppers in this segment.
Buying Tip
Before making any color and material combination choices, try seeing an actual example first. Most combinations will look great, like our pearly black exterior and rosy-tan Cuoio Sella leather and rosewood trim interior, but it's hard to guess from simply looking at a brochure.
This 2010 Maserati Quattroporte Review originally appeared at TheCarConnection.com where you can see more photos and news on the Maserati Quattroporte
| Permalink:2010 Maserati Quattroporte Bottom Line | |
2010 Maserati GranTurismo GranTurismo Convertible Bottom Line
TheCarConnection.com has driven the GranTurismo to bring you firsthand impressions and an overall assessment here in this Bottom Line. Then to bring you a wide range of opinions, TheCarConnection.com has handpicked highlights from many consumer and enthusiast publications that have also reviewed or tested the 2010 Maserati GranTurismo in person.
Likes
Badge cred
Sonorous Ferrari-built V-8
Superb steering
Luxurious interior
Comfortable seating position
Dislikes
Stiff ride
Seats could be more supportive
No manual option
No cool gadgets
Two years ago, the Maserati GranTurismo replaced the GranSport model. The lineup was then expanded last year with the introduction of the more powerful GranTurismo S, as well as a new ZF six-speed automatic in replacement of Maserati's previous robotized semi-manual transmission. This year sees the introduction of the GranTurismo Convertible, also called GranCabrio, which is easily the pick of the bunch if money is no option.
The 2010 Maserati GranTurismo has a very attractive silhouette, keeping up with the sleek voluptuous design that one would expect of an Italian exotic. You need to see the GranTurismo up close to really appreciate its beauty, which is dominated by the curves, the low front end, the flared rear fenders, and the oversized front grille.
The standard 2010 Maserati GranTurismo comes equipped with a 405-horsepower 4.2-liter V-8, while the sportier GranTurismo S gets a 4.7-liter engine with 433 horsepower on tap. Both engines are a variation of an original Ferrari design and, as expected, sound wonderful when revved hard. The GranTurismo Convertible also gets the more powerful 4.7-liter V-8. Standard across the GranTurismo range is a six-speed ZF automatic transmission. After being introduced last year, it has proven to be an excellent replacement for the old Duo-Select automated manual gearbox. The ZF automatic shifts quickly and decisively, and it seems to react more promptly to throttle inputs and steep grades than most automatics. Click the paddles alongside the steering wheel, and it almost instantaneously commands a shift. The 0-60 mph run now takes just 5.1 seconds in the GranTurismo, while the GranTurismo S gets there in 4.5 seconds. Top speeds are 177 mph and 183 mph, respectively. The GranTurismo convertible, despite having the more powerful engine, is the slowest of the pack with a 0-60 mph sprint time of 5.3 seconds and a top speed of 176 mph. The slight performance differential is due to the extra weight of chassis strengthening required when removing a car's roof.
The 2010 Maserati GranTurismo manages to handle in a very nimble fashion in tight corners, aided by the quick ratio steering. This allows even the most amateur of drivers to attack hairpins with ease despite the fact that the car is considerably heavier than its rivals. The famous Skyhook-derived suspension provides a firm ride coupled with little body motion, and changing the driving mode to Sport as expected firms up the ride further, as well as increasing throttle sensitivity. Stopping power from the brakes is excellent, with the resistance on the pedal reminiscent of other exotics and classics.
In comparison with other coupes of this size and class, the interior of the GranTurismo offers slightly narrower seats and footwells. The car's cabin feels intimate, due to quality materials and soft, minimally processed leather quite unlike the stiff slippery type on mass-produced luxury coupes. The seats, while great looking, are also rather flat and can get slightly uncomfortable on long journeys. The two rear seats are more for show than any practical use, as it is too small for adults to get in and out of, let alone sit in it. The headroom is also rather limited due to the design of the pillars, which slope inward to the roof. However, compared to previous Maseratis, the driving position is still much more accommodating for taller and larger people. The trunk is also a bit tight, with only enough space to carry a small suitcase or a couple of little duffel bags. Fans of top-down cruising will also be glad to know the GranTurismo Convertible's trunk space is the same with the top up or down, meaning you won't have to abandon your overnight luggage by the side of the road should thunderclouds loom on the horizon. The whole affair is surprisingly refined, though; it's interesting to note that the 2010 GranTurismo proves to be remarkably civilized when driven with ease.
Unfortunately the 2010 Maserati GranTurismo has not been crash-tested, though the safety-feature list is competitive; seat-mounted side airbags and head-protecting curtain bags are included, along with anti-lock brakes and stability control all as standard.
All GranTurismos are built to order and are highly customizable. For example, customers can pick from eight different upholstery colors (including the very bright-red Rosso Corallo), three different wood veneers, ten different dash surfaces, and a tremendous number of combinations for steering-wheel trim, carpets, and seat stitching.
The Bottom Line: With its gorgeous styling and Ferrari-built engine, the 2010 Maserati GranTurismo is hard to fault.
Other Choices
If you like the 2010 Maserati GranTurismo, also consider:
- Aston Martin V8 Vantage
- Ferrari California
- Jaguar XKR
- Porsche 911
- Audi S5
Reason Why:
The 2010 Maserati GranTurismo is big, powerful, and extremely comfortable. The stunning tourer has the heart of a Ferrari but without the exorbitant price tag of its fellow Italian rivals, though it's hardly what you would call affordable. The Jaguar XKR probably comes closest in terms of dynamics and performance but costs tens of thousands less. The Ferrari California is also very similar to the GranTurismo in terms of specs, but its price tag is much higher and most find its styling less appealing. The Porsche 911 is more for performance buffs who appreciate the precision engineering and the unique driving experience that only a Porsche can deliver. For buyers on a smaller budget, Audi's S5 offers similar V-8 grand touring performance and an equally nice interior but a price tag that's almost half that of the Maserati.
Buying Tip
Maserati allows for a wide range of color combinations for the exterior and interior, not all of which are pleasant; when in doubt, heed the advice of the dealership.
This 2010 Maserati GranTurismo Review originally appeared at TheCarConnection.com where you can see more photos and news on the Maserati GranTurismo
| Permalink:2010 Maserati GranTurismo GranTurismo Convertible Bottom Line | |
2010 Maserati GranTurismo – GranTurismo Convertible Bottom Line
TheCarConnection.com has driven the GranTurismo to bring you firsthand impressions and an overall assessment here in this Bottom Line. Then to bring you a wide range of opinions, TheCarConnection.com has handpicked highlights from many consumer and enthusiast publications that have also reviewed or tested the 2010 Maserati GranTurismo in person.
Likes
Badge cred
Sonorous Ferrari-built V-8
Superb steering
Luxurious interior
Comfortable seating position
Dislikes
Stiff ride
Seats could be more supportive
No manual option
No cool gadgets
Two years ago, the Maserati GranTurismo replaced the GranSport model. The lineup was then expanded last year with the introduction of the more powerful GranTurismo S, as well as a new ZF six-speed automatic in replacement of Maserati's previous robotized semi-manual transmission. This year sees the introduction of the GranTurismo Convertible, also called GranCabrio, which is easily the pick of the bunch if money is no option.
The 2010 Maserati GranTurismo has a very attractive silhouette, keeping up with the sleek voluptuous design that one would expect of an Italian exotic. You need to see the GranTurismo up close to really appreciate its beauty, which is dominated by the curves, the low front end, the flared rear fenders, and the oversized front grille.
The standard 2010 Maserati GranTurismo comes equipped with a 405-horsepower 4.2-liter V-8, while the sportier GranTurismo S gets a 4.7-liter engine with 433 horsepower on tap. Both engines are a variation of an original Ferrari design and, as expected, sound wonderful when revved hard. The GranTurismo Convertible also gets the more powerful 4.7-liter V-8. Standard across the GranTurismo range is a six-speed ZF automatic transmission. After being introduced last year, it has proven to be an excellent replacement for the old Duo-Select automated manual gearbox. The ZF automatic shifts quickly and decisively, and it seems to react more promptly to throttle inputs and steep grades than most automatics. Click the paddles alongside the steering wheel, and it almost instantaneously commands a shift. The 0-60 mph run now takes just 5.1 seconds in the GranTurismo, while the GranTurismo S gets there in 4.5 seconds. Top speeds are 177 mph and 183 mph, respectively. The GranTurismo convertible, despite having the more powerful engine, is the slowest of the pack with a 0-60 mph sprint time of 5.3 seconds and a top speed of 176 mph. The slight performance differential is due to the extra weight of chassis strengthening required when removing a car's roof.
The 2010 Maserati GranTurismo manages to handle in a very nimble fashion in tight corners, aided by the quick ratio steering. This allows even the most amateur of drivers to attack hairpins with ease despite the fact that the car is considerably heavier than its rivals. The famous Skyhook-derived suspension provides a firm ride coupled with little body motion, and changing the driving mode to Sport as expected firms up the ride further, as well as increasing throttle sensitivity. Stopping power from the brakes is excellent, with the resistance on the pedal reminiscent of other exotics and classics.
In comparison with other coupes of this size and class, the interior of the GranTurismo offers slightly narrower seats and footwells. The car's cabin feels intimate, due to quality materials and soft, minimally processed leather quite unlike the stiff slippery type on mass-produced luxury coupes. The seats, while great looking, are also rather flat and can get slightly uncomfortable on long journeys. The two rear seats are more for show than any practical use, as it is too small for adults to get in and out of, let alone sit in it. The headroom is also rather limited due to the design of the pillars, which slope inward to the roof. However, compared to previous Maseratis, the driving position is still much more accommodating for taller and larger people. The trunk is also a bit tight, with only enough space to carry a small suitcase or a couple of little duffel bags. Fans of top-down cruising will also be glad to know the GranTurismo Convertible's trunk space is the same with the top up or down, meaning you won't have to abandon your overnight luggage by the side of the road should thunderclouds loom on the horizon. The whole affair is surprisingly refined, though; it's interesting to note that the 2010 GranTurismo proves to be remarkably civilized when driven with ease.
Unfortunately the 2010 Maserati GranTurismo has not been crash-tested, though the safety-feature list is competitive; seat-mounted side airbags and head-protecting curtain bags are included, along with anti-lock brakes and stability control all as standard.
All GranTurismos are built to order and are highly customizable. For example, customers can pick from eight different upholstery colors (including the very bright-red Rosso Corallo), three different wood veneers, ten different dash surfaces, and a tremendous number of combinations for steering-wheel trim, carpets, and seat stitching.
The Bottom Line: With its gorgeous styling and Ferrari-built engine, the 2010 Maserati GranTurismo is hard to fault.
Other Choices
If you like the 2010 Maserati GranTurismo, also consider:
- Aston Martin V8 Vantage
- Ferrari California
- Jaguar XKR
- Porsche 911
- Audi S5
Reason Why:
The 2010 Maserati GranTurismo is big, powerful, and extremely comfortable. The stunning tourer has the heart of a Ferrari but without the exorbitant price tag of its fellow Italian rivals, though it's hardly what you would call affordable. The Jaguar XKR probably comes closest in terms of dynamics and performance but costs tens of thousands less. The Ferrari California is also very similar to the GranTurismo in terms of specs, but its price tag is much higher and most find its styling less appealing. The Porsche 911 is more for performance buffs who appreciate the precision engineering and the unique driving experience that only a Porsche can deliver. For buyers on a smaller budget, Audi's S5 offers similar V-8 grand touring performance and an equally nice interior but a price tag that's almost half that of the Maserati.
Buying Tip
Maserati allows for a wide range of color combinations for the exterior and interior, not all of which are pleasant; when in doubt, heed the advice of the dealership.
This 2010 Maserati GranTurismo Review originally appeared at TheCarConnection.com where you can see more photos and news on the Maserati GranTurismo
| Permalink:2010 Maserati GranTurismo - GranTurismo Convertible Bottom Line | |
2010 Dodge Charger Bottom Line
TheCarConnection.com has read a wide range of reviews that evaluate the 2010 Dodge Charger, then handpicked highlights for this conclusive full review. TheCarConnection.com's editors have also driven several versions of the Dodge Charger, including the HEMI-powered Dodge Charger SRT8, to provide you with a definitive Bottom Line opinion of this reinvented muscle car.
Likes
Decent handling
Throaty V-8
Muscle-car panache
Intuitive layout for the controls
Dislikes
Poor fuel economy
Vague steering feel
Firm ride
Lack of manual transmission across range
The latest incarnation of the Charger is entering its fourth year of production, though lack of sales is not something Dodge is worried about. This can be attributed to its unique styling, which still looks fresh after all these years. The 2010 Dodge Charger has hardly changed, maintaining its sleek profile, which blends modern sedan styling accents with a traditional muscle-car appearance.
The Dodge Charger is offered with a wide range of engines and trim levels, and it appeals to a very wide audience. The base engine in this four-door sedan is a 2.7-liter, 178-horsepower V-6 that moves the SE model, while a 3.5-liter, 250-horsepower V-6 is optional for the SE and standard on the SXT. For those who are a little more performance minded, the Dodge Charger R/T comes with a 5.7-liter HEMI V-8 that pumps out 368 horsepower and can rocket the car from 0-60 mph in just six seconds. Last year saw the introduction of variable valve timing and a revised optional all-wheel-drive system for the Charger R/T that helps boost fuel economy. As the ultimate edition of the Dodge Charger, the SRT8 is offered with a pavement-pounding 6.1-liter HEMI V-8 that produces 425 horsepower. Engineered by Chrysler's Street and Racing Technology (SRT) group, the STR8 gets to 60 mph in about five seconds, while still being complacent enough to be used as a daily driver. Last year, Dodge boosted the fuel economy of the model.
Against the decades-old heritage of American muscle cars, the Dodge Charger is surprisingly good at going around corners—just one of the many points it has to boast about. It sits on top of a chassis that was developed when Chrysler and Mercedes-Benz were still together, which serves the Charger well, offering good handling and acceleration. The Dodge Charger SRT8, for example, has a sub-14-second quarter-mile time and a top speed in excess of 150 mph. Performance is adequate with even the base V-6 engine, though it's really not that much more fuel-efficient than the bigger V-8s.
Anti-lock disc brakes and stability control are standard on all Chargers except for the base SE, which has them as options. Side curtain airbags have been made standard for 2010, but front-seat side airbags are no longer available for 2010. The Charger has a mix of good and bad crash-test ratings; it's been rated "good" for frontal impact but only "moderate" for side impact from the IIHS. However, the federal government gives it five stars in all frontal and side tests.
The 2010 Dodge Charger is equipped decently but not lavishly. Standard features include air conditioning, a tilt/telescoping steering column, and a sound system with CD player and auxiliary iPod jack. The Dodge Charger SE also gets standard aluminum wheels and upgraded interior accents. Standard LED lighting for the cup holders provide extra illumination inside the cabin, while the SXT gets optional LED illuminated door map pockets (these pockets are standard on the Charger R/T).
Among the available features offered by the Dodge Charger lineup are heated seats, the MyGIG hard-drive entertainment package, and the superb Sirius Backseat TV system that brings live satellite television into the Charger.
The Bottom Line: The 2010 Dodge Charger is starting to show its age against many of its rivals, but its muscle-car appeal and low pricing will never get old.
Other Choices
If you're interested in the 2010 Dodge Charger, also consider:
- Ford Taurus
- Hyundai Genesis
- Nissan Maxima
- Chevrolet Impala
Reason Why:
The 2010 Dodge Charger doesn't have any direct competition from its fellow domestic brands, but it's hard to look past some foreign rivals like the Hyundai Genesis. If rear-wheel drive is not a must, the Ford Taurus and Chevrolet Impala are both worthy rivals, though their performance is a little blander than the muscle-car-inspired Charger. The Taurus SHO is a completely different beast thanks to its powerful EcoBoost V-6 engine and all-wheel-drive layout, but it's rather expensive when compared to the Charger. The Hyundai Genesis is probably the closest in terms of overall performance, especially in V-8 guise, but its luxury overtones and slightly higher price put it into another league. The Nissan Maxima offers decent performance for a V-6 sedan, and its styling, inside and out, is eye-catching and sporty.
Buying Tip:
The Charger is one of Dodge's most popular models, so discounts are hard to come by. However, demand for thirsty V-8s has dropped due to high fuel prices, so look for some bargains on HEMI-powered models.
This 2010 Dodge Charger Review originally appeared at TheCarConnection.com where you can see more photos and news on the Dodge Charger
| Permalink:2010 Dodge Charger Bottom Line | |
2010 BMW 7-Series 750i 750Li 760Li ActiveHybrid 7 Bottom Line
Likes
Much improved, aesthetically
Startling V-8 power
Syrupy V-12 option
Sharper handling than expected
Huge backseat
Dislikes
Electronic aids can overwhelm
Improved iDrive still isn't Playskool-easy
Not sure the V-12 is necessary
The 2010 BMW 7-Series has come in from the cold. Last year brought the newest edition of the bigger Bimmer-and in its fifth generation, the luxury sedan got a style-ectomy that reversed the awkward proportions and surfaces of the 2002-2008 model. The quintessential BMW driving feel remains intact, despite a horde of new electronic interventions and a big uptick in size. This year, with the addition of a V-12 version, the 2010 7-Series is priced from about $82,000 for the V-8-powered 750i. The price tag rises to more than $132,000 for the V-12 760Li. The most frequently named competitors include the Mercedes-Benz S-Class, Audi A8, Jaguar XJ, and Lexus LS; we'll add the new Porsche Panamera to that list.
Last year, the 7-Series went from being one of our least-favorite luxury sedans to one of our most coveted. Mostly it's because of the styling. BMW had a mission to make the 7er look different-and that 2002-2008 7-Series took it to extremes. The greenhouse grew tall, the fenders drooped, and the trunklid sprouted a vestigial double deck. Now, the newest 7-Series looks much more relaxed and much happier. The glass areas are slimmer, the shoulders are tailored just right, and the decklid's been smoothed over, with the trunk and taillights more tightly integrated. The Hofmeister kink, at the junction of its D-pillar and rear doors, is sublimely sporty. Even the grille looks pleased-it splits into a wider grin, and the front aero dams dip low for a grounded look. The long-wheelbase versions don't tip the shape out of balance at all, with a small stretch in glass areas in the rear doors.
We give a "well done" to the cockpit, too. We didn't like the almost chaotic mix of buttons, screens, and knobs in the last version. Here, BMW organizes the clutter and streamlines the shapes so that the 2010 7-Series' cabin "reads" more easily and more cleanly. The instruments can be completely blacked out when needed; otherwise, they glimmer softly amid densely grained wood trim, ceramic-finished knobs, and the futuristic controllers that direct the transmission and driving dynamics, as well as the iDrive system (more on that later).
The V-8 engine in the standard 7-Series delivers the kind of power you used to expect from BMW's M cars. The 400-horsepower, 4.4-liter twin-turbo V-8 develops most of its torque as early as 1,750 rpm, and it pushes the 7er almost as well as the old V-12 did-with just a faint whistle from the turbochargers. Hooked into a cooperative six-speed automatic transmission with sport-shift mode, the 750Li can claim a 0-60 mph time of about 5.0 seconds and a top speed of 155 mph. Fuel economy checks in at a middling 15/22 mpg for the 750i and 14/21 mpg for the 750Li.
This year, BMW adds more driving hardware to the existing 7-Series sedans. Its xDrive all-wheel-drive system is available on V-8 sedans. It's a sophisticated system that can send up to 80 percent of torque to the rear wheels to improve traction. The 750i xDrive and 750Li xDrive models earn EPA ratings of 14/20 mpg. There's also a new M Sport package for rear-drive vehicles; it adds a body kit, 19- or 20-inch wheels, a special steering wheel, and Active Roll Stabilization (more on this later). New this year, a brake-regeneration system captures braking energy to run the alternator for slight fuel savings.
And we'd be remiss if we didn't mention the new uber-Bimmer, the long-wheelbase $136,000 BMW 760Li. Fitted with a 537-hp twin-turbo V-12, a new eight-speed automatic, and rear-wheel drive, and weighing in at 4,800 pounds, this version teleports drivers from 0-60 mph in 4.6 seconds. Fuel economy is rated at 13/19 mpg. We haven't driven the V-12 edition yet, but when we do we'll add to this review.
One last word on the 2010 BMW 7-Series lineup: BMW had planned on introducing an ActiveHybrid 7 for the 2010 model year, and we've previewed it across High Gear Media as a 2010. The 7-Series Hybrid's still coming, but it's been switched to the 2011 model year (you can read our initial impressions here). Also, the 7-Series will add six-cylinder and V-8 Alpina trim editions in the 2011 model year. We'll bring you the 2011 review just as soon as cars are available.
No matter whether it's short or long, the 7-Series feels unbelievably nimble for a car so lengthy and heavy. It's stable and feels planted at the 135 mph on the Autobahn, as our first test drive back in 2008 proved. While it weighs plenty, the 7-Series' lightweight control-arm independent suspension front and rear gives its responses an airier touch. BMW has fitted optional active rear steering, which turns the rear wheels opposite the fronts in some situations to enhance turn-in; variable steering assist; Active Roll Stabilization, which engages anti-roll bars to limit excessive body motion; and on the 750Li, an air suspension. The somewhat maddening Driving Dynamics Control is also in charge of shock firmness, transmission shifts, steering heft, and throttle response-but drivers can twiddle with the settings to fit their habits. In our experience with the 750Li, it's best to leave the 7-Series in automatic modes and to trust the transitions to its transistors. Braking is exceptionally strong, as we've come to expect, with many electronic controls to prepare, dry, control, and unlock brakes in extreme circumstances.
Prepare to be astounded inside the 2010 7-Series, especially in long-wheelbase versions. The cabin's just astounding, with so much passenger room, it's close to the long-wheelbase-only 2010 Mercedes-Benz S-Class. We've settled into the multi-adjustable front seats for hours-long drives with just a few quick clicks of the seat controls, and found plenty of headroom, shoulder room, and legroom. The long-wheelbase version adds 5.5 inches of rear-seat legroom, not that you'd complain about the more compact version. We've been able to cross legs in back, with front passengers reclined, and still have room to move. The backseat can be equipped with heating, ventilation, and massaging controls, along with four-zone climate control. The wood and leather trim is easily the equal of a Rolls-Royce quality-fitting since BMW has owned Rolls-Royce for a decade. We do think the techno-driven styling of some controls draws down the cabin's serene statement, but wind and engine noise are extremely low, and all cars we've examined up close had faultless build quality.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 BMW 7-Series. We're giving it the benefit of the doubt, but our high safety score will change as new data becomes available. The 7-Series' safety gear earns the big number. It includes front, side, and side-curtain airbags; rear-seat head protection airbags; active head restraints on the front seats; and knee airbags. Stability and traction control are standard, along with anti-lock brakes. On the options list, there's a Driver Assistance Package with blind-spot detection; a lane-departure warning system that vibrates the steering wheel when the car drifts from its lane; and automatic high beams. A 180-degree camera, a rearview camera, and parking sensors help the 7-Series steer out of parking spots. We're less sold on the 7-Series' head-up display, which projects speeds, navigation instructions, and other functions into the driver's view. And you too might be surprised that the big sedan has Hill Descent Control standard-for those downhills in icy, messy weather, not for off-roading-with an option for night vision and active cruise control.
Every 2010 BMW 7-Series comes with luxury features that seem appropriate and a heady dose of electronic gadgets that border on overwhelming. Chief among them is iDrive. We've complained about its complexity, but it's been reprogrammed and augmented with memory presets and direct-to-function buttons that ease your way through navigation, climate, and audio functions-but dial back the intention of clearing the dash of dozens of buttons. The navigation system stores maps on an 80GB hard drive and displays them on a gorgeous 10.2-inch LCD. You can zap destinations to your car via Google Maps (in Europe, the 7er has wide-open access to the Internet). DVDs work in the head unit, which also includes HD Radio; a six-DVD changer, satellite radio, and iPod connections can be fitted. There's also a rear-seat entertainment system optional on V-8 cars. Almost everything is made standard on the V-12 760Li-as it should be for its nearly $140,000 price tag.
The Bottom Line: Call us converts: The latest 2010 BMW 7-Series turns our eyes more than ever and drives with real big-guy brio.
Other Choices
If you like the 2010 BMW 7-Series, also consider:
- 2010 Mercedes-Benz S-Class
- 2011 Audi A8
- 2011 Jaguar XJ
- 2010 Aston Martin Rapide
- 2010 Porsche Panamera
Reason Why:
The BMW 7-Series is smart to pick its fights mostly with the Mercedes S-Class and Audi A8. Today's S-Class looks imposing, but doesn't quite have its styling act honed. Its AMG-gone-wild editions one-up the BMW's lightly done Alpina edition. The next Audi A8 gains some distinction, but we have serious reservations about its Palm Pilot-like controller for audio and navigation. The Jaguar XJ is the sexy alternative, radically removed from its stuffy past with an aero body, a swinging new interior, and amazing backseat room. Remove the backseat, make it even more gorgeous and expensive, and you have the utterly fantastic but impractical Aston Martin Rapide. Want tire-smoking performance and backseat space, but don't care much about aesthetic perfection? The Porsche Panamera hits all those notes, with a 0-60 mph time of about 3.3 seconds for Turbo models.
Buying Tip
There's not much fuel-economy penalty with the long-wheelbase 750Li, so you have our permission to go long. The V-12? We're not sure the $50,000 extra on the tab is worth its scant increase in speed.
This 2010 BMW 7-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 7-Series
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