2010 Nissan Cube Bottom Line
TheCarConnection.com brings you this comprehensive Bottom Line review, including firsthand driving impressions, then supplements it with an adjacent Full Review that draws from a range of reviews and road tests from other expert sources.
Likes
Very distinctive styling inside and out
Perky and economical powertrain
Overall refinement
Space for four tall adults
Bargain base price
Dislikes
Rear seats don't tumble forward
Light, disconnected steering feel
Susceptible to crosswinds
Unimpressive highway fuel economy
Is the 2010 Nissan Cube a new kind of utility vehicle, a city-friendly microvan, or an especially tall compact wagon? It's tough to say; the quirky new Nissan Cube fits into several existing categories but ends up being the odd one out—in a positive sense.
The previous-generation Scion xB—sold in the United States from 2004 through 2006—turned into a cult hit for urbanites for its sharp, boxy look. But the newer, larger model introduced for 2008 hasn't been received quite as well, partly because its new styling just wasn't as crisp and distinctive. Shoppers are fickle in the area, but TheCarConnection.com thinks that the new 2010 Nissan Cube will hit the right buttons for those motivated by styling and fashion, as well as those who need a healthy dose of practicality in their next vehicle.
Snout aside, the Cube is almost cubical, but the details make the design feel special. Perhaps what makes the 2010 Cube stand out so prominently is that it has one of the most overtly asymmetrical vehicle designs seen in recent years. The rear hatch opens at the side and is hinged at the left; the rear window curves continuously—almost uninterrupted—around the right rear corner and right side of the vehicle. The windows are bordered all around by a beveled "frame," and the middle pillar on either side tapers at the middle. Yet especially from the front, the Cube has a surprisingly macho stance, enhanced by the wide-set headlights and strong horizontal themes in front and in back; designers call the inspiration "Bulldog in Sunglasses." The overall design has rounded corners everywhere, but with the asymmetry and flared sheetmetal for the wheel wells and rear fascia, it's far more distinctive than the xB.
The 2010 Nissan Cube is just as distinctive inside, but a lot more functional than the weird exterior might suggest; designers follow a "Casual Lounge" theme in the cabin and give it the curves of a Jacuzzi tub—with a rounded, recessed instrument panel running through to the door panels and carving out areas for the front occupants, along with water-ripple styling cues that echo throughout. The dash has two scooped shelf areas, and trim pieces and other styling cues show off prominent oval designs.
A 122-horsepower, 1.8-liter four-cylinder engine powers the front-wheel-drive Cube, and it's offered with either Nissan's Xtronic CVT automatic or six-speed manual transmission. Nissan continues to improve the CVT's calibration and drivability, so it's smooth going and there's none of the lurching feeling on moderate acceleration that we still observe on other CVTs. At the time of writing, Nissan expects EPA ratings of 28 mpg city, 30 highway with the CVT—the low highway rating probably the consequence of the tall, boxy design. In especially rapid stop-and-go on a short driving loop, TheCarConnection.com saw 24 and 25 mpg in two different CVT Cubes. The six-speed manual has a nice linkage, but the slow-to-react electronic throttle doesn't encourage spirited driving.
While the Cube displays tremendous personality in terms of styling, design, and function, it doesn't exhibit much of a driving personality. The Cube handles decently in ordinary driving, and it feels maneuverable but not especially nimble. Because it has such a short wheelbase, there's more fore-and-aft pitching over bumpy sections of road than there is for longer vehicles. The steering wheel brings no feel of the road, and it stays almost fingertip light whether parking or cruising at expressway speeds. It's a bit susceptible to crosswinds, so we found ourselves overcorrecting sometimes when thrown off course. That said, the Cube accelerates adequately, with enough reserve power for passing on two-laners, and brakes have a nice, firm feel, even though under it they're just drums in back. The soft suspension is a smart setup for most city driving, as it soaks up jarring expansion strips and even modest potholes without drama.
Refinement in the 2010 Nissan Cube is way beyond what most buyers in this price class will expect. The engine is luxury-car smooth at idle and has none of the roughness or vibration transmitted through to the floor or pedals while accelerating as we've observed on some competing models. Wind and road noise are also notably muted, and we didn't sense any of the boomy resonance that's common in other small-car models at high cruising speeds.
The Cube's interior feels more spacious for passengers than the exterior design suggests. Front seats are soft and supportive, and they're a step up from those offered in Nissan's Versa and Sentra models, while the bench in back has plenty of space for two tall adults, with a pull-down center armrest. In a pinch, three can fit across, and the rear bench not only slides fore and aft but the backrest reclines somewhat (though not flat).
Cargo-wise, the Nissan Cube isn't quite as stellar. The backseats fold forward, but they don't provide a flat, continuous cargo floor by flipping forward. There are, however, plenty of places to put smaller items, including door pockets, dash cubbies on either side of the steering wheel, and cup holders up high and down low. The side doors even have bungee hooks.
Visibility is surprisingly good through the large side mirrors—and the expanded corner window when parking. What the 2009 Nissan Cube lacks, due to a seating space that's so far back from the windshield header, is good upward visibility from the driver's seat. It's not a safety issue but a minor annoyance; you'll find yourself bowing down and craning your neck upward to see street signs and to watch stoplights turn green—although shorter drivers won't be as affected.
Most small cars skimp on standard safety equipment to some degree—whether it means not offering electronic stability control or making anti-lock brakes optional—but the 2010 Cube comes with all the safety features that a shopper gets on most crossover SUVs costing twice as much. Six airbags are standard—including front side airbags and side-curtain bags for front and rear occupants—along with front-seat active head restraints. And in the way of accident avoidance, electronic stability control and anti-lock brakes with Brake Assist are standard, even on the base S model.
The 2010 Nissan Cube is offered in four different models: base 1.8, 1.8 S, 1.8 SL, and 1.8 Krōm. Even the base model is better equipped than most vehicles in its low price range; it includes remote keyless entry, power windows, air conditioning, a trip computer, and a sound system with auxiliary input. The 1.8 S gets cruise control, map lights, and a host of upgraded interior appointments, while the 1.8 SL is only offered with the CVT and includes alloy wheels, automatic climate control, and an upgraded sound system with iPod connectivity. The Krōm model gives the Cube a dressed-up appearance—including a roof spoiler, a chrome grille with horizontal bars, bright painted alloy wheels, interior accent lighting, aluminum pedals, and a different front and rear fascia, plus various extras, such as Bluetooth, steering-wheel audio controls, and a Rockford Fosgate subwoofer. There's only one factory option package, the SL Preferred, which brings push-button ignition, Intelligent Key, fog lamps, rear parking sensors, XM Satellite Radio, an upgrade to Clarion speakers, and the subwoofer.
Like Toyota with its Scion models, Nissan offers more than 40 dealer-installed accessories to customize the 2010 Cube. They're not all appearance-related; the list includes several cargo-organizing options, and a Garmin nav system.
The Bottom Line: The spacious, refined 2010 Nissan Cube makes a whole lot of sense for city dwellers, and it'll get you more attention than many sport coupes.
Other Choices
If you like the 2010 Nissan Cube, also consider:
- Scion xB
- Scion xD
- Kia Soul
- Chevrolet HHR
Reason Why:
At about 157 inches long, the 2010 Nissan Cube lands, size-wise, with the last-generation Scion xB. The xB introduced for 2008 is quite a bit larger and heavier than both the Cube and the last xB, but it doesn't feel any roomier. The xB does, however, feel heftier and might be a bit more stable on the highway, but its fuel economy isn't as good as the Cube's. Visibility is also an issue in the xB. Scion's smaller xD is sized very closely with the Cube, but it doesn't have nearly as much backseat space or cargo room. Then there's the new 2010 Kia Soul, which has a boxy but slightly more conventional appearance that many might prefer to the Cube's especially quirky look. Relative to the Cube, the Soul is the driving enthusiasts' choice; it handles well even if it doesn't have a lot of power. The Soul isn't as refined as the Cube, though. Yet another option is the Chevrolet HHR; though larger than the Cube, the HHR feels more cramped inside, and the HHR's tired retro design and rental-car interior is less likely to appeal to young fashionistas.
Buying Tip
Can't make up your mind on which dealer-installed accessories to get? Opt for the Ginormous Package, which adds the works, at a cost of $2,500.
This 2010 Nissan Cube Review originally appeared at TheCarConnection.com where you can see more photos and news on the Nissan Cube
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2010 Volkswagen Routan Bottom Line
TheCarConnection.com's expert reviewers drove the 2010 Volkswagen Routan to bring you their own firsthand Bottom Line impressions of the vehicle, and supplemented that with the most authoritative sources from around the web to give you a conclusive picture in the Full Review.
Likes
Attractive exterior
Available 4.0-liter V-6 engine
Smooth-shifting six-speed automatic (V-6 models)
Carlike handling
Ample cargo room
Dislikes
Crude, inefficient base engine
Not all interior plastics up to VW expectations
Balky transmission in base package
Leaning on Dodge's Grand Caravan for basis of the Routan minivan, Volkswagen taps into a core American market. Well-equipped and offering a competitive set of features and abilities, the 2010 Volkswagen Routan presents an attractive package-but it's best when upgraded. New for 2010 is the addition of standard satellite navigation on SEL and SEL premium models, plus a standard rear entertainment system on the SEL premium. For 2010, there's a range of new colors throughout the lineup.
VW calls the Routan the "Volkswagen of minivans," and it wears its corporate identity clearly on its exterior. The attractive front end pairs a large VW logo with monochrome bumpers that give it more curb appeal than its platform-mates at Dodge or Chrysler. The interior is mostly successful, too, though the details aren't as refined as most "pure" Volkswagen vehicles, with some plastics coming up short. On the other hand, the instrument panel is easy to read, pleasingly styled, and attractive with a two-tone color scheme.
Rough and unrefined, the base 3.8-liter pushrod V-6 engine that comes standard on the S and SE trim levels also struggles to get the 4,500-pound van moving with authority. At 197 horsepower, it's understandably overtaxed at anything but a leisurely pace. Paired with a balky base six-speed automatic, the Routan's performance in base trim is less than inspiring. The 4.0-liter V-6 engine that comes standard on the SEL trim is a 180-degree difference, however, with its 251-horsepower output and smooth power delivery through an upgraded six-speed automatic transmission more than up to the task. Surprisingly, the more powerful engine also delivers the better fuel economy ratings, scoring 17 mpg city and 25 mpg highway compared to the 3.8-liter engine's 16/23 mpg.
Standard features for all Routan minivans include an ingenious power-folding third-row seat, 144 cubic feet of storage with the seats stowed and removed, and sliding doors both left and right with windows that roll down. All trim levels offer a Volkswagen-tuned suspension that promises better handling than the Chrysler vehicles with which it shares a platform, a fact that's reflected in its stable on-road feel. Despite the "German tuned" suspension, the Routan feels more like a slightly more composed American minivan, with comfort at the fore. Seats are supportive and comfortable, with no complaints even on long trips.
Taking a look at the interior, the Routan's Chrysler roots begin to show through, and not in a good way. Materials, switches, controls, and other details aren't quite what you'd expect from a Honda Odyssey or Toyota Sienna, much less a Volkswagen. The controls for the HVAC, for example, are a morass of illegible black plastic buttons and require more attention to adjust than they should.
That said, the Chrysler minivans on which the Routan is based are themselves very competent vehicles in many respects. The Routan gets most of those advantages, but Chrysler's Swivel N' Go seating isn't one of them. The S trim picks up standard second-row folding bench seats, while the SE and SEL trims add fold-flat/removable captain-style chairs. All models get the folding/disappearing/reclining third-row seat that Chrysler calls Stow N' Go. The combination of these various seating arrangements allows all models to fit 144 cubic feet of cargo with the rear seats stowed. A few more options, including a rear conversation mirror, power windows in the sliding side doors, plus in-cabin entertainment and touch-screen navigation, help bring the Routan up to the specification you'd expect from a Volkswagen.
Despite its relatively affordable cost, the base S model can quickly be optioned up to the price level of the Touareg luxury SUV. Upgrading to SE trim gets larger wheels and power sliding doors, a garage door transceiver, and heated power mirrors, but the bottom line will show it. Going to the SEL trim costs even more, but adds a more powerful engine, better fuel economy, a more refined cabin, and rear-seat entertainment.
Crash safety is one strong mark that carries over from the Chrysler basis, with the essentially identical Dodge Grand Caravan scoring a top mark of "good" in IIHS testing, and the Routan itself earning five stars in NHTSA testing. The top scores are possible thanks in part to the wide range of standard safety equipment, which includes driver and passenger airbags, side curtain airbags, electronic stability control, and ABS.
The Bottom Line: The 2010 Volkswagen Routan has the bonuses of Chrysler's segment-defining minivans with a touch of German flair, but a modern-day VW Bus it's not.
Other Choices
If you like the 2010 Volkswagen Routan, also consider:
Chrysler Town & Country
Dodge Caravan
Honda Odyssey
Toyota Sienna
Reason Why
The 2010 Volkswagen Routan is worth a look if you like the brave styling, need lots of cargo space, and don't mind trading a bit of refinement, especially in terms of fit and finish, to get them. The Honda Odyssey has long been the choice of drivers that need the practicality of a minivan but still like to feel the road. Toyota's Sienna offers a more modern look and feel inside and out, but when well optioned, it suffers with high pricing even more than the Routan does. With deep discounts and attractive financing offers, the slightly less stylish Dodge Grand Caravan and Chrysler Town & Country might be a good buy for the budget-conscious shopper.
Buying Tip
The Routan's superior attention to detail aside, if you need second-row seats that easily stow to make way for cargo, check out the Dodge Grand Caravan and Chrysler Town & Country. The Stow N' Go seating is among the best in the business, and it's not available on the Volkswagen.
This 2010 Volkswagen Routan Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volkswagen Routan
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2010 Lexus LX 570 Bottom Line
TheCarConnection.com's editors drove the 2010 Lexus LX 570 to bring you this concise overview in the Bottom Line. TheCarConnection.com also distilled the best information from the best reviews around the web to give a conclusive look at the new LX 570, even when opinions differ.
Likes
Quality materials
Simple, clean instrument panel
Real towing capability
Off-road electronics
Dislikes
Hefty handling
Not-so-comfy ride quality
Dismal fuel economy
Third-row seating doesn't completely stow away
The 2010 Lexus LX 570 is the third year of the new design first released in 2008. With exterior styling cues that'll let observers know it's a Lexus without hitting them over the head with its size, the LX 570's exterior design strikes an organic balance. Inside, excellent materials complement a luxurious yet functional layout, with controls well at hand.
Sharing its core underpinnings with the Toyota Land Cruiser, the LX 570 has body-on-frame construction for durability and off-road performance, plus a 381-horsepower 5.7-liter V-8 engine that does the job on the highway and off. Passing and acceleration are a snap, but the nearly 6,000-pound weight is never far out of mind when maneuvering or braking. Visibility, while good forward, can be difficult to the sides or rear as with many large SUVs, particularly on city streets.
A six-speed automatic transmission and Torsen limited-slip differential system deliver the power to the ground, helping the big Lexus tow up to 8,500 pounds. Despite the six-speed gearbox, the LX 570 returns a disappointingly low 12 mpg city.
Getting in and out of such a big vehicle can be a challenge for smaller adults and children, but Lexus has an available active height control system that lowers the vehicle about 2 inches to ease ingress and egress. It also pays attention to the speed, raising the vehicle at low speeds to aid ground clearance and lowering it again at high speeds to help reduce aerodynamic drag. A Crawl Control setting in the off-road electronics equipment aids in negotiating tricky passages.
Inside, the 2010 LX 570 has three rows of seating. While it shares a basic layout with the Toyota Land Cruiser, the LX 570 is more opulent and ornate. Wood trim, matte-metallic surfaces, leather, and high-grade plastics abound. There are a few shortcomings, however: While the front seats are spacious and comfortable, the third-row seating is too small for full-size adults, and it doesn't stow flat in the floor.
"Loaded" is an apt descriptor for the average LX 570, and there are even more optional upgrades if you choose. Standard equipment highlights include four-zone climate control, power sliding second-row split seating, voice-activated navigation system with Bluetooth, sound system, XM Satellite Radio, and new for this year, Enform and Safety Connect, Lexus' new in-house telematics and emergency roadside services. If that's not enough, optional extras include a rear-seat entertainment system, radar-adaptive cruise control, and a 19-speaker Mark Levinson audio system. African Bubinga wood trim, heated and ventilated seats, and custom wheels are also available.
Safety is no place to scrimp, and Lexus doesn't with the LX 570, equipping stability control, ABS with all-terrain mode, front and second-row side airbags, side impact airbags for the second and third rows, and front knee airbags all as standard.
The Bottom Line: The 2010 Lexus LX 570 won't turn heads like a Range Rover or an Escalade, but it is a high-tech and worthy choice.
Other Choices
If you like the 2010 Lexus LX 570, also consider:
- Cadillac Escalade
- Infiniti QX56
- Land Rover Range Rover
- Mercedes-Benz GL-Class
- Toyota Land Cruiser
Reason Why
For a less-frills approach to the same basic vehicle, the Toyota Land Cruiser offers about $10,000 in savings over the price of the LX 570, though you'll have to do without the excellent Lexus dealership experience. Towing is another area where the LX 570 excels, but that bulk and power come at the expense of fuel efficiency, so folks with less need to haul and more demand for mileage might look at the Mercedes-Benz GL350 BlueTec diesel, rated at a strong (for the class) 17/23 mpg. For those with a desire for more stylish and dazzling looks, the Range Rover and Cadillac Escalade make good alternatives. Infiniti's QX56 isn't as refined as the Lexus and can't keep pace with the LX 570's plush interior.
Buying Tip
Lexus dealers regularly score high in customer satisfaction and quality of experience, outstripping Toyota's own dealerships, and as an ongoing part of vehicle ownership, that might be worth a premium to some.
This 2010 Lexus LX 570 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Lexus LX 570
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2011 Hyundai Sonata Bottom Line
Likes
Zoomy new styling
Fuel-conscious
Well-damped ride
Entertainment features
Dislikes
Stylish cabin isn't everyone's style
Inconsistent steering feel
If you have to have a V-6, you're out of luck
It's true in cars as it's true in politics—to rise above the clutter, you need to make a dramatic statement. While Hyundai won't be telling anyone it can "see Russia from its house!" anytime soon, it is giving its mainstream, mid-size Sonata a refreshing new look and a new mission. The goal: dislodge some Nissan Altima and Ford Fusion buyers (along with shoppers considering the Camry, Malibu and Accord) and bring them into the Hyundai fold.
In four previous generations of sedans (five, if you count one version not sold in the U.S.), the Sonata's been a conservatively styled piece. For the 2011 edition, Hyundai's chucked caution out the driver's window and endowed the Sonata with an intriguing blend of crests and curves. They call it "fluidic sculpture" design language. We think it's a daring look for a family sedan, with lots of curves and arcs accentuated by a deep sculptural strake in its side. There's lots of movement implied in the side view, and the grille has some of the "wave" look of the latest Infinitis. In all, it's exciting and engaging, particularly parked next to the more utilitarian 2010 Sonata—and with the Altima and Fusion, it's among our favorite sedans to see. There are some imperfect details, though. You might notice the gathering of cutlines where the mirror meets the front fenders, and the unusual arrow of chrome that rolls down the front fenders. Overall, though, the Sonata's handsome, jazzy, and a visual standout in its class.
The cabin takes its own chances, winning most of its bets, but it's a little out there, on the edge of cutting edge for traditional family-sedan shoppers. The interior shares some themes with the big Hyundai Genesis sedan, including the vents that flank a big LCD screen atop the dash. The new Sonata has even more dramatic sculpturing in its steering wheel and dash cap than the Genesis, and gets cut-tube-style instruments as well as an iconographic climate control shaped like a human. It's adventurous and functional, and maybe a little more dramatic than some families will want—especially in contrast with the 2010 Sonata's sedately good-looking dash. The Sonata can be had with a variety of dash trim: the SE gets metallic, grained plastic trim that will wear well, but painted plastic trim on the steering wheel, which won't. The Sonata Limited has piano-black trim, save for beige-interior cars, which get woodgrain.
Styling's a noticeable departure from the norm, and the 2011 Sonata will take its chances with powertrains, too. For 2011, the Sonata will be offered with only a four-cylinder engine, leaving buyers to move up to a Hyundai Azera if they want a V-6. The 2.4-liter four-cylinder will make 198 horsepower, thanks to direct injection and other advanced engine technology; PZEV versions with cleaner emissions are rated at 190 hp, while the Sonata SE's nearly identical engine gets a boost to 200 hp. Because this Sonata weighs a bit less than the competition, it's a bit swifter than, say, the Camry or Malibu four-cylinders; between highway passes and switchback curves, we rarely felt the Sonata straining for power, even with three adults in tow. A six-speed manual will actually be offered, but almost all Sonatas will be outfitted with a new six-speed automatic that gets a sport-shift mode on Limited cars and slightly flimsy-feeling paddles on SE versions. It's Hyundai's own transmission and it's a smooth-shifting unit, mated well with the quiet, balanced hum from the engine.
The manual, the lack of a V-6--it's all in the name of fuel economy. The Sonata GLS manual scores the best-in-class overall fuel economy with a 24 mpg city/35 mpg highway fuel economy rating, with all other Sonata models achieving 22 mpg city/35 mpg highway--not bad considering power output tops the base Honda Accord, Toyota Camry, Nissan Altima, Chevrolet Malibu and Ford Fusion.
Will the Sonata please enthusiasts along with the EPA? Probably. Its well-sorted ride quality is its best feature, while steering feel is inconsistent. For a family sedan, the engine-speed-sensitive electric power steering actually feels better the faster you go. On switchbacks during our test drive, the Sonata's steering felt hefty on center and meaty through a string of medium-speed curves. In town it got more nervous, at the transition point where the steering effort had been programmed to lighten up. The result makes the Sonata a little wandery on the highway as well. The Sonata rides very well, though, with a light touch to its damping, lower road noise, and on SE versions, monotube shocks that seem to snuff out body roll without costing the Sonata too much compliance. Braking felt fine—we encountered an emergency stop and the Sonata responded ably—and the base 16-inch wheels grow to 19-inch wheels on some trims.
You'll find plenty of room even for large adults in the Sonata, as we did during a driving route that curled through the hills east of San Diego. Already a big car, the 2011 Sonata is officially a "large" car by EPA rules, with 120 cubic feet of interior and trunk space. In the class, only the Honda Accord passes that hurdle. The driver and front passenger have plenty of knee and head room; we liked the Sonata's cloth seats for their bolstering better than the optional leather buckets, and the textured fabric's almost Nike-sportswear feel probably will be durable. The leather seats in front feel a bit flatter up front. The back seat sits at a good angle of recline, and only the tallest passengers will touch heads against the fabric headliner and the hard-plastic front seatbacks. The 16.4-cubic-foot trunk is about as large as that in the Ford Fusion, and the trunk gets larger when the rear seats are flipped forward. In the cabin, a deep center console and glovebox hide valuable goods; there's a niche near the audio controls for cellphones, a flat open bin in front of it for clutter, and a bin hidden behind a flip-down lid to conceal other goods—perhaps a radar detector? The Sonata also has dual power points, eight cupholders for those frequent cross-Sahara side trips, and coat hangers to keep your blazer looking sharp.
The 2011 Sonata arrives in showrooms wearing one big safety badge—a Top Safety Pick award from the IIHS (Insurance Institute for Highway Safety). No NHTSA (National Highway Traffic Safety Administration) tests are available yet but Hyundai is hoping for five-star scores across the board (we'll update you when results are released). Standard safety equipment includes dual front, side, curtain airbags; anti-lock brakes, stability and traction control; and active headrests. Visibility from inside the Sonata is good, even to the rear quarters where minuscule triangular windows seem to be in place just to keep the side view flowing—even rear-seat passengers won't see much through them. A rearview camera is available only on the top trims, though.
The Sonata nearly matches the Ford Fusion's array of entertainment features. Standard equipment on all models includes Bluetooth connectivity and steering-wheel audio controls; an MP3-CD player with iPod and USB connectivity; daytime running lights; a tilt/telescoping steering wheel; cruise control; and power windows, locks and mirrors. The Sonata SE adds paddle shifters, a sport-tuned suspension, and some slight trim differences. Both the Sonata SE and Sonata Limited have parking sensors and push-button start. The Limited also gets standard heated front and rear seats; a sunroof; a backup camera; automatic climate control; and an automatic dimming rearview mirror.
Options are kept simple, bundled in packages. The base GLS can be upgraded to include a power driver seat and alloy wheels; the SE's options include a nicely executed navigation system packaged with a sunroof. There's also a new "Dimension" speaker package for some audio systems. The Sonata Limited adds on a CD changer and HD Radio, and can be equipped with an Infinity 400-watt audio system, bundled with the touchscreen-driven navigation system and the rearview camera. The nav system includes XM NavTraffic and Bluetooth streaming audio, as well as 8GB of flash memory for music storage.
Pricing for the Alabama-built 2011 Hyundai Sonata will start at just $19,195 for the base GLS model equipped with a 6-speed manual transmission. Adding an automatic, the price rises to $20,915. Moving up to the SE model will run up a bill of $22,595, while the range-topping Limited model is available from $25,295.
The Bottom Line:The 2011 Hyundai Sonata takes some smart styling and performance risks to raise its profile.
Other Choices:
If you like the 2011 Hyundai Sonata, also consider:
- 2010 Ford Fusion
- 2010 Nissan Altima
- 2010 Honda Accord
- 2010 Toyota Camry
- 2010 Chevrolet Malibu
Reason Why:
The new Sonata banks on swoopy lines and fuel economy to draw shoppers away from the class leaders. Of all its competitiors, it seems geared the most at the highly-rated Ford Fusion, which was refurbished for 2010 with a new interior, a bolder grille and neater dynamics. The Nissan Altima's also close kin, with big interior room and probably the best handling of all these four-doors, though its interior lacks the panache of the Sonata. The large Honda Accord still has an elusive quality feel that few cars can match, though its styling has not aged as well as Honda may have hoped. Finally, the Camry and Malibu are the conservative choices here, with an emphasis on quieter, more luxurious transportation.
Buying Tip:
Want more distinction? The Sonata gets a new pair of powerplants later this year. A turbocharged 2.0-liter version of the same four-cylinder will be added to the Sonata lineup next year, with a hybrid version outfitted with lithium-polymer batteries arrives late in the year.
This 2011 Hyundai Sonata Review originally appeared at TheCarConnection.com where you can see more photos and news on the Hyundai Sonata
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2010 Nissan Altima – Altima Coupe – Altima Hybrid Bottom Line
To help you get the most useful information on the 2010 Nissan Altima and 2010 Nissan Altima Hybrid, TheCarConnection.com brings you selected highlights from a range of reputable review sources in the sections of the adjacent full review. And for a quick take directly from TheCarConnection.com's editors, who have driven all the Altima models, you'll find a Bottom Line summary covering all the main points.
Likes
Fuel efficiency with Hybrid or four-cylinder
Handles responsively
Simple but comfortable interior
Strong acceleration from V-6
Dislikes
Tight backseat
Keyless ignition system is mandatory
Hybrid powertrain uneasy in highway cruising
The Nissan Altima remains different from most other mid-size models on several levels. First, it offers (in sedan form) a limited-availability Hybrid model, as well as four-cylinder and V-6 models. Secondly, it has a sleek coupe body style in addition to the four-door sedan. The Altima was last completely redesigned for the 2007 model year and gets a styling refresh for 2010, including a restyled front end, some new interior materials, and a revised options list.
Even though it's been more than three years since the Altima sedan's complete redesign, it remains one of the better-looking mid-size four-doors on the market. Attribute that to its racy profile and relative simplicity in the details; unlike some other sedans, the Altima doesn't come across as overwrought. The Hybrid looks almost indistinguishable from the sedan, aside from low-key badging. But the Coupe is very distinctive; it's several inches shorter, with a much more tapered roofline and sculpted rear flanks, plus an altogether different treatment in back. The same holds true inside; the Altima's instrument panel is straightforward and simple, yet sophisticated and a little sporty. The overall look can be drab in some colors, but bright trim and bezels spice it up somewhat.
Across most of the 2010 Nissan Altima Coupe and sedan models, you have a choice of a four-cylinder or V-6 engine. The 2.5-liter four makes 175 horsepower and does just fine either with the six-speed manual (coupes only) or the Xtronic CVT automatic (both models). The CVT works better than most, even with the four-cylinder, with revs settling down to an economical level at cruising speeds, and revving higher when accelerating, yet avoiding the uncertain rubber-band feeling that some CVTs have. Underneath the hood of SR models is a 270-horsepower version of Nissan's well-regarded 3.5-liter DOHC V-6. With the V-6, the Altima feels refined and strong in either body style—although there's a little too much torque at times for the Altima to deliver smoothly through the front wheels. The Altima Hybrid gets an advanced full-hybrid system with the 2.5-liter engine, tuned down to 162 horsepower for improved efficiency; altogether the hybrid system makes 198 hp. That power reaches the road through a continuously variable transmission, via the front wheels. The driving experience, no matter which version, is on the sporty side, with great steering, and the sedan's suspension just absorbent enough to soak up most bumps.
The 2010 Nissan Altima sedan has an interior that comes across as positively functional, rather than gimmicky, with neat, attractive styling and nice materials, but its backseat could be tight for taller adults. Coupes give up several inches of useful cabin space and are quite a bit tighter in back, with headroom scarce. The instrument panel in either model has the intimate look and feel of a sports coupe without seeming tight, and controls are close at hand. Our only lingering complaint is that the tactility of the controls leaves something to be desired, as does the plethora of hard, drab plastics. Ride quality tends to be good, though a bit on the firm side, in any of the sedan models; the Coupe's shorter wheelbase can make the ride slightly more pitchy, however.
The 2010 Nissan Altima has reasonably good crash-test scores, though it's less than perfect in a class of overachievers. The Altima sedan and Coupe models get a mix of four- and five-star ratings in federal crash tests, along with Good ratings from the insurance-affiliated IIHS in frontal and side impacts and Acceptable ratings in both the seat-based rear-impact test and the new roof-strength test. Front, side, and curtain airbags, along with electronic stability control and anti-lock brakes, are all standard across the line.
Especially at the base S level, the Altima comes with a few more features than you'd expect. Nissan's push-button ignition system is included on all Altimas, whether you like it or not. Other extras on the S are the Intelligent Key system, six-speaker sound, air conditioning, rear seat heaters, a trip computer, dual power remote-controlled side-view mirrors, and speed-sensitive variable intermittent windshield wipers. Top SR models get a power driver's seat, wood interior trim, and a few other extras, while options include a Sport Package with High Intensity Discharge (HID) headlights, fog lights, a moonroof, and a rear spoiler, or a Technology Package with a nav system, Music Box hard drive music system, Bluetooth streaming audio, and XM NavTraffic and NavWeather. A Premium Package wraps those audio upgrades with leather seats (heated in front), plus mood lighting, rear A/C vents, and a HomeLink garage-door opener.
The Bottom Line: The 2010 Nissan Altima remains one of the sportier choices among mid-size sedans, though if interior space matters, it might not feel as roomy as rivals.
Other Choices
If you like the 2010 Nissan Altima, also consider:
- Chevrolet Malibu
- Ford Fusion
- Honda Accord
- Toyota Camry
- Volkswagen Passat
Reason Why:
The very thickly populated field of mid-size sedans has plenty of well-qualified, well-rounded entries, and depending on your emphasis there's something for everyone. Most shoppers in this class place some prominence on interior space, and for that the best vehicles are the Malibu, Accord, and Camry. All three of these models have very spacious backseats and a bit of extra room. The Accord and Malibu are very refined and have great interior appointments, while the Camry's interior is a bit bland and feels cheap in execution. The Ford Fusion is one of the sportier-driving mid-size sedans and has great handling; it's also well-built and offers impressive fuel economy in four-cylinder form. What's more, its Hybrid version is offered in all 50 states and boasts 41 mpg on the highway. The Passat has a different, more European character, and its peppy four-cylinder engine performs best out of any base engines in this field, but it requires premium fuel. For safety, the Accord stands on top (it's an IIHS Top Safety Pick). However, against any of these models, the Altima comes across as well rounded and sporty. Versus the 2010 Nissan Altima Coupe, the only formidable rival is the 2010 Honda Accord Coupe; comparing the two, the Accord Coupe feels less sporty—it's more of a luxurious freeway cruiser, while the Altima Coupe is a little more cramped but friskier-feeling.
Buying Tip
Though the Hybrid version is officially available in only eight states, dealerships in most states will likely be able to obtain a 2010 Altima Hybrid if that's what you prefer.
This 2010 Nissan Altima Review originally appeared at TheCarConnection.com where you can see more photos and news on the Nissan Altima
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2010 Volvo S80 Bottom Line
TheCarConnection.com has driven the S80 sedans with inline six-cylinder and V-8 engines to bring you a full collection of driving impressions and an assessment of how they match up against rivals. TheCarConnection.com has also researched other reviews from reputable sources and handpicked highlights from some of them for an information-packed full review.
Likes
Emphasis on safety
Excellent seats
Rip-roaring available V-8
Strong brakes
Dislikes
Not much steering feel
Disappointing fuel economy
Stark, love-it-or-hate-it interior
Staid exterior
As the flagship model and largest sedan in Volvo's lineup, the 2010 Volvo S80 places a clear priority on comfort, safety, and technology over outright sportiness. However, it's still possible to imbue the S80 with a performance edge with either the turbocharged T6 model or the V-8 model.
The S80 has a conservative look from the outside; its profile and details play it a little too safe, in the opinion of the editors. A new grille, more chrome accents, and a more visible dual exhaust system help update the outside look for 2010, while inside the S80 gets other minor changes, such as silk-metal inlays and new door panel stitching. The interior is a little more overtly stylish, with a thin center stack that resembles a high-end audio system, including extra storage just behind for smaller items. While the design might be a bit stark and Scandinavian, the materials have verged more to the realm of traditional luxury cars in recent years, with chrome trims and real wood as well.
With a 235-horsepower, 3.2-liter inline six-cylinder engine and front-wheel drive, the base 2010 Volvo S80 has plenty of power and a somewhat perky feel overall, and it sounds nice and refined. However, it's not nearly as exciting as the available 311-horsepower V-8, which comes with all-wheel drive and can get to 60 mph in about 6.5 seconds. In between there's a T6 model, also with AWD, plus a twin-turbocharged 3.0-liter inline six-cylinder engine making 281 horsepower and 295 pound-feet of torque. The all-wheel-drive system that comes in T6 and V-8 versions sends nearly all torque to the front wheels during normal driving but can reapportion up to 50 percent to the rear wheels as needed. Across the board, the S80's powertrains are way too thirsty, and this is one of the S80's chief failings. The base six-cylinder version gets an acceptable 18 mpg city, 37 highway, but both the turbo six and the V-8 will rarely break 20 mpg in real-world driving, with ratings of 16/24 mpg and 15/22 mpg, respectively. With any of the versions, the six-speed automatic transmission is quick to respond and quite smooth-shifting. In T6 or V-8 trim, the Volvo S80 offers an active suspension system that continually adjusts the S80's shocks from Comfort, Sport, and Advanced to fit varied types of driving; it can also tie in with the variable-assist power steering, which ranges from light to firm. TheCarConnection.com's editors strongly prefer the V-8 version, which brings thrilling acceleration, but it's hard to get excited about the S80's handling, which feels safe but too disconnected for a sport sedan.
Throughout the line, ride comfort is great, but the suspension in the V-8 could be firmer yet; even in Advanced mode with the automatic suspension, it could be tighter. The S80's seats are among the best in this class of vehicle, and they're better than those in some sport sedans costing more. The nicely contoured backseat is large enough for three petite folks or two American-sized adults, and the climate-control system has vents built into the B-pillars for better comfort in back. The front seats now have optional heating and cooling with fan-driven ventilation.
The S80 has an excellent safety record going many years back, and the 2010 version is no exception. The 2010 S80 retains top "good" ratings from the Insurance Institute for Highway Safety in every category and is named a Top Safety Pick. Front, side, and curtain airbags, as well as anti-lock brakes and stability control, are standard. In addition to all the usual accident avoidance and occupant safety items such as front, side, and side curtain airbags, anti-lock brakes, and electronic stability control, a new system primes the brakes before an accident; blind-spot detectors send audible alerts. There's also Volvo's Personal Car Communicator, a keyfob-connected in-car sensor that tells you if your security system has detected a break-in—or even a heartbeat.
The 2010 Volvo S80 comes with a lot of traditional luxury features, but there are also plenty of extras—many of them the stuff of ultraluxury cars—on offer, if you're willing to pay quite a bit more for it. Base and V-8 models of the Volvo S8 offer a good list of features, and the Climate Package, Convenience Package, and Technology Package provide plenty of opportunities for add-ons. A newly enhanced Executive Package brings classic wood inlays, plus extras like massage seats and softer leather, while a power moonroof and backseat refrigerator are offered as stand-alone options. Also new this year is a Multimedia Package that pairs the excellent Dynaudio audio system with a DVD navigation system, rear headphone jacks, and Sirius Satellite Radio.
The Bottom Line: Safety and comfort—and advanced tech features—never get short shrift in the 2010 Volvo S80, but not even a V-8 and all-wheel drive makes it a serious sport sedan.
Other Choices:
If you like the 2010 Volvo S80, also consider:
- Acura RL
- BMW 5-Series
- Jaguar XF
- Mercedes-Benz E-Class
Reason Why:
The 2010 Volvo S80, at the base level with front-wheel drive and a large, comfortable interior, competes with a wide range of luxury sedans. The Mercedes E-Class and the BMW 5-Series both offer V-8 versions and all-wheel drive, as well as extensive safety features, while the new Acura RL is a good competitor, and perhaps the closest to the S80. But oddly, the RL feels sportier than base-model S80. For those who wish to be a little more flamboyant, the V-8-powered Jaguar XF is worth a serious look; the Jag's interior is warm and smooth, while the Volvo is a bit cold and stark in its interior design especially. We're not saying either is better for design—it's really a matter of personal taste.
Buying Tip
The editors of TheCarConnection.com consider the optional Dynaudio sound in the S80 one of the best of any premium system. It avoids the overprocessed, all-bass-and-treble effects of some other high-end surround systems.
This 2010 Volvo S80 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volvo S80
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2010 HUMMER H3 H3T Bottom Line
The 2010 HUMMER H3 offers impressive off-road capabilities and a tough-truck look.
Likes
All-American styling
Totally owns off-roading
Alpha dog's V-8
Dislikes
Hazy brand future
Slow, no matter what
Handles on road like an off-roader
What, a four-speed automatic?
Rear visibility is lousy
HUMMER's a flashpoint for controversy. It's a brand so reviled by tree huggers, its dealerships have been firebombed. Of course, that's a badge of honor to its die-hard fans, who'll gladly give up their HUMMERs-and you can pry them from their cold, dead hands. The partisanship blurs the big issue with the small HUMMERs. Even if you're politically inclined to love them, the H3 pickup and SUV just aren't good enough at their everyday missions to recommend them over more useful utility vehicles like the Nissan Frontier and Xterra, our favorites in this class.
At their best standing still, the HUMMER H3 and H3T are the picture of unadulterated swagger. They have less in common with the Schwarzenegger-style H1 military vehicle than they do with GM's own Chevy Colorado/GMC Canyon trucklets, but they ape the look so well, you might confuse them for the larger H2. The windows are slits, the fenders have blocky protrusions that will make Transformers turn to steroids in jealousy, and the big seven-bar grille remains a huge reminder to Jeep that it shares some history with the estranged GM brand. There's just nothing else out there that looks like a HUMMER, and in its carefully constructed butch-patriotic frame, it looks swell. Inside there's less of the rugged individualism to go around. The instrument panel styling is remarkably generic, with rounded edges that contrast with the exterior. It doesn't scream "HUMMER" in any way except for the badges.
It's the same story on the road. HUMMER gives the H3 anemic performance in base versions. The nearly 5,000-pound H3 struggles with a base 3.7-liter inline five-cylinder engine that has only 239 horsepower. Worse, it's hooked to a four-speed automatic that feels outdated enough to consider the five-speed manual. The manly option is the Alpha edition; its 300-hp, 5.3-liter V-8 and four-speed automatic have more on-road authority. Fuel economy with either drivetrain is terrible, at 14/18 mpg for the five-cylinder and 13/16 mpg for V-8s, but the V-8 will tow 6,000 pounds.
If you're an average driver who will never set a tire on anything so dirty as dirt, this (or any) HUMMER is not for you. On-road feel is vague and disconnected, and the big tires dull any sensations from the tires through corners, though it rides fairly softly and fairly well. The H3 excels at off-roading, thanks to an electronically controlled four-wheel-drive system with off-road-tuned traction control, underbody shielding, an optional rear locking differential, and the buyer's choice of two tire packages, Goodyear 32-inch all-terrain tires or Bridgestone 33-inch off-road tires. All H3s have plenty of ground clearance, as well as tight approach and departure angles for maximum rock-crawling capability.
Extreme off-duty talent should have taught the cabin a lesson or two, but the tight, confining H3 feels less roomy than other mid-size trucks and SUVs. With a short pickup bed and the same cabin space, the H3T pickup is marginally more useful than the H3 ute-but neither will win awards for packaging, interior room, or comfort. Inside, the front seats are fine, but the cabin feels claustrophobic, thanks to the low roof and the tall dash. The rear bench seat on both models is high, doesn't have much legroom for big adults, and isn't particularly easy to climb into. On the H3 truck, the rear seat folds up to open up floor space for cargo, and in all, the H3 HUMMERs will carry up to five passengers. Cargo space inside the H3 SUV is fine for light duty, but you'll never mistake it for the gargantuan spaces inside GM's own similarly priced GMC Acadia.
It looks safe, and the HUMMER H3 and H3T have proven their mettle in crash tests. The SUV version earns a mix of five and four stars from NHTSA (National Highway Traffic Safety Administration) for front- and side-impact safety, with three stars for rollover protection; the IIHS (Insurance Institute for Highway Safety) has rated the H3 "acceptable" in the past. Each H3 has standard front, side, and curtain airbags; stability control; and four-wheel drive. Don't skip the optional rearview camera and rear parking assist; with all the blind spots it offers, driving an H3 can feel like piloting a tank.
Every HUMMER H3 and H3T comes with power windows, locks, and mirrors; air conditioning; cruise control; an AM/FM/XM/CD player; and Bluetooth. GM offers a navigation system as an option, along with a rear-seat entertainment system, leather trim, and pickup-only features like a bedrail accessory kit. Locking differentials are optional, too, in case your H3 is headed off-road, and HUMMER provides a range of off-road accessories if you're so inclined.
With all the political backwash, a HUMMER's not an easy vehicle to swallow. It's about to get worse: Chinese investors are angling to buy the brand, which will neatly undercut its "buy American!" bona fides. It doesn't matter much, though-there are better choices out there, like the Nissan Xterra and Frontier twins, and even a Jeep Wrangler if you want your jingoism minus the "Mission Accomplished" aftertaste.
The Bottom Line: Even if you crave a red, white, and blue look in an SUV package, think twice before buying the cramped, thirsty HUMMER H3.
Other Choices
If you like the 2010 HUMMER H3 - H3T, also consider:
- 2010 Toyota Tacoma
- 2010 Toyota 4Runner
- 2010 Nissan Frontier
- 2010 Nissan Xterra
- 2010 Jeep Wrangler Unlimited
Reason Why
The 2010 HUMMER H3 and H3T may make the competition look pale and girly, but in truth they're much more useful than the short-sided, expensive H3. The Toyota and Nissan trucks and SUVs come with four-cylinder engines that are much more frugal, and they still sell rear-drive versions for the on-road enthusiasts in the buying pool. The Jeep Wrangler comes close to matching the HUMMER H3's on-road feel, but two-door versions top the HUMMER on the trails.
Buying Tip
GM is selling the HUMMER brand to a Chinese truck company. The deal's been in the works for so long, we won't be surprised if it never happens. If it fails, HUMMER will be shut down.
This 2010 HUMMER H3 SUV Review originally appeared at TheCarConnection.com where you can see more photos and news on the HUMMER H3 SUV
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2011 Toyota Avalon Preview Bottom Line
The 2011 Toyota Avalon will bring a little more refinement and some new features to the fore when it goes on sale in the summer.
Toyota unveiled the Avalon at the 2010 Chicago Auto Show, and highlighted the car's American bona fides--it was designed in the company's California studios, and it's built at the massive assembly plant in Georgetown, Kentucky.
We're praised the 2010 Toyota Avalon for its quiet ride, its roomy cabin and its high-quality interior, rating it at 7.8 out of 10. One of our biggest complaints with the Avalon is its tame exterior, which has improved, if a little, for the new model year. It would be tough to call the new Avalon exciting, but it maintains a clean, formal appearance that reminds us a little of the Chevrolet Malibu--and also the Hyundai Azera, both of which sit in the Avalon's size and price class. The revamped Avalon now wears a grille with some familiar influences--think Toyota Venza--along with a wider stance, a slightly wedgy profile, and a simple tail with large taillamps with LED lighting. Inside there's an elegant dual-cowl dash, with the second cowl arching over the radio and climate controls. Woodgrain trim dominates, along with big knobs and a big LCD screen that controls the Avalon's available navigation system.
A single powertrain slots into all Avalons--a 3.5-liter V-5 with 268 horsepower mates to a six-speed automatic transmission. It's a familiar recipe, found across the Toyota lineup from the Venza crossover to the Sienna minivan and in the Camrys as well. In this application Toyota promises 20/29 mpg fuel economy, which it says makes the Avalon the best in its class. The Avalon's front-wheel-drive chassis uses MacPherson struts in front and in back, and the Avalon sticks with power rack-and-pinion steering.
Passenger room hasn't changed much in the Avalon's latest update, but some of its luxury fittings have been upgraded. The Avalon can seat six, with a three-across front bench available. In back, the Avalon's seats recline for better comfort, something Toyota says is unique in the class. New headrests give the seats better comfort, and some models get leather seats with ventilation.
Among its new features, the Avalon gets Bluetooth; steering-wheel controls for phone, climate control and audio; XM radio; USB connectivity; and an available navigation system with a better interface, Toyota says. Safety features include a new rearview camera (in the mirror on cars not equipped with the navigation system) and the usual front, side and curtain airbag, along with a knee airbag for the driver.
Toyota says the 2011 Avalon will go on sale this spring, with base and Limited editions offered. Standard features will include leather trim, power driver seat, dual-zone climate control, a moonroof, and 17-inch wheels. The Limited adds a smart-key system, ventilated front seats, and a power front passenger seat.
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2011 Ford Edge Preview Bottom Line
The 2011 Ford Edge doesn't bring radical change to America--at least not from the outside--but it's a beefier take on the five-seat crossover that gave Ford new life after the Explorer fell to earth.
And for the new model year, the 2011 Edge counters its bigger grille and tougher appearance with the first appearance of a new eco-friendlier engine, a 2.0-liter turbocharged four-cylinder that's a part of the company's "EcoBoost" family of engines.
(We're bringing you this preview with Ford's first official announcement and photos; a first drive of the 2011 Edge is coming this spring.)
Ford's calling this Edge a "refresh." On the market five years already, the Edge has been pretty thoroughly refurbished but Ford doesn't call it "all-new"--possibly, to keep all its new crossover converts in the fold. But all the Edge's powertrains are new, and the interior's graced with Ford's MyTouch system, which mimics the sensitive interface you'd find on an Apple iPhone.
Outside it's entirely familiar, but we're liking the new edition more than the old. Despite the close visual kinship to the first version, the 2011 Edge is easier to spot. The big grille goes deep in a Volkswagen way, so massive we doubt Bobby Flay would challenge it to any face-off. The silhouette is more of an echo of the original Edge, though the fenders are a bit more pronounced. It's made a name for itself with a smoothly sculpted shape, though, and mostly the Edge carries that sensibility over intact.
The interior makeover's way more "impactful," if you believe in that non-word. Vertically grained wood trim in these first photos gives the dash some heft, and like BMW, Ford's streamlined its controls for better graphic impact. A large LCD screen dominates the control stack and it houses Ford's MyTouch system, which lifts the iPhone interface neatly into the automotive realm. A delicate tap on the screen adjusts climate or audio controls--and instantly renders click-wheel systems like iDrive and COMAND and MMI hopelessly out of, er, touch. Steering wheel controls also cycle the LCD screens on the instrument panel and let drivers customize the information displayed.
Ford's focused more attention on the powertrains in the 2011 Edge. In the middle sits a revamped version of the Edge's 3.5-liter V-6, now putting out 285 horsepower and 253 pound-feet of torque. The upscale option is the 3.7-liter V-6 found in Lincolns and in some Fords, as well as the Mazda CX-9. It produces 305 hp and 280 lb-ft of torque, which Ford reminds, is more than the BMW X5 or Lexus RX 350. Ford claims improved fuel economy's improved, but no EPA figures are stated. Both engines are paired with Ford's latest six-speed automatic transmission.
The bigger engine story will be the EcoBoost four-cylinder engine. With a six-speed, dual-clutch gearbox, Ford says this Edge will get 30 percent better fuel economy than the original 2007 Edge--17/25 mpg, by the EPA's data--which suggests a potential 30-mpg highway fuel economy rating.
A retuned suspension could give the Edge a more sporting feel, something it lacked in its current form. Big 18-inch wheels will be offered on upper trim levels. A new braking system will be combined with anti-lock, traction and stability control; hill start assist; trailer sway control; and adaptive cruise control.
All Edges get Ford's capless fuel filler; a USB connection for music players; a blind-spot detection system; and MyKey system, which allows parents to program in driver-safety alerts for younger drivers. The MyTouch system will be standard on Limited models and the revamped Edge Sport. HD Radio is a new option, and with it comes iTunes Tagging, which lets drivers note a song on the radio and add it to a purchase list on their iTunes accounts via a docked iPod or iPhone.
2011 Ford Edge Sport
The most desireable--and probably most expensive--2011 Ford Edge will be the Sport edition. It's distinguished from the base, SEL and Limited editions by its standard 3.7-liter V-6, paddle shifters on its six-speed automatic, and even tauter suspension tuning, as well as massive 22-inch wheels and tires.
On the body, the Edge Sport adds a black-finished grille, smoked headlamps and taillamps, new body-color side skirts and door cladding, and different front and rear fascias. Aluminum trim on the pedals and paddle shifters matches up with distinctive leather seats.
Stay tuned for more on the 2011 Ford Edge from the 2010 Chicago Auto Show, and from our first drive coming soon.
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2010 Chevrolet HHR Bottom Line
The editors of TheCarConnection.com have driven the Chevrolet HHR and give driving impressions, along with advice on how it compares to competing vehicles here in this Bottom Line. TheCarConnection.com has also studied road-test reviews from a wide range of sources around the Web, including their highlights in a full review.
Likes
Versatile, cargo-friendly layout
Ride comfort
Dislikes
Transmission only has four speeds
Tight headroom
Gauges too small
Placement of power window controls
The Chevy HHR is a tall-roofed crossover, sharing some common architecture with the Chevrolet Cobalt. Overall, it's a well-orchestrated machine that provides practical cargo space and decent performance. Its basic architecture is similar to that of the Chevrolet Cobalt, with a lineup of four-cylinder engines providing reasonably fuel-efficient operation.
From the outside there's not much else on the road that can match the HHR on styling. The 2010 Chevrolet HHR has a design heritage harking back half a century, thus the name HHR, which stands for Heritage High Roof. The interior is much more "normal" and carlike, with the exception of a slightly higher seating position. Once again, the vehicle is available in two different body styles: a traditional four-door, five-passenger wagon and a two-seat Panel van. The HHR Panel van is geared toward small-business use, with windowless rear cargo panel doors and windowless rear quarter panels, along with cargo-floor storage compartments and a rear 40-amp power point for electronic equipment.
The basic 2010 Chevrolet HHRs are offered with the choice of one of two different four-cylinder engines: a 2.2-liter unit or 2.4-liter mill. A standard five-speed manual transmission or optional four-speed automatic comes with either engine on this front-wheel-drive vehicle. Additionally, a remote start feature is offered with the 2.4-liter. Last year variable valve timing was added to the base 2.2-liter mill, and this saw output increase to 155 horsepower, up from 149 horses the previous year. Fuel economy was also improved, yielding a driving range of up to 500 miles between service station stops with this more efficient engine. It should be noted that regardless of the transmission, performance isn't anything to shout about, though it's still decent for this class.
The 2010 Chevrolet HHR SS is an impressive offering that targets performance enthusiasts. Powering the SS is a turbocharged and direct-injected 2.0-liter four-cylinder engine, which enables the HHR SS to achieve EPA-rated highway mileage of 29 mpg with the manual transmission and 28 mpg with the automatic. Driver-selectable performance features including the "no-lift shift" help the SS achieve 0-60 mph performance in 6.3 seconds and cover the quarter-mile in 14.8 seconds at 98.5 mph. Equipped with the manual transmission, the SS has a top speed of more than 150 mph. Non-SS versions of the 2010 HHR have a very soft suspension, and it's not very nimble for tight corners or quick maneuvers, but the HHR LT and SS models include a sport-tuned suspension that doesn't sacrifice too much ride quality. The electric power steering in the HHR is a disappointment; it's just too light and imprecise in standard versions, though the revised tuning in the SS is an improvement.
Although the 2010 Chevrolet HHR has a versatile, roomy cargo space that can accommodate a lot of groceries or small pieces of furniture, the HHR is only fair for passengers. Headroom is rather tight, and the front seats provide a pushed-upward driving position that some drivers might like but others will consider odd. Interior appointments aren't anything special; there's a lot of drab plastic trim, and upholstery and materials are rental-car anonymous. On the bright side, the HHR feels tight and refined most of the time, with surprisingly little road or wind noise.
When it comes to safety, the HHR hardly impresses either. Federal crash-test results are five-star for frontal and side impact, but the insurance-supported IIHS rates the HHR just "acceptable" for side impact and a concerning "marginal" in the seat-based rear-impact test. Standard safety equipment for the 2010 Chevy HHR includes anti-lock front disc/rear drum brakes on LS and LT models, as well as anti-lock four-wheel discs on the SS. Stability control and side curtain airbags are standard as well, though front seat side-impact airbags aren't offered. GM's OnStar telematics system is also standard across the HHR model lineup.
Chevrolet has decided not to muck with the successful formula, with the only changes for 2010 consisting of an optional rearview camera and the elimination of the sporty SS trim for the HHR Panel body style. Standard features include air conditioning, an AM/FM/MP3/CD sound system with auxiliary input jack and satellite radio, power windows/locks/mirrors, remote keyless entry, cruise control, 16-inch wheel covers, a trip computer, and the aforementioned OnStar system.
The Bottom Line: The 2010 Chevrolet HHR has love-it-or-hate-it styling, but it should appeal to those who want good cargo capability in an economical ride.
Other Choices
If you're interested in the 2010 Chevrolet HHR, also consider:
- Chrysler PT Cruiser
- Jeep Patriot
- Honda Element
- Scion xB
Reason Why:
As the competition for boxy crossovers with tall roofs heats up, the 2010 Chevrolet HHR has a wide range of rivals now. The PT Cruiser is also a versatile people/cargo hauler and has more useful passenger space than the HHR, but the Chrysler can't match the HHR's performance with the SS edition. Base versions of the PT Cruiser ride and handle better than the HHR, however. The Jeep Patriot is a little bit smaller overall, yet it offers all-wheel drive and its interior feels roomier; it's an ideal choice for city folks who want a lot of utility but will stay on-road. The Scion xB is also a direct rival to the HHR, but it targets a more youthful, urban buyer. Like the HHR, the xB isn't as roomy inside for passengers as one might expect. The Honda Element remains one of the best choices for those who have a lot of stuff to haul, though its small rear-hinged back doors aren't quite as friendly for backseat passengers.
Buying Tip
If you want to keep your budget low, don't drive the 2010 Chevrolet HHR SS; though it's "the performance model," it's better in virtually every way, so you might not be able to step back to the other models.
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