2010 Dodge Avenger
TheCarConnection.com has driven the Avenger, along with all of the other mid-size sedan models, to bring you details about how it matches up. For a comprehensive take on the 2010 Dodge Avenger, TheCarConnection.com has researched all the best review sources on the Web, citing highlights in a full review.
Likes
Chunky, unique exterior
Good backseat space
Decent fuel economy (four-cylinder)
Convenient options
Dislikes
Chintzy cabin materials
Engine and road noise
Sluggish powertrain (four-cylinder)
Stability control isn't standard
The mid-size Dodge Avenger sedan carries into 2010 with no significant changes, as Chrysler finds its way and readies grander product changes under the influence of Fiat. In a very competitive mid-size sedan segment that includes family-friendly heavy-hitters like the Toyota Camry, Honda Accord, Ford Fusion, and even the Hyundai Sonata, the Avenger stands out from the pack in styling but barely keeps up in most other respects.
The 2010 Dodge Avenger is closely related to the Chrysler Sebring, but its styling leaves the impression of a scaled-down Dodge Charger. However, the proportions don't have the same zing in the front-wheel-drive Avenger. Inside, the Avenger's styling is daringly different for a sedan--though, as we'll clarify later, unsatisfying materials will probably leave you wanting.
While originally available with optional all-wheel drive, the Avenger lineup is now limited to front-wheel drive. The middle powertrain offering, a 2.7-liter V-6, is gone for 2010, leaving two very different engine choices: a 173-horsepower, 2.4-liter four-cylinder and four-speed automatic transmission (the SXT model), or a 235-hp, 3.5-liter V-6 and six-speed automatic (available on the R/T). The V-6 includes AutoStick, which enables manual gear selection.
Between the two engines and models, the driving experience is very different. The 2.4-liter four-cylinder is one of the least refined base engines in this class of vehicle, with a coarse sound when accelerating and ever-present drone, matched with sluggish acceleration and hesitant transmission downshifts. The V-6 in the 2010 Dodge Avenger R/T provides strong acceleration and is relatively refined, but fuel economy is lower than in rival V-6 models. Fuel economy ranges from 21 mpg city, 30 highway with the four-cylinder to 16/27 mpg with the V-6.
The 2010 Dodge Avenger has a rather soft ride, and it handles well enough but not enthusiastically. Four-wheel anti-lock disc brakes work well and are standard on the Avenger. With the available V-6, the R/T model includes firmer suspension settings, front and rear stabilizer bars, and big 18-inch wheels.
The base models of the Dodge Avenger have a particularly soft ride, and while the R/T sports a firmer suspension, it doesn't suffer much in the comfort department. Despite the aggressive nameplate, the Dodge Avenger SXT doesn't handle as well as expected for a mid-size sedan, but the 2009 Dodge Avenger R/T controls body roll well and corners with gusto. One feature that might kill some of the driving experience is road noise, which can be an issue on rough roads in any Dodge Avenger model.
While the interior might look good from a distance of 10 feet, up close the cheap materials give themselves away thanks to the abundance of hard plastic surfaces of varying luster and texture. The expensive Dodge Avenger R/T gets some more brightwork and upgraded trim pieces, but otherwise it retains the budget feel. Interior space remains a strength, though; in back, headroom and legroom are better than in some rivals, while in front the seats are supportive and provide a nice, upright driving position.
The Dodge Avenger has upgraded safety features for 2010, but it's still not quite in line with other sedans in terms of features. All 2010 Dodge Avengers now include front side and head-curtain airbags, new head-impact protection in the front seats, and four-wheel anti-lock disc brakes, but electronic stability control, an invaluable feature that has saved many lives, is only offered as an option on the R/T. In the insurance industry's IIHS tests, the Avenger scores "good" ratings for front and side protection; in government safety tests, the Dodge Avenger earns a five-star rating in frontal crash tests, but it hasn't recently been tested for side impact.
While Dodge (Chrysler) skimps on the materials and trims that set the feel of the interior, the Avenger SXT actually comes quite well equipped compared to other base mid-size sedans. Air conditioning, cruise control, power windows, cruise control, and keyless entry are all in the base feature set. Another surprise is that the Avenger provides a very robust set of options; heated seats, Sirius Satellite Radio, a MyGig infotainment system, a Chill Zone beverage cooler, a navigation system, and Uconnect Phone (Bluetooth) hands-free calling are all available on
the Avenger.
The Bottom Line: The 2010 Dodge Avenger offers cool, chunky styling and innovative options; otherwise, it's several paces behind in the evolution of the mid-size sedan.
Other Choices:
If you like the 2010 Dodge Avenger, also consider:
- Nissan Altima
- Kia Optima
- Hyundai Sonata
- Ford Fusion
- Chevrolet Malibu
Reason Why:
With a sorely unrefined base four-cylinder engine and interior appointments that look and feel downright cheap, the 2010 Dodge Avenger lags behind most of the competition. These rivals offer more refined, responsive four-cylinder powertrains. The Sonata and Optima provide a more comfortable, hushed ride and nice interiors that feel better, even if they aren't as exciting to look at as the Avenger's. Compared to the 2010 Dodge Avenger, the Ford Fusion feels especially sporty and nimble, and though its interior also has a basic design, the materials in the Ford are better--especially after a recent refresh. Interior space is the Avenger's one undeniable strength; while the backseats in several of these vehicles--especially the Altima--can be tight, the Avenger has enough space for four adults, or five in a pinch. At the six-cylinder level, the Avenger R/T brings a lot of features and a sporty feel but falls short of offering a strong value overall.
Buying Tip
If you like the Avenger's styling and are considering the R/T anyway, you might want to take a look at the rear-wheel-drive Dodge Charger SXT. For about the same price as the Avenger R/T, you'll get a larger vehicle with a premium feel.
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2010 Suzuki Kizashi
TheCarConnection.com's editors have driven the new 2010 Suzuki Kizashi on a variety of roads and even on the racetrack, and they have included a host of observations and road-test driving impressions in this Bottom Line. TheCarConnection.com will also compile a Full Review, including some of the most useful comments from other reputable review sources.
Likes
Pleasant materials and trims
Quiet, well-isolated cabin
Handling and maneuverability
Premium feel at a bargain price
Dislikes
Tight headroom with sunroof
Engine is gruff when worked hard
Reflections in shiny center stack
The 2010 Kizashi is the all-new flagship of Suzuki's U.S. lineup, a sedan focusing on performance, all-weather capability, and upscale interior appointments. It's sized right between what we consider compact and mid-size in the U.S. market, though with a long 106-inch wheelbase, its cabin is almost as spacious as that of mid-size mainstays like the Toyota Camry or Nissan Altima.
The overall design of the 2010 Suzuki Kizashi doesn't bear much likeness to the concept cars of the same name that precede it, though it borrows a host of details and promises way more excitement--in terms of design and performance--than bread-and-butter segment leaders like the Toyota Camry. In the production Kizashi, there are also a number of styling details seemingly borrowed from other vehicles, but after taking it all in, the Kizashi looks like one of the better-proportioned sedans. The profile itself is elegant and a bit conservative, but it's more daring from other angles, particularly the back. Like nearly every other sedan today, it has character lines that follow from the grille and headlights, through the hood, to the beltline. And its smooth, uncreased flanks are contoured just enough to avoid being called slab-sided.
On the inside, the 2010 Kizashi feels upscale and stylish--and far from the Spartan interiors of some other four-cylinder mid-size sedans. The swoopy instrument panel design of the Kizashi could very well be that of a sports coupe. The instrument panel has two tiers, with the upper tier culminating in a hood over the gauge cluster and the lower tier curving downward toward the center console and accented with tasteful bright trim. The hooded tach and speedometer gauges ahead of the driver are simple but classy, with a now-typical multifunction trip display between the two, and heavily bolstered sport seats with a coarse cloth or ventilated leather round out the sport-sedan impression.
A gutsy 2.4-liter four-cylinder engine is the only choice in the Kizashi for now. It makes 185 horsepower (180 hp with the continuously variable transmission, or CVT) and 170 pound-feet of torque. The engine provides quite spirited acceleration either with the six-speed manual transmission or continuously variable (CVT) automatic. The manual transmission is the best choice of the two. The shift action of the gearbox is a little imprecise, but the clutch takeup is smooth and overall the Kizashi feels especially lively in the low gears of the manual, which also has a rather tall, relaxed fifth and sixth gear. The engine feels at its perkiest from 2,500 rpm up to 5,000 and there's little reward for revving it all the way to redline; at higher revs, it tends to become coarser and slightly boomy, though always isolated and smooth. With the CVT, the Kizashi is a less exciting car overall; it doesn't feel nearly as responsive, even if it can accelerate quickly. In Drive, the CVT takes too long to ramp up revs for brief passes or squirts of power. But paddle-shifters alongside the steering wheel allow access to six simulated ratios on all but base S models, and pre-ordering one of those ratios allows better responsiveness. With the CVT, the Kizashi comes either with front-wheel drive or the new i-AWD system, which is configured for enhanced cornering and managed via the stability control system. In a Kizashi with the six-speed manual, TheCarConnection.com observes 27 miles per gallon over more than 150 miles of varied driving, much of it quite spirited. CVT models of the 2010 Kizashi are actually easier on gas; EPA ratings for the Kizashi range up to 23 mpg city, 31 highway for the base CVT S model.
The 2010 Suzuki Kizashi has a firm yet very absorbent ride; on coarse surfaces, it soaks up irregularities, and even minor bumps don't boom into the cabin as in other sporty sedans. The Kizashi handles very well overall, with nicely weighted electric-boost steering that lends some feel of the road--though it tends to come across as a bit lifeless on center. The brakes, which are larger than those in rival vehicles and incorporate Akebono calipers, impart a firm, confidence-inspiring sensation, and they don't fade appreciably even with heavy use out on the racetrack.
Though the Kizashi's exterior is smaller than mid-size, its cabin manages to feel nearly as spacious as most true mid-size interiors. There's lots of legroom in front--this very tall editor didn't even need the seat back all the way--and reasonable legroom in back. The tallest drivers will want to avoid the sunroof, which cuts into precious headroom in front, and those riding shotgun might be a little disappointed that the passenger perch doesn't adjust for height. In back we found headroom just fine thanks to good seat contouring, though the position is a bit low and the back of the front seats is covered with hard plastic that isn't delightful against knees.
When there's no middle passenger, backseat occupants of the 2010 Suzuki Kizashi have a folding armrest with a sturdy double cup holder, where there's also a pass-through to the trunk. Rear-seat heating and A/C outlets are included. The backseats are split 60/40, and each side folds easily forward with the flick of a lever. No need to worry about headrests either--they get out of the way.
Overall, the Kizashi feels a little more sophisticated and detail-oriented than other mainstream mid-size sedans (or at least their base versions). Throughout the 2010 Kizashi, materials are a pleasant surprise. Nicely grained plastics pair with soft-touch and padded surfaces in most of the places you'd brush against--except for the hard side of the center stack (knees), and controls are backlit in a soft red hue, with gauges lit in a pale blue, matching the vacuum fluorescent audio and climate control displays. Controls for audio and climate have a positive, high-quality feel with a textured grip, as well as slightly angled buttons that remind us of Mercedes-Benz interiors; they wouldn't be out of place on a car costing twice as much. The USB input, for iPods or other media players, is located inside the large storage bin just ahead of the shifter, so you can close the lid and leave the electronics out of view. All trims of the Kizashi--not just the more expensive models--get sport seats that are everyday-comfortable, with enough side support for taking on mountain switchbacks. Only one factor interrupted this feeling of refinement: The pre-production test car we spent the most time in also had pronounced wind noise around the passenger-side mirror above 70 mph.
Although the 2010 Suzuki Kizashi hasn't yet been crash-tested, it comes with a class-leading eight airbags, including front side airbags, side curtain bags, and rear side bags. Anti-lock brakes and electronic stability control are also standard across the model line. In Kizashi models with AWD, the stability control system can momentarily send more power to the rear wheels and help counter a skid, whether or not AWD is currently engaged. The stability control system also enables stronger steering boost in these situations for quick countersteering.
Suzuki typically offers few if any options on its U.S. vehicles, instead including a strong list of standard features, and the 2010 Suzuki Kizashi takes that to a new level. It's offered in four different trims. The base S includes a surprisingly high level of standard-feature content, such as push-button start, sport seats, dual-zone climate control, and steering-wheel audio controls. Next up is the SE, which adds a power memory driver seat, cruise control, 17-inch alloys, and upgraded trim. A 425-watt Rockford Fosgate sound system, Bluetooth hands-free calling, Bluetooth audio streaming, fog lamps, a moonroof, and 18-inch wheels are all part of the GTS, while the top-of-the-line SLS includes leather upholstery, heated front seats, rain-sensor wipers, rear parking sensors, heated mirrors, an auto-dimming mirror, and a garage-door opener. Later in the model year, an in-dash nav system will be optional.
The 2010 Kizashi is made by Suzuki in Japan and is covered by a seven-year/100,000-mile powertrain warranty, with three years or 36,000 miles for the vehicle warranty and roadside assistance.
The Bottom Line: If you can get past the Suzuki badge itself, you'll be pleasantly surprised. The 2010 Suzuki Kizashi is sophisticated, well designed, and a lot more fun to drive than most other four-cylinder mid-size sedans.
Other Choices:
- Ford Fusion
- Mazda Mazda6
- Nissan Altima
- Subaru Legacy
- Kia Forte
Reason Why:
With dimensions that are closer to mid-size sedans like the Toyota Camry in looking at its cabin but closer to compacts like the Corolla when considering overall dimensions, the 2010 Suzuki Kizashi lands in an underrepresented part of the U.S. sedan market. But it doesn't take on those bread-and-butter family sedans like Accord, Camry, and Malibu. Instead--even though Suzuki succeeds in making the Kizashi a lower-budget alternative to the likes of the Audi A4 or Acura TL (both about the same size as the Suzuki)--its main rivals are the sportier mid-size sedan models, along with a few of the most attractive, spacious compacts. The Kizashi has a little more style and personality than the Ford Fusion, although the Fusion handles surprisingly well; it also feels more nimble than the Mazda6 and feels considerably firmer and sportier than the new Subaru Legacy, which has standard all-wheel drive. Both the Legacy and Altima have cheaper-feeling interior appointments and less-supportive seats but share the choice of manual transmission or CVT. Finally, for those considering the base Kizashi S model, the stylish new Kia Forte is one of many compacts that starts at a considerably lower price--with an interior that might feel almost as spacious--but it doesn't have the refinement and sophisticated driving feel offered by the Kizashi.
Buying Tip
Consider that all models but the base 2010 Suzuki Kizashi S trim include steering-wheel paddle shifters. If you live in a hilly or mountainous area and want the CVT, it's a useful feature that helps you keep your hands on the wheel.
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2010 Toyota Corolla
TheCarConnection.com's editors have driven the 2010 Toyota Corolla to give you plenty of details and firsthand observations, and to compare it with other cars in its class. The car experts at TheCarConnection.com have also studied the latest road tests of the new 2010 Toyota Corolla to compile this conclusive review.
Likes
Quiet ride and handling
Sporty XRS model
Good build quality
Toyota's enviable reliability
Dislikes
Downmarket interior on base models
Tight cabin space when fully loaded
Archaic four-speed automatic
The 2010 Toyota Corolla is a car with two different personalities: There's the base model for budget-conscious buyers and the sporty Corolla XRS for those after a little flair. Comparing both models with their prime rival, the Honda Civic, the base Corolla falls a little short in the performance and styling departments. The XRS does a better job, especially when it comes to power and handling, but loses out to the competition on price.
While the current Corolla is much more attractive than previous generations, one of the car's biggest drawbacks remains its inability to excite the visual senses. The Corolla lacks the sporty and modern panache of many of its rivals, but this may be ideal for those who don't want to stand out from the crowd.
Inside, base Corollas can feel a little cheap, but moving up to the LE adds features such as power windows, while the XLE gets wood grain trim. The XRS range-topper adds some leather trim and comfy sports bucket seats.
The base 2010 Toyota Corolla and the better-equipped LE and XLE editions continue in 2010 with a standard 1.8-liter four-cylinder mill developing 132 horsepower and 128 pound-feet of torque. Compared to the Honda Civic and Chevrolet Cobalt, the Toyota is slightly down on power; however, fuel economy for either the standard five-speed manual or optional four-speed automatic is impressive, with an EPA rating of 27 mpg city, 35 highway. The Honda Civic, by comparison, gets 26 mpg city, 34 highway.
Upgrade to the premium XRS model and you get a 2.4-liter four-banger with 158 horsepower on tap. This engine is happy to rev, and a sweet shifting six-speed automatic is available as an option. When matched with the standard five-speed manual, the Corolla XRS will sprint from 0-60 mph in around eight seconds--not exactly scintillating performance but enough to raise the heart rate. Fuel economy is hardly impressive, at 22/30 mpg.
The 2010 Toyota Corolla features a fully independent suspension system, but with the lackluster power output from the base 1.8-liter engine, performance remains dull. Moving up to the Corolla XRS adds rear disc brakes and a tighter feel, but the electric power steering still lacks adequate feedback.
Safety is the Corolla's strong suit, with anti-lock brakes, tire-pressure monitors, active headrests, and front, side, and curtain airbags all standard. Stability and traction control are now standard across the range as well.
The 2010 Toyota Corolla comes well equipped, with standard air conditioning, a tilt/telescoping steering wheel, and CD player. Optional features include a navigation system and XM Satellite Radio--rare features in this segment. However, it still misses out on power windows or power locks in the base model.
There has been no price increase for the 2010 model year Corolla, despite the addition of electronic stability and traction control as standard across the range. Pricing kicks off at $15,350 for the standard sedan with a five-speed transmission and goes up to $20,050 for the sporty XRS with a five-speed automatic transmission.
The Bottom Line: The 2010 Toyota Corolla has two different personalities: a bare-basic entry-level model and the sporty--but pricey--Corolla XRS.
Other Choices
If you like the 2010 Toyota Corolla, also consider:
- Honda Civic
- Hyundai Elantra
- Mazda Mazda3
- Nissan Sentra
Reason Why:
The 2010 Toyota Corolla is competent in most areas, but strong rivals like the Honda Civic, Hyundai Elantra, and Mazda3 are similar in price and perform better overall. The Hyundai Elantra is an especially good value compared to the Toyota, as is Hyundai's larger Sonata when compared with the $22,000 Corolla XRS. The Nissan Sentra has better style and a better backseat, while the Mazda3 is the zippiest of all, especially as the MazdaSpeed3. Other vehicles worth a look include the Mitsubishi Lancer and the Honda Fit.
Buying Tip
The Toyota Corolla remains one of the most popular models in the mid-size sedan, but with tough competition from the likes of Honda, Chevrolet, and Mazda, there are some bargains to be had. Look for deals on the base models, but manual-equipped XRS models are also a favorite for value-minded buyers. TheCarConnection.com's editors strongly recommend the XRS model if you are after a Corolla, but be prepared to pay the price premium.
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2010 Mitsubishi Eclipse
To bring you both comprehensive information and an expert opinion on the 2010 Mitsubishi Eclipse, TheCarConnection.com's editors have driven both the coupe and Spyder versions, along with both engines. TheCarConnection.com has also researched road tests covering the Eclipse to bring you the most useful information on how it stacks up with other low-priced sporty rivals.
Likes
Sheer affordability, especially of Spyder
Torquey, responsive V-6
Warranty coverage
Dislikes
Tight interior
Overstyled coupe
Doesn't handle so responsively
Poor V-6 fuel economy
The Mitsubishi Eclipse is a sporty, front-wheel-drive coupe or convertible that doesn't have a lot of frills or a very refined look and feel, yet it can be reasonably entertaining to drive--especially in the V-6 versions of the coupe or Spyder.
With styling that's a little less mature and refined than the balanced design of the Honda Accord Coupe or Nissan Altima Coupe, the 2010 Mitsubishi Eclipse just isn't as pretty with its mix of lines and molten-looking, curved sheetmetal. However, its aggressive, almost giddy styling might appeal to a particular type of buyer who wants attention. Last year the Eclipse got a modest restyle in the way of restyled front and rear fascias, plus an enhanced appearance and new exhaust for the GT. For 2010, the appearance of the base GS model gets dialed up with most of those changes, even in four-cylinder form.
Inside, the plain-faced dash of the 2010 Eclipse is made with good-quality materials that are fitted together well. The front seats are supportive, but the interior is intimate and many drivers might find headroom tight in the coupe; the rear seats are uncomfortable for adults.
The 162-horsepower, 2.4-liter, four-cylinder engine that's standard on the base Eclipse GS and GS Sport quite simply struggles to keep up, and doesn't fit the Eclipse's aggressive appearance. The 265-hp, 3.8-liter V-6 that comes in GT models brings a completely different personality, with its ample torque making the 2010 Mitsubishi Eclipse feel at times like a front-wheel-drive muscle car. The four-cylinder cars offer a five-speed manual or four-speed automatic, while the V-6 coupes come with a choice of a slick-shifting six-speed manual or a five-speed automatic. Fuel economy for the four-cylinder model ranges up to 20 mpg city, 28 highway, but the V-6 rates at just 16/25 mpg with automatic in the Spyder.
The 2010 Mitsubishi Eclipse is based on the Galant sedan, so it doesn't handle with much finesse or brake with the same verve as true sports car rivals; that's the only truly disappointing aspect of the Eclipse if you can get past the tight cabin and slightly overstyled exterior. On the upside, the Eclipse exhibits excellent ride quality.
Stability control is now standard on the Mitsubishi Eclipse for 2010; also included are anti-lock disc brakes, side impact airbags, and side-curtain bags (except on the Spyder). Although the federal government hasn't crash-tested the Eclipse, the model receives top "good" ratings for frontal and side impact protection.
For 2010, a Bluetooth hands-free calling interface and rearview camera system are offered on the GS Sport and GT models; the GS Sport is the pick for those who want the fuel efficiency of the four-cylinder engine but are pulled in by the features on the V-6. A Rockford-Fosgate 650-watt audio system is available as part of the optional Sun & Sound Package on the GS or GT models. Other top options include heated leather seats and automatic climate control.
The Bottom Line: The 2010 Mitsubishi Eclipse isn't particularly agile, but still offers head-turning styling with strong straight-line performance.
Other Choices
If you like the 2010 Mitsubishi Eclipse, also consider:
- Honda Accord Coupe
- Hyundai Genesis Coupe
- Ford Mustang
- Chevrolet Camaro
Reason Why:
With its silky V-6 engine and responsive handling, the Honda Accord Coupe feels like it's worth its higher price. The new Hyundai Genesis coupe has a rear-wheel-drive layout and more of a performance focus, with powerful V-6 and turbo four-cylinder engines. And for those looking for a different sort of style, the base V-6 versions of the Ford Mustang and Chevrolet Camaro both bring crisp retro styling; the Mustang is available as a convertible.
Buying Tip
The Spyder is the more enjoyable of the two body styles; get it with the V-6 and the great-sounding Rockford Fosgate audio system and the 2010 Mitsubishi Eclipse feels like a more expensive vehicle.
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2010 Chevrolet Corvette
TheCarConnection.com has driven most of the Corvette range to report on editors' firsthand impressions here in this review. TheCarConnection.com's team also researched other reviews to bring you highlights so that you can have the most information possible on this iconic American sports car.
Likes
Good bang for your buck
Street cred in spades
Surprisingly compliant ride
New Launch Control system
Dislikes
Notchy, deliberate shift action
Interior starting to show its age
Still lacks curtain airbags
Chevrolet was always going to have a tough time improving on its Corvette line. Last year we saw the introduction of the mighty ZR1 supercar and a price cut for the base convertible; for the 2010 model year, the automaker brings out the big guns.
First and foremost is the introduction of a new Grand Sport model, which returns for 2010 with wide-body styling and race-bred suspension; it's available in either coupe or convertible body styles. The other major introduction is a new Launch Control system that comes standard on all manual 'Vettes and can make even the most amateur of drivers look like a pro at the traffic light.
We've tested the system on the road and track and find it to be truly impressive--no reservations, no qualifications. The new system modulates engine torque 100 times per second and is designed to give drivers optimal traction during full-throttle starts. In addition to the availability of the Launch Control system, the 2010 ZR1 gets what Chevy calls "Performance Traction Management" (PTM) technology, which holds a predetermined engine speed while the driver pushes the throttle to the floor. That allows the driver to quickly release the clutch, and the system modulates engine torque for the best traction during track driving.
But it's not just performance aspects that get our tick of approval for 2010. Side airbags now come standard on all models, as well as a range of updated colors, including the return of Torch Red.
Across the entire 2010 Chevrolet Corvette lineup, styling remains much the same as the previous year. After all, the Corvette is one of the sexiest cars on the road today, so there's no point mucking with the winning formula. The Z06 and ZR1 continue with their more muscular bodywork to cover the wider tires on those models, and the ZR1 still features a clear plastic window, which doesn't add much excitement, according to the styling gurus at TheCarConnection.com.
The Grand Sport adds a new dimension, essentially replacing the Corvette's previous Z51 package and bringing a greater degree of handling performance. Benefiting from wide-body styling, the Grand Sport also gets a Z06-style front splitter and rear spoiler, new brake ducts, and unique 18-inch wheels with 275mm tires up front and 19-inch wheels shod with 325mm rubber in the rear.
All Corvettes are pure performance inside, with a cockpit-inspired interior dominated by a large hooded gauge cluster, a high center console, and the usual dull GM plastics. An optional feature is the crossed-flags logo embroidery for seats, as well as a new cashmere trim for the Z06 and ZR1.
While the interior can be a little drab in appearance, once you floor the throttle all is forgotten as genuine excitement pours from each and every 2010 Chevrolet Corvette powertrain.
The base Corvette gets a potent 430-horsepower LS3 V-8 that displaces 6.2 liters and is good for a 0-60-mph run in just 4.1 seconds with the manual or 4.3 seconds with the automatic. An optional two-mode exhaust system (also available on the Grand Sport) brings a power rating increase to 436 horses and 428 pound-feet of torque. As the revs climb, the sound from these pipes is intense. While manual drivers get the new Launch Control system for 2010, customers picking the self-shifter will welcome a revised six-speed automatic paddle shift control that includes a "push and hold" feature to make returning to automatic mode simpler.
Sitting between the base Corvette and the sexy Z06 is the new Grand Sport. Powered by the same 430-horsepower and 424 pound-feet of torque LS3 V-8, the 2010 Chevrolet Corvette Grand Sport also gets wider wheels and tires, revised shocks, a new stabilizer bar and spring specifications, and new gearing. The equipment enables cornering capability of up to 1.0 g, as well as a 0.2-second improvement in 0-60-mph acceleration versus the standard LS3-powered models.
Grand Sport coupe models equipped with the manual transmission are outfitted for racetrack competition, too, with a dry-sump oiling system, a differential cooler, and a rear-mounted battery. The manual transmission also comes with specific gear ratios, while automatic models get a modified rear-axle ratio. The Grand Sport also gets Z06-spec brakes that include 13.4-inch rotors with six-piston calipers up front and four-piston calipers in back.
Next in line is the Z06, which brings Corvette owners into supercar territory thanks to its 7.0-liter LS7 V-8 that's capable of sending the car from 0-60 mph in just 3.7 seconds and see it reach a top speed of 198 mph. The 2010 version retains the 106-inch wheelbase of other Corvette models, as well as the short-long arm suspension and transverse spring design, but rides on all-new wheels, tires, and brakes, as well as its own rear spring and roll stabilizer. Peak output remains at 505 horsepower and 470 pound-feet of torque. Buyers opting for the top-end 3LZ package now get powered sports seats for both driver and passenger.
Thanks to the mammoth amount of torque from either the base LS3 engine or the race-bred LS7, the 2010 Chevy Corvette is enjoyable to drive with the optional automatic but really comes alive with the manual, even though the shift action tends to be overly deliberate and notchy.
Sitting at the top of the ladder is the granddaddy of all Corvettes, the world-beating ZR1 supercar. Still packing a hand-built, supercharged 6.2-liter V-8 with 638 horsepower and 604 pound-feet of torque on tap, the ZR1 will rocket to 60 mph in only 3.4 seconds and blast through the quarter-mile in 11.3 seconds and with a 131-mph trap speed.
The ride of the current six-generation Corvette is vastly superior to previous versions that could best be described as agricultural by comparison. Even the 2010 Chevrolet Corvette ZR1 (with its ultra-wide tires) rides well thanks to new tire technology and magnetic ride control. The available levels of performance combined with the compliant ride and overall refinement make these cars all the more special. For the right person, they can be daily transportation. When driven modestly on the highway, fuel economy can reach as high as 30 mpg.
In terms of comfort and quality, the 2010 Corvette has made great strides since the launch of the six-generation in 2005 and the slight update last year. Fit and finish, both inside and out, is solid, though the choice of trim and materials can leave you desiring something a little more premium. The seats are comfortable and provide good support, even on long drives, and during the several hundred miles we've spent behind the wheel, there was barely a squeak or rattle to detect.
For a sports car, visibility in the Corvette is quite good. Additionally, the rear storage provides a surprising amount of room with 22.4 cubic feet of cargo volume in the 2010 Chevrolet Corvette Coupe and a respectable 11 cubic feet of storage in the rear of the Convertible. The drop-top models use a layered fabric roof that isolates the cabin well from wet and cold but lets in a lot of road noise.
Safety is another strong point for the Corvette range. A four-channel ABS system is standard, as are stability and traction control and now front and side airbags as well. Unfortunately, the 2010 model still lacks side curtain airbags, which are usually standard on cars in the same price range as the Corvette.
The 2010 Chevrolet Corvette gets to tap into GM's deep well of tech features. High-end audio and voice-activated navigation systems are available, along with a growing list of services from GM's OnStar. In recognition of the reality of cell phones and other mobile communication devices, GM is now offering Bluetooth connectivity. An optional Bose audio system or an in-dash six-disc changer is available, while steering-wheel-mounted audio controls are standard on all models. One last highlight is that the Corvette, despite its supercar credentials, still comes with proper cup holders.
The Bottom Line: Stupendously fast yet amazingly practical, the 2010 Chevrolet Corvette is the supercar you can live with.
Other Choices
If you like the 2010 Chevrolet Corvette, also consider:
- Nissan GT-R
- Porsche Boxster
- Dodge Viper
- Porsche 911
- Nissan 370Z
Reason Why:
While it may have several formidable rivals, the Corvette's prime nemesis remains the Dodge Viper. The Dodge now boasts an 8.4-liter V-10 engine pumping out an even 600 horsepower as its sole powertrain option and is humbled only by the ZR1. Nissan's GT-R also shows that it has what it takes to topple the Corvette, even approaching the ZR1 in performance. Combined with its all-wheel-drive system and sophisticated electronics, the 480-horsepower Nissan proves itself worthy on more than one count. The next closest competitor to the Corvette would have to be the Porsche 911. With its range of models (rear- and all-wheel drive, naturally aspirated, and turbo powered), the German icon offers more choice and arguably more refinement than the American, though at a significant cost. While the Porsche Boxster lines up nicely against the base Corvette, its six-cylinder engine is no match for the Chevy's muscular V-8. The same goes for Nissan's 370Z, although the sound from the Z's tailpipes may persuade even the most loyal of 'Vette fans.
Buying Tip
Performance diehards will be clamoring for the new Grand Sport, which means there may be some deals to be had on the still-impressive base coupe.
| Permalink:2010 Chevrolet Corvette | |
2009 Mercedes-Benz C-Class
TheCarConnection.com's editors have driven the Mercedes-Benz C-Class in order to give you an expert opinion. And to bring you more information and opposing viewpoints, the experts at TheCarConnection.com have researched available road tests on the 2009 Mercedes-Benz C-Class.
Likes
V-6 engines are smooth and responsive
Cabin is comfortable and quiet
Sport model competes with the BMW 3-Series
Choice of two distinct looks
Dislikes
Vague steering response
Use of drab plastic in base instrument panel
Needs more backseat legroom
The 2009 Mercedes-Benz C-Class features two distinct styles; the Luxury and Sport models cater to different types of C-Class buyers. The two models can be distinguished from afar, especially from the front, due to their very different front-end treatments. Overall, the C-Class is the smallest and most inexpensive model in the Mercedes lineup.
The Sport has no hood ornament but rather a large emblem in the middle of the grille that's body-colored instead of chrome. The Luxury follows Mercedes tradition with the familiar chrome grille and three-pointed-star hood ornament.
The 2009 Mercedes-Benz C-Class Sport models also differ from the Luxury by way of lowered, sport-tuned suspension, larger wheels, a sport braking system, and dual exhaust. Inside, the Sport's trim is composed of either matte-aluminum or maple wood, while the Luxury features chrome and burl walnut wood. However, the plastics used in the base Sport look somewhat drab.
Both the C300 Luxury and Sport models come with a 228-horsepower, 3.0-liter V-6 engine, while the C350 Sport gets a 268-horsepower, 3.5-liter V-6. The C300 models are available with 4Matic all-wheel drive, a full-time system that reverts to sending 55 percent of power to the rear wheels when more isn't needed at a particular wheel. The C300 has a standard six-speed manual or optional seven-speed automatic, but the C350 can only be had with the automatic.
The exclusive C63 AMG (covered separately by TheCarConnection.com) is the big dog of the 2009 Mercedes C-Class. Its 6.3-liter, V-8 engine produces 451 horsepower, which complements all the additional performance equipment the C63 features, including a sport suspension, Z-rated performance tires, bigger brakes, a sport exhaust, special AMG heated sport seats, a race timer, and plenty of additional appearance upgrades.
The two V-6 engines aren't that different from each other in normal driving, but the additional performance of the 2009 Mercedes-Benz C350 is only noticeable during full-throttle acceleration or on the most demanding mountain roads. The seven-speed automatic shifts smoothly, whether using the manual mode or not, and it downshifts quickly and decisively when needed. The C-Class comes equipped with Mercedes' Agility Control suspension, which helps C-Class models stay flat in corners and maintain a well-controlled ride by mechanically adjusting damper settings to reduce body motion during spirited driving and sudden maneuvers, without a sacrifice in ride comfort. The C-Class has crisp steering response compared to former C-Class sedans, thanks in part to a quicker steering ratio, but the steering isn't quite as direct in feel. Of the two models, the Sport allows better handling without any significant decrease in ride quality.
Both the Sport and the Luxury C-Class models have quiet cabins with good isolation from the road, although you hear the engine when accelerating. The backseat is the C-Class' most significant weakness, though. The average adult will find headroom adequate, but legroom is very tight, and unless the front seats are pulled far forward, most will not find the space comfortable.
All 2009 Mercedes-Benz C-Class models come equipped with pelvic airbags that work in conjunction with the dual front-side airbags and side-curtain bags. The Insurance Institute for Highway Safety rates the C-Class "good" in frontal impact but doesn't test it in other areas. Crash-test performance in the federal government's program is somewhat disappointing for a vehicle from a brand that's known for such high safety standards, with four-star results in frontal protection but five-star ratings in side impact.
Standard on all models is Bluetooth, dual-zone climate control, and a twin-panel Panorama sunroof. An available entertainment system brings 4GB of music storage and accepts memory cards; there's also a DVD entertainment system and a voice-activated navigation system with a convenient pop-up display screen. Most options for the 2009 C-Class are grouped into major packages and include heated seats, a rear sunshade, bi-xenon headlamps, and a lighting system with corner-illuminating fog lamps.
The Bottom Line: For the price, the 2009 Mercedes-Benz C-Class offers sportiness, luxury, safety, and creature comforts in an attractive package.
Other Choices
If you like the 2009 Mercedes-Benz C-Class, also consider:
- Audi A4
- Lexus IS
- Infiniti G35
- BMW 3-Series
Reason Why:
Because of the two distinct models, the Sport and the Luxury, the 2009 Mercedes-Benz C-Class appeals to two types of buyers. The Luxury model, with its expanded list of standard conveniences, trumps the base Lexus IS model with a better, more balanced driving experience and a quiet interior that allows more generous front seating. The Sport takes a more pronounced turn toward edgier performance-oriented rivals like the 3-Series and G35 without forgetting its luxury base. The Sport provides handling prowess that's nearly as satisfying as the 3-Series and G35, although its steering isn't as sharp as the Infiniti's. The Audi A4 offers an especially frugal yet peppy base engine, a turbocharged four-cylinder in its 2.0T model, and the new 2009 A4 provides a sportier driving experience than before.
Buying Tip
For those lamenting the lack of a four-cylinder C-Class model, the Mercedes E320 CDI BlueTec model is a gas-sipping alternative with a highway fuel efficiency rating of 32 mpg--and more backseat room.
| Permalink:2009 Mercedes-Benz C-Class | |
2009 Subaru Legacy
TheCarConnection.com's editors drove the new Subaru Legacy in order to give you an expert opinion. TheCarConnection.com's auto experts then researched available road tests on the new Subaru Legacy to produce this conclusive review and to help you find the truth where other reviews might differ.
Likes
Sporty handling, especially in Spec.B
Choice of three engines, each different in character
Safety equipment
All-wheel-drive confidence
Dislikes
Noisy interior
Base engine lacks refinement
Still no Bluetooth
The Subaru Legacy allows both all-weather capability and a sportier character than most other mid-size sedans. For 2009 Subaru boosted its all-wheel-drive Legacy sedan lineup by adding a second six-cylinder model, the new 3.0R, and several other models get increased standard equipment.
The 2009 2.5i and 2.5i Limited models pick up a 170-horsepower, 2.5-liter horizontally opposed ("flat") four. Models with the base engine have either a five-speed manual or four-speed automatic transmission. With the base engine, the 2009 Subaru Legacy has adequate power when carrying a light load, but if you plan on hauling a lot of stuff or driving in the mountains, the engine can feel taxed. It's made worse by the four-speed automatic, which can shift abruptly and has rather widely spaced gears.
The 2.5 GT Limited and Spec.B models upgrade to a high-performance turbocharged 2.5-liter flat-four making 243 horsepower. Turbo models have either a six-speed manual or five-speed automatic, which comes with Sportshift paddle shifters and a rev-matching downshift throttle-blipping feature for performance driving. The turbocharged engine in the GT Limited and Spec.B is the most responsive, with none of the turbo lag that sometimes plagues turbos, but the six is the smoothest and most refined.
At the top there's a 245-horsepower, 3.0-liter flat-six powering the 3.0 R Limited. The six-cylinder engine comes with just the five-speed automatic. 2009 Subaru Legacy models with the turbocharged four or the six-cylinder engine get SI-DRIVE, a system that has three different modes that allow throttle response, transmission shift, and other characteristics to change from smooth to sharp as desired.
Handling is especially sharp in GT Spec.B models, though not at the expense of comfort. The 2009 Subaru Legacy Spec.B model brings additional performance hardware to bring better handling and get the most out of the turbo engine's additional power. The functional extras include a Bilstein sport suspension, larger brakes, summer performance tires, a heavy-duty gearbox, four-pinion front differential, and rear Torsen limited-slip differential; these are joined by other extras, including a moonroof, fog lamps, heated mirrors, heated seats, dual-zone climate control, a navigation system, and many appearance enhancements.
Top 3.0R models see many of these same improvements, plus the flat-six engine. Even in one of the less expensive models, the 2009 Subaru Legacy handles very well on the road, with crisp, rather communicative steering and not much body lean. Ride comfort is quite good as well, but road noise can be an issue inside on coarse road surfaces.
Seating in the Legacy is comfortable in front, though front-seat occupants might find headroom tight. Overall, the interior is rather basic but attractive with matte-metallic materials and mid-grade plastics; there are no overt luxury pretenses here, except in the top 2009 Subaru Legacy models, which pile on the convenience features and upgrades.
Anti-lock brakes, front-seat side airbags, and active front head restraints are all included. Electronic stability control isn't available on much of the line, but it's included in the GT Spec.B and 3.0R. The 2009 Subaru Legacy is one of the safest sedans of any size or price; it receives top five-star results from the federal government in both frontal and side-impact tests, as well as straight "good" ratings (the best possible) from the IIHS for frontal, side, and rear impact.
The Vehicle Dynamics Control (VDC) stability and traction control system is now standard on the 2.5i models, and all Legacys, except the base 2.5i, receive a new 385-watt Harman Kardon audio system
Some of the latest expected tech features, such as a Bluetooth interface, an iPod interface, and live traffic updates aren't available on the Legacy.
The Bottom Line: The 2009 Subaru Legacy appeals to rugged, sporty, and practical types, but not those who expect top refinement.
Other Choices
If you like the 2009 Subaru Legacy, also consider:
- Volkswagen Passat
- Nissan Altima
- Audi A4
- Volvo S60
Reason Why:
The Altima and Passat are both sporty mid-size sedans that have very attractive, comfortable interiors, though the Altima isn't available with all-wheel drive and the Passat only offers it with the more expensive V-6 model. The Audi A4 is a more formidable alternative, with its fuel-efficient 2.0T powertrain, quattro all-wheel drive, and very attractive, upscale interior. Finally, Volvo and Subaru buyers have long overlapped, and the Volvo S60 has several sensible and attractive all-wheel-drive models. Neither of them offers performance like the GT Spec.B, but the S60 has a better ride and more comfortable interior. With its standard all-wheel drive and more of a reputation for performance than for being a bread-and-butter family vehicle, the 2009 Subaru Legacy competes with some of the more exciting-to-drive mid-size sedans, along with the most affordable of the European sports sedans. Both the S60 and the Legacy are due to be replaced next year.
Buying Tip
Ask your salesperson about the all-wheel-drive system on the 2009 Subaru Legacy; it varies depending on whether it has a manual or automatic transmission.
| Permalink:2009 Subaru Legacy | |
2009 Volvo S40
The editors of TheCarConnection.com have driven the new Volvo S40 and present their expert opinion, along with a comparison to other choices. TheCarConnection.com's auto experts have also researched available road tests on the new Volvo S40 to produce this conclusive review and help you make sense of differing accounts.
Likes
Big-car poise in a small package
Comfortable and stylish cabin
High degree of safety in a small car
Maneuverability and ease of parking
Dislikes
No manual transmission in T5
Rough ride (T5)
Expensive when options are added
Both versions of the compact Volvo S40 sedan, the 2.4i and T5, carry through with the same sporty yet elegant look as in previous years, but they receive a host of upgrades for the 2009 model year.
The S40's two variants have pronounced powertrain differences. Higher-powered 2009 Volvo S40 T5 models get the turbocharged, 2.5-liter inline-five, which functions well with the five-speed automatic; the engine picks up a power increase from 218 to 227 horsepower. A six-speed manual gearbox is no longer offered in the T5. The base 2.4i model comes with a 2.4-liter inline five-cylinder engine making 168 horsepower and 166 pound-feet of torque. It doesn't accelerate quickly, but performance is perky with the standard five-speed manual and gutsy enough for city driving with the five-speed automatic transmission.
The 2009 Volvo S40 is remarkably compact and extremely easy to maneuver and park, yet it has the stability and poise of a larger sport sedan in high-speed cruising and curvy mountain roads, especially in sporty T5 form. Handling in the T5 feels markedly sportier than in Volvo's larger sedans. Though the ride of the T5 can be somewhat pitchy at lower speeds, road noise is not at all the problem that it can be in other small sedans. The T5 AWD model has the latest version of the Haldex all-wheel-drive system, which is electronically controlled. It relies on an instant of slippage at the front wheels before torque is sent to the rear, but responds well to the S40's needs on wet or slippery roads.
There've been a number of interior changes for 2009. While the cabin feels as airy and welcoming as before, Volvo admits interior storage was an issue, so a new center console and revised set of door panels add more bins and room for miscellaneous items--10 CDs, for example, even though the audio system now includes an iPod jack and MP3 capability. The clock in the 2009 Volvo S40 is newly positioned, and air vents are improved. The S40's instrument panel design is especially stylish and distinctive, with a thin, "floating" center stack housing audio and climate control functions. In front, generous seats allow an upright, near-perfect position for most, with enough space for taller drivers, but the backseat area is limited in legroom.
Safety features are by no means forgotten; Volvo's Blind Spot Information System (BLIS), which warns the driver when a car is present in the blind spot with a light at the base of the side mirror, is an option on the 2009 Volvo S40, along with 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 AWD, as is a navigation system and keyless drive. The S40 includes front side impact airbags, side curtain bags for front and rear outboard occupants, anti-lock brakes, and electronic stability control. Despite all these safety considerations, the S40 garners high, but not perfect, crash-test scores; it earns a mix of four- and five-star ratings from the federal government and both Good and Acceptable ratings from the IIHS.
Keyless entry, cruise control, and an 80-watt, six-speaker sound system are on the equipment list of the 2.4i, but the sporty T5 model adds a lot more--including the turbocharged engine, a flashier alloy wheel design, fog lamps, electronic climate control, aluminum trim, and an upgraded audio system. For 2009, numerous features that were previously 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.
2009 turbocharged T5 models are now equipped with standard R-Design components. The list of upgraded features include a sport body kit with color-coordinated side skirts and front and rear spoilers, aluminum sport pedals, a sport steering wheel, premium leather seating surfaces with embossed R-Design logo, a sport shift knob, R-Design inlays, and a watch dial instrument cluster.
The Bottom Line: The 2009 Volvo S40 is a city-friendly sport sedan with some of today's best safety features.
Other Choices
If you like the 2009 Volvo S40, also consider:
- Volkswagen Jetta
- Subaru Impreza/WRX
- Saab 9-3
- Acura TSX
Reason Why:
The Jetta may provide the most value in this class for those who are completely practically minded. Its five-cylinder engine offers performance that's very comparable to that of the standard 2.4i model, with similar equipment and a backseat that's a bit roomier, at a price that's close to $10,000 less. That said, if safety features are the priority and you're willing to pay extra for options, the S40 is unbeatable. Another possibility is the Subaru Impreza; in its base 2.5i form, it's a much more affordable alternative, with standard all-wheel drive and performance from its horizontally opposed four-cylinder engine similar to the base five in the Volvo. And the Impreza WRX 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.
Buying Tip
If the backseats are for small children, make sure you get the integrated child booster-seat system in the 2009 Volvo S40.
| Permalink:2009 Volvo S40 | |
2009 Chrysler Town & Country
TheCarConnection.com researched the latest reviews of the 2009 Chrysler Town & Country to bring you some highlights. The experts at TheCarConnection.com have also driven the Chrysler Town & Country and present their own opinions and observations to aid clarity where other reviews differ.
Likes
Flexible seating arrangements
Innovative features, such as satellite TV
Quiet ride
Six-speed automatic with optional V-6 engines
Dislikes
Some switchgear feels flimsy
Plasticky interior
Smaller-than-usual nav screen
The efficient, space-saving one-box minivan design that is so prominent on the Chrysler Town & Country becomes even more practical for 2009 with the addition of Stow 'n Go second-row seats on all trim levels.
At a time when two of the three major domestic automakers have abandoned the minivan market, Chrysler has focused on improving its family-friendly offering in the hopes of drawing buyers away from new entries from the likes of Honda, Toyota, Hyundai, and Kia. The 2009 Chrysler Town & Country continues with a few noteworthy additions this year, as it saw a complete redesign last year.
The body style of the Town & Country that debuted last year represents a significant departure from the rounded, Clorox-bottle shape of the previous generation. The new Town & Country is characterized by a more squared-off look, especially when viewed from the rear. Despite the changes, the Chrysler Town & Country is still one of the more inoffensive cars on the road, unlikely to turn many consumers off simply because of its appearance.
The 2009 Chrysler Town & Country isn't particularly memorable to drive in any of its configurations, but we recommend skipping the base 3.3-liter V-6 and four-speed automatic and opting for one of the larger V-6 engines. Both the 3.8-liter and 4.0-liter V-6s provide more power and are matched to the minivan market's first six-speed automatic, a fuel-saving and performance-enhancing feature.
Of greater importance to the target audience of the 2009 Chrysler Town & Country is what can be found on the inside, and those features are still desirable. The quiet cabin is packed with tech tidbits, including available Sirius Satellite TV, twin LCD monitors in the second and third rows, and Swivel 'n Go seating.
The 2009 Chrysler Town & Country does well with respect to safety, with five-star results from the federal government and "good" ratings from the IIHS in frontal and side impacts. It's not all top marks, though, as the IIHS gives the T&C a "marginal" rating in its seat-based rear-impact test. New safety features make this minivan an even more appealing choice for families, as the 2009 Chrysler Town & Country now offers both Blind Spot Monitoring and Rear Cross Path systemsto help ease the stress of navigating crowded parking lots and cluttered driveways. SmartBeam headlamps have also been added to the 2009 Chrysler Town & Country, and they automatically switch from high to low beam when the system detects an oncoming vehicle.
Highlights of the new-for-2009 interior offerings include nine-inch screens for the entertainment system, an iPod interface with the uconnect phone, and a trip computer as standard on the base Chrysler Town & Country LX.
The Bottom Line: Families that need spaciousness and practicality should definitely look at the 2009 Chrysler Town & Country, which offers an array of useful storage and entertainment features.
Other Choices
If you're interested in the 2009 Chrysler Town & Country, also consider:
- Dodge Grand Caravan
- Honda Odyssey
- Toyota Sienna
- Volkswagen Routan
Reason Why
The Town & Country's twin, the Dodge Grand Caravan, offers identical features at a slightly lower price. Honda's excellent Odyssey is more enjoyable for the driver, while the Toyota Sienna provides a plusher ride. However, neither can match the Chrysler's list of features or its sticker (which leans toward the Kia or Hyundai). Volkswagen--the company that invented the minivan with its 1950 Transporter Microbus--is using the Chrysler minivan as the foundation for its 2009 Routan, though it's likely a placeholder while the company prepares its own vehicle for the segment.
Buying Tip:
If SUVs or crossovers are on your shopping list, don't write off minivans; you could get an especially good deal on one this year.
| Permalink:2009 Chrysler Town & Country | |
2009 Volkswagen CC
TheCarConnection.com consulted what the most authoritative auto critics have written about the new Volkswagen CC to produce this conclusive review of the new Volkswagen CC. TheCarConnection.com editors also drove the CC in order to interweave our expert opinion and help you make the right decision on a new car.
Likes
Eye-catching exterior
Exquisite interior style and details
Frameless windows coordinated brilliantly with door closing
Price/style mix in base 2.0T models
Dislikes
Harsh ride with larger wheel options
Zero steering feel
Touchy brakes
Balky six-speed automatic
No USB connect for iPod--only aux jack
The 2009 Volkswagen CC marks the People's Car Company's second attempt at the luxury sedan market. VW learned plenty of lessons--the hard way--with its stratosphericallypriced Phaeton, which never saw much in the way of sales. This time, the company looks within it own stable for a front-drive sedan upon which to build a sybaritic--and quite stunning--four-door coupe along the lines of Mercedes' CLS.
Whether or not you take offense to anything with four doors calling itself a coupe, VW has successfully produced a very elegant overall design, with the exception of rather long overhangs (especially in the front). The interior is especially stunning, with typical VW attention detail taken to new heights and options such as contrasting color leather seats with exquisite stitching.
The excellent VW/Audi 2.0T four-cylinder engine, making 200 horsepower and 207 pound-feet of torque, is the base for the 2009 Volkswagen Passat CC. The base Sport comes standard with a six-speed manual; a six-speed automatic transmission is optional. The direct-injected, turbocharged four-cylinder acts like a six, with copious torque and a generally relaxed demeanor, nearly matching the uplevel V-6's acceleration and ringing in at 31 mpg on the highway. It's a shame VW chooses not to pair this engine with its excellent DSG twin-clutch automatic, as the traditional automatic transmission suffers from sluggish responses and odd surging. The 3.6-liter variant of VW's narrow-angle V-6 (VR6) is optional, but we recommend against it due to its somewhat gruff and vocal nature, less accessible torque curve, and higher fuel consumption. As well, it is available only with the fussy six-speed automatic. Outright power (280 hp, 265 lb-ft torque) in the V-6 is impressive, but accessing that thrust--through the uncooperative automatic transmission--requires dedication that few owners will likely possess.
The ride in the 2009 Passat CC is generally smooth, but uplevel wheels and tires tax the front-wheel-drive chassis and result in road noise and sharp kicks transmitted to the cabin on less than ideal roads. Handling is capable but unremarkable; the power steering is feather light and lacks any sense of road feel. The CC's brakes surpass strong and land right at touchy, an annoying trait that complicates modulation and smooth stops.
Every inch of this interior feels far more expensive than the base versions' MSRPs (of well under $30,000) suggest. To be sure, the CC is about style, not so much function, and as such the middle rear seat is eschewed for a comfy armrest and built-in cup holders. We find this touch perfectly appropriate for its target market. But the low seating position and poor view out the rear might trouble some drivers. Visibility is nearly as poor as that of some low-slung sportscars; the steeply raked windshield and backlight provide a rather narrow slit through which to view the world. Even taller testers raised the front seats more than usual to avoid feeling like they were sitting on the tarmac.
The Technology Package optional on three of the four models contains a nav system with a hard drive--and more importantly, a rearview camera artfully integrated into the rear VW logo. The camera should be standard, as backing up without it is a nearly blind affair. Another odd form-over-function nod is the admittedly huge Panoramic power vent sunroof, which is standard on three of four models but contains only a vent function as opposed to the full open-air experience. As well, the sunroof's shade is made of a mesh material that allows some solar radiation to pass through even when closed.
The Passat CC--even the base Sport model--comes very well-equipped. It includes single-zone automatic climate control, an alarm system, heated leatherette power seats, and an eight-speaker premium sound system with CD changer. Top VR6 4Motion models, priced more than $12,000 higher, include dual-zone climate control, the Panorama sunroof, a rear sunshade, bi-xenon headlamps, a parking aid, heated mirrors, and rain-sensing wipers, along with the upgraded wheels. Bluetooth remains optional, even at the top of the line.
Overall, the Volkswagen CC scores acceptably but not especially well in NHTSA's crash-testing regimen. It's rated four of five stars in the frontal driver, frontal passenger, and side rear passenger categories. It manages five stars for its side driver crash protection. The IIHS has not yet tested the Volkswagen CC, though the 2009 Passat sedan, upon which the CC is loosely based, scores that agency's top "good" rating and, as such, is named an IIHS Top Safety Pick.
The Bottom Line: The 2009 Volkswagen CC is not the safest, most practical, or sportiest sedan in its segment, but its interior and exterior styling are matched only by vehicles costing significantly more.
Other Choices
If you like the 2009 Volkswagen CC, also consider:
- Audi A4
- Cadillac CTS
- Chrysler 300
- Lexus IS
Reason Why:
The Volkswagen CC is really in a class all its own; it offers visual panache matched only by Mercedes' CLS sedan, which is priced starting at tens of thousands more. The new-for-'09 Audi A4 shares the CC's attention-getting styling and matches the quality--if not outright beauty--of its interior. The Cadillac CTS is also sharp outside and in, and its excellent powertrains and rear-wheel-drive chassis offer far superior driving dynamics. Chrysler's 300 is bold and handsome in a very different way than the CC, but its interior surfaces and details are a letdown. The Lexus IS 250 and IS 350 trail this pack in terms of styling excitement, but the rear-wheel-drive architecture and Lexus' attention to detail are a pleasure.
Buying Tip
Skip the V-6 and the 4Motion all-wheel drive; you'll get all of the remarkable style with better overall performance and greater ride comfort (the larger wheels decrease ride quality but don't improve handling). You'll also save over $10,000.
| Permalink:2009 Volkswagen CC | |
