2011 Nissan Juke Pricing Starts At $18,960
Today we have pricing details for one of the most exciting vehicles on the horizon, the all-new 2011 Nissan Juke. The compact five-door crossover with muscular styling and a small turbocharged four-cylinder engine will go on sale across the country this October priced from a very reasonable $18,960.
This gets you behind the wheel of the base Juke S model, which still comes with a handy CVT and economical front-wheel drive layout. In addition to the CVT, a conventional six-speed manual is also offered. The most fuel efficient model, however, is the front-wheel drive Juke equipped with the CVT; it registers a fuel economy of 27 mpg in the city and 32 mpg on the highway.
In total, the 2011 Juke is available in eight models, each powered by a standard 1.6-liter four-cylinder mill with direct injection and turbocharging technologies and rated at 188 horsepower and 177 lb-ft of torque.
If you opt for an all-wheel drive model, you get a powerful torque vectoring system that splits torque up to 50:50 between the front and rear wheels and can also split torque from side to side across the rear axle. When cornering, the system helps reduce understeer and enhance the vehicle's cornering feel.
Another new-to-Nissan technology debuting on Juke is the innovative Integrated Control (I-CON) system. It features a three-mode drive selector--Normal for everyday driving, Sport for a more intense performance feel and Eco for maximum efficiency, adjusting the throttle response, transmission and steering feel depending on which model is selected.
Other features include body-colored side mirrors, 17 inch wheels, 60/40-split fold seating (rear bench), six airbags, and a host of optional luxury amenities.
[Nissan]
This story originally appeared at The Car Connection
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Driven: 2010 Ford Taurus
The 2010 Ford Taurus is definitely different enough to warrant another look if you've considered one in the past, or if you're in the market for a large sedan.
Although the mechanicals are basically the same as 2009 and before, the Taurus gets such a thorough reskin that you wouldn't be able to tell it. For all cosmetic considerations, the 2010 Taurus is an all-new car—a flashier-looking one.
The well-detailed grille and headlights, along with the creased hood, certainly bring a distinctive look, though the chromed side gills seemed a little gimmicky. From some angles, it's as if Ford has surrendered to the blocky, high-wasted look that Chrysler has been preaching with its 300C. To Ford's credit, the new Taurus has finally shed its frumpy side that it carried since when it was called the Five Hundred. The automaker has been attempting to frame the Taurus as its flagship model rather than the mainstream sedan the name referred to in the past (that's now the Fusion).
A couple inches off the top, a little tight inside
While the pre-2010 Taurus had a relatively high seating position, low beltline, and tall greenhouse—for an excellent view outward—the latest iteration of the Taurus could feel a little more secure—or a little claustrophobic, depending on the point of view. Two inches of roof height have been lost, and it's a difference you can feel.
All the styling changes that Ford made to the Taurus for 2010 altogether make it feel considerably tighter inside. The wide center console and curved instrument panel design leave the driver and front passenger with remarkably small areas, with those front seats seemingly wedged against the center console. The front seats themselves could be adjusted to an ideal position for a wide range of drivers, but the lower cushions felt unduly short, especially for a full-size car. The backseat area isn't so perfect, either; while wide and capable of holding three across, it's surprisingly tight for both legroom and headroom; the smaller Ford Fusion might be roomier, by some gauges. Overall, though the trunk is mammoth, there's a feeling that that some of this vast real estate could have been better spent.
We like the simple yet elegant look of the instrument panel, with brightly lit deep-dish gauges and a relatively simple layout. The only exception is that in looking down quickly, it's easy to get the four like-sized, like-feeling climate-control and audio knobs confused.
In the city, the Taurus rides and drives like a large vehicle, and the inability to see the front corners can be tough in tight spaces. The ride quality is a little odd—simultaneously jarring over potholes, pavement breaks, and the like, but also almost bouncy over the largest potholes or railroad crossings. We briefly had four aboard, and the Taurus' ride felt slightly more buttoned-down. For 2010, there have been extensive suspension changes, and to its credit the Taurus handles quite well for a more comfort-oriented large sedan.
Feels large in the city, just right on the highway
For those who do a lot of highway cruising, the story is quite different; then, the ride turns quite settled and composed, with road and wind noise kept to a minimum, and the steering has a nice weighting and reassuring on-center feel that won't wear on you.
The 263-horsepower, 3.5-liter V-6 in our Taurus had plenty of accessible torque, as well as higher-rev horsepower for passing, but it's a little too coarse-sounding when accelerating hard, and we didn't find the automatic transmission's shifts all that smooth compared to, say, the Toyota Avalon.
Fuel economy is about what you'd expect for a big 4,200-pound sedan with all-wheel drive. We saw about 18 mpg overall in a week and about 100 miles of mostly city driving. For only city driving, count on around 16 mpg; official EPA ratings stand at 17/25.
Standout safety and tech content
Safety remains one of the Taurus's strengths in the market. With top scores from the IIHS in all categories, including the new roof-strength test, it's a Top Safety Pick for 2010. Several more tech features, including Ford's updated Sync tools and MyKey system, have been added, too.
Here, Ford has traded off some functionality in the name of style. The Taurus still isn't a vehicle that you're going to fall in love with for its driving experience, but it is better-looking. Would you be buying a sedan for the look of it, or for the greater accommodations? That's your choice.
This story originally appeared at The Car Connection
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Frugal Shopper: Energy-Saving Tires Could Save You $100 Per Year
The next time you need a new set of tires, consider this: Energy-saving low-rolling-resistance tires now cost about the same as other tires, and they could save you a lot in fuel expenses over the long run. That, and in many cases, they don't compromise performance.
It wasn't always this way. In the past, using low rolling resistance tires meant that you'd get slightly higher mileage, at the expense of many more noise, limited tread wear, and greatly compromised traction and grip in the wet.
But Consumer Reports, in its new July issue now hitting newsstands, tested low-rolling-resistance tires and confirmed that they offer much better performance than they used to—with all-around ratings for three-season use as good as those for many general all-weather tires.
Rolling resistance, which is due mostly to the flexing of tire sidewalls and the gripping action of the tread, accounts for about four percent of fuel use in the city and about seven percent on the highway, according to the U.S. Department of Transportation.
What makes the new ones different? In the past, says CR's tire program leader, Gene Petersen, rolling resistance was cut—literally—by shaving weight off the tire and using a slightly different, tread design that was also much shallower. "Unfortunately, when you develop a tire along those lines, tread life and wet grip are compromised," he said.
Better compounds make it possible
Petersen says that in newer tires, much of the improvement is in the compound; adding silica to the compound, in place of carbon black, is a start.
In the latest tests, the Michelin Energy Saver A/S had the lowest rolling resistance of any all-season tire evaluated by CR in recent years, yet it also earned "good" ratings for snow traction and ice braking and performed well in hydroplaning resistance and emergency handling. And with as long of an estimated tread life as most all-season radials, it's truly a greener choice.
Petersen says that the Goodyear Assurance Fuel Max and Cooper GFE are also among those that should rack up fuel-cost savings without compromising performance. The Cooper GFE was a surprisingly good tire for winter grip as well.
Green tires no longer just for green cars
The other change is that 'green' low-rolling-resistance tires are being delivered for the replacement market; they aren't only offered in just a few sizes that are intended only for hybrid or diesel models. "We're seeing them sized for most family vehicles today," he said. Before, they'd only been designed for specific original-equipment applications, where they helped to achieve slightly higher EPA ratings while sacrificing performance in some way.
2010 Hyundai Santa Fe Bottom Line
TheCarConnection.com hasn't yet driven the recently unveiled 2010 Hyundai Santa Fe, which gets revised powertrains and some appearance upgrades for 2010. However, we're presenting you the rest of the story here based on previous drives of the otherwise unchanged Santa Fe, including highlights from other expert reviews as well to provide you with the most information available. We'll be updating this with firsthand driving impressions as soon as possible.
Likes
Stronger, more fuel-efficient powertrains
Nice size for families
Maneuverability
Inoffensive styling
Dislikes
Busy ride
Inoffensive styling
The Santa Fe has been instrumental in representing the sea change in Hyundai quality in recent years and the way in which its reputation has vastly improved. The current-generation Santa Fe was introduced in 2007, growing to a small mid-size crossover vehicle that's more comfortable and refined than the version it replaced. For 2010 it finally gets more powerful, fuel-efficient powertrains that put it on a level playing ground with key rivals from Japan and the United States.
The 2010 Hyundai Santa Fe doesn't look that much different than the 2009 model. The bumpers are smoothed over very slightly, and there's a new grille and different wheel designs on the outside. Inside the Santa Fe has an upgraded look to some of the materials, a new range of colors, and new features, including steering-wheel audio controls for all models. The interior of the 2010 Hyundai Santa Fe makes a nice design statement that both breaks from Euro-worship and doesn't quite fit the mold with other Japanese-brand crossovers; every surface and seam is a little curved, and "flowing" would be the best word to describe the instrument-panel look. But that can't help mask that the Santa Fe is just a little bit on the bland side in nearly every styling respect, inside and out; it's inoffensive, but not at all memorable.
All-new powertrains are the big news in the 2010 Hyundai Santa Fe. The new Theta II 2.4-liter four-cylinder engine in the Santa Fe makes 175 horsepower and has improved fuel economy (up to 20 mpg city, 28 highway), while the new 3.5-liter Lambda V-6 engine makes 276 horsepower and has EPA ratings of 20/26 mpg—an improvement of 18 percent in the city and 8 percent on the highway. A new six-speed automatic transmission comes with either engine for the Santa Fe. Front-wheel drive is standard, with an optional electronically controlled all-wheel-drive system that can send power to whichever wheels have the best traction or locked 50/50 between front and rear wheels for light off-road conditions.
The 2010 Santa Fe has a reasonably roomy interior that's spacious enough for four adults; five can fit in a pinch, though they'll jostle shoulders. Hyundai used to offer a third-row seat on the Santa Fe, but that's been discontinued for 2010 (wisely, as it was tight even for small kids). This leaves impressive cargo space in back, with a flat floor created if you fold the seats forward. Hyundai upgrades trim and upholstery materials for 2010, though the design itself doesn't change. The steering wheel now adjusts for tilt and telescopically on all models, however. Overall, the Santa Fe's driving feel is surprisingly capable and somewhat sporty compared to that of other crossovers, with a quiet, well-controlled ride.
Safety ratings are top-notch for the 2010 Hyundai Santa Fe; it earns "good" ratings across the board from the IIHS in frontal, side, and rear tests, and top five-star results from the federal government in frontal impact. Standard safety features on the Santa Fe include electronic stability control, electronic brake force distribution, side and side-curtain airbags, and active head restraints. New for 2010 are rollover sensors for the side-curtain airbags, along with auto-fold backseat head restraints for the outboard positions.
The Santa Fe is very well equipped in terms of standard features, but it doesn't offer the library of options that's available on some rivals. Standard across the model line (and on the base GLS) are air conditioning, power windows and locks, keyless entry, 17-inch alloy wheels, and a 120-watt sound system with six speakers and an iPod/USB interface. The SE model adds a rear spoiler, upgraded power driver's seat, leather-and-cloth seats, fog lamps, larger wheels, and upgraded trim, while the top-of-the-line Limited gets dual-zone climate control, leather seats (heated in front), chrome accents, a sunroof, and a HomeLink garage-door opener. Optional on the SE and Limited is a navigation system with rearview camera. Finally, Hyundai's long 10-year/100,000-mile powertrain warranty erases worries.
The Bottom Line: A new line of powertrains will help save fuel yet make the 2010 Hyundai Santa Fe more appealing than ever.
Other Choices
If you like the 2010 Hyundai Santa Fe, also consider:
- Ford Edge
- Honda Pilot
- Kia Sorento
- Toyota Highlander
- Toyota RAV4
Reason Why:
The 2010 Hyundai Santa Fe is sized between mid-size and compact, so it lands between Toyota's RAV4 and the 2010 Toyota Highlander. Both the Highlander and the RAV4 offer a small third-row seat, but the Santa Fe no longer does. The Honda Pilot looks big and boxy—more like a traditional SUV—yet it's actually quite carlike in the way it rides and drives. Closer to the Santa Fe in size is the Ford Edge, which for 2010 only offers a V-6 (though a four-cylinder is on the way next year). The Edge feels a little sportier than the Santa Fe, though the Hyundai is especially easy to maneuver and park.
Buying Tip
The 2010 Hyundai Santa Fe is closely related to the 2010 Kia Sorento. If both Hyundai and Kia dealers are in your area, you'll probably want to cross-shop.
This 2010 Hyundai Santa Fe Review originally appeared at TheCarConnection.com where you can see more photos and news on the Hyundai Santa Fe
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2010 GMC Yukon Hybrid Bottom Line
Experts from TheCarConnection.com drove the GMC Yukon Hybrid to write this first-hand road test summary. TCC also has compared the 2010 Yukon Hybrid with other fuel-efficient large sport utilities to give you alternatives as you shop for your next vehicle. For the companion full review, TheCarConnection.com studied a range of expert-written reviews from other sources to bring you a comprehensive look at the Yukon Hybrid. High Gear Media drove a manufacturer-provided GMC Yukon Hybrid to produce this hands-on road test.
Likes
City gas mileage at sedan levels
Three-ton towing capability
Smooth, sophisticated hybrid system
Good power and acceleration
Dislikes
Huge cost differential versus standard Yukon
Third-row seats hard to reach, with little legroom
Aerodynamic modifications unique to hybrid model
The 2010 GMC Yukon Hybrid lets buyers have their cake and eat it too. It's a large, roomy, and capable SUV that offers unmatched fuel efficiency for the class, albeit at a steep price premium over its nonhybrid counterpart. It's well equipped, and if you need even more accoutrements, you can now get the plusher Yukon Denali as a hybrid as well. Prices start at $50,920-a $13,000 jump over the base-level gas-only Yukon-and the competition includes the likes of the new BMW X6 ActiveHybrid, the Cadillac Escalade Hybrid, and the Mercedes-Benz GL-Class with clean BlueTEC diesel.
The GMC Yukon Hybrid doesn't fit into the traditional hybrid mold-like that quintessential hybrid, the Toyota Prius, for instance-in that it still looks like a standard GMC Yukon full-size sport utility vehicle. That means it's a tall, upright, and slab-sided vehicle based on a truck chassis. The GMC Yukon was last redesigned for 2008, and aside from its front-end styling, it is largely similar to the Chevrolet Tahoe, with which it shares its platform. But the Hybrid model has several subtle modifications that improve aerodynamics and reduce weight, along with a number of Hybrid badges. The top-of-the-line Denali model, reviewed separately, adds exclusive and more elegant interior and exterior touches to dress up the basic Yukon. Last year, a Yukon Denali Hybrid model was added to give the bucks-up version the option of better fuel efficiency. Even the standard Tahoe Hybrid, however, is trimmed somewhat better than its non-hybrid Tahoe counterpart.
Launched in 2008, the Yukon Hybrid enters its third year virtually unchanged. The Two-Mode Hybrid system combines a specially tuned 332-horsepower, 6.0-liter aluminum V-8 with an electrically operated continuously variable transmission jointly developed by General Motors, Chrysler, BMW, and Mercedes-Benz. That transmission is an astoundingly complex mix of fixed gears, clutches, planetary gear sets, and two electric motor generators, all of which add up to a system that can run the 2010 GMC Yukon Hybrid on electric power alone, supplement the gas engine with electric torque, and recharge the nickel-metal-hydride battery pack that powers the motors. The Yukon Hybrid will accelerate gently on electric power up to 27 mph, though top speed falls during cold weather. Both air conditioning and power steering run electrically, so they function whether the engine is on or off. When the gasoline engine does kick in, it's seamless and easy to miss. Under light loads, it runs on just four cylinders to save fuel, a feature GM calls Active Fuel Management.
Driving the 2010 GMC Yukon Hybrid requires no special skills; you interact with the vehicle as you would a normal Yukon. The result of all the technology is a large, luxurious SUV with abundant torque that drives beautifully. It cruises quietly, and the low-speed electric mode is quiet enough to be almost eerie. As for fuel economy, the Yukon Hybrid delivers in spades. The EPA rates it at 21 mpg city, 22 mpg highway-a full 50 percent better in the city than the standard Yukon with a 5.3-liter V-8-while it maintains a respectable tow rating of 6,000 pounds. The Yukon Hybrid can be ordered with rear-wheel drive or four-wheel drive. It holds the road fairly well, considering that it is a tall, heavy vehicle with a solid rear axle, though passengers will know when the rear wheels hit a rough patch. The Yukon Denali Hybrid features GM's MagnaRide suspension, which uses magnetic particles in the shock absorber fluid to adjust the damping rate electrically.
The 2010 GMC Yukon Hybrid requires almost no compromises; it seats seven easily, eight adequately. Like the standard GMC Yukon, the 2010 suffers from a cramped third-row seat and limited cargo room behind the back row. The battery pack under the second-row seat also limits legroom in that third row. Lightweight leather-trimmed front seats are unique, as is the instrument panel, which includes an economy meter and a slew of information displays unique to the Hybrid. Flush controls and chrome instrument rings add to the impression of high quality. Interior materials are solid and beautifully assembled; the sole off note is the hard plastic dash top. The Yukon Hybrid's noise suppression is quite remarkable, especially considering the road noise you would expect from its bluff shape and large wheels and tires.
With front, front side, and side curtain airbags, the Yukon Hybrid adds front seat-mounted side airbags for 2010. Anti-lock brakes and the StabiliTrack stability control system are standard. The 2010 GMC Yukon Hybrid is highly rated by the National Highway Traffic Safety Administration (NHTSA), earning a perfect five stars for occupant protection in the frontal and side impact category, though only three stars for rollover likelihood. The Insurance Institute for Highway Safety (IIHS) has not yet had a chance to rate the Yukon Hybrid or the very similar Chevrolet Tahoe or Cadillac Escalade hybrids.
The 2010 GMC Yukon Hybrid offers few options. On many other SUVs, its base equipment would be described as "fully loaded," including features that are optional on the nonhybrid Yukon. Six-way power-adjustable front seats with leather trim are standard, as are adjustable pedals. The AM/FM/XM audio and navigation system includes voice recognition and GM's OnStar system, as well as real-time traffic information. The premium Yukon Denali Hybrid ups the ante even more, ending up a notch short of the pricier (and even blingier) Cadillac Escalade Hybrid. It adds standard 12-way power, heated and cooled, leather-appointed perforated front seats, as well as heated second-row seats. The only three options on the Yukon Denali Hybrid are a sunroof, a rear-seat entertainment DVD system, and a blind-spot alerting system in the side mirrors. For 2010, GMC adds a standard USB port in the center console, making it easier to use personal music devices and to charge certain electronic gadgets.
The Bottom Line: If you don't mind the added cost, the 2010 GMC Yukon Hybrid offers excellent fuel economy with few compromises.
Other Choices:
If you're interested in the 2010 GMC Yukon Hybrid, also consider:
- Mercedes-Benz ML350 BlueTEC
- Mercedes-Benz GL350 BlueTEC
- Cadillac Escalade Hybrid
- BMW X6 ActiveHybrid
Reason Why:
If maximum fuel efficiency is your goal, you may want to consider one of the two new clean-diesel Mercedes-Benz SUV models. The ML350 BlueTEC has five seats, and the GL350 BlueTEC seven; both use a turbocharged diesel V-6 with loads of torque. If you want to stick to hybrids, the Cadillac Escalade Hybrid is nearly identical to the Yukon, but with even more bling in its style. The BMW X6 ActiveHybrid is the German automaker's first hybrid; it's well done, with a reasonable jump in fuel economy to accompany its slick roofline and compromised interior space.
Buying Tip
The payback on the price premium of more than $6,000 for the Yukon Hybrid over a similarly equipped nonhybrid can be hard to calculate unless you plan to put on a lot of miles. Depending on what you expect the price of gas to be, it may take more years to recoup your cost in gasoline savings than you're likely to own the vehicle.
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2010 Cadillac Escalade Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Cadillac Escalade Hybrid to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. TCC has also compared the Escalade Hybrid with other fuel-efficient large sport utilities to give you alternatives as you shop for your next vehicle. High Gear Media drove a manufacturer-provided Cadillac Escalade Hybrid to produce this hands-on road test.
Likes
Hybrid upgrade not all that pricey
Strong acceleration
"Normal" driving experience despite hybrid hardware
Available ultra-luxe Platinum edition
Dislikes
Third-row seats hard to reach
Hybrid battery impedes third-row legroom
Rough ride from 22-inch wheel/tire combo
Launched for 2009, the 2010 Cadillac Escalade Hybrid is the fourth and newest Escalade model. It joins the standard Escalade sport utility, the long-wheelbase Escalade EXT, and the SUV/pickup combination known as the Escalade EXT. Each of these Cadillac models is based on the truck chassis found under the less-swanky Chevrolet Tahoe and GMC Yukon SUVs. The Escalade Hybrid adds GM's Two-Mode Hybrid drivetrain to the gasoline V-8 in the standard Escalade body, resulting in performance close to the standard item but far better fuel economy: 20 mpg in the city.
The Cadillac Escalade is the model that made GM's luxury brand relevant-even hip-among less-than-geriatric buyers, thanks to its brash styling and over-the-top luxury features. All Escalades offer crisp, imposing exterior lines that command attention and feature plenty of chrome bling. It's difficult to distinguish the 2010 Cadillac Escalade Hybrid from the standard model at a distance, unless you notice the fist-sized chrome Hybrid badge in the chest-level front fender vents. Inside, the look is more luxe than its truck origins would indicate, with color-keyed leather upholstery and detailing, and lots of elegant ash and burled walnut trim on high-line models. Translucent instrument needles glow with blue light.
The unique part of the 2010 Cadillac Escalade Hybrid is its complex hybrid powertrain. The 6.0-liter, aluminum V-8 engine features not only variable valve timing but also what GM calls Active Fuel Management, meaning it can run on only four cylinders under light load. The Two-Mode Hybrid electrical continuously variable transmission (eCVT) contains two electric motor/generators and four fixed-ratio gears. Electricity to run the motors is stored in a 300-volt nickel-metal-hydride battery pack located under the second-row seat. Total power for the engine and motors is rated at 332 horsepower and 367 pound-feet of torque. Yet the hybrid system in this three-ton vehicle gives EPA mileage ratings of 20 mpg city, 21 mpg highway-more than 50 percent better in the city than the 12 mpg returned by the standard Escalade. Despite 71 few horses than the non-hybrid Escalade's 403-horsepower, 6.2-liter V-8, a lower axle ratio keeps the acceleration swift and strong.
The 2010 Cadillac Escalade Hybrid is available with rear- or four-wheel drive, just like the standard model, and its rated towing capacity is 5,800 pounds. The powerful brakes recharge the battery before engaging friction braking; the transition is all but seamless. The Escalade Hybrid accelerates on battery power alone to 25 mph (less in cold weather) in eerie electric-vehicle silence. Unless they pay attention, drivers may miss the V-8 engine switching on and adding its power to the mix. Handling is, in a word, trucklike, albeit a well-damped and sound-insulated truck. But you'll definitely be aware that this tall, heavy vehicle has a live rear axle when you go across angled ruts. Our test vehicle's 22-inch wheels look great, but ride roughly compared to the standard 20-inch combination.
Except for the EXT, all Escalades seat eight, though the Hybrid's battery pack under the second-row seat makes climbing into the third row a bit of an obstacle course-and once there, it blocks legroom, effectively consigning the third row to children. Front chairs are heated and cooled. Interior build quality and fit/finish on the examples we drove were excellent. The controls of the 2010 Cadillac Escalade Hybrid are all but identical to those of the standard model and work competently without a need for extensive training or references to the owner's manual. The touch-screen center stack is easy and logical to operate, and the audio system's ability to save favorite tuning presets regardless of frequency (AM, FM, or XM Satellite Radio) is a bonus. The Hybrid differences are limited to a power gauge in the cluster and different digital messaging in the displays.
The 2010 Cadillac Escalade Hybrid provides a full complement of safety features. The roster of airbags includes those for driver and front passenger, front side airbags, and head-curtain side airbags in all three rows. Cadillac's StabiliTrak stability control system includes rollover mitigation, which monitors driving parameters and dials down power as needed to help prevent situations that could lead to a rollover. But the Escalade still gets only three stars from the federal government for rollover likelihood (largely for its high center of mass), though it earns the highest five-star ratings in tests for both frontal and side crash protection. The IIHS has not yet tested the Cadillac Escalade, or its Chevrolet Tahoe and GMC Yukon brethren.
Because of its heritage, the 2010 Escalade Hybrid includes pretty much every luxury that Cadillac offers on this truck-based vehicle. The base Escalade Hybrid includes tri-zone climate control, a magnificent-sounding Bose digital sound system, rear-seat audio jacks, 8-inch touch-screen navigation system, power-adjustable pedals, and power-actuated running boards. Buyers can order the even-more-luxurious Escalade Platinum Edition as a Hybrid as well, adding such items as heated and cooled cup holders and a rear-seat entertainment package with two 7-inch DVD screens in the back of the front headrests.
The Bottom Line: The 2010 Escalade Hybrid provides performance, functionality, and luxury, but uses far less fuel.
Other Choices:
If you like the 2010 Cadillac Escalade Hybrid, also consider:
- Audi Q7 3.0 TDI
- BMW ActiveHybrid X6
- Lexus RX 450h
- Mercedes-Benz GL320 BlueTec
Reason Why:
The 2010 Cadillac Escalade Hybrid is almost alone in the full-size luxury hybrid class. The closest vehicle in price and performance is the BMW ActiveHybrid X6, a "sports activity coupe" body on an SUV chassis that also features a V-8 and a different version of the Escalade Hybrid's Two-Mode Hybrid system. The ActiveHybrid 7 is the world's most powerful hybrid, and its eCVT is tuned to imitate a seven-speed automatic, making it almost indistinguishable (but much pricier) than the standard V-8 X6. It's not likely that many Escalade buyers cross-shop the X6, however, and vice versa. Another hybrid SUV is the all-new 2010 Lexus RX 450h, a full hybrid that delivers more economy gains in city driving. While luxurious and green, it lacks the Cadillac's bling factor and street presence, and it's an entire size smaller. Two new clean-diesel models of the Mercedes-Benz GL-Class and Audi Q7 offer alternatives for drivers who want to use less fuel, especially on the highway. Both German vehicles provide strong towing capacity and superior highway fuel economy, without the smoke and clatter of earlier diesels.
Buying Tip
Cadillac expects just 20 percent of 2010 Escalade sales to be hybrid models, and they are all at the top end of the model range. But since this full-size SUV uses about the same amount of fuel as mid-size SUVs or large sedans and costs only a bit more than the standard Escalade, perhaps the question should be, "Why not a Hybrid?"
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2010 Chevrolet Impala Bottom Line
The editors at TheCarConnection.com have put together this review covering the 2010 Chevrolet Impala, drawing from a wide range of review sources. They've also driven the Impala and incorporated their opinions of the sedan into a Bottom Line assessment that compares the Impala to its rivals.
Likes
Spacious interior, front and back
Lots of cargo space
Ride is comfortable
Great value in lower trims
Dislikes
Bland styling
Seats not designed for long distance
Still no true nav-system option
No more SS model
Chevrolet's large sedan offering comes in the form of the front-wheel-drive Impala, which while having a comfortable ride, does not match up to the standards of refinement expected from a car of its class today.
The 2010 Chevrolet Impala won't win any awards for styling; its exterior is quite bland and looks thoroughly outdated next to more modern large sedans like GM's own Buick LaCrosse or Ford's Taurus. Inside, the Impala appears dull and drab, and even though the instrument panel is cleanly designed, the interior trim could be described as more utilitarian than artistic.
Sadly, the 300-plus-horsepower V-8 SS model is no longer included in the 2010 Chevrolet Impala lineup, but thankfully, the model has other positives. Two engine configurations can be chosen with the 2010 Chevrolet Impala: the standard 3.5-liter V-6 found in base models and another 3.9-liter V-6 that comes standard in the top-of-the-line LTZ version only. A four-speed automatic transmission is the only option, which is disappointing against newer six-speed autos found in many rival models. Both engines in the Impala offer decent performance, with the only downside being a certain roughness while accelerating, though it must be noted that while cruising, the engines are rather smooth. The 3.5-liter unit is rated at 211 horsepower and 216 pound-feet of torque and returns a fuel economy of 18 mpg in the city, 29 mpg on the highway, and 22 mpg combined. The 3.9-liter mill produces 230 horsepower and 235 pound-feet of torque and returns fuel economy of 17 mpg in the city, 27 mpg on the highway, and 21 mpg combined.
The Impala does offer lots of comfort and a large, accommodating passenger cabin with a configuration that's more useful than that of many other sedans. The backseat has ample headroom and legroom, along with a flip-and-fold rear seat that allows access to a covered storage area. The seats on the Impala, even though comfortable, are not suited for providing support during long hauls. The 2010 Chevrolet Impala offers a comfortable ride, with the FE1 suspension that's included with the 3.9-liter engine sacrificing hardly any ride comfort for the more responsive handling. Additionally, barely any road noise permeates to the cabin.
As a larger vehicle, the Impala should score well in crash tests, but unfortunately, it doesn't stand out for crash-test protection. It does well with five-star frontal ratings and a mix of four- and five-star ratings in side protection from the federal government, but only an "acceptable" frontal rating, a "good" side-impact rating, and a "marginal" rear-impact rating in the Insurance Institute for Highway Safety (IIHS) round of testing. Standard safety features include anti-lock brakes, stability control, and side curtain airbags, all for an affordable price.
The 2010 Chevrolet Impala range starts with the base LS, which gets keyless entry, cruise control, air conditioning, and a CD sound system, as well as Bluetooth connectivity, which is offered as standard across the range. The LT model is next up and adds more popular comfort and convenience equipment, while the range-topping LTZ comes with many of those same features as the LT, plus dual-zone climate control, an eight-speaker Bose stereo, and an alarm system.
The Bottom Line: The 2010 Chevrolet Impala is ideal if you're after a large sedan for a reasonable price; just don't expect too many frills.
Other Choices
If you like the 2010 Chevrolet Impala, also consider:
- Toyota Avalon
- Hyundai Azera
- Ford Taurus
- Dodge Charger
- Buick LaCrosse
Reason Why:
The Toyota Avalon is a good choice for those who value comfort above all else; it offers the most features in the class and especially rich, impressive materials inside. The Azera is another good, comfortable large sedan, and it's a strong value. In terms of safety, the Ford Taurus is the champion, with enviable crash-test results and a Volvo-enhanced platform, but like the Impala, it's not especially distinctive or fun to drive. Next to the competition, the Impala doesn't particularly stand out for safety. The Dodge Charger is the sportiest and gets the most attention in the affordable large-sedan class, but its rear seat is smaller than the Impala's, and with rear-wheel drive, it's arguably not as practical. However, the Charger R/T has a better-rounded performance-driving experience. Even GM's own Buick LaCrosse—which isn't priced that much higher than the Impala at the base level—trumps the Impala, especially in styling.
Buying Tip
Stick with the base LS. The LTZ model broaches the $30,000 threshold with just a few options, which is approaching luxury-brand territory.
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2010 Smart ForTwo Bottom Line
TheCarConnection.com has driven the 2010 Smart ForTwo to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust.High Gear Media drove a manufacturer-provided Smart ForTwo to produce this hands-on road test.
Likes
Parks absolutely anywhere
Very roomy seats, two of 'em
Quick, responsive steering
Standard electronic stability control
Dislikes
Unimpressive fuel economy for its size
Borderline scary on the highway
Bouncy, busy, jittery ride
Minimal passing power at speed
Despite its diminutive size, the two-seat 2010 Smart ForTwo is a real car, rather than just a novelty. But while the ForTwo is a competent city car that's fun to drive on short runs or in urban traffic, many buyers will be better served by a more conventional small car or a hybrid. When traffic thins out and the roads open up to the beltways and interstates, the ForTwo's drawbacks-a hard ride, noisy interior, lack of power, and tense roadholding-become serious. Factor in middling fuel economy and the "wow" factor is quickly muted. At a starting price of $11,990 for the most basic model, the Smart ForTwo competes with subcompacts like the Honda Fit and Toyota Yaris-along with lifestyle cars like the MINI Cooper and perhaps even hybrids like the all-new Toyota Prius. But many Smart buyers likely want to make a statement with the Smart's unique combination of tiny size and style, which aren't directly comparable to those of any other car offered in the United States. The only change for 2010 is a new $80 armrest option.
The 2010 Smart ForTwo offers two basic models: a coupe with a fixed roof, and a Cabriolet that has two removable roof panels for a more open-air experience. With its slab sides and non-existent nose, the ForTwo looks wide for its length of less than 9 feet, and taller than some subcompacts. It's only from the side that you notice just how short it is-it's the stubbiest car sold in the United States. All Smarts have a silver or black slash running from the windshield post, along the roof rail through the rear pillar to the doorsill, effectively outlining the door opening. The total effect of the tiny car is guaranteed to draw attention, positive and negative. Last year, the BRABUS edition-available in both coupe and cabriolet guises-joined the Smart ForTwo lineup. The BRABUS features elements meant to enhance the ForTwo's styling and performance. From the outside, the BRABUS is recognizable by its 15-inch front and 17-inch rear alloy wheels, a reduced front skirt, a rear skirt that accommodates the model's dual chrome-tipped exhaust pipes, and the addition of side skirts.
All 2010 Smart ForTwo models are propelled by a 70-horsepower, 1.0-liter three-cylinder engine supplied by Mitsubishi, driving through a five-speed automated manual transmission. In the Smart BRABUS, the transmission is tuned to improve shifting speed in urban driving situations. The BRABUS also boasts sportier exhaust tuning and suspension components, and a body lowered by 1 centimeter, all for better handling. Below 40 miles per hour, the peppy engine, low gearing, and quick steering make the 1,800-pound 2010 Smart easy to toss around town. While the transmission doesn't shift particularly smoothly, the ForTwo is a fun car to drive on tight city streets-never more so than when it's time to find a parking space. But the same features that make it so much fun in the city-the short wheelbase, negligible length, and quick steering-work against it on the highway. The quick steering and short wheelbase combine to create a twitchy, choppy, busy ride that's especially susceptible to crosswinds, bumps, and truck ruts.
Its 0-to-60-mph time of about 13 seconds puts the 2010 Smart ForTwo on a par with economy cars of two decades ago. Sandwiched between semis at 70 mph, the Smart ForTwo requires a brave heart and confidence in its crash-test results. Small size and fuel efficiency have to be very high on a driver's list for the 2010 Smart ForTwo to be worth the sacrifices in mixed use. And its EPA ratings of 33 mpg city, 41 mpg highway just aren't that impressive. Consider that larger and more capacious hybrids, including the Honda Insight and Toyota Prius, do better without the sacrifices, though admittedly they're pricier.
The interior of any ForTwo model feels basic, much like a small pickup cab, with a rather cheap and plasticky instrument panel and controls. The surprises are the remarkable amount of headroom-even for those well over six feet tall-and good legroom. However, particularly broad people may bump elbows or even shoulders, because the cabin is narrow. The driver sits upright on short seats, and the steering wheel is more horizontal than in most cars, resulting in a driving position rather like that of a commercial van. The cargo space behind the passenger area of this two-seater is disappointingly small, allowing only enough room for three large shopping bags in a row. The front passenger seat can be made to fold forward, but it's an extra-cost option. The BRABUS also adds leather wraps around such items as the three-spoke steering wheel, the handbrake, and the gear knob. At higher speeds, engine and road noise drown out conversation and the weak sound system.
Although the seating position is on the level of other cars, the lack of much car in front or behind the driver fosters a feeling of vulnerability despite adequate safety scores. The National Highway Traffic Safety Administration (NHTSA) tests the Smart ForTwo and gives it three- and four-star ratings for frontal protection, and five stars for side impact. The Insurance Institute for Highway Safety (IIHS) also crash-tests the ForTwo, earning the top "good" ratings for frontal and side impact results, along with an "acceptable" rating for rear impact. But tellingly, the IIHS crashes a Smart ForTwo against a Mercedes E-Class sedan in a typical frontal-offset collision. It finds that the ForTwo does not fare well-going airborne and spinning around-underlining that the ForTwo remains one of the lightest vehicles on the road, putting it at a disadvantage against vehicles of other sizes. Smart says the 2010 ForTwo's so-called Tridion safety cell provides occupant protection that rivals much larger vehicles, and electronic stability control, anti-lock brakes, and side airbags are all standard.
The Coupe is offered in two different trims: Pure and Passion. The Pure is the lowest, most fundamental equipment level, giving buyers only the very basics-not even a stereo. All 2010 Smart ForTwo models do have keyless entry, a rear defroster, and an outside temperature display. Most buyers will want to upgrade to the Passion model (the only trim offered for the Cabriolet), which includes a panorama roof, flashier alloy wheels, automatic climate control, power windows, and a two-speaker AM/FM/CD sound system (although it remains inaudible at speed). The sporty Smart BRABUS model adds such features as an ambient lighting package that includes lights for the driver and passenger footwells. Top-of-the-list options include electric power steering, which frankly seems superfluous on the Smart ForTwo, heated seats, a "premium" four-speaker sound system, and fog lamps.
The Bottom Line: The 2010 Smart ForTwo is in its element on crowded city streets, but at speed or almost anywhere else, it can feel uncomfortably toylike.
Other Choices:
If you like the 2010 Smart ForTwo, also consider:
- Honda Fit
- MINI Cooper
- Nissan Versa
- Toyota Prius
- Toyota Yaris
Reason Why:
The Toyota Yaris-the most fuel-efficient small hatchback, with ratings of 29 mpg city, 36 mpg highway-feels downright substantial next to the 2010 Smart ForTwo, offering a real backseat and the ability to do distance driving without terrifying driver and passenger. The pricier but supremely flexible Honda Fit offers a breathtaking array of interior setups that let owners haul any mix of four people and their gear. If it's the lowest cost you're seeking, the four-seat, five-door Nissan Versa offers a model that's more than $2,000 cheaper than the ForTwo. Further along the style axis, the sprightly MINI Cooper is far more fun to drive at speed and just as good on gas, at 28 mpg city, 37 mpg highway. Finally, hybrids like the new Toyota Prius and even the Honda Civic Hybrid compact sedan offer full seating for four or five and far better fuel economy, albeit at a higher price.
Buying Tip
Later in 2010, Smart will offer its ED (Electric Drive) model in selected cities, an all-electric model that provides roughly 80 miles of range from a lithium-ion battery pack.
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2010 Volkswagen Jetta – SportWagen Bottom Line
TheCarConnection.com has driven the 2010 Volkswagen Jetta to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust.High Gear Media drove a manufacturer-provided Volkswagen Jetta to produce this hands-on road test.
Likes
Dual-clutch automatic transmission
Tight handling
Spacious interior, impressive materials
Clean-diesel gas mileage
Dislikes
Bland, unremarkable styling
Lack of options
Five-cylinder thirst, sluggishness
With a five-cylinder gasoline engine, a new clean diesel option, and even a station wagon model, the Jetta provides a European alternative to compact sedans from Honda, Toyota, Nissan, and Ford-none of which offers a diesel. It vastly outsells the five-door Golf hatchback with which it shares some running gear, proving once again that sports sedans are a safer bet than hot hatches for U.S. buyers. The gasoline models start at $17,605, and the clean-diesel TDI starts at $22,660.
The current Jetta saw a restyle in 2006, when it became significantly roomier but adopted a design that critics think is too close to its Japanese competition. Some critics have grumbled that the new Jetta looks too much like a large Toyota Corolla and not enough like its crisply European predecessors. The interior, though, is superbly Volkswagen, with a sophisticated look and feel to the materials, switches that work smoothly and crisply, and even grab handles that are nicely damped. For 2010, the cabin trim and instrument panel are lightly restyled.
The base engine in the 2010 Jetta is a 170-horsepower, 2.5-liter inline gasoline five-cylinder with 177 pound-feet of torque. (The turbocharged 2.0-liter four offered in former years has been discontinued, along with the sporty GLI model.) The aging five is neither particularly fast nor fuel-efficient paired with either a notchy five-speed manual or a six-speed automatic. A five-speed manual transmission is standard on the S and SE models; the SEL comes with a five-speed automatic, which is optional on the other two. The EPA rates gas mileage at 22 mpg city, 30 highway for the five-cylinder with the manual, and 23/30 for the automatic.
Last year, Volkswagen reintroduced a new clean-diesel version of its well-regarded TDI engine for both the sedan and SportWagen models. The clean-diesel VW meets new, more stringent emissions standards in all 50 states and the new TDI models also qualify for a $1,300 federal income tax credit. The 2.0-liter TDI engine produces 140 horsepower, and it delivers 30 mpg in the city and 41 on the highway when matched with the manual transmission, which for the TDI has six gears. The diesel Jetta is now the only model to offer what is by far Volkswagen's best gearbox: the superb optional dual-clutch DSG automatic transmission, which raises highway mileage by 1 mpg.
The 2010 Volkswagen Jetta is a roomy sedan with a tall ceiling. It gives occupants more room to stretch their legs, bodies, and necks than the average compact, and it has a cavernous 16-cubic-foot trunk with fold-down rear seats for even more storage. It feels solid and well-built at speed, although highway noise can be a problem.
The Jetta gets four stars from NHTSA for front-impact protection and five stars for side impacts. All 2010 Volkswagens come standard with anti-lock braking and electronic stability control, which intervenes when necessary to help keep the vehicle properly aligned and on the road. All 2010 Volkswagen Jettas feature front side-impact airbags and full-length head-curtain airbags. However, supplemental bags for the rear sides remain optional, as do pre-tensioners for the rear outboard seat belts, even as more carmakers fit them as standard equipment.
The 2010 Jetta no longer offers automatic climate control or leather seats, but it's still very well equipped. A power glass sunroof, a navigation system, and a premium sound system are options. For 2010, Bluetooth connectivity and a multifunction steering wheel are standard on certain models. One bonus: All Jettas have three power outlets (two in front, one in back), and the SEL and TDI even have a 115-volt outlet in the rear seat for charging laptops and the like.
The Bottom Line: The 2010 Volkswagen Jetta offers a high-quality and roomy interior, solid European handling feel, and an efficient, high-mileage clean-diesel option.
Other Choices:
If you like the 2010 Volkswagen Jetta, also consider:
- Ford Fusion
- Mazda6
- Honda Civic
- Subaru Impreza
Reason Why:
The Ford Fusion is slightly larger than the Jetta, with nicely creased styling, available all-wheel drive, and the choice of either a large four-cylinder engine, an optional V-6, or a very well-reviewed and fuel-efficient hybrid version. The Fusion shares some engineering with the Mazda6, which was completely redesigned and enlarged last year. The Mazda6 also gets a far more refined interior. The Honda Civic is closer in size to the Jetta, and perhaps the sportiest of the mass-market compacts, but many feel it's not as handsome. The Civic does offer a coupe as well as the sedan, a hybrid version, and even a low-volume natural-gas engine-and it has a much better reputation for reliability. Another rival is the roomy Impreza sedan (there's also a five-door hatchback), which offers good handling, a comfortable ride, and standard all-wheel drive.
Buying Tip
If you're focusing on fuel economy, the clean-diesel Jetta TDI models are said by owners to get as much as 20 or 30 percent better gas mileage than their EPA ratings.
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2010 Buick Enclave
TheCarConnection.com's editors drove the new Buick Enclave in order to give you an expert opinion. TheCarConnection.com also researched available road tests on the new Buick Enclave to produce this conclusive review and to help you make sense of where and why reviewers might differ.
Likes
Elegant styling
More passenger-friendly than traditional SUVs
Upmarket interior
Well-equipped
Heated windshield included among other options
Dislikes
Hefty curb weight
Transmission "hunts"
Lackluster fuel economy
First introduced back in 2008, the Buick Enclave returns for the 2010 model year in CX and CXL trim with more features but the same 3.6-liter, V-6 direct-injection engine as in 2009. Available in either front-wheel-drive or all-wheel-drive configurations, the full-size luxury crossover has seating for eight and lots of cargo room, while delivering 16 mpg in the city and 22 mpg on the highway, according to EPA estimates (although these figures look to be optimistic in light of what TheCarConnection.com's editors have seen).
Inside the Enclave you'll find a combination of subdued yet luxurious styling, with high-quality materials throughout. Buick retained most of the styling elements that made the Enclave a hit as a concept model a few years ago, and the product has largely been well-received from a styling standpoint. In terms of pricing, the 2010 Enclave's retail price is reasonable for this type of vehicle.
Under the hood, the 3.6-liter direct-injection V-6 engine in the 2010 Buick Enclave produces 288 horsepower and 270 pound-feet of torque, burning regular gasoline. The V-6 is mated to the Hydra-Matic 6T75 electronically controlled six-speed automatic transmission that features automatic grade braking, shift stabilization, and precise shift control. Acceleration in the Enclave is good, but on the highway the transmission can sometimes be caught hunting for the right gear and, in the process, jostling its occupants. That might be because the transmission has wide ratios and is designed to compromise between performance and fuel economy. Towing isn't completely forgotten; the Enclave to tow up to 4,500 pounds--an impressive figure for this type of vehicle.
The Enclave's ride is muted and smooth, resulting in an exceptionally quiet interior compared either to other crossovers or rival GMC Acadia or Chevrolet Traverse versions from GM. A new 20-inch chrome-clad wheel package is now available for the 2010 Buick Enclave, along with optional 19-inch wheels also featured on the 2009 Enclave; as usual, be sure you test drive a model equipped with larger wheels before purchasing, as the ride quality tends to suffer a little.
What makes the 2010 Buick Enclave particularly comfortable is the large interior space. A standard third row and overall space for up to 7 or 8 people (depending on the configuration) make the Enclave a reasonable minivan substitute. The third row's a real third row, too, and not just designed for small children with nonexistent legs. Storage is also plentiful, with over 23 cubic feet of space behind the third row when the cargo management system is removed, and if you fold down the second and third rows, you'll free up over 115 cubic feet of cargo space.
The 2010 Buick Enclave should provide good occupant safety, thanks to its standard front-seat side airbags, full-length side-curtain airbags, and electronic stability control. Top results in all major crash tests affirm the Enclave's excellent overall protection.
In any of its trims, the Buick Enclave comes very well equipped, though the range-topping CXL trims pile on a level of luxury and tech features that might be surprising to see in a Buick. The CXL offers (standard or optional) a 10-speaker Bose surround-sound stereo, three-zone climate control, a power rear liftgate, a head-up display (HUD), GPS, a two-panel sunroof, and a backseat DVD entertainment system. Heated and cooled driver and front-passenger seats, a Bluetooth hands-free phone interface, XM NavTraffic, and OnStar Destination Download are also among the available features. This year, the premium sound system includes a USB port that doubles as a charger for personal electronics, and OnStar has been upgraded to provide vehicle diagnostics and advanced emergency services.
The Bottom Line: The 2010 Buick Enclave takes on the Lexus RX 350, yet provides a luxurious, uniquely American interior.
Other Choices
If you're interested in the 2009 Buick Enclave, also consider:
- Volvo XC90
- Lexus RX 350
- Lincoln MKT
- Audi Q7
- Acura MDX
Reason Why:
The 2010 Buick Enclave provides a new benchmark for American luxury crossovers, and it's a viable rival to other luxury-brand vehicles. The Buick has the most space in its class; the Lincoln MKT comes close, with a beautiful interior and three accommodating rows. Otherwise, only the Audi Q7 and Volvo XC90 offer three rows of seats, but their last rows are more suited for children than adults. If power is your thing, the Volvo XC90, Audi Q7, and Infiniti RX all offer optional V-8 engines in their crossovers, but these tend to be thirsty when it comes to fuel consumption. The Lexus RX 350 has a conservative interior ambiance that's closest to that of the Enclave, if that's what you like.
Buying Tip
As with most vehicles in this class, the rear pillar can obstruct visibility when parking; we recommend the rearview camera for the 2010 Buick Enclave.
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