2011 Hyundai Sonata: An IIHS Top Safety Pick
The all-new 2011 Hyundai Sonata has been named a Top Safety Pick by the Insurance Institute for Highway Safety (IIHS)—indicating that it's among the safest mid-size sedan choices on the market.
Beginning with 2010, it became tougher than before to get the much-vaunted bragging right, as the Institute added a top score in its new roof-strength (rollover) test as a new requirement—that's in addition to top 'good' scores for frontal offset and side crash tests plus the seat-based rear-impact test. Top Safety Picks also need to have electronic stability control.
The new IIHS roof-strength test requires that they withstand more than double the current federal standard. Tougher U.S. standards that roughly parallel the test requirements are in the works won't go into full effect until 2016.
It's a significant improvement, as the previous generation Sonata carried 'good' ratings for frontal and rear impact, 'acceptable' for side impact, and just 'marginal' in rollover.
The Sonata has been completely redesigned for 2011, with a new four-cylinder-only powertrain, 35-mpg highway ratings, and improved refinement.
Standard safety features on the Sonata include—in addition to electronic stability control—seat-mounted side-impact airbags, front and rear side-curtain bags, front-seat active head restraints, and anti-lock brakes with brake assist.
Both our own Marty Padgett, as well as Motor Authority editor Nelson Ireson, have driven the new Sonata but we're holding our impressions close for a few more days; be sure to return to TheCarConnection.com next week for our First Drive of the 2011 Hyundai Sonata. In the meantime, you might also enjoy this
[Hyundai]
This story originally appeared at The Car Connection
Mitsubishi Debuts Sync Rival, Called Fuse, In 2010 Outlander
It's about time that another automaker took on Ford's Sync hands-free communication and entertainment interface. One of the best rival systems—at least in affordable vehicles—comes from an unlikely source: Mitsubishi. The new 2010 Outlander is the first vehicle to get the handy interface.
In a way, it figures. Mitsubishi used to have a geeky reputation in the U.S. and elsewhere; many years ago now, the Japanese automaker stood out from the rest with features like all-wheel-drive, active yaw control, speed-sensitive four-wheel power steering, and high-end audio with steering-wheel controls. With recent features on offer like the excellent Twin Clutch automated gearbox and now some much-improved navigation systems and in-car conveniences like FUSE, we see some of the old flame coming back.
Ford's groundbreaking Sync system (co-developed with Microsoft) has been the reigning king of in-car interfaces—and pretty much the only game in town for providing what it does. With Sync, users get a relatively fuss-free and intuitive way of controlling audio functions, making calls, and even reading messages—all via compatible Bluetooth or USB devices. Especially when you consider affordability, as Ford has offered the feature all the way down its product lineup (even on the very affordable Ford Focus) and included it at no cost on many of its larger vehicles, it's an unbeatable convenience.
The FUSE system, which combines an all-new Johnson Controls (JCI) voice-recognition system and Bluetooth interface with Mitsubishi's next-generation nav-system screen from Mitsubishi Electric, provides some—though not all—of the features of Sync.
FUSE includes voice-activated music and phone commands and can recognize up to seven different phones, automatically synching up phonebook contents from each handset that's been paired with the system; unlike some other systems, it keeps them private to each user. While we've seen the Sync system be finicky about which phones it will or won't pair with, FUSE, we saw the system successfully pair with several different phones.
We right away noticed that you don't have nearly as many commands as you do with Ford's Sync, but just as with that system you can simply hold press a button along the steering wheel, then say, "Play Led Zeppelin," or "Play genre rock," and it does well. The command system also allows you to request playlists and albums.
As with Sync, you can hook up most major media players through the USB interface, and there's an iPod adapter. For those who also check the $3,000 Premium Navigation and Leather Package on the Outlander GT, FUSE can take control of the 10 gigabytes (out of 40 gigs) on the nav system's hard drive that are partitioned for music.
A company representative said that the onboard drive will only allow rights-protected files to be transferred over in analog form—a definite drawback. With or without the hard drive, most people today might simply opt for an inexpensive thumb drive. The system does have Bluetooth 2.0 and A2DP audio streaming, to play wirelessly from most audio devices and phones, except iPods.
Dig deeper and you'll notice that FUSE is missing a few features. For instance, it won't let you call out a specific song title, and although FUSE has seemingly excellent text-to-speech abilities on the music side, it doesn't offer that on the phone side of its operation. You can't simply ask it to "Call Joe Smith" unless you first establish a voice tag for Joe Smith—and all the other commonly used numbers in your phone book. Ford's Sync will automatically scan the hundreds of names in your phone book and pick the right one, and it will also read messages aloud through the audio system.
"What we're trying to do here is provide more convenience and a user interface that's safe," said a company representative, admitting that while the system lacks a few key features it's powerful platform and a starting point for greater features to be rolled out.
FUSE is standard on 2010 Mitsubishi Outlander XLS and GT models, while it's a standalone option for just $350 on the mid-grade SE trim (Sync has been a $395 standalone option in some vehicles). Look for the feature to be rolled out on the Lancer, Ralliart, and Evolution models soon—likely for 2011.
This story originally appeared at The Car Connection
First Drive: 2010 Suzuki Kizashi
Typically, when a manufacturer brings competing models out on a drive event for a vehicle—especially one that involves track time, such as what TheCarConnection.com recently attended—it's a signal that they're serious to prove a point. Such is the case for Suzuki, who very soon will re-enter the mid-size sedan arena and roll out an all-new flagship sedan, the exotically named but quite normal-looking 2010 Kizashi.
Turns out, the most eye-opening part of the day involved a relatively simple exercise involving a slalom of cones and a very wet section of tarmac. Driving an all-wheel-drive 2010 Suzuki Kizashi back to back with a 2009 Audi A4 and 2010 Subaru Legacy, we were able to sample each car past its limits of adhesion, and sample how well its stability control worked. At a speed that sent the stability control chirping on the other two vehicles—with the cruise control on—we negotiated through the cones with just a little bit of slip, the tail out the slightest bit and tucking right back, but still very much in control. We know the exercise was carefully chosen by Suzuki, yet it proved the point to us: Suzuki has engineered a capable sport sedan with a chassis that can take on much more expensive vehicles.
As we've reported before, the Kizashi lands somewhere between mid-size and compact, with an overall length that's just a few inches longer than compacts like the Toyota Corolla, Mazda3, and Volkswagen Jetta but a longer wheelbase of 106 inches that's more in line with mainstream mid-size sedans—and close to the Camry and Altima. But to give you an even better idea of its size, think Audi A4, Acura TL, and Mercedes-Benz C-Class. Suzuki actually benchmarked the Kizashi in Europe against vehicles in the near-luxury sport-sedan class, though it starts at less than $20,000 (a fully loaded Kizashi SLS will total about $24,000).
The first time we walked up to the 2010 Suzuki Kizashi, we couldn't help but notice that the Kizashi has a lot of details that are a bit borrowed. Yes, there are hints of other recent models in many of the Kizashi's details (ehem...VW perhaps), inside and out. But overall, the Kizashi's proportions just work—much better in person than in pictures, we should add. And yep, a little bit of Bangle Butt never hurt anyone; it sure works here.
The 185-horsepower (or 180 hp), 2.4-liter four-cylinder engine that's standard on all Kizashi models (a V-6 is on the way) provides spirited acceleration, though our choice between the two gearboxes is the manual. Out on the racetrack, we learned that there's no point in winding this engine all the way to its 6500-rpm redline, though; it's happy toward the middle of the rev band. The automatic CVT is a bit sluggish in its response to raise the revs, so there's a substantial lag from the time you ask for a quick squirt of power for passing until it's delivered. 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.
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 some other sporty sedans. The Kizashi handles very well overall, with nicely weighted steering that lends some feel of the road—though it tends to feel a bit lifeless on center. The brakes, which are larger than those in rival vehicles and incorporate Akebono calipers, have a firm, confidence-inspiring feel, and they didn't fade appreciably even with heavy use out on the racetrack.
As for the interior of the 2010 Suzuki Kizashi, we'll have more for you soon in a follow-up post, but in brief the Kizashi has a cabin that's comfortable enough for four full-sized adults; surprisingly pleasant, upscale materials; and well-bolstered sport seats on all trims, not just the top model. Controls for the audio and climate control have a positive, high-quality feel with a textured grip (with slightly angled buttons that remind us of Mercedes-Benz interiors), and wouldn't be out of place on a car costing twice as much. The only thing that interrupted the top-notch refinement: the engine can be sound a little coarse and boomy when pushed (though it's vibration-free), and in the pre-production test car we spent the most time in also had some pronounced wind noise around the passenger-side mirror above 70 mph.
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. Dual-zone climate control, push-button start, and steering-wheel audio controls are offered even on the base S, while top GTS and SLS trims get Rockford Fosgate audio, Bluetooth audio streaming and hands-free calling, plus on the SLS there are some features worthy of a luxury model, including leather upholstery, heated front seats, rain-sensor wipers, rear parking sensors, and heated mirrors. Later in the model year, an in-dash nav system will be optional—though we've found the pop-up Garmin system in other Suzuki vehicles like the 2010 SX4 to be perfectly agreeable.
TheCarConnection.com just posted our Bottom Line assessment of the 2010 Suzuki Kizashi. Overall, we love the Kizashi's pleasing materials; quiet, well-isolated cabin, roomy interior and cargo space; maneuverability; and how it succeeds in providing a premium feel at a bargain price. The only downsides to the Kizashi include an engine that's a little gruff when worked hard, headroom that can become tight with the moonroof, and a manual transmission linkage that's not as precise as we'd expect in a sport sedan.
That said, we were quite impressed with this sedan that's competent in all areas and excellent in several respects. But how does Suzuki—a relative unknown—prove its point that this is a great, economical sport sedan and not get lost in the fray? Perhaps the odd model name will help them here, but only time will tell.
This story originally appeared at The Car Connection
