First Drive: 2011 Chevrolet Cruze
After decades of low expectations for affordable compact sedans, the market for plain, stripped-down products is simply withering away. Shoppers might be happy with a small car, but with a new generation and more tech-savvy comes less of a willingness to skimp on everything else.
And for some of the best evidence of this market change, there's no better place to look than to Detroit and Dearborn, where GM and Ford, this year and next, are readying a new generation of small cars. And these world-designed, U.S.-built mainstream 'C-segment' offerings—the 2011 Chevrolet Cruze and the 2012 Ford Focus—are no longer going to be followers. They're both looking like they'll be suddenly be some of the best offerings on the market.
While the verdict is still out on the Focus, we've just returned from our first official drive in the 2011 Chevrolet Cobalt, and we can say that Toyota had better watch out. If GM can get shoppers into Chevy dealerships for a test drive, by golly it's going to leave them positively gobsmacked.
The exterior is perhaps the weakest part of the Cruze presentation. There's nothing awkward or hideous about it; it's just plain and comes across as conservative from most angles. Some might like it as the design makes no pretense; there's no overwrought combination of creases and curves; just nice, soft surfaces, an arched roofline, a traditional three-box sedan profile, and a front and rear appearance that's clearly derived from the larger Malibu.
Positive influences inside
Inside, the exterior makes more sense (it affords lots of room), and we really liked how the beltline wasn't ridiculously high; it leaves enough of a greenhouse to enable a good view all around—and not instill a sense of claustrophobia to shorter occupants. The design of the interior has a little more of a wraparound cockpit feel than you'd expect from a basic sedan and, if you squint just a little bit, bears something in common—particularly in the design of the center stack—with the Cadillac CTS and SRX. Looking a bit closer, you might see similarities both to current and former Saab models and to the new 2010 Chevrolet Equinox, particularly in the way the audio controls are laid out. The steering wheel, too, has a thick feel and nice tactile audio controls.
Read more
Frugal Shopper: Women Prefer Practical, Frugal Cars, Men Don’t?
When it comes time to purchase a car, men look for bold design statements, sexy sheetmetal, and scorching performance while women—well, women want something practical, economical, and safe, right?
You'd think times would have changed, but it appears not. The pricing intelligence firm TrueCar recently crunched the data—looking at vehicle registrations rather than the purchaser information, to eliminate the idea of household decision-making, and the survey says that women overwhelmingly prefer practical cars and small cars.
Kia ranked highest for female registrations, with nearly 46 percent of female vehicle registrations. Suzuki and MINI both ranked around 44 percent. TrueCar says that safety and value ranked high for all ten of the ten brands with a female ratio over 42 percent, which included Volvo, Subaru, and Hyundai.
Price and value seemed especially important, judging from those top ten brands. Other than for MINI and Subaru, all of these most popular brands with women had a discount of between five and ten percent off MSRP. In tenth place with women, Mitsubishi vehicles were discounted 10.1 percent from MSRP, on average, while 41.5 percent of them were registered to women.
No single brand has more female buyers than male buyers.
Exotic cars and exclusive ultraluxury brands are almost exclusively registered by men. TrueCar found that zero percent of Bugattis were bought by women, while Ferrari, Lamborghini, Tesla, and Aston Martin followed—all with less than ten percent. Specialty sports-car maker Lotus ranked just after these brands, with only ten percent purchased by women.
On a make-model basis, several truck models from GMC, Dodge, and Hummer also ranked near the top among vehicles that were mostly purchased by men.
Read more
Preview Drive: 2011 Chevrolet Cruze
Just a quick preview first drive of the 2011 Chevrolet Cruze was enough to confirm that GM's biggest challenge won't be meeting or exceeding the competition, but sweeping away all those past perceptions of GM small cars.
Among GM's homegrown compacts, the Cavalier was always a step behind the competition, while the current Cobalt, which the Cruze replaces, was reasonably comfortable and fuel-efficient but never a standout in most other respects.
To put it bluntly, it simply didn't have the zippy yet refined feeling that a lot of today's most acclaimed compacts like the Mazda3, the Volkswagen Jetta, the Honda Civic, or even the new Suzuki Kizashi or Kia Forte, all manage to some degree.
The Cruze, thankfully, finds that mojo without busting our bums in the process or giving up any features. And, as we'll tell you more about below, it's looking to be a product that will emerge near the top of the segment in every category.
But the 2011 Cruze doesn't break entirely free from one mold: Its exterior is a little conservative, almost a little homely, and looks more like a blunted Malibu than it probably should. While most people will likely agree that the exterior styling of the upcoming 2012 Ford Focus, expected early next year, is a lot more visually exciting than that of the Cruze, a quick drive of the Chevy's new compact sedan is all it took to convince us that it will be a very strong contender, and perhaps superior in many ways.
Although Ford is planning a true world-car approach with the 2012 Focus, with very few differences between U.S. versions and other international versions, the Cruze builds on GM's Delta II platform—an all-new project started in 2006—but varies the formula a bit depending on the market. In a platform that's birthed slightly different models for South Korea, China, Europe, Russia, and more than 60 markets in all. North America is actually the last market to get its version, and the version built in Lordstown, Ohio will benefit from all the improvements made so far, plus some special improvements for our market for improved refinement, performance, and safety.
The interior, thankfully, bears very little semblance to that of the Cobalt, and while we saw it as a bit conservative in some of the combinations shown at auto shows, it's grown on this reviewer and feels very functional and stylish; you can even see a little influence, in the design of the center stack, from the much-acclaimed Cadillac CTS interior.
While we can't say anything at this time about fit and finish, as the vehicles we drove were pre-build prototypes (though in final form for powertrain and chassis tuning), it looks like the new Cruze will indeed be a significant step ahead; high points included the nice padded dash materials, grippy rubber-nubbed climate control and audio knobs, and excellent high-contrast color screen with the nav system.
Better MPG from a turbo
The new 2011 Chevy Cruze will have a two-engine lineup. Offered on the entry-level Cruze LS model will be a new 1.8-liter version of the well-established Ecotec family, but standard on most Cruze models, including the new Cruze Eco as well as Cruze LT and LTZ models, will be a 1.4-liter 'Ecotec' turbocharged four-cylinder engine, making 138 horsepower and getting better fuel economy than the base engine. This engine feels stronger than its power rating might suggest, as its peak torque is 148 pound-feet, produced at 1,850 rpm. There's more low-rpm torque than the 2.2-liter base Ecotec four in the Cobalt (and its peak torque is nearly the same).
The engine starts without even a shudder—either an advantage of smaller displacement fours or a testament to GM's mounts—and feels absolutely monkish at idle. Throttle response is quick, and the engine doesn't 'hang' in the higher revs when shifting.
Read more
Driven: 2010 Honda Accord Crosstour
The 2010 Honda Crosstour is an unusual beast—so unusual that the first time you see one you'll likely stand back, size it up, and scratch your head a bit, as we saw people do time and time again when we drove one for a week recently.
Then you're probably going to say something along the lines of, "I love it!" or "I don't see the point." Yes, it's that polarizing.
There's also the issue that, yes, the Crosstour's proportions tend to look slightly goofy, for lack of a better word, at first glance. But with a few walkarounds and the time to let the design settle, it works surprisingly well, and grew on this reviewer even if the purpose didn't. Despite what some other reviewers have said, we think the blunt grille and rather aggressive front-end styling go together quite well with the also very upright tail. And the Crosstour's unusual roofline? You'll warm up to it.
If a few things don't bother you, that is. In back, the roofline not only curves downward but also inward, making it surprisingly confining for headroom (although it's actually okay for six-footers). In the cargo area the low roofline takes its toll on usability; there's not really enough height for a medium-size dog kennel, and at about two and a half feet wide at its narrowest point, between the intrusive strut towers, you'll be hard-pressed to fit a smallish dresser back there. And the rearward visibility is difficult, if you don't use some help from the rear camera system that comes with the optional nav system.
Get behind the wheel, and you'll find that the 2010 Crosstour drives somewhat like the Accord sedan but with a heavier, more deliberate feel that's a step in the opposite direction of the nimble feel we've praised the Accord sedan for in the past. The 271-horsepower, 3.5-liter V-6 moves the Crosstour plenty quick, but you're going to feel that weight in stop-and-go traffic. It steers well and has reasonably good body control on a curvy road, but there's quite a bit more fore-aft motion during hard braking or strong acceleration than we remember from the Accord. The transmission hesitates to downshift when coming out of a corner, yet it holds lower gears for longer than needed during light acceleration. There's no manumatic function in the Crosstour—either in terms of steering-wheel paddles or a separate shift gate—so it's apparent Honda isn't counting on buyers being hotfoots or picking the Crosstour as a substitute for, say, an Acura RDX.
You're also not likely to see mileage figures much better than the Pilot SUV. Over a week and about 120 miles of suburban errand-running, we barely managed 19 mpg in the Crosstour (the EPA rating is 18 mpg city, 27 highway with FWD, 17/25 with AWD). The Toyota Venza is offered with a base 182-horsepower, 2.7-liter four-cylinder engine in addition to a 268-hp V-6, but the Accord Crosstour is only offered in V-6 form.
While it weighs about the same as its primary rival, the Toyota Venza, the 2010 Honda Crosstour is about 300 pounds heavier than a V-6 Accord sedan and an eyebrow-raising 650 pounds heavier than a four-cylinder Accord sedan. The Accord Crosstour is 7.6 inches higher than the Accord sedan and rides a couple of inches higher, though its six inches of official ground clearance are about the same as the sedan's.
2011 Subaru WRX Gets STI’s Wide Body Look And A Wider Stance
In advance of its New York Auto Show debut, Subaru has previewed the 2011 Impreza WRX, which will be distanced even further from basic Impreza models, adopting an aggressive wide-body look that bears more in common with the top-performance Impreza STI model.
The wide stance matters, too. With about an inch and a half of extra track front and back, plus wider 17-inch wheels and firmer rear subframe bushings, the 2011 WRX should have significantly improved grip and poise, as well as a more authoritative presence.
As before, the WRX will be powered by a 2.5-liter horizontally opposed ('flat') four-cylinder engine, still making 265 horsepower and 244 pound-feet of torque, and hooked up to a five-speed manual transmission.
Cosmetically, the WRX gets a more assertive, aggressive look that closely resembles that of the top-performance STI model, with carved-outward fenders and flared wheelwells, sharpened bumper corners, and racier-looking air ducts, and in front blacked-out fog lamps plus a new lip spoiler and grille that again serve to emphasize the width. Alongside, the gentle fold of the sheetmetal just below the beltline in the 2010 model has been turned into a sharp crease in the 2011 WRX.
The new WRX gains 33 pounds, according to Subaru, but the design changes together improve the model's drag coefficient.
There are more changes to the 2011 Impreza WRX on the inside. Carbon black checkered upholstery with red stitching is included, with 'performance design' front seats and aluminum-alloy pedal covers and dead pedal. A new sound system now accommodates Bluetooth audio streaming and hands-free calling, plus a USB port, iPod compatibility, and an input jack. It's also ready for an XM or Sirius satellite radio subscription.
Specifically, the WRX's standard wheel size goes from 17x7 inches to 17x8 inches, with the tire size going from 225/45R17 to 235/45R17.
Since the 2011 Subaru WRX hasn't structurally changed, we expect it to retain its excellent safety reputation—including top results in all tests and IIHS Top Safety Pick status. Electronic stability control, front side and full-length side-curtain airbags, and anti-lock brakes with Brake Assist will remain standard—including of course all-wheel drive.
The new 2011 Subaru Impreza WRX models—in four-door sedan or five-door hatchback form—are set to arrive at dealerships beginning this summer.
This story originally appeared at The Car Connection
| Permalink:2011 Subaru WRX Gets STI's Wide Body Look And A Wider Stance |  |
Ford’s New 5.0 V-8: Back In Black, And Ready For The Track
The 5.0 is back, and Ford didn't take the opportunity lightly. The 2011 Ford Mustang GT will pack a 412-horsepower, 5.0-liter V-8 that for all practical purposes is an all-new engine. A very stoutly built, race-ready one at that.
Along with the 3.7-liter V-6 that will also be introduced in the 2011 Ford Mustang, Ford suddenly has a completely refreshed powertrain lineup for the pony car and nothing to be ashamed of. Considering weight, in fact, the 'Stang now has a leg up on its rivals.
It's an about-face from the past several years, when Ford has seemed a step behind other automakers with respect to V-8 engines—especially if you take a look at power output. Even with the Mustang's lighter weight than the Camaro and Challenger, Ford's current 315-horsepower, 4.6-liter V-8 in the 2010 Mustang GT is no match for the larger Chevy and Chrysler V-8s.
With the '5.0' badge, the 2011 Mustang GT approaches the power output of those big-displacement engines while promising both stout construction and race-ready performance plus better fuel economy in everyday driving.
Bore is 92.2 mm (3.63 inches), with a 92.7-mm (3.65-inch) stroke, calculating out to just over 302 cubic inches and—this time—properly rounding up to 5.0 liters. And the new engine in the 2011 GT makes 412 horsepower, which should be enough for the lighter Mustang to beat both the 2010 Chevrolet Camaro SS and the 2010 Dodge Challenger R/T. In the Camaro SS, GM installs a huge 6.2-liter V-8, making 426 horsepower, while Chrysler puts its 372-hp, 5.7-liter Hemi V-8 in the Challenger R/T, among other vehicles, and the 425-hp, 6.1-liter V-8 in the Challenger SRT8.
At the same time, Ford projects an estimated 17 mpg city, 25 highway for the new engine (with the automatic) in the Mustang. The Camaro SS gets 16/25, while the Challenger SRT8 is rated at just 13/19.
The new engine will require just 87-octane gasoline, though 91-octane will be recommended for peak performance.
2010 Land Rover Range Rover Sport Bottom Line
TheCarConnection.com's editors took the wheel of the new Land Rover Range Rover Sport to bring you an expert opinion along with thorough research from around the rest of the Web to help you make a complete, informed decision.
Likes
Lots of standard equipment
Great seating position
Powerful acceleration
Surprisingly good handling
Dislikes
Somewhat harsh ride
Heavy, overweight feel
Lack of cabin space
Fuel economy no better than roomier Range Rover
The 2010 Land Rover Range Rover Sport melds a sleeker, more defined profile than its bigger brother the Range Rover with a chassis tuned for on-road performance over hard-core off-roading. That's not to say it isn't ready for woodsy trails or dusty deserts, and it looks the part, too, recalling the look of earlier Range Rovers with its thin roof pillars and upright, bold presence. Major interior revisions improve the look and feel throughout the cabin.
The Range Rover Sport delivers its impressive performance in two models: the Range Rover Sport HSE and the Range Rover Sport Supercharged. With new 5.0-liter engines for 2010 replacing the previous 4.4- and 4.2-liter naturally aspirated and supercharged units, power is up to 375 horsepower and 375 pound-feet of torque for the HSE and a massive 510 horsepower and 461 pound-feet of torque for the Supercharged. That's enough to get the big SUVs up to 60 mph in a hurry: 7.2 seconds for the HSE and a sports car-like 5.9 for the Supercharged model. Both engines are paired with a revised six-speed automatic transmission with manual shift mode. Big disc brakes help both models handle all that power, while an updated and retuned Dynamic program takes advantage of the upgraded suspension elements and chassis stiffness also introduced this year. Despite weighing more than 5,500 pounds, the Range Rover Sport delivers impressive handling, though the hefty curb weight does mean fuel economy is poor, with the HSE rated at 13/18 mpg city and highway, and the Supercharged rated at 12/17 mpg.
Editors at TheCarConnection.com have driven the 2010 Land Rover Range Rover Sport both on- and off-road. The full-time four-wheel-drive system adds an extra punch of acceleration on the pavement, and performs sure-footedly on gravel, mud, and snowy winter roads alike. Curvy-road performance is where the Range Rover Sport line shines, hustling the bends well enough to resemble a sports car, except for its ever-present weight. Off-road, that weight isn't much of a penalty, and even the street-focused stock tires are unable to restrain the Land Rover engineering, advanced differentials, traction control and hill descent algorithms.
Inside the cabin of the Range Rover Sport, the interior is almost all-new for 2010. Though the design looks familiar, a reduction of buttons and an improvement of materials throughout make for a much-improved and positively luxurious experience. Things are a bit snugger than you'd expect from a large SUV, though up front the cockpit-like feel is intentional, helping to immerse the driver in the experience. Visibility is good thanks to ample windows. High-quality leather, wood, and wool carpeting complete the luxury experience of the Range Rover Sport.
Safety continues to be a Range Rover Sport strong suit, with advanced stability control, hill descent control, and active roll mitigation helping to keep the vehicle upright and pointed the right way down the road even during emergency situations. Front and rear-seat passengers are protected by airbags, and standard anti-lock brakes with brake assist and electronic brake force distribution help maintain stability under braking. As with many expensive SUVs, there is no crash-test data from NHTSA or the IIHS.
A wealth of technology lies just beneath the surface, accessible through the 5-inch TFT instrument panel and dash-mounted touch screen. Most of it is dedicated to managing the Range Rover Sport's impressive Adaptive Dynamics System and Terrain Response System, which allow the vehicle to perform its on-road and off-road feats by tuning the response of the adjustable dampers, and enhanced steering feel lets the driver better sense what the chassis is doing. All of this is displayed in real time on the display screen. The instrument panel also displays a host of information and is itself a digital display that reconfigures to show the most relevant information depending on the driving mode selected by the center console-mounted knob. All-new for the Supercharged for 2010 is the Dynamic program, which maximizes performance on-road-and it's a noticeable transformation when you change on the fly.
Aside from the powertrain, the primary differences between the 2010 Range Rover HSE and Supercharged versions lie in the features; most of what is optional on the HSE comes standard on the Supercharged. Both models receive significant improvements for 2010, including more extensive use of leather and soft-touch materials. Available options include a beverage cooler, a rear-seat entertainment system, and much more.
An Autobiography Limited Edition package adds duo-tone leather, embossed headrests, exclusive exterior colors, and a number of other features, including 20-inch alloy wheels and a unique mesh grille.
The Bottom Line: The 2010 Land Rover Range Rover Sport offers impressive performance and features, whether on-road or off.
Other Choices
If you're interested in the 2010 Land Rover Range Rover Sport, also consider:
Cadillac Escalade
Infiniti FX50
BMW X6
Porsche Cayenne
BMW X5
Reason Why
Cadillac's Escalade offers more space inside the cabin than the 2010 Range Rover Sport, and though it doesn't provide the extreme power of the Supercharged model, its 6.2-liter V-8 helps it keep up with the HSE. If real off-road performance isn't needed, the BMW X6 and Infiniti FX50 boast excellent on-road performance and luxurious trappings. As competitors on price, the Porsche Cayenne and BMW X5 come with competitive features, but aren't as sharply styled as the 2010 Land Rover Range Rover Sport.
Buying Tip
Beneath the road-friendly surface of the 2010 Range Rover Sport lies a true off-road vehicle, but that's not something every buyer needs or wants. Make sure it's something you truly desire before buying.
This story originally appeared at The Car Connection
| Permalink:2010 Land Rover Range Rover Sport Bottom Line | |
2011 Kia Sportage: First Pics, Preview Info Ahead Of Geneva
Kia has shown us the first pictures of the U.S.-spec 2011 Kia Sportage, several weeks ahead of its March 2 premiere at the Geneva auto show.
The new 2011 Kia Sportage, which will share its platform with the 2011 Hyundai Tucson, will have a longer wheelbase, more interior and cargo space, and an improved ride.
The face of the 2011 Kia Sportage (shown in U.S. spec in the pictures to the right) is becoming familiar; its bold, swept-back look and styling cues compare to those of the recently introduced Kia Forte, Forte Koup, and Kia Soul, as well as in the recently introduced 2010 Kia Sorento, though in the Sportage it's even more flamboyant, with the lower air dam pinched upward (at least visually) in the middle. From the side, its silhouette looks to be a more abbreviated, aggressive take on the stance and cues of the Sorento. The Sportage has a pronounced shoulder crease that runs from the edge of the headlights all the way to the taillights. "Fresh, bold, athletic and sporty" is how Kia describes the design, with a "commanding driving position and heightened sense of security."
Also of note to design connoisseurs: the nice, clean line running from the rear window down through the door edge and into the wheel well, and the carved-out sill area that flares out only to fade into the rear wheel well. And the wheels; just as with its 2010 Kia Forte Koup, Kia has chosen a very distinctive wheel design.
Overall, the new Sportage looks like it will be a huge leap ahead. The outgoing Sportage was first introduced for 2005. TheCarConnection.com gives the 2010 Kia Sportage an overall score of 6.6 out of 10 versus other vehicles in its class, with likes including its carlike dynamics, overall practicality, and strong overall value, including strong warranty coverage. Dislikes include its old-tech four-speed automatic transmission, weak 173-horsepower V-6, and dated styling.
Kia's very brief preview release falls short on powertrain and mechanical information. But we know that the 2011 Kia Sportage is expected to share some underpinnings with the 2011 Hyundai Tucson. A direct-injection, four-cylinder engine with six-speed manual and automatic transmissions are expected for the U.S. market, with front- or all-wheel drive versions.
For an additional sneak peek, you'll also want to check out these teaser pics of the Euro-spec version.
| Permalink:2011 Kia Sportage: First Pics, Preview Info Ahead Of Geneva | |
2011 Chevrolet Cruze vs. 2012 Ford Focus, From The Inside Out
With the new 2011 Chevrolet Cruze and 2012 Ford Focus, as shown out on the Detroit auto show floor, you're looking at the future heart of the market. According to many who keep tabs on the industry, the so-called C-segment--the size of these two small sedans--is slated to grow rapidly over the next several years.
The 2011 Chevrolet Cruze made its production debut at this past year's Los Angeles auto show, and General Motors was showing several examples of its Chevrolet Cruze compact sedan here at the show. But the cross-town rivalry could be felt as Ford chose the Detroit auto show for the global debut of its all-new 2012 Ford Focus.
Comparing their respective exterior designs, the new Focus and Cruze are around the same size overall and, when you hold their profiles side by side, are remarkably similar in terms of overall profile.
That's about where the comparisons end. While the Cruze is clean and conservative--undoubtedly too much so for some tastes--the Focus has lots of details to be discovered, from the lipped wheel wells and flared fenders to the aggressive front end design, flowing sheetmetal leading to the taillamps, and more overt wheel designs. Topping it all off are the dual sharp 'Z' creases in the sheetmetal, which, to this reviewer's eyes effectively lower the beltline and give the proportions more of a sport-sedan pop.
In an informal poll of fellow auto journalists out on the Detroit auto show floor, nearly everyone preferred the Focus' exterior to that of the Cruze, although several noted that the Focus design was on the verge of being busy.
Take a look inside, and neither design neglects the details. Though both models are relatively affordable, their cabins have design attributes and materials that would have only been seen in luxury-brand vehicles just a few years back. For now, they serve to make the current 2010 Ford Focus and 2010 Chevrolet Cobalt look downright aged.
Over the next several slides, we take a first look at some of the interior details of these new compacts from Chevy and Ford. Take a closer look with us, and let us know which one you think is the winner.
Today In WTF: Aston Martin Lagonda Concept Is Still Alive
If you haven't blocked it from your memory, you might recall the Aston Martin Lagonda Concept that debuted in Geneva last March. You might also recall that the SUV was mostly ridiculed in the press, and that Aston's own chairman even expressed displeasure with the design. (We weren't especially kind, either. The words "angry cinderblock" were used.)
Rational people might assume that such a reception would be enough to kill off the $210,000 vehicle -- or at least send the designers scurrying back to the drawing board -- but if new photos of the concept are accurate, not only does the Lagonda still have a pulse, but also the SUV's designers apparently think its look is a-okay. Compare the new pic at top to the old shot below it: apart from some out-of-place LEDs framing the headlights, some equally out-of-place Bladerunner-esque foglights, and a new paint job, we don't see much difference. Are we missing something?
| Permalink:Today In WTF: Aston Martin Lagonda Concept Is Still Alive |  |
