2011 Cadillac CTS, 2011 Infiniti M Earn ‘Top Safety Pick’ Status
If you're limiting your luxury sedan search only to the safest models on the market, you have two new options. The 2011 Cadillac CTS and the 2011 Infiniti M37 and M56 have joined the ranks of the safest vehicles on the market, garnering the much-vaunted Top Safety Pick status from the Insurance Institute for Highway Safety (IIHS).
The Cadillac CTS sedan, one of our High Gear Media editorial staff favorites, has gone several years without major changes and has top 'good' results in frontal, side, and rear impact scores applying all the way back to 2008 models. And now it's passed the roof test with flying colors—with a strength-to-weight ratio of 4.12.
For these new roof tests, which the IIHS phased in this past year, the Institute measures protection in the event of a rollover by measuring how much constant pressure the roof will take in a designated area. To earn a 'good' rating, a vehicle's roof must be able to withstand four times its body weight.
The Infiniti M37 and M56 are completely redesigned for 2011. In the roof test, the new model achieved a comparable strength-to-weight ratio of 4.21. The predecessor to the M37 and M56, the 2010 Infiniti M35 and M45, hadn't done as well; it had achieved top 'good' ratings in frontal and side impact but earned a 'poor' rating in the IIHS seat-based rear-impact test.
In our full review of the 2011 Infiniti M, editorial director Marty Padgett points to the optional blind-spot and lane-departure systems, as well as the adaptive headlamps, that altogether help keep the driver from trouble. Otherwise, we like the new M's "super-sedan handling," rear-seat room, and gorgeous look inside and out, though we find the V-6 in the M37 a little coarse.
[IIHS]
This story originally appeared at The Car Connection
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Trends: Fewer Teens Buying Cars, Younger Motorists Driving Less
It's the peak of summer-job season. And while in the past savings from teens' summer jobs used to often go towards buying a first used car, today it's more likely to go be used for a smartphone, and young drivers are more likely to share the family car—a safer option, anyway—or stay out of the driver's seat altogether.
Either in an indication about how few paying entry-level jobs we have today, or in an indication that teens simply aren't placing their priorities on cars anymore, the used-car market for teenagers has dramatically shrunk over the past several years. According to CNW Research it's fallen from 7.5 million to 4.2 million in just five years; and overall, just 10.9 percent of all used cars go to teens today, versus 17.4 five years ago.
Employment is attributed as one of the major reasons for the difference. Teen unemployment, in terms of those who have worked part- or full-time in the past year, is more than double that of 2005.
And while driving used to be the single most important symbol of independence for teens, many 16- or 17-years olds don't seem to mind forgoing the license restrictions some states put on young drivers and simply wait until 18.
Illinois, for instance, noticed that—as the state's population of teens increased—the number of 16-year-olds with licenses dropped significantly from 2006 to 2009. Admittedly, the state had phased in a tougher graduated licensing system during that time.
But with fewer teens getting their licenses at 16, when fatality rates are particularly high, there are simply more 16-year-olds staying alive.
Then of course there's the question of whether Gen Y drivers, and especially Millenials and those under 30, are eschewing the automotive lifestyle altogether.
All this while, as we reported a few months ago, the number of older drivers is expanding, but they're getting safer.
As Advertising Age reported, the share of miles traveled by those age 21 to 30 fell during a time when the proportion of people in that age group has risen. Overall, since 1995, the decline in miles driven by those age 21 to 30 is a shocking 7.7 percent.
Some experts say that it's a product of the Internet era and e-commerce; others point to attitudes toward the environment. Whatever the case, it's a trend on which marketers are no doubt keeping a close watch.
This story originally appeared at The Car Connection
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Ford Sync Gets Voice-Activated Horoscopes, Stock Quotes
Stuck at a standstill in traffic and wondering if you have options? Or wondering if tomorrow's the right time for a blind date?
Through the new voice-activated Traffic, Directions & Information (TDI) application that Ford offers in 2010- and 2011-model-year vehicles, both are now possible behind the wheel. Ford has added horoscopes, stock quotes, and movie listings, along with travel information to the system's navigation and traffic features.
The services are call-based and don't require a data subscription, or rack up additional connection fees; they're provided by Microsoft Tellme, which allows drivers to use their Bluetooth-connected phone to give make voice requests. Much like the old voice- or touch-tone services like Moviefone, the service accesses information through a set menu structure, but ties in nicely with the Sync interface and uses the driver's current location.
New stock features allow you to receive real-time stock quotes or get a list of investor specifics such as price-to-earnings ratio. With the travel-based services, it will connect calls through to 150 different airlines, 50 hotel chains, or 11 major rental-car companies.
The TDI features of Sync already allow turn-by-turn navigation, business search, and customized traffic services.
All the new features--demonstrated below in a 2011 Ford Fiesta--will be immediately available to those who have 2010- or 2011-model-year Ford, Mercury, or Lincoln vehicles. Since the upgrade, the first time they connect they'll hear a statement announcing the updated choices.
On vehicles so equipped with a version of Sync that has TDI, the additional services come with no subscription fee for the first three years of ownership.
[Ford]
This story originally appeared at The Car Connection
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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.
2010 Volvo S40 – V50 Bottom Line
The editors of TheCarConnection.com have driven the new Volvo S40 and V50 and present their expert opinion here, along with a comparison to other choices. TheCarConnection.com's auto experts have also researched available road tests on the new Volvo S40 and V50 to produce this conclusive review and help you make sense of differing accounts.
Likes
Large-car refinement combined with compact-car efficiency
Maneuverable around town
Comfy upmarket cabin
Strong safety credentials
Dislikes
Harsh ride (T5)
Pricey options list
Lethargic base engine
Average safety scorecard
The S40 sedan and V50 wagon manage to straddle the line between fuel efficiency, refinement, luxury, and sportiness in a package that doesn't betray Volvo's traditional standards of practicality and safety. On offer for 2010 are a base 2.4i model and high-performance T5, both of which come with a host of upgrades for the latest model year.
The two engines offered with the S40 and V50 are worlds apart in terms of performance. The turbocharged, higher-powered T5 models get a 2.5-liter inline-five, which functions well with either the five-speed automatic or six-speed manual. The engine is rated at 227 horsepower and 236 pound-feet of torque, and is available with either front- or all-wheel-drive configurations. The base 2.4i model comes with a 2.4-liter inline five-cylinder engine making 168 horsepower and 166 pound-feet of torque; though not winning any awards for acceleration, it can be rather fun with the either the manual or automatic.
The 2010 Volvo S40 and V50, while offering the feel and stability of a larger German thoroughbred, are very compact and easy to maneuver in tight spaces. Handling along country roads and high-speed cruising are especially fun in the T5 variant, with the S40 and V50 offering more enjoyment than the larger Volvo models. Considering it falls into the same category as other small sedans, road noise is negligible, though at lower speeds the ride isn't the most rewarding. The available Haldex all-wheel-drive system is electronically controlled and works on an instant of slippage at the front wheels before torque is sent to the rear. It does prove its worth on wet or slippery roads.
Last year, Volvo introduced a new center console and door panel design, along with improved air vents and a repositioned clock, in an effort to boost the number of storage compartments. The S40 and V50's instrument panel design is especially stylish and distinctive, with a thin floating center stack that houses all the audio and climate control functions. In terms of seating, the front provides more than adequate space even for taller drivers, but the back can be a little cramped.
Carrying the Volvo badge means that safety is a high priority. To prove that point are offerings such as Volvo's latest Blind Spot Information System (BLIS), which uses a light at the base of the side mirror to warn the driver when a car is present in the blind spot; it remains an option on the 2010 Volvo S40 and V50. Also available is a new integrated child booster-seat system—a Volvo exclusive. Active bi-xenon headlamps, which swivel in the direction the car is steered, are available on the T5, as are a navigation system and keyless drive. The S40 and V50 includes front side impact airbags, side curtain bags for front and rear outboard occupants, anti-lock brakes, and electronic stability control. Despite all the safety features, the Volvo does not achieve perfect test scores, though they are high. It tests at a mix of four- and five-star ratings from the federal government and with both "good" and "acceptable" ratings from the Insurance Institute for Highway Safety (IIHS).
The list of standard features is endless, with keyless entry, cruise control, and an 80-watt, six-speaker sound system all offered on the base 2.4i. Upgrade to the sporty T5 model and you get a whole lot more—including the turbocharged engine, a flashier alloy wheel design, fog lamps, electronic climate control, aluminum accents, and an upgraded audio system. As with last year, numerous features that were usually optional are now standard equipment, including 17-inch Spartacus wheels, Sirius Satellite Radio, a six-disc in-dash CD player, MP3 capability, front fog lights, a power moonroof, and a trip computer. The list of upgrades on the T5 also include a sporty body kit with color-coordinated side skirts and spoilers, aluminum sport pedals, a sports steering wheel, premium leather seating trim with embossed R-Design logos, a sports shift knob, and a watch dial instrument cluster.
The Bottom Line: The 2010 Volvo S40 and V50 are ideal for inner-city confines, and with both economical and sporty models on offer, most buyers should be able to find a package they're comfortable with.
Other Choices
If you like the 2010 Volvo S40 or V50, also consider:
- Acura TSX
- Audi A4 Avant
- Saab 9-3
- Subaru Impreza/WRX
- Volkswagen Jetta
Reason Why:
At $10,000 less than the Volvo S40 and V50, the Jetta may provide the most value in this class, thanks to a five-cylinder engine that gives the Volvo 2.4-liter mill some stiff competition. The Jetta, both the sedan and wagon, also offers a roomier backseat and matching features. A much more affordable alternative is the Subaru Impreza. In its base 2.5i form, it comes with standard all-wheel drive and performance from its horizontally opposed four-cylinder engine similar to the base five in the Volvo. All things considered, the sporty Impreza WRX model offers performance that rivals the T5, at a lower price. The Saab 9-3 is another alternative, bringing good, sharp handling and decent performance, but its ride can be choppy and its interior isn't especially roomy. The Acura TSX, which includes the superior service of Acura dealerships, has especially nimble handling, a good ride, and impressive fuel efficiency, but its backseat is somewhat cramped. However, the Acura, along with the Audi A4, is pricier than the Volvos. It must also be noted that if safety is a priority, the S40 and V50 are unmatched in this segment of cars.
Buying Tip
The 2010 Volvo S40 and V50 offer an integrated child booster option for those who have little ones to fill the backseats.
This 2010 Volvo S40 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volvo S40
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2010 Toyota Camry Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Toyota Camry 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. High Gear Media drove a manufacturer-provided Toyota Camry Hybrid to produce this hands-on road test.
Likes
Higher fuel efficiency with decent acceleration
Comfortable, smooth ride quality
Excellent noise suppression
Dislikes
Bland styling with no obvious hybrid identity
Handling that's less capable than other Camrys
Steady speed hard to maintain with using cruise
The 2010 Toyota Camry Hybrid is, basically, the standard midsize Camry sedan with a different and far more frugal hybrid powertrain. For the 2010 model year, Toyota has given the Camry Hybrid revised instruments and a very mild restyle that includes a unique and distinctive grille.
Hybrids sell on fuel economy, and the 2010 Toyota Camry Hybrid is rated by the EPA at 33 mpg city / 34 mpg highway, for a combined rating of 34 mpg. The Hybrid Synergy Drive system, used in the Prius and every other Toyota hybrid, is a "full hybrid" system, meaning it is capable of moving the car on electric power alone under some circumstances. When more power is needed and at higher speeds, the system combines power from the 40-horsepower electric motor and the 147-horsepower, 2.4-liter gasoline engine, which also recharges the battery when coasting or braking. The system is well integrated into the car, though the battery pack cuts trunk space by about one third (from 14.5 to 10.6 cubic feet).
Toyota has built more hybrids than any other carmaker, and it shows. The 2010 Toyota Camry's powertrain is so smooth and unobtrusive that with the sound system working, it's almost impossible to tell when the gasoline engine switches on and off; passenger have to look at the instrument panel display to tell for sure. Like the rest of the Camry line, the Hybrid's ride is soft and well damped. The interior is spacious, with plenty of room for five adults and plenty of legroom in the rear. The handling is good, but the Hybrid weighs more than the standard car, so it's not quite as nimble.
The Camry Hybrid, like most Toyotas, does well on the safety scale. It is fitted with a total of seven airbags, including front-seat, full-length curtain, and front side-impact airbags, plus a knee airbag for the driver. Electronic stability control, which Toyota calls Vehicle Dynamics Integrated Management (VDIM), is also standard to modulate the throttle, individual wheel brakes, and even the steering to keep the Camry Hybrid stable on slippery surfaces. The Camry Hybrid won five stars, the highest rating, in the federal government's crash tests, while a non-hybrid Camry was rated "good" in tests by the Insurance Institute for Highway Safety (IIHS). The IIHS rated that Camry "marginal" for the rear-impact test only.
The 2010 Toyota Camry Hybrid offers so many standard features that it's equivalent to the highest XLE trim level on a regular Camry, plus a smart-key system. Among them are dual-zone automatic climate control, a 440-Watt JBL audio system with Bluetooth, a power glass moonroof, leather interior with reclining rear seats, 16-inch aluminum wheels, and an ionizing system for interior air. Options include a navigation system, heated front seats, and heated outside mirrors.
The Bottom Line
The 2010 Toyota Camry Hybrid offers all the benefits of the well-known Camry sedan with Toyota's proven, reliable hybrid system to hit the market's sweet spot.
Other Choices
If you like the 2010 Toyota Camry Hybrid, also consider:
Ford Fusion Hybrid
Mercedes-Benz E320 BlueTEC
Nissan Altima Hybrid
Toyota Prius
Reason Why
For the first time, the Camry Hybrid faces serious competition. It comes from the Ford Fusion Hybrid, new in 2010, which achieves higher mileage ratings and offers all-electric running up to 47 mph, not to mention tighter handling. The Fusion Hybrid receives rave reviews, and sells well enough to make it a neck-and-neck battle. The Altima Hybrid, available only in certain states, is also a full hybrid; its mileage and performance are similar to the Camry Hybrid, but its better handling is offset by a little less interior space. Buyers who do lots of high-speed mileage may want to consider the clean-diesel Mercedes-Benz E320 BlueTEC, which delivers 32 mpg highway-albeit at a much higher price. Finally, the Toyota Prius was completely redesigned for 2010 as well, with a nicer interior and more optional features. If you're OK with a hatchback and the Prius appearance, it's worth considering for its combined EPA rating of 50 mpg.
Buying Tip
The 2010 Toyota Camry Hybrid is almost $3,000 less than the nicest XLE model of a V-6 Camry. And with the arrival of the Ford Fusion Hybrid, Toyota dealers have stiff competition to the Camry Hybrid for the first time, so they may be more willing to bargain on price than in previous years.
This 2010 Toyota Camry Hybrid Review originally appeared at TheCarConnection.com where you can see more photos and news on the Toyota Camry Hybrid
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2010 New York Auto Show: 2011 Volvo S60
What is it? A stylish four-door with a Swedish twist
The basics: Coupe-like styling and efficient powertrains
On sale: In the second half of the year
Price: $32,000-plus (est.)
Fresh from its debut at the 2010 Geneva Motor Show, the 2011 Volvo S60 made its North American debut at the 2010 New York auto show, only days after Ford sealed a deal with China's Geely for the Swedish automaker.
The new sedan will go on sale in the second half of the year, with a handsomely rounded shape that's a pleasant update of the current car, though it's not too distinct from the larger, plusher S80 sedan. Inside the S60 has the edge: the five-seater has an ultra-cool floating center stack of controls that pushes the Swedish design ethos into a hipper direction.
Performance in other world markets will include a range of gasoline and turbodiesel engines. In North America, however, there will be just one drivetrain, at least at launch: it's a high-performance turbocharged in-line six, teamed to a six-speed automatic and all-wheel drive. The powertrain makes 304 horsepower and 324 pound-feet. The S60 likely will follow in the path of the XC60 crossover, which launched with the same powertrain and has since added a front-drive version. Volvo estimates the new mid-size luxury sedan will accelerate to 60 mph in 6.5 seconds, and will reach a top speed of 155 mph.
Underpinning the new S60 is an independent suspension that shares some components with Ford's European Mondeo sedan. In this application, Volvo adds optional, adaptive suspension (Four-C) and steering systems that offer comfort, sport and advanced driving modes. The S60 can be ordered in a normal or a sport-tuned version.
It's sized to slot under the larger S80, but the 2011 S60 is still a five-seater with ample space for all its occupants. The rear seat splits 40/60 and the trunk opening is claimed to be more generous than the previous-generation S60.
Safety features are offered up in spades, with a new Corner Traction Control feature designed to smooth cornering by redirecting torque between the axle, a Pedestrian Detection safety system that can automatically stop the car if it detects a pedestrian walk past and the driver fails to stop. Volvo's City Safety feature, pioneered on the XC60 crossover, automatically brakes if the driver fails to react in time when the vehicle in front slows down or stops. The S60's stability control adds in data from rollover sensors to give it an additional iota of preventative safety. There's also Driver Alert Control--a version of a system that debuted in the Mercedes E-Class, and which flashes the now-infamous coffee cup when it detects drivers making erratic moves. Parking sensors are included, and the S60 has front and rearview safety cameras, with wide angles of sight.
To keep passengers entertained, there's a new infotainment system that aggregates data from the audio unit, navigation system, mobile phone and other functions on a seven-inch color screen in the upper part of the center console. Audio features range from Dolby surround sound to a high-end system from Swedish soundmeisters Anaview.
Official pricing hasn't been released, but the 2011 S60 likely won't move much off the current car's price point.
This story originally appeared at The Car Connection
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2010 BMW 7-Series 750i 750Li 760Li ActiveHybrid 7 Bottom Line
Likes
Much improved, aesthetically
Startling V-8 power
Syrupy V-12 option
Sharper handling than expected
Huge backseat
Dislikes
Electronic aids can overwhelm
Improved iDrive still isn't Playskool-easy
Not sure the V-12 is necessary
The 2010 BMW 7-Series has come in from the cold. Last year brought the newest edition of the bigger Bimmer-and in its fifth generation, the luxury sedan got a style-ectomy that reversed the awkward proportions and surfaces of the 2002-2008 model. The quintessential BMW driving feel remains intact, despite a horde of new electronic interventions and a big uptick in size. This year, with the addition of a V-12 version, the 2010 7-Series is priced from about $82,000 for the V-8-powered 750i. The price tag rises to more than $132,000 for the V-12 760Li. The most frequently named competitors include the Mercedes-Benz S-Class, Audi A8, Jaguar XJ, and Lexus LS; we'll add the new Porsche Panamera to that list.
Last year, the 7-Series went from being one of our least-favorite luxury sedans to one of our most coveted. Mostly it's because of the styling. BMW had a mission to make the 7er look different-and that 2002-2008 7-Series took it to extremes. The greenhouse grew tall, the fenders drooped, and the trunklid sprouted a vestigial double deck. Now, the newest 7-Series looks much more relaxed and much happier. The glass areas are slimmer, the shoulders are tailored just right, and the decklid's been smoothed over, with the trunk and taillights more tightly integrated. The Hofmeister kink, at the junction of its D-pillar and rear doors, is sublimely sporty. Even the grille looks pleased-it splits into a wider grin, and the front aero dams dip low for a grounded look. The long-wheelbase versions don't tip the shape out of balance at all, with a small stretch in glass areas in the rear doors.
We give a "well done" to the cockpit, too. We didn't like the almost chaotic mix of buttons, screens, and knobs in the last version. Here, BMW organizes the clutter and streamlines the shapes so that the 2010 7-Series' cabin "reads" more easily and more cleanly. The instruments can be completely blacked out when needed; otherwise, they glimmer softly amid densely grained wood trim, ceramic-finished knobs, and the futuristic controllers that direct the transmission and driving dynamics, as well as the iDrive system (more on that later).
The V-8 engine in the standard 7-Series delivers the kind of power you used to expect from BMW's M cars. The 400-horsepower, 4.4-liter twin-turbo V-8 develops most of its torque as early as 1,750 rpm, and it pushes the 7er almost as well as the old V-12 did-with just a faint whistle from the turbochargers. Hooked into a cooperative six-speed automatic transmission with sport-shift mode, the 750Li can claim a 0-60 mph time of about 5.0 seconds and a top speed of 155 mph. Fuel economy checks in at a middling 15/22 mpg for the 750i and 14/21 mpg for the 750Li.
This year, BMW adds more driving hardware to the existing 7-Series sedans. Its xDrive all-wheel-drive system is available on V-8 sedans. It's a sophisticated system that can send up to 80 percent of torque to the rear wheels to improve traction. The 750i xDrive and 750Li xDrive models earn EPA ratings of 14/20 mpg. There's also a new M Sport package for rear-drive vehicles; it adds a body kit, 19- or 20-inch wheels, a special steering wheel, and Active Roll Stabilization (more on this later). New this year, a brake-regeneration system captures braking energy to run the alternator for slight fuel savings.
And we'd be remiss if we didn't mention the new uber-Bimmer, the long-wheelbase $136,000 BMW 760Li. Fitted with a 537-hp twin-turbo V-12, a new eight-speed automatic, and rear-wheel drive, and weighing in at 4,800 pounds, this version teleports drivers from 0-60 mph in 4.6 seconds. Fuel economy is rated at 13/19 mpg. We haven't driven the V-12 edition yet, but when we do we'll add to this review.
One last word on the 2010 BMW 7-Series lineup: BMW had planned on introducing an ActiveHybrid 7 for the 2010 model year, and we've previewed it across High Gear Media as a 2010. The 7-Series Hybrid's still coming, but it's been switched to the 2011 model year (you can read our initial impressions here). Also, the 7-Series will add six-cylinder and V-8 Alpina trim editions in the 2011 model year. We'll bring you the 2011 review just as soon as cars are available.
No matter whether it's short or long, the 7-Series feels unbelievably nimble for a car so lengthy and heavy. It's stable and feels planted at the 135 mph on the Autobahn, as our first test drive back in 2008 proved. While it weighs plenty, the 7-Series' lightweight control-arm independent suspension front and rear gives its responses an airier touch. BMW has fitted optional active rear steering, which turns the rear wheels opposite the fronts in some situations to enhance turn-in; variable steering assist; Active Roll Stabilization, which engages anti-roll bars to limit excessive body motion; and on the 750Li, an air suspension. The somewhat maddening Driving Dynamics Control is also in charge of shock firmness, transmission shifts, steering heft, and throttle response-but drivers can twiddle with the settings to fit their habits. In our experience with the 750Li, it's best to leave the 7-Series in automatic modes and to trust the transitions to its transistors. Braking is exceptionally strong, as we've come to expect, with many electronic controls to prepare, dry, control, and unlock brakes in extreme circumstances.
Prepare to be astounded inside the 2010 7-Series, especially in long-wheelbase versions. The cabin's just astounding, with so much passenger room, it's close to the long-wheelbase-only 2010 Mercedes-Benz S-Class. We've settled into the multi-adjustable front seats for hours-long drives with just a few quick clicks of the seat controls, and found plenty of headroom, shoulder room, and legroom. The long-wheelbase version adds 5.5 inches of rear-seat legroom, not that you'd complain about the more compact version. We've been able to cross legs in back, with front passengers reclined, and still have room to move. The backseat can be equipped with heating, ventilation, and massaging controls, along with four-zone climate control. The wood and leather trim is easily the equal of a Rolls-Royce quality-fitting since BMW has owned Rolls-Royce for a decade. We do think the techno-driven styling of some controls draws down the cabin's serene statement, but wind and engine noise are extremely low, and all cars we've examined up close had faultless build quality.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 BMW 7-Series. We're giving it the benefit of the doubt, but our high safety score will change as new data becomes available. The 7-Series' safety gear earns the big number. It includes front, side, and side-curtain airbags; rear-seat head protection airbags; active head restraints on the front seats; and knee airbags. Stability and traction control are standard, along with anti-lock brakes. On the options list, there's a Driver Assistance Package with blind-spot detection; a lane-departure warning system that vibrates the steering wheel when the car drifts from its lane; and automatic high beams. A 180-degree camera, a rearview camera, and parking sensors help the 7-Series steer out of parking spots. We're less sold on the 7-Series' head-up display, which projects speeds, navigation instructions, and other functions into the driver's view. And you too might be surprised that the big sedan has Hill Descent Control standard-for those downhills in icy, messy weather, not for off-roading-with an option for night vision and active cruise control.
Every 2010 BMW 7-Series comes with luxury features that seem appropriate and a heady dose of electronic gadgets that border on overwhelming. Chief among them is iDrive. We've complained about its complexity, but it's been reprogrammed and augmented with memory presets and direct-to-function buttons that ease your way through navigation, climate, and audio functions-but dial back the intention of clearing the dash of dozens of buttons. The navigation system stores maps on an 80GB hard drive and displays them on a gorgeous 10.2-inch LCD. You can zap destinations to your car via Google Maps (in Europe, the 7er has wide-open access to the Internet). DVDs work in the head unit, which also includes HD Radio; a six-DVD changer, satellite radio, and iPod connections can be fitted. There's also a rear-seat entertainment system optional on V-8 cars. Almost everything is made standard on the V-12 760Li-as it should be for its nearly $140,000 price tag.
The Bottom Line: Call us converts: The latest 2010 BMW 7-Series turns our eyes more than ever and drives with real big-guy brio.
Other Choices
If you like the 2010 BMW 7-Series, also consider:
- 2010 Mercedes-Benz S-Class
- 2011 Audi A8
- 2011 Jaguar XJ
- 2010 Aston Martin Rapide
- 2010 Porsche Panamera
Reason Why:
The BMW 7-Series is smart to pick its fights mostly with the Mercedes S-Class and Audi A8. Today's S-Class looks imposing, but doesn't quite have its styling act honed. Its AMG-gone-wild editions one-up the BMW's lightly done Alpina edition. The next Audi A8 gains some distinction, but we have serious reservations about its Palm Pilot-like controller for audio and navigation. The Jaguar XJ is the sexy alternative, radically removed from its stuffy past with an aero body, a swinging new interior, and amazing backseat room. Remove the backseat, make it even more gorgeous and expensive, and you have the utterly fantastic but impractical Aston Martin Rapide. Want tire-smoking performance and backseat space, but don't care much about aesthetic perfection? The Porsche Panamera hits all those notes, with a 0-60 mph time of about 3.3 seconds for Turbo models.
Buying Tip
There's not much fuel-economy penalty with the long-wheelbase 750Li, so you have our permission to go long. The V-12? We're not sure the $50,000 extra on the tab is worth its scant increase in speed.
This 2010 BMW 7-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 7-Series
| Permalink:2010 BMW 7-Series 750i 750Li 760Li ActiveHybrid 7 Bottom Line | |
2010 Porsche 911 Carrera 4S – Turbo Targa – Cabriolet Bottom Line
Likes
Blazing speed, with or without Turbo
Brilliant, neutral handling
Legendary looks live on
Everyday usability-even in Cabriolet form
Dislikes
Dizzying ergonomic choices
Nearly nonexistent rear seats
Limited luggage space
Also fast in the $0-$100,000 sprint
Since time immemorial-or was it the Sixties? Who can remember?-the Porsche 911 has been the outline for sports cars with its iconic teardrop shape and its iconoclastic handling. Never better than it is now, the 2010 Porsche 911 once again raises its own bar by dropping in a new Turbo model with faultless handling and urgent, propulsive boxer power. In coupe, Cabriolet, and Targa body styles, the 911 dazzles on many fronts. Porsche tempts with a choice of turbo and nonturbo flat-six engines; dual-clutch and manual transmissions; and rear- or all-wheel drive. Priced from $79,000 for a coupe to $145,000 for a Turbo Cabriolet-that's before options-the Porsche 911 occupies the same rare air as the Aston Martin V8 Vantage, the Jaguar XKR, the Chevrolet Corvette ZR1, and in a stretch, the Ferrari California.
How do you describe a 911's styling, apart from "singular?" With more than 40 years behind it, the 911 doesn't answer too many requests to change with the times. It rolls on, like a Mustang, confident in merely refining its classic shape, year after year. Sure, the Turbo is a little wider and a little lower (and Turbo-look packages are sure to spread to other models after this year), but all 911s are squat little teardrops, with front fenders that frame a narrow, single-minded view of the road ahead. This year Porsche adds new mirrors, LED taillights, and exhausts, and Turbos get air intakes all over the place and an automatic rear spoiler-and still, a time traveler from 1965 would recognize this car as a Porsche. That's also true of the dashboard, which is a little less convincing with its newfangled LCD screen and dozens of buttons. Stark? Yes, it's still stark, and the ignition's still to the left of the steering column-but the delicious-looking Valrhona-brown leather trim available would shame an early vinyl-seated 911, or even some Audis, and the big LCD nods at all the modern conveniences even Porsche's fitting to its cars these days. Discerning between all the differently shaped ancillary switches can be distracting, but the large, clear gauges put the engine speed right in your sightlines.
Whether it spins to 60 mph in less than 5.0 seconds or a little more than 3.0 seconds, every Porsche 911 breathes exhilarating performance. The essential 3.6-liter flat six is the foundation; with 345 horsepower and a muscular engine note hammering away behind you, it'll push the coupe to 60 mph in 4.7 seconds and won't let up until it hits 180 mph. That's with the obedient, somewhat stiff-shifting six-speed manual. It's stout, and it needs to be for all this power. For our money, Porsche's new dual-clutch, seven-speed "PDK" gearbox is the better choice. It uses a pair of transmissions to pre-select gears for upshifts and downshifts, and it's faster than any driver with even the world's easiest manual shifter. "Auto" mode is enhanced with Sport, Sport Plus, and Manual modes-giving you as much choice in gears as you need. It shaves 0.2 second off the acceleration times of most any 911, but drops top speed to 178 mph. With the PDK transmission, the 911 gets a mildly astonishing 19/27 mpg-a family-sedan fuel economy number.
Other body styles and technical options boost or cut the 911's acceleration times. A Sport Chrono package remaps the fuel delivery and shift points in the PDK-equipped car, and drops acceleration times another 0.2 second, to 4.3 seconds. If you choose the Cabriolet body style, it's 0.2 second slower in general than the coupe; the glass-roofed Targa version adds 0.3 second to the stock coupe. Add optional all-wheel drive, and you'll append another 0.1 second to the 60-mph run. Still, the slowest 911 Targa 4 will pass 60 mph in 5.0 seconds.
The 911 offers a few alternatives for even more performance. First up is the "S" model, propelled by a bigger 3.8-liter flat six with an additional 40 hp. Its 0-60 mph times falls to 4.5 seconds; the PDK, all-wheel-drive, Cabriolet, and Sport Chrono options adjust speed accordingly. With a manual transmission, the 911S Coupe will top out at 188 mph. Our review doesn't cover two racing editions of the 911, the GT3 and the GT3 RS. Both have distinct powertrains and drive systems adapted for racing, down to a lithium-ion battery for track starts.
The elephant in the room is the new 2010 911 Turbo. The engine's new and dedicated to this model, and it shares direct injection and 3.8 liters of displacement with the 911 S. Only here, a pair of turbochargers dials up 500 hp and 480 pound-feet of torque-with 516 lb-ft on tap for "overboost" scenarios when the car's electronics decide some torque will smooth out a gearchange. The Turbo rushes to 60 mph in 3.2 short, blissful seconds via the PDK gearbox-a manual shifter adds a couple of tenths, but gets the better top speed-and presses upward to a 194-mph top speed.
In any 911, the ride can be tough and not at all pliant-the price paid of all relatively compact sports cars with huge tires. The reward comes in steering sensitivity and ultimate grip. No matter which model you're piloting, the brilliantly responsive 911 keeps the neural, connected feel it's always had-even in cars fitted with active suspension dampers (oil-pressurized, computer-controlled shocks-they're standard on S and Turbo versions, and available on 911). The 911 just steers better than any sports car, period. Sport Chrono mode doesn't mess with its inherent goodness-it just dials up the drivetrain's intensity and clamps down on those shocks while they concentrate on staying flat and resisting body roll. Massive 18-, 19-, or 20-inch wheels give the 911 astounding grip, and some versions apply braking during tight corners to enhance their turn-in even more. The brakes, especially the bigger rotors on the Turbo and the optional carbon-ceramic discs, are like opening a parachute, and come with their own electronic assistants to make sure you get all the stopping power requested. What you find in any version, after any amount of driving time, is that there's no practical way to approach the 911's grip limits on the street.
For comfort, it's up to you to choose plusher seats for your 911. If it were our car, we'd skip the nicely firm manual-slide, power-rake seats and move up to the 12-way power seats. They have memory positions, good back support, and optional ventilation, and they feel better on longer trips than the base or the super-firm sport seats. Some seats have adaptive cushioning, and inflate or deflate some air chambers on the go-which seems over the top. The 911's upright style lends lots of headroom to the front passengers, but that lovely, long slope to the tail and the rear-mounted engine turn the backseats into child's play. They're token gestures, not even large enough for small children. Use them for luggage-there's also a weekend-bag space under the front hood-and you'll be able to take it on a couples' vacation. Cabriolet versions are fitted with an impressively snug top and equipped with a heated glass rear window. Putting the top down is a one-button affair that snugly retracts the whole thing in just a few seconds and sends it back up in a few more. Targa models have a large glass sunroof that glides back for a more open-air driving experience, though it still retains a roof structure. No matter which body style, the 911 has a tightly constructed feel, and fit and finish top our rankings, with a few exceptions-like the flimsy flip-out cup holders hidden behind poorly fitted plastic trim in front.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 911 lineup. Dual front, side, and curtain airbags are standard, along with Porsche's excellent PSM stability control system, anti-lock braking, and brake assists to boost the driver's inputs and to keep the brakes dry for optimal stopping power. There are no fancy safety gadgets like lane-departure warning systems, backup cameras, or active cruise control available-but the 911's sheer performance is a safety net of its own, as is the available all-wheel drive. Visibility is acceptable on most versions, but the low seating position and the sharp drop-off on the rear quarters will make you think twice about backing up in dicey situations, particularly in the Cabriolet and Targa models.
The expansive 911 lineup starts at $77,800 for a 911 Coupe. The 911 Cabriolet and 911 S tick upward to $88,800, while the 911 S Cabriolet is tagged at $99,800. The 911 Targa 4 and Targa 4S are priced from $90,400 and $101,100, respectively, while the 911 Turbo and Turbo Cabriolet sticker at $132,800 and $143,800, in that order. All cars are subject to a $950 destination charge.
For that price, Porsche fits all cars with standard climate control; power windows, locks, and mirrors; cruise control; a tilting/telescoping steering wheel; Bluetooth connectivity; and an AM/FM/CD/DVD player. Upgrades will turn a pragmatic 911 shopper into a pauper: Options include Bose surround sound; a DVD changer; an iPod interface; a voice-activated navigation system with a 40GB hard drive; a multifunction steering wheel; adaptive headlights; ventilated seats; and daunting choices for interior wood, metallic, and leather trim. The 911 Turbo acquires some of this stuff as standard and gets distinct interior treatments with a leather dash and a sueded headliner. Want more on the performance front? You can opt for the active suspension; Sport Chrono; the PDK transmission; carbon-ceramic brakes; 19-inch wheels; sport paddle shifters; the PTV torque-vectoring system; and stylish RS-look wheels with center locks. All told, a 911 Turbo could cost almost $160,000 with just the factory features-never mind Porsche's embrace of off-the-menu ordering for colors and trim.
The Bottom Line: The 2010 Porsche 911 is an icon-as much for its teardrop shape, as for its startling performance.
Other Choices
If you like the 2010 Porsche 911, also consider:
- 2010 Jaguar XK / XKR
- 2010 Chevrolet Corvette ZR1
- 2010 Audi R8
Reason Why:
The 2010 Porsche 911's terrific performance and looks are nearly unmatched. The most powerful Chevrolet Corvette ever, the 638-horsepower ZR1, comes close, but depends on displacement to get there, giving it a heavier, more hair-raising feel. The Jaguar XKR nearly hits the 911's target with a tremendously sexy profile, a much more lavish interior, and this year, a throaty 510-hp V-8 to help make its case. Within the VW Group alone, the 911 has the Audi R8 in its rearview mirror; the V-10-powered sports car grips with all-wheel-drive tenacity, looks like nothing else, and drops its lid this year in a new Spyder body style.
Buying Tip
Looking for something a little less pedestrian than the average showroom-stock 911? Take your ideas and swatches to Porsche. They're eager to please owners with a staggering array of optional colors and custom finishes-for a price.
This 2010 Porsche 911 Carrera Review originally appeared at TheCarConnection.com where you can see more photos and news on the Porsche 911 Carrera
| Permalink:2010 Porsche 911 Carrera 4S - Turbo Targa - Cabriolet Bottom Line | |
2010 BMW 3-Series Bottom Line
TheCarConnection.com has driven the 2010 BMW 3-Series 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 BMW 3-Series 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 BMW 3-Series to produce this hands-on road test.
Likes
Superb six-cylinder engines
Intuitive handling
Comfortable, functional interior
Active and passive safety features
Fuel-efficient smaller engines
iDrive system optional
Dislikes
Prices soar quickly with options
Clutch can be tricky on manual
iDrive system is complex, fussy
The BMW 3-Series was last redesigned for 2007, with a handful of mild styling changes last year. A more thorough refresh is expected for 2011, but the 2010 3-Series still owns its segment: four-seat sports compacts. The extensive line includes the four-door sedan, a two-door coupe and convertible, and a station wagon. All-wheel-drive and a clean-diesel engine are optional on certain models. BMW's smooth inline-sixes, whether gasoline or diesel, provide excellent power; the diesel and even the smaller gasoline engine are surprisingly fuel-efficient. Styling is purposeful inside and out. At a base price of $34,025, the simplest 3-Series offers good value in a sports sedan. But start to tick off options or choose the more powerful 335i, and you could see the price soar toward $50,000.
BMW's 3-Series was thankfully spared the excesses of the make's larger models. For the volume car in the 2010 BMW portfolio, even the recently departed Chris Bangle had to go easy. The sedan is handsome and the coupe is beautiful from nose to tail, with an athletic but graceful stance. Subtle touches of the characteristic "flame surfacing" add interest and flair to the 3-Series, but they are thankfully restrained. It's worth noting that no body panels are shared between the coupe and convertible two-doors and the sedan and station wagon four-door models. The "convertible" model actually uses a retractable hardtop, which folds neatly into the trunk (at the expense of luggage space). Inside, the 2010 BMW 3-Series is uber-traditional BMW: purposeful, elegant, and luxurious but restrained.
The base and optional gasoline engines in the 2010 BMW 3-Series line are both 3.0-liter inline-sixes, following BMW's legendary history of smooth and inline-sixes. The base engine in the 328i produces 230 horsepower and 200 pound-feet of torque; it feels far more powerful than those numbers would indicate. The twin-turbo engine in the 335i, at 300 hp and 300 lb-ft of torque, offers turbine-like smoothness even during blistering acceleration.
The base 2010 BMW 328i model is hardly a slouch, sprinting from rest to 60 mph in just 6.2 seconds with the manual (6.8 seconds with the six-speed automatic). But that's to be expected. The pleasant surprise comes from its EPA ratings: 18 mpg city, 28 mpg highway with the manual (19/28 mpg with the auto). The 335i isn't notably quicker, doing 0-60 in 5.3 seconds with the manual or 5.5 seconds with the automatic. But the 300 lb-ft of torque produced by the quick-spooling twin-turbo setup means no waiting at all for copious power. It makes passing maneuvers just breathtaking, and its fuel efficiency ratings drop only to 17 mpg city, 26 mpg highway with either transmission.
Last year BMW launched its first-ever clean diesels for the U.S. market, one of them the 335d. The diesel model is available only as a four-door sedan with a limited range of options, but it maintains the BMW spirit in a very fuel-efficient package. The 265-horsepower twin-turbo diesel generates a locomotive-like 425 lb-ft of torque, thrusting it from 0 to 60 mph in 6.0 seconds, while the EPA rates it at 23 mpg city, 36 mpg highway. Spectators and even some drivers may never realize it's a diesel until it's time to fill up.
All-wheel drive-which BMW calls xDrive-can be ordered with both gasoline engines and both transmissions. There are downsides, though: It is heavy, compromises some of the car's nimbleness, and cuts mileage considerably. It is only really practical in locations with frequent treacherous winter weather.
Ride and handling are what the BMW 3-Series is best known for; they are outstanding. The steering communicates almost telepathically with the driver at any speed, on almost any surface, and it is jarred by only the very worst pavement irregularities. The 2010 3-Series has a plush ride, it is always well-planted and secure on the road, and it's nearly impossible to fluster in corners. Some models offer a pricey active-steering option, which has been criticized by some for an artificial feel. Why tamper with perfection?
The front seats of the BMW 3-Series offers excellent space, even for tall riders, but the rear seats are less accommodating. The sedan can be tight, and the smaller rear seats of the coupe and convertible are best reserved for short distances. Clever seatbelt extenders eliminate the awkward reach in the coupe, and despite admirable solidity, the long doors avoid being too heavy or unwieldy. Interior noise is admirably suppressed, and the build quality, interior materials, and switchgear operation are first-class.
The 2010 BMW 3-Series does well in crash tests. In testing by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), the 3-Series scores better than average. In fact, the BMW 2010 lineup of 3-Series vehicles is a top performer in IIHS tests, earning a "good" rating, the highest possible, for both frontal offset and side impact categories. While NHTSA is often thought to have less rigorous test procedures, the BMW 3-Series does less well in its ratings. For both driver- and passenger-side front impacts, the BMW 3-Series earns four out of five stars for occupant protection. But it redeems itself somewhat in NHTSA's side-impact category for both driver and rear passenger, where it garners perfect five-star ratings. The 2010 BMW 3-Series also boasts a number of first-rate safety features that help keep driver and passengers safe, including a full suite of airbags, anti-lock brakes, and a stability control system-complete with niceties, like periodically wiping the brake rotors clean of water whenever the windshield wipers are on. New for 2010 is an optional automatic high-beam system to improve night visibility.
The BMW 3-Series has an almost bewildering array of models, packages, options, and accessories. All but the base 328i model come with the rightfully maligned iDrive navigation/infotainment system ($2,100), though its latest iteration adds shortcut buttons to make it simpler and less unintuitive. But the iDrive-free model, with its unbroken dash and simpler controls, lets drivers focus on devouring every foot of road.
For 2010, high-definition radio is now standard on all models. The 10-speaker sound system includes two subwoofers and is as crisp, usable, and powerful as everything else on this vehicle. Regrettably, only an auxiliary input jack is standard; if you want the radio to interface with your iPod (and charge it), you must pony up an extra $400 for the USB option (or $320 for a dedicated iPod interface adapter). A long list of electronics options quickly ramps up the price and adds little to driving capability, but 3-Series buyers appreciate and often buy such items as the Logic7 Surround Sound system ($875), adaptive cruise control ($2,400), and power front seats ($995).
The all-wheel-drive xDrive option adds $2,000. A Sport Package, at $2,050, ups wheel size to 17 or 18 inches and includes grippy run-flat tires and well-bolstered sport seats; this is a good pick for the serious driver. The most compelling options for the 2010 BMW 3-Series are the aforementioned USB/iPod interface and the $750 BMW Assist with Bluetooth. The pricey $2,650 Premium Package-including moonroof, auto-dimming mirrors, digital compass, Bluetooth, power seats, lumbar support, and universal garage door opener-doesn't represent a great value unless you simply have to have all those features.
The Bottom Line: The 2010 BMW 3-Series upholds its legacy of superb handling, excellent performance, and high quality, though small rear seats and fussy controls are minor flaws.
Other Choices:
If you like the 2010 BMW 3-Series, also consider:
- Infiniti G37 Sedan - Coupe - Convertible
- Audi A4/A5
- Mercedes-Benz C-Class
Reason Why:
Infiniti's G37 eschews BMW's confident restraint for daring angles, a raucous exhaust, and an extremely outgoing nature-too bad its NVH levels can't keep up with its attractive interior and spunky driving fun. Audi's new-for-'09 A4 sedan, sharing underpinnings with the A5 coupe, is an admittedly sexy beast with either two or four doors; packaging is more capacious than the BMW, but powertrains fall a tad short next to BMW's gold standard. Mercedes' C-Class sedan (the CLK-Class coupe is gone for the 2010 model year, replaced by an E-Class Coupe), tends toward the more cosseting end of the small luxury equation, but as such, offer serene rides and beautiful interiors.
Buying Tip
One distinguishing-and admirable-feature of BMWs is the four-year, 50,000-mile free maintenance plan. Not only does BMW cover all factory-recommended maintenance during that period, it also replaces specific items to compensate for wear and tear, including brake pads and discs, as well as wiper blades. In addition, it includes four years of free roadside assistance.
This 2010 BMW 3-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 3-Series
| Permalink:2010 BMW 3-Series Bottom Line | |
