Inside Look: 2010 Jaguar XK Coupe
Last week we brought you a drive of the 2010 Jaguar XK Coupe--updating you on the 75 extra horsepower that this 'entry' model to the XK line gets this year, among other performance improvements, and assessing that it feels almost as fast as the previous XKR.
"There's a certain classy, romantic appeal, crossed with quintessential British understatedness, that the XK carries no matter what, and you don't have to be driving it fast to enjoy that," we said, in a review that was heavy on the driving impressions. But of course the interior is a big part of that impression, so now with many pictures and relatively few words, please click along and we'll bring you the rest of the story.
2011 Toyota Avalon Preview Bottom Line
The 2011 Toyota Avalon will bring a little more refinement and some new features to the fore when it goes on sale in the summer.
Toyota unveiled the Avalon at the 2010 Chicago Auto Show, and highlighted the car's American bona fides--it was designed in the company's California studios, and it's built at the massive assembly plant in Georgetown, Kentucky.
We're praised the 2010 Toyota Avalon for its quiet ride, its roomy cabin and its high-quality interior, rating it at 7.8 out of 10. One of our biggest complaints with the Avalon is its tame exterior, which has improved, if a little, for the new model year. It would be tough to call the new Avalon exciting, but it maintains a clean, formal appearance that reminds us a little of the Chevrolet Malibu--and also the Hyundai Azera, both of which sit in the Avalon's size and price class. The revamped Avalon now wears a grille with some familiar influences--think Toyota Venza--along with a wider stance, a slightly wedgy profile, and a simple tail with large taillamps with LED lighting. Inside there's an elegant dual-cowl dash, with the second cowl arching over the radio and climate controls. Woodgrain trim dominates, along with big knobs and a big LCD screen that controls the Avalon's available navigation system.
A single powertrain slots into all Avalons--a 3.5-liter V-5 with 268 horsepower mates to a six-speed automatic transmission. It's a familiar recipe, found across the Toyota lineup from the Venza crossover to the Sienna minivan and in the Camrys as well. In this application Toyota promises 20/29 mpg fuel economy, which it says makes the Avalon the best in its class. The Avalon's front-wheel-drive chassis uses MacPherson struts in front and in back, and the Avalon sticks with power rack-and-pinion steering.
Passenger room hasn't changed much in the Avalon's latest update, but some of its luxury fittings have been upgraded. The Avalon can seat six, with a three-across front bench available. In back, the Avalon's seats recline for better comfort, something Toyota says is unique in the class. New headrests give the seats better comfort, and some models get leather seats with ventilation.
Among its new features, the Avalon gets Bluetooth; steering-wheel controls for phone, climate control and audio; XM radio; USB connectivity; and an available navigation system with a better interface, Toyota says. Safety features include a new rearview camera (in the mirror on cars not equipped with the navigation system) and the usual front, side and curtain airbag, along with a knee airbag for the driver.
Toyota says the 2011 Avalon will go on sale this spring, with base and Limited editions offered. Standard features will include leather trim, power driver seat, dual-zone climate control, a moonroof, and 17-inch wheels. The Limited adds a smart-key system, ventilated front seats, and a power front passenger seat.
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2010 Toyota Tundra Bottom Line
To bring you a conclusive review that gives you an idea how the 2010 Toyota Tundra stacks up against other full-size pickups, TheCarConnection.com has perused a wide range of reviews for details, observations, and insights on what the Tundra does or doesn't do well. TheCarConnection.com's editors have driven the Toyota Tundra, too, and sum it all up along with their firsthand driving impressions here in this definitive Bottom Line.
Likes
Strong iForce V-8 and six-speed auto
More standard features than rival trucks
Wealth of storage spaces inside
Backseat space (CrewMax)
Dislikes
With the V-8, it's a guzzler—even for a big truck
Gimmicky instrument panel layout
Too large and not maneuverable enough
Rides too high for most
The Toyota Tundra was last redesigned in 2007, when Toyota asserted itself by supersizing this full-size pickup—making the Tundra every bit as massive as the largest versions of the Ford F-150 and Chevrolet Silverado. It gets a very minor refresh for 2010, with a new grille design for some trims and a new taillight design for the entire lineup. Safety features are improved, new options are added, and others are grouped into a couple of large value packages.
"Imposing" is probably the best way to sum up the Tundra's appearance. From the front, the prominent, upright grille is flanked by nicely detailed headlamps, while alongside the Tundra gets bulging side sills that make it seem even taller, while it keeps a smooth appearance with flared wheel wells. And at the back, the taillights keep the same basic shape as before but gain a more detailed look. Inside, the 2010 Tundra has an interior that's a little too plasticky for some work-related tastes, with large swaths of matte-metallic plastic curving through the gauges and down the very wide center console at an angle.
The base engine on the 2010 Toyota Tundra is a 236-horsepower, 4.0-liter V-6; it provides plenty of might to move this big truck, but most buyers who plan to take advantage of its towing and hauling capability will want one of the V-8s. This year, a new 4.6-liter V-8 replaces last year's 4.7-liter; compared to the previous engine, it's both stronger and more fuel-efficient, with ratings of up to 15 mpg city, 20 highway and rear-wheel drive. At the top of the line is the 381-horsepower, 5.7-liter iForce V-8. This engine makes it an extreme gas guzzler—with fuel economy as low as 13 mpg city, 17 highway—but it has mammoth torque available just off idle and plenty of passing power on the highway, even when towing. Both V-8s now get a responsive, smooth six-speed automatic, while the V-6 comes with a five-speed auto. When properly equipped, the Tundra can tow up to 10,800 pounds.
Competing head-on with the biggest pickups from Detroit, as well as the more personal-use-focused Nissan Titan, the 2010 Tundra is available in a wide range of body configurations: Regular, Double Cab, and CrewMax cabs, with three different bed lengths. The Double Cab is the choice for occasional backseat duty or kid-carrying, and when the Double Cab isn't in use, it has a folding seat bottom. The CrewMax is basically a roomy SUV with a pickup bed in back; two full-size back doors and enough sprawl-out space for adults make it a good choice for families hauling ATVs or work supplies. The interior is at once comfortable and high-utility, with a very wide center console that's deep enough for a laptop; wide, supportive seats; controls that are designed to be used with gloves; and a tilt/telescope steering wheel. Our only repeated complaint with the interior is that its plastics—particularly those used on the instrument panel—feel flimsier and more delicate than those used by other truck brands.
The 2010 Toyota Tundra is one of the safest pickups on the market, with almost perfect crash-test scores and more safety equipment than most rival models. It gets predominantly top five-star ratings in federal tests (except for four stars for the driver with the Regular Cab), along with three or four stars in rollover resistance. It also earns the top "good" rating in all of the IIHS tests for frontal, side, and rear impact. Front-seat side airbags, roll-sensing side airbags, and front knee bags are all standard, as are electronic stability control and anti-lock brakes.
To help compete with base work-oriented models from GM, Ford, and Dodge, there's a new Work Truck Package offered on base regular and Double Cab models, coming with vinyl seats, rubber floors, plus a lower level of standard equipment and black plastic trim in place of bright trim in many places. A TRD Sport Package, available on the Tundra 4x2 Regular Cab and Double Cab standard bed models, is optimized for an aggressive street appearance, while a new TRD Rock Warrior Package is specially tuned and ready (in appearance as well) for hard-core off-roading. At the top of the line is a new Platinum Package, only offered with the 5.7-liter CrewMax versions, including all the features of a luxury SUV, such as a navigation system, JBL premium audio, ventilated perforated-leather seats, a sunroof, chrome and wood trim, and special badging.
The Bottom Line: The 2010 Toyota Tundra is every bit as big and tough as the full-size trucks—and perhaps safer and better equipped than them—though it might let you down on some of the interior's finer points.
Other Choices
If you like the 2010 Toyota Tundra, also consider:
- Chevrolet Silverado
- Dodge Ram
- Ford F-150
- Nissan Titan
Reason Why:
Whatever the purpose, there's a Tundra for it. But that's also the case for the full-size rivals from Chevrolet, GMC, Ford, and Dodge. What makes the Tundra genuinely different is its unique approach to interior design, as well as a smidge more standard-feature content than the others. The Nissan Titan stands out from the crowd as more oriented toward personal use, with some still-innovative cargo solutions and good performance—though its mileage is mediocre and it only offers a single large V-8. Both the best-selling Ford F-150 and Dodge Ram were redesigned for 2009; the F-150 gets a new interior and improved refinement, while the Ram has some segment-leading tech and entertainment features inside, along with vastly improved ride and handling. The Chevy Silverado and the nearly identical GMC Sierra continue to have strong appeal because of their very functional interiors (including separate interiors for work and personal trims), and their line of V-8 engines are especially fuel-efficient.
Buying Tip
The smaller 2010 Toyota Tacoma is worth a look if you like how large the Tundra or its predecessor, the T100, once were. The Tacoma has grown over the years as well, and it's now more of a mid-size truck.
This story originally appeared at The Car Connection
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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
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2010 Lincoln MKX Bottom Line
TheCarConnection.com has driven the 2010 Lincoln MKX and reported its firsthand experiences and market comparisons here in the Bottom Line. TheCarConnection.com also researched reviews from around the Web on the 2010 Lincoln MKX to compare it with other vehicles in its class.
Likes
Uniquely American luxury styling
Lots of useful features for the price
Quiet cabin
Heated rear seats
Dislikes
Soft, floaty handling
Longer braking distances than rivals
Interior materials choices and quality
The Lincoln MKX has proven to be a success for Ford's luxury brand. Most of the core features of the previous model are carried over on the 2010 Lincoln MKX, though a few new features and a small rise in fuel economy add value to the vehicle.
Built around the same mechanical elements as the Ford Edge, the 2010 MKX also shares the same standard powertrain: a 3.5-liter, 263-horsepower V-6 engine and six-speed automatic transmission. Front-wheel drive is the standard configuration, though all-wheel drive is available. Acceleration is swift but not sporty, with average 0-60 mph times in the mid-eight-second range.
Behind the wheel, the 2010 Lincoln MKX offers good steering feel, but don't let that fool you into thinking it's a performance vehicle. Reviews raise concerns about the MKX's lack of brake feel and relatively long stopping distance.
Inside, front passengers will find exceptionally comfortable seats in the 2010 Lincoln MKX, while the driver gets good forward visibility, and the rear seats offer comfortable seating as well. Smooth ride quality and a whisper-quiet cabin fit right in with the MKX's luxury SUV class. There's no third-row seating option, unlike many SUVs in the class, and interior materials for the dash and door trims can feel a little skimpy for those with high standards.
The MKX's generous base features include Sirius Satellite Radio with Sirius Travel Link; a reverse-sensing system; and heated and cooled front seats with memory positions and lumbar adjustments. A standard power liftgate, universal garage-door opener, and cargo hooks were added in 2009, while 2010 sees integrated blind spot mirrors as standard. Ford's SYNC system, which uses Bluetooth connectivity and a touch screen to control communications and entertainment, is also standard.
A full-length Vista sunroof, adaptive steering-sensitive projector-beam headlights, heated rear seats, a 14-speaker 600-watt THX audio system with surround sound, and a DVD-based GPS navigation system are among the many optional features. New additions for 2010 include a Limited Edition Package that fits the MKX with premium leather seats, cashmere trim, and charcoal black piping. A new Midnight Limited Edition package adds Tuxedo Black Metallic paint with a body-color grille, etched headlight lenses featuring the Lincoln Star, and 22-inch polished alloy wheels.
Standard safety features on the 2010 Lincoln MKX include traction and stability control, anti-lock brakes, and side and curtain airbags. The MKX also achieves impressive crash-test ratings, earning a Top Safety Pick from the IIHS.
The Bottom Line: The 2010 Lincoln MKX lives up to its luxury aspirations, offering a classy take on American style.
Other Choices
If you're interested in the 2010 Lincoln MKX, also consider:
Acura MDX
BMW X5
Cadillac SRX
Lexus RX 350
Reason Why
The Lexus RX 350 is the bogie for Lincoln, but the RX's ho-hum driving demeanor and plain-Jane appearance mean it doesn't attract eyes the way the MKX does. The 2010 Lincoln MKX is more engaging on the road, but it comes up short when trying to match the refinement of the RX 350. In terms of performance, the Acura MDX is a better-handling vehicle than the 2010 Lincoln MKX, as is the all-new all-wheel-drive Cadillac SRX. If you put a high value on performance, the BMW X5 offers an optional V-8 engine, while the SRX offers a turbocharged model.
Buying Tip
Ford's excellent SYNC interface is standard on the MKX and includes voice control for cell phones and media players like the iPod.
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2010 Nissan GT-R Bottom Line
TheCarConnection.com has driven the Nissan GT-R to bring you firsthand driving impressions of this world-class sports car here in this Bottom Line, and to provide a full slate of information, TheCarConnection.com has also perused the range of professional reviews to bring you a wealth of information on the 2010 Nissan GT-R, all in one place.
Likes
Excellent handling and poise
Automated manual transmission
Stunning acceleration
An affordable exotic
Dislikes
Styling isn't quite that of an exotic
Detached feel of driving experience
Lack of a true manual transmission
With its tremendous twin-turbo V-6 engine, all-wheel drive, and automated manual transmission, the 2010 Nissan GT-R is a supercar in all but the price tag. To those who don't mind the modest cachet, the four-seat GT-R is a bargain Bugatti Veyron at less than one-tenth the price.
Far from a completely new idea, the GT-R descends from a long line of Japanese-market Skyline sports cars. Nissan made a smart choice in bringing this one to the United States, as it's one of the most attractive versions yet. With a more conservative, minimalist look, the GT-R's design shows a lot more restraint next to flamboyant, sensuous Italian exotics and all-business German sports cars. The flared-out, reaching front end and rakish roofline cut into the rear end with tomahawk clarity, with a prominent rear wing and abruptly abbreviated rear end, marked with quad rear circular lights. Inside, the GT-R looks quite different than other current Nissan products in the United States, with a definite cockpit feel, including center-stack controls angled toward the driver and rather narrow, heavily bolstered seats.
For 2010, the Nissan GT-R gets an additional 5 horsepower, with output from its twin-turbo, 3.8-liter V-6 now at 485 hp. Coupled to that is a stout paddle-shifted automated manual transmission (no clutch pedal here). No doubt, the GT-R delivers dizzying acceleration, with 0-60 times of about 3.3 seconds. Up until now, the transmission hadn't been so smooth in normal driving, but Nissan has improved drivability for 2010. Braking has also been updated, with rigid brake lines and improved stability control. The GT-R's handling is brilliant, and its adjustability gives the GT-R something of a cushion on public roads—made more assuring with the variable-power-split, all-wheel-drive system. Our only complaint is that there's a bit of detachment from its driving experience—with capabilities so awesome and an experience that's so user-friendly, it's a bit like driving a video-game car.
Surprisingly, you'll find two real rear seats in the 2010 GT-R, though adults won't be happy wedged back there. Think of the GT-R as a race-worthy car adapted for the street and you'll be more positive about the interior; some of the materials used in the cabin are merely acceptable, with none of the exotic woods and swirled-aluminum finishes of the truly upper-crust sports cars. But you'll never mistake it for an Infiniti G37. And even though the suspension has been retuned for 2010, the GT-R's somewhat punishing ride and noisy transmission remind you constantly that you're in charge of a machine that could throw down for track time and reach 193 mph.
The 2010 Nissan GT-R—or any of the previous model-year GT-Rs—hasn't been crash-tested, and it almost seems a blasphemy to even contemplate the tests. Both GT-R versions now come with seat side airbags and roof-mounted curtain bags, and you can even shut off the traction and stability control for track-time fun.
Just two options and two accessories are offered on the GT-R for 2010. There's a Cold Weather Package, Special Super Silver Paint, an iPod interface, and special floor mats. Base GT-R models now get 20-inch smoke-finish RAYS forged-aluminum wheels, while the Premium model gets a "near black" metallic wheel finish and nitrogen-filled run-flats. Premium models also add heated seats and an upgraded Bose audio system with Music Box hard-drive storage.
The Bottom Line: The 2010 GT-R achieves the unthinkable: It outraces some of the world's top sports cars, at a fraction of their price.
Other Choices
If you like the 2010 Nissan GT-R, also consider:
- Porsche 911 Turbo
- Chevrolet Corvette
Reason Why:
Acceleration, top-speed figures, and flashy styling mean a lot in this class of vehicle, but the driving experience means something, too. Two of the top rivals to the GT-R are the Corvette ZR1 and the Porsche 911 Turbo. The ZR1's supercharged 6.2-liter V-8 will push it to 60 mph in 3.4 seconds, 0.3 second faster than the Corvette Z06, according to GM; it'll hit 100 mph in 7.0 seconds, turn in quarter-mile times of 11.3 seconds at 131 mph, and charge to a claimed top speed of 205 mph, all for a price tag some $20,000 higher than the GT-R—and minus two seats. The 911 Turbo has them beat at the top end, offering nearly 200 mph and an available top-down experience, punching out 480 hp for nearly $135,000. As for which one would draw more gawkers, it's a toss-up.
Buying Tip
Don't expect to go over to your Nissan dealership for a test drive. There are few GT-Rs built each year, and they're generally spoken for in advance.
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2010 Smart ForTwo Bottom Line
TheCarConnection.com has driven the 2010 Smart ForTwo to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust.High Gear Media drove a manufacturer-provided Smart ForTwo to produce this hands-on road test.
Likes
Parks absolutely anywhere
Very roomy seats, two of 'em
Quick, responsive steering
Standard electronic stability control
Dislikes
Unimpressive fuel economy for its size
Borderline scary on the highway
Bouncy, busy, jittery ride
Minimal passing power at speed
Despite its diminutive size, the two-seat 2010 Smart ForTwo is a real car, rather than just a novelty. But while the ForTwo is a competent city car that's fun to drive on short runs or in urban traffic, many buyers will be better served by a more conventional small car or a hybrid. When traffic thins out and the roads open up to the beltways and interstates, the ForTwo's drawbacks-a hard ride, noisy interior, lack of power, and tense roadholding-become serious. Factor in middling fuel economy and the "wow" factor is quickly muted. At a starting price of $11,990 for the most basic model, the Smart ForTwo competes with subcompacts like the Honda Fit and Toyota Yaris-along with lifestyle cars like the MINI Cooper and perhaps even hybrids like the all-new Toyota Prius. But many Smart buyers likely want to make a statement with the Smart's unique combination of tiny size and style, which aren't directly comparable to those of any other car offered in the United States. The only change for 2010 is a new $80 armrest option.
The 2010 Smart ForTwo offers two basic models: a coupe with a fixed roof, and a Cabriolet that has two removable roof panels for a more open-air experience. With its slab sides and non-existent nose, the ForTwo looks wide for its length of less than 9 feet, and taller than some subcompacts. It's only from the side that you notice just how short it is-it's the stubbiest car sold in the United States. All Smarts have a silver or black slash running from the windshield post, along the roof rail through the rear pillar to the doorsill, effectively outlining the door opening. The total effect of the tiny car is guaranteed to draw attention, positive and negative. Last year, the BRABUS edition-available in both coupe and cabriolet guises-joined the Smart ForTwo lineup. The BRABUS features elements meant to enhance the ForTwo's styling and performance. From the outside, the BRABUS is recognizable by its 15-inch front and 17-inch rear alloy wheels, a reduced front skirt, a rear skirt that accommodates the model's dual chrome-tipped exhaust pipes, and the addition of side skirts.
All 2010 Smart ForTwo models are propelled by a 70-horsepower, 1.0-liter three-cylinder engine supplied by Mitsubishi, driving through a five-speed automated manual transmission. In the Smart BRABUS, the transmission is tuned to improve shifting speed in urban driving situations. The BRABUS also boasts sportier exhaust tuning and suspension components, and a body lowered by 1 centimeter, all for better handling. Below 40 miles per hour, the peppy engine, low gearing, and quick steering make the 1,800-pound 2010 Smart easy to toss around town. While the transmission doesn't shift particularly smoothly, the ForTwo is a fun car to drive on tight city streets-never more so than when it's time to find a parking space. But the same features that make it so much fun in the city-the short wheelbase, negligible length, and quick steering-work against it on the highway. The quick steering and short wheelbase combine to create a twitchy, choppy, busy ride that's especially susceptible to crosswinds, bumps, and truck ruts.
Its 0-to-60-mph time of about 13 seconds puts the 2010 Smart ForTwo on a par with economy cars of two decades ago. Sandwiched between semis at 70 mph, the Smart ForTwo requires a brave heart and confidence in its crash-test results. Small size and fuel efficiency have to be very high on a driver's list for the 2010 Smart ForTwo to be worth the sacrifices in mixed use. And its EPA ratings of 33 mpg city, 41 mpg highway just aren't that impressive. Consider that larger and more capacious hybrids, including the Honda Insight and Toyota Prius, do better without the sacrifices, though admittedly they're pricier.
The interior of any ForTwo model feels basic, much like a small pickup cab, with a rather cheap and plasticky instrument panel and controls. The surprises are the remarkable amount of headroom-even for those well over six feet tall-and good legroom. However, particularly broad people may bump elbows or even shoulders, because the cabin is narrow. The driver sits upright on short seats, and the steering wheel is more horizontal than in most cars, resulting in a driving position rather like that of a commercial van. The cargo space behind the passenger area of this two-seater is disappointingly small, allowing only enough room for three large shopping bags in a row. The front passenger seat can be made to fold forward, but it's an extra-cost option. The BRABUS also adds leather wraps around such items as the three-spoke steering wheel, the handbrake, and the gear knob. At higher speeds, engine and road noise drown out conversation and the weak sound system.
Although the seating position is on the level of other cars, the lack of much car in front or behind the driver fosters a feeling of vulnerability despite adequate safety scores. The National Highway Traffic Safety Administration (NHTSA) tests the Smart ForTwo and gives it three- and four-star ratings for frontal protection, and five stars for side impact. The Insurance Institute for Highway Safety (IIHS) also crash-tests the ForTwo, earning the top "good" ratings for frontal and side impact results, along with an "acceptable" rating for rear impact. But tellingly, the IIHS crashes a Smart ForTwo against a Mercedes E-Class sedan in a typical frontal-offset collision. It finds that the ForTwo does not fare well-going airborne and spinning around-underlining that the ForTwo remains one of the lightest vehicles on the road, putting it at a disadvantage against vehicles of other sizes. Smart says the 2010 ForTwo's so-called Tridion safety cell provides occupant protection that rivals much larger vehicles, and electronic stability control, anti-lock brakes, and side airbags are all standard.
The Coupe is offered in two different trims: Pure and Passion. The Pure is the lowest, most fundamental equipment level, giving buyers only the very basics-not even a stereo. All 2010 Smart ForTwo models do have keyless entry, a rear defroster, and an outside temperature display. Most buyers will want to upgrade to the Passion model (the only trim offered for the Cabriolet), which includes a panorama roof, flashier alloy wheels, automatic climate control, power windows, and a two-speaker AM/FM/CD sound system (although it remains inaudible at speed). The sporty Smart BRABUS model adds such features as an ambient lighting package that includes lights for the driver and passenger footwells. Top-of-the-list options include electric power steering, which frankly seems superfluous on the Smart ForTwo, heated seats, a "premium" four-speaker sound system, and fog lamps.
The Bottom Line: The 2010 Smart ForTwo is in its element on crowded city streets, but at speed or almost anywhere else, it can feel uncomfortably toylike.
Other Choices:
If you like the 2010 Smart ForTwo, also consider:
- Honda Fit
- MINI Cooper
- Nissan Versa
- Toyota Prius
- Toyota Yaris
Reason Why:
The Toyota Yaris-the most fuel-efficient small hatchback, with ratings of 29 mpg city, 36 mpg highway-feels downright substantial next to the 2010 Smart ForTwo, offering a real backseat and the ability to do distance driving without terrifying driver and passenger. The pricier but supremely flexible Honda Fit offers a breathtaking array of interior setups that let owners haul any mix of four people and their gear. If it's the lowest cost you're seeking, the four-seat, five-door Nissan Versa offers a model that's more than $2,000 cheaper than the ForTwo. Further along the style axis, the sprightly MINI Cooper is far more fun to drive at speed and just as good on gas, at 28 mpg city, 37 mpg highway. Finally, hybrids like the new Toyota Prius and even the Honda Civic Hybrid compact sedan offer full seating for four or five and far better fuel economy, albeit at a higher price.
Buying Tip
Later in 2010, Smart will offer its ED (Electric Drive) model in selected cities, an all-electric model that provides roughly 80 miles of range from a lithium-ion battery pack.
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2010 Detroit Auto Show: 2011 Buick Regal GS Preview
In Europe, the 2011 Buick Regal is badged as an Opel Insignia and is available in a number of different guises, including sedans, wagons and high-performance all-wheel drive speeders complete with manual transmissions.
With the car soon to be available in the U.S., there's a strong chance that any number of these variants could be heading to local showrooms as well. One of the most exciting prospects is the possibility of a turbocharged and all-wheel drive version that Buick will be previewing at next week's 2010 Detroit Auto Show in the form of the Buick Regal GS concept car.
Packing a turbocharged 2.0-liter four-cylinder engine, the same unit destined for the Regal CXL but with output dialled up to 255-horsepower and 295-pound-feet of torque, the new Regal GS should easily eclipse the 60 mph mark in less than 6 seconds.
Drive is sent to all four wheels via a 6-speed manual transmission and an adaptive all-wheel drive system complete with an electronic limited slip differential.
But it's not just about extra power. The hotted-up Regal GS also sports a sophisticated suspension set-up dubbed High Performance Strut (HiPerStrut), which essentially helps reduce torque steer and maintain negative camber during cornering to improve grip levels.
Finally, an advanced chassis system with three adjustable settings--normal, sport and GS--is fitted and allows the driver to change the suspension settings, throttle response, shift pattern and steering sensitivity through the variable-effort steering system.
Visual differences between the regular Regal and the new Regal GS are a lowered ride height, a discreet bodykit, 20-inch forged aluminum wheels, Recaro bucket seats with four-way lumbar support and cushion extensions, and a racing style steering wheel and metal pedals.
The Regal name has been linked with sporty Buicks in the past, with models like the Grand National, GNX, GS and GSX all springing to mind, and you can bet a production version of the latest Regal GS concept car will be arriving in showrooms later this year.
[Buick]
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2010 BMW M3 Sedan – Coupe – Convertible Bottom Line
TheCarConnection.com's editors have written this road test of the latest BMW M3 from firsthand driving impressions. Editors have compared the M3 lineup to other sports-tuned vehicles in its price range to give you a better view of its competition. TheCarConnection.com's editors also have assembled a companion full review that summarizes opinions from other Web sites into one conclusive review.
Likes
Stunning V-8 power
Exceptional dual-clutch and manual transmissions
Grippy handling
Snug, cozy front seats
Dislikes
The sensation of added weight
Much more expensive
Technology interferes with handling
Two years ago, BMW released the latest M3 to controversy and to applause. The latest generation of the most powerful 3-Series cars grew heavier and more expensive, and it switched from classic BMW six-cylinder engines to big V-8 powerplants. To top that, engineers tried to blend a progressive-feeling GT car and a no-prisoners racer through all sorts of electronic controls-with mixed results. The M3 lineup of $57,850 coupe, $66,500 convertible, and $54,850 sedan returns for the 2010 model year unchanged, with competition coming in the form of the Cadillac CTS-V, Audi S4, Mercedes-Benz C63 AMG, and Lexus IS-F.
The latest generation of the BMW 3-Series grows into its M-edition bodywork easily, with its giveaway bulge on the hood-sort of an M-style Adam's apple. The coupes have always been among the most eye-pleasing on the planet, and the latest version doesn't disappoint, even though you may see a ghost of old Pontiac in its C-pillar kink. Convertibles thicken up as they lose their roof, while the sedan stays pretty and pert, with a kicked-up tail and enough subtle surfaces on the body to keep your interest beyond the front doors. It's probably the best-looking M3 lineup yet. Inside it's more standard-issue 3-Series than you might expect. There's something aloof about this interior that doesn't warm up, even with time. There's a Gaggenau-style coolness even with the custom colors and trims that can be ordered-though no one will ever complain about its big, clear gauges and dials. Touches of carbon-fiber paneling emphasize the big structural differences with other 3-Series cars, but you can choose more traditional walnut trim.
The 2010 BMW M3 range packs a wallop with its tremendous V-8 engine, superb handling, and excellent braking, though the weight it's gained and the electronics it's adopted make it a touch less engaging than the high-winding M3s of the past. The new 4.0-liter V-8 spirals to a towering 8,400-rpm redline and ushers out 420 horsepower at its peak, though the max twist of 295 pound-feet sounds statistically low. With the dizzying power peak and the splayed banks of four-cylinders slamming, you can pretty much predict the M3's sound, somewhere between a Honda scream and a Charger belch. Through a short-throw six-speed manual or a sweet dual-clutch transmission, the M3 claws away at the pavement until it reaches 60 mph in about 4.8 seconds, at least in coupe form. Sedans come in around 5 seconds, while the Convertible's even heftier weight puts it just under 6 seconds. By custom the M3 is limited to a top speed of 155 mph.
Fuel economy is low, at 14/20 mpg for the hardtops and 13/20 mpg for the convertible. It's power-induced, but it's also low because the latest M3 weighs a lot. M3 coupes get some structural changes that other M3s do not-namely, a carbon-fiber roof--which cuts weight and lowers its center of gravity. And all receive aluminum suspension control arms and other slimmed-down pieces, while also adding a different rear suspension, heavy-duty brakes, and other performance upgrades. In the end, the M3 coupe still checks in at around 3,700 pounds, with Convertibles well over the 4,000-pound line. The weight gain and a package of electronic assists tip the latest M3 into grand-touring class, and convertibles are a certain notch below coupe and sedan in handling, with less rigid bodies and weight weighing on their capabilities.
The 2010 BMW M3 grips corners firmly, while the body stays tightly in line like a race car. The M3 offers a lot of high-tech features to go along with its top performance-and some of these are driving aids more than gadgets. First among them is the optional M Drive, which allows M3 owners to store and access dynamic control settings such as steering, damping, and stability-effectively allowing you to fine-tune the demeanor of the M3 to the conditions of the moment. It grants some control over the M3's adjustable shocks, steering, and stability control, but can be dialed to make the M3 feel twitchy and stiff. Fortunately, M Drive can be left off, or turned off, for maximum fun with heady doses of traditional BMW feel.
BMW has always been known for high quality, but its interiors can be dark and cramped. All are true to some degree in the 2010 M3. The front sport seats have plenty of room side to side, but a little more room in the footwells and a little more tilt to the bottom cushion would make for ideal accommodations. Not that you should worry so much about rear-seat passengers in something so singly focused, but the space back there isn't lavish, even in the four-door model. For front passengers there are wonderful, snug sport seats facing a well-fitted dash with subdued interior trim in carbon fiber, wood, or aluminum.
The 2010 BMW M3 lineup has not been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, the agencies have tested the essentially similar 3-Series sedan and coupe, which earn four stars for front impacts and five stars for side impacts from NHTSA. The IIHS rates the 3-Series coupe and sedan "good" for front and side impacts, while the convertible is rated at "good" for front and "marginal" for side impacts. Dual front, side, and curtain airbags are standard; so are anti-lock brakes, as well as stability and traction control. A rearview camera and adaptive cruise control are options. Visibility in all three versions is good, with convertibles suffering a bit to the rear quarters when the roof is raised.
The M3 range isn't inexpensive, and BMW trims the cars to luxury standards with 18-inch alloy wheels; xenon headlamps; power windows/locks/mirrors; cruise control; automatic climate control; leather upholstery; and heated, power-adjustable sport seats. All M3s come with an audio system with AM/FM/CD/MP3 functionality and an auxiliary jack. The M3 convertible roof is a multipanel, power-folding hardtop that closes or opens in about 25 seconds. Options include the Technology Package that adds M Drive and other driver-controllable handling and performance functions. Stand-alone options include Bluetooth; a navigation system with real-time traffic; Sirius satellite and HD radio; 19-inch wheels; heated front seats; a sunroof (a no-cost option on the sedan only); and iPod connectivity.
The Bottom Line: Stunning performance is still the calling card for the 2010 BMW M3; the weight it's gained may just be a sign of its success.
Other Choices
If you like the 2010 BMW M3, also consider:
- Audi S4
- Cadillac CTS-V
- Lexus IS-F
- Mercedes-Benz C63
Reason Why:
Loyalty counts heavily in this crowd, and the BMW M3's reputation brings a legion of fans. This is a hotly contested field, and each of the three rivals has also been completely redesigned in the past year or two. Lexus's IS-F has a 416-hp V-8 engine and eight-speed automatic transmission, which gives it a technical edge on the M3. Then there's the new Cadillac CTS-V, which might be the most fun to drive of these sedans, with especially communicative steering and great body control at the limits. The Mercedes-Benz C63 AMG may be faster, but it doesn't have the same frisky feel of the Cadillac or Lexus. The newest generation of the Audi S4 manages to undercut all these vehicles on price, while cruising alongside them, thanks to a 333-hp supercharged V-6, but like the M3, it's better savored minus the electronic add-ons to its suspension and steering.
Buying Tip
Now that the initial rush to own a first-year model is over, M3s should be more readily available.
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2010 Lexus IS
TheCarConnection.com's editors get behind the wheel whenever possible in order to give you their firsthand impressions in the Bottom Line. TheCarConnection.com also researched road tests from many sources on the new Lexus IS to produce a conclusive review and help you find the truth where other reviews might differ.
Likes
Responsive handling
Comfortable ride
Attractive exterior
Lexus ownership experience
Dislikes
Crash-test results
Rear seat space
Somewhat bland interior
Last year saw both the Lexus IS 250 and IS 350 pick up improved handling, revised styling, and an upgraded interior, and this year those changes carry forward as Lexus finally joins the drop-top party with the addition of the all-new hardtop convertible variants, the IS 250C and IS 350C. The convertibles are covered in a separate review.
The 2010 Lexus IS's exterior styling is attractive but not eye-catching. The basic exterior shape of the IS is sleek and fairly attractive, echoing the style of Lexus's flagship, the LS. Despite wood or aluminum-look trim on the console, the 2010 Lexus IS's interior is more mid-range than high-end. The four well-bolstered seating positions are split by a console that divides the cockpit.
With leather upholstery and a high grade of standard features in even the entry-level models, the IS is a luxury sedan from the start, and the typical Lexus materials and build quality will meet most people's baseline standards for the price. The car's not especially opulent, however, even with the optional wood trim packages, and though the front seats are roomy and well-padded, the rear seats are cramped and short on headroom and legroom both.
The 2010 Lexus IS 250s is available with 2.5-liter V-6 engine rated at 204 horsepower in rear- or all-wheel-drive configurations, while the rear-drive-only Lexus IS 350 gets a 306-horsepower, 3.5-liter V-6 powerplant. For all IS 350s and the all-wheel-drive IS 250s, power is sent to the wheels through a paddle-shifted six-speed automatic. The rear-drive Lexus IS 250 is the driver's car, offering a choice of a six-speed manual gearbox or the six-speed auto.
Between the two engines, TheCarConnection.com's editors prefer the note of the bigger V-6, not to mention the extra power-especially since there's not much of a fuel economy penalty. Paired with the manual transmission, the 2.5-liter engine gets 18/26 mpg according to the EPA, while the bigger V-6 scores 18/25 mpg driving the automatic transmission. Despite a comfy ride, the 2010 IS's handling is balanced and taut, with excellent braking ability.
The 2010 Lexus IS earns little praise for its safety, though it's not a dismal performer either. It rates just four stars for front, passenger side, and rear passenger impact ratings with five-star scores for only driver side impact and rollover despite standard stability control, six airbags, and anti-lock brakes. The IIHS rates the 2010 a bit higher, giving top scores of "good" in both front and side-impact tests, though it doesn't earn a Top Safety Pick.
One upside to the safety of the 2010 IS is that it can help you avoid a crash in the first place, thanks to the optional Pre-Collision System, which anticipates when a crash is imminent and reacts accordingly, applying the brakes if the driver does not respond quickly enough. Other available high-tech features include a rear backup camera, a voice-activated navigation system, ventilated front seats, and a Mark Levinson audio system.
The high-performance 2010 Lexus IS-F sedan is covered in its own review.
The Bottom Line: The 2010 Lexus IS gives BMW, Mercedes-Benz, and Infiniti a real challenge, though it's still a little less performance-oriented than the competition.
Other Choices
If you like the 2010 Lexus IS, also consider:
- BMW 3-Series
- Infiniti G37
- Mercedes-Benz C-Class
- Cadillac CTS
Reason Why
The Infiniti G37 has a new, more powerful 332-horsepower engine, but is based on the same excellent-handling FM platform as the G35 before it, with well-balanced sports-sedan styling and proportions, plus available all-wheel drive. It's also substantially less expensive than the German sedans. The BMW 3-Series and the Mercedes-Benz C-Class are the benchmarks in the segment, but their higher prices bring their value into question. Both are available with a range of body style and drivetrain configurations, and their handling and build quality are top-notch. The Cadillac CTS is also a relative newcomer to the segment, but its low price and excellent feature set make it a good value proposition.
Buying Tip
If you're looking for a sports sedan with a softer side, the IS may be just the ticket, but it's worth test-driving a range of competitive cars to see if you prefer the sportier feel of some of the competition.
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