2010 Lexus GS 350 – GS 460 – GS 450h Bottom Line
To bring you a conclusive review that helps you make sense of whether the Lexus GS 350, GS 460, or GS 450h is right for you, TheCarConnection.com has first compiled excerpts of some of the Web's leading reviews in this full review. Then the editors of TheCarConnection.com have brought their firsthand experiences driving each of these models and top rivals to a definitive Bottom Line that will help you make the best choice for a new luxury vehicle.
Likes
Strong acceleration, no matter which engine
Conservative but sleek sport-sedan design
Extensive list of safety features
Stability and poise
Optional tech features
Dislikes
Steering feel leaves much to be desired
Tight backseat
Limited headroom
Unimpressive real-world mileage for 450h hybrid
The 2010 Lexus GS is a series of V-6- and V-8-powered mid-size sport sedans. Primarily rear-wheel drive, the GS models aren't as roomy inside as the comfort-oriented, front-wheel-drive Lexus ES 350. Instead, the GS models' strengths are performance, along with convenience- and safety-oriented tech features.
The GS hasn't changed significantly in many years, though a restyled front, integrated side-mirror turn signals, and new wheel designs were introduced last year. Inside, the GS has a curvier, more cockpit-like theme than the comfort-oriented ES and LS models, with an overall feel that's a little more European inspired.
With either the 303-horsepower, 3.5-liter V-6 in the 2010 Lexus GS 350 or the 342-hp, 4.6-liter V-8 engine in the GS 460, these sedans move authoritatively. With either automatic—the 350 and 450h get six speeds, the 460 picks up eight—the transmission has a silky, unobtrusive demeanor in normal driving, but paddle-shifters allow you to manually access all those ratios. The 2010 Lexus GS 450h has a full-hybrid powertrain pairing a 292-horsepower, 3.5-liter V-6 with an electric motor system, propelling the rear wheels and charging its battery pack when coasting and braking. Altogether, the hybrid powertrain makes 339 horsepower and can push the 450h to 60 mph in just 5.2 seconds—faster than the V-8-powered GS 460. According to Lexus' usually conservative numbers, the GS 460 is capable of hitting 60 mph in only 5.4 seconds. The GS 350 is additionally available in an all-wheel-drive version. Whichever way you have them, the GS sedans handle well, with impressive stability even over rough surfaces, thanks to a double-wishbone front suspension and multilink rear setup. The electric-assist power steering is well weighted, but the lack of road feel could be an issue for hard-core sport-sedan aficionados.
People will likely select the hybrid for its greener reputation and the promise of significantly higher fuel economy, but TheCarConnection.com doesn't manage to achieve the 450h's EPA ratings of 22 mpg city, 25 highway in real-world driving. As such, it's not much better than the GS 350's EPA figures of 19/27 mpg.
The otherwise inspiring performance in the 2010 Lexus GS sedans, however, is marred by limited headroom inside the cabin and a surprisingly tight backseat. Some will also find the ride a little too firm; it can be rough on pitted pavement. But the GS models are extremely well put together, and the brushed-aluminum and dark gray bird's-eye maple wood trim are at once classy and stylish. Refinement is top-notch as well; there's not nearly as much road noise in the GS compared to other sport sedans, and the engines are just as refined and smooth as they are powerful and responsive.
Safety features are well represented in the 2010 Lexus GS sedans. Standard features include front side bags, side curtain bags, and dual front knee airbags; Lexus' more sophisticated VDIM stability control system and anti-lock brakes are also included across the line. Among the available electronic aids that might also help improve safety is the Pre-Collision System (PCS) included with the optional laser cruise control, which prepares safety systems for an anticipated collision. The Variable Gear Ratio Steering is both a safety feature and convenience—bringing quick response at low speeds or when it's needed, as well as stability at high speeds. Overall, crash-test safety is good but not quite perfect; federal results aren't available, but in insurance industry-supported IIHS tests, the GS earns top "good" ratings in both frontal and side impacts, with a "marginal" rating in the seat-based rear-impact test.
Technology features remain one of the main emphases for this sport sedan. On the 2010 Lexus GS 460 and GS 450h, ventilated seats and adaptive lighting are among the standard features, with an intuitive park-assist system and an active stabilizer system—which provides the advantage of a heavier stabilizer bar almost instantaneously without sacrificing ride quality—among the options. Standard features on all the models include keyless entry, Bluetooth, and an excellent navigation system, but that's not even scratching the surface. Options include an Adaptive Variable Suspension (AVS) system, which gets four different firmness settings, plus laser cruise control, adaptive front lighting, ventilated cooled front seats, a power rear sunshade, and a DVD audio/video-compatible, 14-speaker Mark Levinson sound system.
The Bottom Line: Respectable performance and top technology make the 2010 Lexus GS 350 and GS 460 worthwhile sport sedans, but low points include a cramped backseat and a GS 450h hybrid model that fails to wow for fuel economy.
Other Choices
If you like the 2010 Lexus GS, also consider:
- Audi S6
- BMW 5-Series
- Cadillac CTS
- Infiniti M35 / M45
- Mercedes-Benz E-Class
Reason Why:
There's little doubt that the BMW 5-Series is one of the top rivals that Lexus has in mind with the GS sedans. The 2010 5-Series is also very tech-focused, and it's now more comfort-oriented than it's been in the past, though a new 5-Series is on the way for 2011. Infiniti's M sedans, the M35 and M45, are actually its closest rivals in execution. Compared to the GS, the M35/45 has a roomier interior but a similar sporty driving feel, with powerful engines and electronic driving aids, although interior noise is a bigger issue on the M than any of these rivals. Cadillac's CTS is a little bit smaller and more performance-focused, with excellent handling and performance, as well as a unique interior style. The Lexus GS models also come across as more performance-oriented than the A6, lining up more closely with the 340-horsepower, V-8-powered S6, which takes on the GS 460. But the S6 has all-wheel drive, a feature that's not available on the GS 460 (only the 350). The Mercedes-Benz E-Class, recently redesigned, is softer and more comfort-oriented than the 2010 GS. For the 2010 Lexus GS 450h, its leading rival is likely the Mercedes-Benz E320 BlueTec. With a clean-diesel engine, the BlueTec gets much better fuel economy than the 450h, and it's the more fitting choice for long-haul highway driving.
Buying Tip
If you want a top-performance version of the Lexus GS, you won't find one. But there are plenty of other performance-focused versions of rival models—including the Cadillac CTS-V, Mercedes E63 AMG, and BMW M5.
This story originally appeared at The Car Connection
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2011 Toyota Sienna Bottom Line
TheCarConnection.com's editors have driven the new 2011 Toyota Sienna and have written this road test summary from firsthand driving impressions. Editors have compared the new Sienna with other minivans in its class, to help you decide which one is best for you. A companion full review will be published when other respected Web reviewers complete their Sienna reviews.
High Gear Media accepted travel expenses to be among the first to drive and report on the 2011 Toyota Sienna.
Likes
Revamped looks
Updated dynamics
Flexible seating options
Four-cylinder engine's a winner
A sport minivan?
Dislikes
Second-row seats don't store inside the vehicle
Not as entertaining as Chrysler vans
No need for pricey V-6 Limited
The 2011 Toyota Sienna may be the Japanese automaker's third-generation minivan, but Toyota emphasizes that the new Sienna is becoming more carlike than ever. The Sienna gets smart updates to its drivetrains and to its interior package for 2011-but not to its seating configurations, which still lag the class-leading Dodge Grand Caravan and Nissan Quest in flexibility. The Sienna is offered in a broad model range, and continues to be the only minivan with an all-wheel-drive option. Toyota says the base price of the 2011 Sienna will come in below the current vehicle's $25,000 price point. Available in front- or all-wheel-drive versions, with either a four- or six-cylinder engine and in seven- or eight-passenger versions, the new Sienna will go on sale in February 2010. Competition includes the Dodge Grand Caravan and Chrysler Town & Country, the Kia Sedona, the Nissan Quest and the Honda Odyssey.
The 2011 Sienna has new body panels with a more dynamic front end, but it's nothing to draw a flashmob or attract civil disobedience. A wide grille is framed either in body-color paint or in metallic trim; SE versions get a very aggressive front-end treatment. There's a sharper crease along its shoulders and geometrically bold windows, and as the lines taper rearward, the Sienna draws to a roofline that's similar to that on the Kia Sedona. The 2011 Sienna rides on the same chassis as the previous generation, so while it's marginally shorter and wider than before, there's not a tremendous change in its proportions. Inside, the Sienna has adopted the latest Toyota styling theme, with a dramatic arc separating driving controls from secondary and passenger-shared controls. The dash is styled to give the impression of more passenger space, and Toyota says slimmer seats and controls add to the feeling of roominess in the new Sienna. The interior looks less expensive than before, though. Plastic trim is replaced on some versions by matt woodgrain trim; pricier versions get Optitron gauges like those in some Lexus models.
Toyota cites improved performance in the new Sienna, since its carryover V-6 engine gets a six-speed automatic. However, it's the Sienna's four-cylinder engine that should give minivan buyers second thoughts about paying more for their family hauler. The base 2.7-liter four-cylinder puts out 187 horsepower, while the larger 3.5-liter V-6 churns out 266 hp. Both team with a six-speed automatic for an estimated 19/26 mpg in the four-cylinder Sienna, to 16/22 mpg for the V-6, all-wheel-drive version. Engine performance from the four-cylinder is perfectly acceptable; it's a little louder and obviously less quick than the V-6, but for minivan duty, it's amply, safely powerful enough to carry a carpool's worth of kids and adults, at a price thousands less than the luxuriously powerful V-6. The latest Sienna carries over a straightforward MacPherson front strut and independent rear suspension, but electronic power steering is a new arrival, and it's fine in a vehicle like the Sienna, in which handling is a lower priority than space and fuel economy. While it's no sportscar, the Sienna has smooth ride motions and quick steering, making it nicely maneuverable in city driving. A special SE edition gets tighter suspension tuning and big 19-inch wheels, along with a lower body; it's a gamble that may not register with average minivan buyer, especially as it's a subtle difference from the XLE or Limited feel. The Sienna is rated to tow up to 3,500 pounds, and itself weighs from 4275 lb to 4750 lb.
The new 2011 Sienna is 200.2 inches long, with a 119.3-inch wheelbase and an overall width of 78.2 inches, with a couple of inches more in interior room. There's ample space everywhere for adults, even in the third-row seat. Front passengers have a regal view of the road ahead, and plenty of head, leg and knee room. In the second row, either a bench or twin bucket seats also has copious room-and the seat(s) slide on an elongated track that gives the second row limo-like leg room, or no legroom while third-row passengers are loaded. The second-row seats can be removed, but there's no new floorpan in the Sienna, which means no in-floor storage or fold-away seats as in the Chrysler minivans or the Nissan Quest. Second-row aircraft-style "lounge" seats can also be ordered: they have leg-cushion extenders and footrests that give new status to backseat drivers. The third-row seat actually has adult-sized room in all directions, and isn't that difficult to enter-and they fold almost flat into a deep well in the cargo area. With the second-row seats moved as far front as possible, the 2011 Sienna has 117.8 cubic feet of cargo room; with the second row removed and the third row folded, it will hold 150 cubic feet of cargo. Even behind the upright third-row seat, there's 39.1 cubic feet of space-or almost twice as much storage room as the 2010 Ford Taurus' trunk. The Sienna also can carry an actual 4x8 sheet of plywood. There's also plenty of small-item storage inside in the Sienna's console, twin gloveboxes, map and side pockets, and available cargo organizer. The revamped interior suffers a bit in richness; interior materials and appointments feel a bit less refined compared to those of its competitors, in particular the horizontal grain on the dash and door caps.
The 2011 Toyota Sienna hasn't been crash-tested by either the NHTSA (National Highway Traffic Safety Administration) nor by the IIHS (Insurance Institute for Highway Safety). However, the prior version earned four- and five-star ratings from the NHTSA and "good" ratings from the IIHS; a "poor" rating for rear impacts could improve with the addition of active headrests. Electronic stability control and anti-lock brakes are standard on every grade of the 2011 Toyota Sienna, as are front side airbags and side curtain bags covering all three seating rows, as well as a driver-side knee airbag. A pre-collision protection system that preps the car for an imminent accident is offered on higher-level trims, as is dynamic cruise control. Visibility is excellent in the Sienna, and its available rearview camera offers a 180-degree view.
The 2011 Toyota Sienna's interior is rich on features-including standard dual sliding doors and the folding third-row seats on all models; power windows for the front side and sliding side doors; remote keyless entry; cruise control; AM/FM/CD player with an auxiliary jack; three-zone climate control; and a telescoping/tilting steering wheel. The LE adds power sliding doors and roof rails; steering-wheel controls for audio and phone; a center console; sunshades; and a cargo bin for the second-row seat. The SE gets sport trim; a new grille; 19-inch tires; LED taillights and halogen headlights; and a leather-trimmed steering wheel. The XLE adds a power rear tailgate; a power sunroof; 17-inch wheels; a towing package; an LCD information display; woodgrain trim; heated front seats; and removeable second-row captain's chairs. The Limited gets a dual sunroof; overhead console; a sliding center console; second row "lounge seats" and a power-folding third-row seat, as well as a JBL audio system with USB connectivity, Bluetooth stereo audio and a six-disc CD changer. Options on various models include DVD navigation; a Dual View rear-seat DVD entertainment system with an immense 16.4-inch wide pair of screens; and premium audio.
The Bottom Line: The 2011 Toyota Sienna adds room and adult-duty second-row seats, but leaves ultimate flexibility and entertainment to the competition.
Other Choices
If you like the 2011 Toyota Sienna, also consider:
- Dodge Grand Caravan
- Honda Odyssey
- Nissan Quest
- Ford Flex
Reason Why:
The 2011 Toyota Sienna competes with some of the company's own crossovers, like the Highlander and Venza. It's also a prime competitor for the likes of the Dodge Grand Caravan, which has a blunt style, a plasticky interior, and a world-class assortment of entertainment and storage options, including in-car satellite TV and folding, swiveling second-row seats. The Nissan Quest's seats fold into the floor, too, and it's generally a nicer place to be than the Chrysler vans. The Honda Odyssey is like the Sienna with only a removable second-row seat, but it's a reasonably crisp-handling vehicle with a great V-6 powertrain. The Ford Flex is an interesting option for minivan shoppers: it has amazing adult-sized seating inside, with a hip, boxy style and no sliding side doors, but regular front-hinged ones, not to mention its vast array of electronic gadgets, including SYNC.
Buying Tip
The base 2011 Toyota Sienna represents a great value-as does the LE version with a single Preferred Package that adds audio and phone features. TheCarConnection.com's editors pick this four-cylinder, front-drive version as the choice version.
This story originally appeared at The Car Connection
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2010 Toyota Sienna Bottom Line
The editors at TheCarConnection.com have driven the Toyota Sienna and combine their own driving impressions with a practical assessment in this Bottom Line. They've also looked to some of the most respected review resources on the Web and selected some of the best excerpts for a Full Review on the 2010 Toyota Sienna.
Likes
Packed with features
Excellent reliability and resale value
Comfortable, quiet ride
Dislikes
Dull styling
Cheap-feeling interior materials
Limited seating variations
The 2010 Toyota Sienna is a great example of a minivan. While not winning any awards for driving qualities, it excels at what it's meant to do: comfortably and efficiently carry a family and all their gear.
The Sienna has remained virtually unchanged in the six years it's been on the market. This is rather telling in terms of its dull styling inside and out, especially when compared to its newer, chicer competitors.
Either way, those in the market for a larger family van will generally be pleased with the 2010 Toyota Sienna. The vehicle offers a 266-horsepower 3.5-liter V-6 engine mated to a five-speed automatic transmission to briskly carry eight people inside. Minivan buyers might not be too interested in sports car handling, which the Sienna doesn't have, but there's a generous amount of power on tap if needed, even with a full load. The base Sienna is front-wheel drive, but the LE, XLE, and XLE Limited models are available with an optional all-wheel-drive system to help when things get slippery.
The 2010 Sienna includes a very spacious interior with a third row of seats that fold neatly into a well, allowing plenty of flat, low space for cargo while maintaining seating for five. In case you need more space, the second row of seats can fold away as well, allowing you to carry things as big as 4x8 sheets of plywood. Note, however, that the top-of-the-line 2010 Toyota Sienna XLE and XLE Limited models get twin captain's chairs in the second row instead of the three-place bench seat. Dual sliding doors and folding third-row seats are included on all models. A higher trim level gives you power sliding doors, a power folding third row, and a power rear tailgate. The only noticeable complaint might be that the interior materials and appointments feel a bit less refined compared to those of its competitors, though overall quality is still commendable.
One of the most crucial aspects for minivans is safety. After all, minivans are designed to carry your most precious cargo, and thankfully, the 2010 Toyota Sienna posts favorable results in independent crash tests. The vehicle scores four- and five-star ratings for frontal impact and five stars in side impact from the federal government, as well as "good" judgments from the Insurance Institute for Highway Safety (IIHS) in frontal and side impact tests. Unfortunately, the IIHS deems the Sienna "poor" in the seat-based rear impact test, which gauges the risk of whiplash injury, among other things. At least electronic stability control and anti-lock brakes are standard on every grade of the 2010 Toyota Sienna, along with front side airbags and side curtain bags covering all three seating rows.
Compared to luxury-branded vehicles, the 2010 Toyota Sienna's options list is hardly lacking. Niceties include a rearview video camera, front/rear parking proximity warnings, side sunshades, laser-guided cruise control, a DVD entertainment system, satellite navigation, and a JBL surround-sound audio system (standard on the XLE Limited) that includes Bluetooth hands-free connectivity.
The Bottom Line: The 2010 Toyota Sienna is not going to win any awards for driving pleasure, but for what it is, a family hauler, it's more than adequate.
Other Choices
If you like the 2010 Toyota Sienna, also consider:
- Nissan Quest
- Hyundai Entourage
- Honda Odyssey
- Chrysler Town & Country
Reason Why:
In terms of reliability, the Honda Odyssey is more than a match, outshining the Sienna in driving pleasure. The Chrysler Town & Country is the most recently updated of the group, and its styling and features—along with its Dodge Grand Caravan sibling—are more palatable. When it comes to performance, the Hyundai Entourage is a surprisingly good match, and its price tag makes it one of the better-value models. If style is crucial, however, look to the Nissan Quest; it's much different than the rest, both inside and outside. Note that the 2010 Toyota Sienna has one standout feature that none of its competitors offer: the option of all-wheel drive.
Buying Tip
Toyota's own Highlander is a good alternative to the Sienna, especially if you prefer its more SUV-like appearance. Also look for some deals on the 2010 Toyota Sienna, as the all-new 2011 model is just around the corner.
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2010 Mercedes-Benz G-Class Bottom Line
TheCarConnection.com's editors have written this road test summary of the Mercedes-Benz G-Class based on firsthand driving impressions. Experts at TheCarConnection.com have compared the 2010 G-Class to other vehicles and compiled a companion full review of quotes from other sources-all to give you the most comprehensive review of the G-Class on the Web.
Likes
Amazing off-road talent
True SUV styling
Excellent forward visibility
Dislikes
Military-grade price
Just five seats
Tough entry and exit
Fuel economy
The 2010 Mercedes-Benz G-Class is no curvy crossover in the latest idiom. Based on a design built for the Shah of Iran's military, the G-Class has evolved only slightly in the two decades or more since it was first engineered. It's one of the most capable sport-utes on the planet-and one of the most expensive. With a base price of more than $100,000, the G-Class is a cult object and a celebrity magnet, with its only real competition being the Land Rover Range Rover or, possibly, the Lexus LX 470 and HUMMER H2.
The 2010 G-Class certainly stands out from the crowd. Its design is based on military vehicles, and as such it can seem very basic. The sides are flat, the windshield is very nearly vertical, and the overall shape is strikingly boxy in an age where even pickup trucks have gone aero. The interior's more of the same, with rugged shapes, flat door panels, and lots of tall glass areas-but it is decked out in leather and chrome in abundance, to justify the G-Class' extreme price tag. For 2010, buyers will see light cosmetic touches like new side trim and chrome accents, with a leather-padded dash inside.
Two G-Class models are defined by their powertrains. The 2010 G550 sports Mercedes' widely used, smoothly stalwart 382-horsepower V-8 engine coupled to a seven-speed automatic. The 5.5-liter, 500-hp G55 AMG adds an intercooled supercharger and upgrades to a beefier five-speed automatic to push the barn-door body through the atmosphere. The G550 accelerates to 60 mph in about 8 seconds; the G55 AMG pounces more brutishly to 60 mph in 5.4 seconds, while gulping gas to the tune of 11/13 mpg. The smaller V-8 manages 12/15 mpg.
On-road performance is about what you'd think. The top-heavy feel requires rapt attention on the highway, to control the slow steering and to manage the body through crosswinds. The gas pedal requires a hefty foot, and so does the brake-no multitasking allowed. Still, the amount of ultimate grip available is astonishing, and the G55 model can be hustled to its limits thanks to big, grippy 19-inch wheels and tires and upgraded brakes. With its tall-wagon handling and decent ride, the appeal of the G-Class clearly rests in its extreme off-road talents. It looks heavy-duty-and it is. An automatic four-wheel-drive system with three electronic locking differentials and low-range gearing keeps it clawing over rocky paths and plugging through muddy bogs where you'll only find Land Rovers and wildlife.
Inside, the G-Class impresses with all the headroom you're likely to need. It is somewhat narrow, though, and front-seat passengers will notice the width the most since the center console is fairly tall and bulky. The seats themselves are typically firm and power-adjustable, with multicontour adjustments. The second-row bench has some bottom-cushion tilt to soften the flat cushion. It's a five-seat SUV with plenty of cargo room, but passengers will notice it takes a good climb to get into the G-Class, and cargo loading through the side-hinged rear door takes a higher lift than in today's crossovers. High-quality materials and an excellent finish mark the cabin.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the G-Class. Anti-lock brakes with brake assist and electronic brake force distribution along with stability control are standard in the 2010 Mercedes-Benz G-Class, as are curtain airbags. A rearview camera is standard, and it's useful since visibility is constrained at the rear, where a wide frame surrounding the rear window blocks out most of the view.
There are many luxury conveniences fitted to the G-Class. Both G-Class models sport Bluetooth connectivity, a sunroof, a navigation system with 40GB of hard drive space for maps and music, a six-DVD audio system, satellite and HD radio, real-time traffic, an iPod interface, a wood-and-leather heated steering wheel, and heated and cooled leather seats in front, with heated second-row seats standard as well. However, there's no American-style DVD entertainment system despite the high sticker price.
The Bottom Line: The 2010 Mercedes-Benz G-Class takes its off-road-and its luxury-quite seriously.
Other Choices
If you like the 2010 Mercedes-Benz G-Class, also consider:
- Land Rover Range Rover
- Lexus LX 470
- HUMMER H2
Reason Why:
If you like the 2010 Mercedes-Benz G-Class and want a luxurious, somewhat exclusive vehicle, you should check out the Land Rover Range Rover, HUMMER H2, and Lexus LX 470. The Lexus LX 470 is far less expensive than the G-Class but no less talented. The Land Rover Range Rover has every bit as much off-road credibility as the G-Class, along with a breathtaking price tag to go with its legendary capability. Military-vehicle buffs might also put the HUMMER H2 on the same page, but its cramped interior and its uncertain future life after General Motors should give buyers pause.
Buying Tip:
If you're moving up to a G-Class, why stop with the G550? The uber-powerful G55 isn't so much more expensive--and won't the neighbors talk?
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2010 Kia Sedona Bottom Line
To help you find the best family vehicle possible, TheCarConnection.com has read through reviews pertaining to the 2010 Kia Sedona from some of the Web's best review sources, picking highlights. The editors of TheCarConnection.com have also driven the Sedona and give a definitive assessment of its safety, features, and value here in this Bottom Line.
Likes
Spacious interior
Strong acceleration
Seating arrangement (LWB versions)
Safety
Dislikes
Uninspiring handling
Lack of powertrain refinement
Fewer tech and entertainment options than rivals
SWB version lacks handy folding third row
The 2010 Kia Sedona is one of the few minivans still on the market that's available both in short- and long-wheelbase (SWB and LWB) versions. Both models come with three rows of seating, though the arrangements themselves are quite different. The Sedona is related to the Entourage, from Kia's international partner Hyundai, though the Entourage has only been a long-wheelbase van—and isn't even offered for 2010.
Whether you're opting for the base SWB, or LX or EX versions of the LWB version, all 2010 Sedonas are powered by a 244-horsepower, 3.8-liter V-6. Although a little coarser-sounding than some of the V-6 engines in rival vans, the engine is relatively smooth and has plenty of torque to move either version quickly with the five-speed automatic transmission—which is smooth but a bit slow to downshift at times. Thanks to revised engine tuning for 2010, the Sedona achieves a slight boost in city fuel economy; it's now rated at 17 mpg city, 23 highway, which is about the same as other minivans.
There's nothing quite like Chrysler's trick Swivel n' Go seats on the 2010 Kia Sedona, but long-wheelbase versions have a seven-passenger setup that's quite convenient for those who have to regularly fold the third row down and expand cargo. In those LWB Sedonas, it neatly folds into the floor; however, in the SWB Sedona, it needs to be removed—like minivan models of the past—if you want a flat cargo floor. Otherwise, the Sedona is simple and straightforward inside, with little detailing or glossy trim, though first- and second-row seats are quite comfortable. The added wheelbase of LWB models brings more cargo space: 33.2 cubic feet behind the third row versus just 12.9 cubic feet in SWB versions—however, the SWB version is a bit easier to maneuver and park.
While the Sedona is priced at the low end of the minivan class, it doesn't miss any safety points. Anti-lock brakes, as well as stability and traction control, plus front, side, and side curtain airbags (that cover all three rows of seats) are all standard on the 2010 Sedona, and its performance in NHTSA and IIHS crash tests has been top-notch. Newly standard on the LWB versions of the 2010 Kia Sedona is a backup warning system, though outward visibility is already quite good.
The 2010 Sedona, like most Kia models, comes with a generous list of standard features but few options—which makes it simple to build and helps enable the low price. Customers decide simply between the three models, Base, LX, or EX, and take what they offer. Base models do come quite well equipped, with keyless entry, cruise control, tri-zone automatic climate control, and a sound system with auxiliary input and USB port. LX models also come with power side doors, and EX models add larger alloy wheels, fog lamps, heated mirrors, a power tailgate, upgraded upholstery, and other extras. Only a handful of options, including a DVD entertainment system, heated front seats, and a navigation system, are available.
The Bottom Line: The 2010 Kia Sedona is one of the most affordable minivans, but most practically minded families won't know the difference.
Other Choices
If you're interested in the 2010 Kia Sedona, also consider:
- Dodge Grand Caravan
- Honda Odyssey
- Toyota Sienna
- Mazda5
Reason Why:
The short-wheelbase (SWB) version of the Sedona is like no other minivan model currently offered in the United States. Though its seating arrangement isn't as convenient as what's included in LWB models, the SWB Sedona maneuvers more easily, and it's an alternative to the smaller but more fuel-efficient Mazda5. The Mazda5, however, handles better than the Sedona. The Toyota Sienna matches the Honda Odyssey in terms of refinement, polish, and price. The Sienna doesn't drive with the same enthusiastic personality as the Honda, but it's due to be replaced for 2011. If you're shopping around but want a refined, high-quality driving experience, then the Honda Odyssey is the minivan for you. The base Honda will be thousands of dollars more expensive than the least expensive Kia, so be prepared. But for those simply worried about keeping the family comfortable and occupying the kids while on the road, the Dodge Grand Caravan is one of the best choices, offering storage, seating, and entertainment options not found in the Sedona.
Buying Tip
If you're pondering the short-wheelbase version of the 2010 Sedona, be sure to compare how the third row folds with the arrangement in the long-wheelbase version.
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2010 Jeep Commander Bottom Line
The editors at TheCarConnection.com have driven the 2010 Jeep Commander both on- and off-road and report their overall impression of this rugged vehicle here in a Bottom Line summary. TheCarConnection.com has also surveyed a wide range of reviews and reports here on what other professionals say.
Likes
Off-road capability
Handsome, rugged styling
HEMI V-8
Towing capacity
Dislikes
Barely usable third-row seats
Choppy ride on imperfect surfaces
Limited rear visibility
Poor fuel economy, even in base-engine models
When Jeep introduced the Commander in late 2005 as a 2006 model, SUV buyers weren't too impressed, causing leadership at DaimlerChrysler to gulp, swallow hard, and wonder if the vehicle was worth the investment. The same holds true now; it's a Jeep that seats seven, but it doesn't seem especially well-designed for the shoppers who want that spacious interior. On a positive note, it manages to project authentic Jeep ruggedness—both in styling and trail ability.
Underneath its skin, the 2010 Jeep Commander is closely related to the Grand Cherokee, but on the outside, it introduces a boxier body and a reconfigured interior over similar components. The boxy shape takes after Jeep tradition, especially following the styling cues left off with the last Cherokee, and has a large, muscular appearance, which is what many SUV buyers still want. It also has an instantly recognizable Jeep face, though you may mistake it for a HUMMER, which also sports a seven-slot grille. Jeep styles the cabin of the Commander in a straightforward fashion. The squared-off dash houses round gauges that bring the boxiness of the exterior to the vehicle's interior and tie the styling together.
Performance for the 2010 Jeep Commander is decent, and Jeep brings back last year's newly introduced 5.7-liter HEMI engine making 357 horsepower and 389 pound-feet of torque. The only other available engine is the base 3.7-liter V-6 (also used in the Liberty) that produces 210 horsepower. However, that's not nearly enough strength for this big Jeep, even with a standard five-speed automatic. The HEMI V-8 features a Multi-Displacement System (MDS), which is supposed to help improve fuel economy. The truth is, the 2010 Jeep Commander still gets lousy mileage regardless of which engine you choose (the 3.7-liter V-6 gets just 15 mpg city). If this alone doesn't deter you from the Commander, go with the big engine; you won't get much worse fuel economy but plenty more grunt.
If you're up for off-road adventures, a range of powertrain and underbody/chassis components can make the beefy Commander nearly unstoppable on trails. Three different four-wheel-drive systems are available, including part- and full-time units, and each for different types of off-roading.
When it comes to comfort, the supportive front seats contrast with the conditions in the rear: cramped legroom in the second row and barely usable third-row seats, thanks to virtually non-existent headroom. Children will find it comfortable until they hit a growth spurt. If anybody is sitting in the back, get used to your exterior mirrors, as rearward visibility is virtually nil. Otherwise, interior materials and trims in the Commander are much better than those in cheaper Jeeps, like the Compass and Patriot, but they're nothing to write home about.
Safety features include side curtain airbags, stability control, and anti-lock brakes. Altogether, they add peace of mind to the Jeep's excellent performance in frontal crash tests—five stars in government trials. The Commander, though, has just a three-star rollover rating, thanks to its bulk and height.
Available options include a rearview camera (standard on Limited models), dual Command View skylights over the second row of seats, a MyGIG hard drive media system, Sirius Backseat TV, Boston Acoustics stereo, and a DVD video system with a new nine-inch rear DVD screen. New developments for 2010 include the axing of the Overland trim level, while the base Sport trim now comes with foglights and third-row seats.
The Bottom Line: The 2010 Jeep Commander is at home on the trail, although its interior and on-the-road comfort leave a lot to be desired.
Other Choices
2010 Jeep Commander buyers may also want to consider:
- Toyota 4Runner
- Nissan Pathfinder
- Ford Explorer
- Honda Pilot
Reason Why:
The Commander commands an advantage off-road, while on-road it's barely competitive. On the trail, the 2010 Commander maintains an advantage over more carlike vehicles such as the Honda Pilot and even the Explorer, though the 4Runner and Pathfinder can be equipped quite well for off-roading. These competitors, however, do offer varying degrees of niceties such as extra room and/or comfort for rear-seat passengers. The Ford Explorer is one of the roomiest in the class with ample space even way in back, while the Honda Pilot offers seating for eight, outdoing the Commander by one, and it has crisp handling and great ride quality. The Nissan Pathfinder's second row is comfortable, but it also has a very tight third row.
Buying Tip
While the 2009 model was available with a midrange 4.7-liter V-8, for 2010 Jeep abandons it; if you had your heart set on that particular engine, it's worth looking at 2009 models.
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2011 Toyota Sienna Preview
TheCarConnection.com's editors have prepared this preview of the 2011 Toyota Sienna from information provided by the manufacturer. Editors will drive the new Sienna soon and will update this preview into a road test summary when first drives are completed.
Likes
New body style
Updated dynamics
Flexible seating options
Dislikes
Second-row seats don't store inside the vehicle
Not as entertaining as Chrysler vans
Too close to Highlander and Venza?
The 2011 Toyota Sienna may be the Japanese automaker's third-generation minivan, but Toyota emphasizes that the new Sienna is becoming more carlike than ever. Available in front- or all-wheel-drive versions, with either a four- or six-cylinder engine and in seven- or eight-passenger versions, the new Sienna will go on sale in February 2010.
Toyota promises the new Sienna will have a more dynamic look. A sharper crease along its shoulders and geometrically bold windows give it an appearance more like the 2009 Toyota Venza crossover. As it merges toward a more carlike look outside, the Sienna's also gained a cabin that's less plain and functional than before. The dash is styled to give the impression of more passenger space, and Toyota says slimmer seats and controls add to the feeling of spaciousness in the new Sienna.
Performance is said to be improved, with more of a driver's dynamic, but the 2011 Sienna carries over the previous generation's wheelbase. Two engines are fitted to the new Sienna: the base 2.7-liter four-cylinder puts out 187 horsepower, while the larger 3.5-liter V-6 churns out 266 hp. Both team with a six-speed automatic for an estimated 19/26 mpg in the four-cylinder Sienna, to 16/22 mpg for the V-6, all-wheel-drive version. The latest Sienna carries over a straightforward MacPherson front strut and independent rear suspension, but electronic power steering is a new arrival. Toyota says it has more direct steering feel, in contrast to the usual impressions of EPS systems from TheCarConnection.com's editors. A special SE edition gets tighter suspension tuning and big 19-inch wheels, along with a lower body.
Though it rides on the same wheelbase, the 2011 Toyota Sienna has a cabin that's two inches longer. The added length allows it to sport some world-class seat travel for its second-row seats--but the Sienna still lacks the second-row in-floor storage found in the Nissan Quest and the Chrysler Town & Country and Dodge Grand Caravan. According to Toyota, the new Sienna has more front seat travel and a lower steering wheel position for a more sedan-like driving position. The second row comes either as a bench or as captain's chairs; the latter configuration offers up 23 inches of seat travel, so the seats can slide from far forward for third-row access, to far back for easier second-row entry and exit. A "lounge seat" option gives second-row passengers footrests for limo-like comfort. The third-row seat folds into the floor to create a flat cargo area, and some versions offer a power-folding function. Toyota's fitted the new Sienna with more in-car storage bins and cubbies, and a sliding console can be shared from between the front-seat and second-row passengers. And even with the third-row seat raised, Toyota says the Sienna will swallow five sets of golf clubs.
Standard safety equipment on the new 2011 Sienna will include dual front, side and curtain airbags; a driver-side knee airbag; traction and stability control; and brake assist. A rearview camera is available.
With five different trim levels and choices in powertrains, the 2011 Toyota Sienna will take in a wide spectrum of minivan shoppers. The base and LE versions can be ordered with either engine, and include standard air conditioning; cruise control; AM/FM/XM/CD audio system; power windows/locks/mirrors; and remote keyless entry. Adding the V-6 to LE Siennas also adds dual sliding side doors; power driver seat; a rearview camera; USB and iPod connectivity; and Bluetooth. The Sienna XLE gets heated front seats, leather upholstery and a moonroof; the Limited model piles on "lounge seating," a power-folding third-row seat; front and rear parking sensors; and a twin moonroof. Options on various models include DVD navigation; a Dual View rear-seat DVD entertainment system with an immense 16.4-inch wide pair of screens; and premium audio.
The Bottom Line: The 2011 Toyota Sienna grows more carlike, leaving the ultimate flexibility and entertainment systems to the competition.
Other Choices:
If you like the 2011 Toyota Sienna, also consider:
- Dodge Grand Caravan
- Nissan Quest
- Honda Odyssey
- Ford Flex
Reason Why:
The 2011 Toyota Sienna competes with some of the company's own crossovers, like the Highlander and Venza. It's also a prime competitor for the likes of the Dodge Grand Caravan, which has a blunt style, a plasticky interior, and a world-class assortment of entertainment and storage options, including in-car satellite TV and folding, swiveling second-row seats. The Nissan Quest's seats fold into the floor, too. The Honda Odyssey is like the Sienna with only a removable second-row seat, but it's a reasonably crisp-handling vehicle with a great powertrain. The Ford Flex is an interesting option for minivan shoppers: it has amazing adult-sized seating inside, with a hip, boxy style and no sliding side doors, but regular front-hinged ones.
Buying Tips:
If you're studying the new 2011 Toyota Sienna, you should also test drive the company's Venza crossover. For those who truly need seven-passenger seating, there's also the big Highlander crossover.
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Lincoln MKS, Ford Flex Are Tops In Nav-System Satisfaction
Happy with your nav system? So are a lot of Lincoln MKS and Ford Flex owners. The Clarion-supplied navigation systems in those vehicles have the most satisfied customers. Also ranking high are the systems in the Acura TL (Pioneer), Ford F-150 (Clarion), and Porsche 911 (Harman/Becker).
Toyota's Denso-supplied nav system placed low on the list--verified across many models--as did the Denso system in the Jaguar XF. The Subaru Forester (Kenwood) and Toyota Prius (Aisin AW) ranked very low, while the Toyota Avalon (Denso) ranked at the bottom. We should note that the 2010 Toyota Prius has been completely redesigned, with a different nav interface than the 2009 model that's referred to in the study.
We've driven a lot of vehicles with navigation systems, and from this we can say that there's a dramatic difference in ease of use. Features like live traffic updates and dynamic rerouting can help reduce driving stress and overall safety and convenience.
"Among the 10 navigation systems with the highest levels of customer satisfaction, all of them have real-time traffic capabilities, and a majority are equipped with voice recognition--underlining the positive effect these advanced features have on overall navigation system satisfaction," said Mike Marshall, director of automotive emerging technologies at J.D. Power and Associates, in a release from the company.
The interface is a big part of it, too, no doubt. Some systems rely on clunky interfaces for entering addresses, while others require you to negotiate through submenus that are less than intuitive. Voice commands are offered on a wide range of systems but we've only been happy with a few of them.
In just a few years, navigation systems surged in popularity, mainly thanks to those live-traffic features and integrated hands-free and audio connectivity. In fact, they've become a must-have for many new-car shoppers. In the study, 39 percent said that they would have looked elsewhere if a nav system hadn't been available. "Integrating and delivering advanced user-facing technology in vehicles will continue to gain importance among manufacturers fighting for market share," commented Marshall.
Nav systems, also, are being used a lot more than they were just a few years ago. According to the study, more than half said that they used their nav system at least one to two times per week. About four out of five respondents in the study thought that their current nav system was performing at the same level or better than their previous one.
Most heavy users of nav systems have likely had times when the nav system commands you to make a turn that's not permitted, or to take an exit or roadway that doesn't exist. One quarter of respondents have had it with outdated map information, believing that annual updates are necessary and willing to pay an average of $57 for it.
Updating most nav systems today is more fuss than it's worth; while the fussier DVD-based systems more common a few years ago required buying a new data disc, newer hard-drive-based systems generally require a trip back to the dealership for updates. We predict that the first automaker to master an automatic live-update system will have some very satisfied customers; in the meantime, look for nav systems to be offered at lower prices, on a wider range of vehicles. They're no longer just for luxury cars.
The 2009 Navigation Usage and Satisfaction Study was conducted in October and is based on 16,939 owners with recently purchased or leased 2009-model-year vehicles, all with factory-installed nav systems.
| Permalink:Lincoln MKS, Ford Flex Are Tops In Nav-System Satisfaction | |
2010 GMC Yukon-XL-Denali
Editors at TheCarConnection.com have driven the GMC Yukon range to bring you this hands-on road test. Editors have compared the Yukon with other full-size SUVs to help you in the shopping process, and TheCarConnection.com has produced a companion Full Review that condenses quotes from around the Web into a comprehensive guide to the new Yukon.
Likes
Upscale looks
Refined interior
Powerful acceleration
Hefty towing ability
Dislikes
Poor fuel economy
XL's big turning circle
Third-row seats are tight, tough to reach
Third-row seat doesn't fold flat
The imminent arrival of electric vehicles and plug-in hybrids might lead you to believe that full-size SUVs are a thing of the past. Not true: GM builds many of the big profit-making machines, and with the GMC Yukon / XL / Denali lineup, it sells one of the best full-size utes on the market. Similar to the Chevrolet Tahoe and Suburban, as well as the Cadillac Escalade, the Yukon range gets distinctive styling inside and out, a luxurious Denali trim, and a Yukon Hybrid model covered separately. With a base price of $38,000 that rises to more than $56,000, the Yukon competes with the Chevrolet Tahoe and Suburban, the Cadillac Escalade, the Ford Expedition, the Lincoln Navigator, the Infiniti QX56, and the Toyota Sequoia.
The Yukon lineup hasn't changed much since the revamped versions arrived in the 2007 model year. They're handsome machines, with good proportions and a minimum of unnecessary detailing. A big GMC grille is framed simply by tall headlamps, and big windows are in good proportion to the Yukon's tall side metal. Yukon XL are 20 inches longer than standard Yukons, and the extra length goes right into the rear windows and metal, which takes the shape out of balance, but it's still nicely drawn. The Yukon's interior has slight differences depending on seating configuration; six-seat versions have a high dash without a center console, while five-seat versions get a wide center storage console. Either shows off a quantum leap in interior quality and styling for the big SUV. There's a wide swath of wood grain trim on some versions, softly rounded corners with tight-fitting, tightly grained plastics, with options for fine leather seats. Denali versions add more luxury touches, like a honeycomb grille up front and Nuance leather and chrome details to the cabin.
With two body styles, three trim levels, and three basic engine variants, the Yukon's performance envelope could be unmanageable-but all versions have good acceleration and ride quality, light steering, and little if any handling feedback (they're huge trucks, after all), as well as pretty dismal fuel economy. Standard-issue 2010 GMC Yukons offer a standard 5.3-liter V-8 with 320 hp in the shorter Yukon and 310 hp in the longer Yukon XL. Both of the smaller V-8s have plenty of torque to move the Yukon with authority, even with a full load, and fuel economy is quite respectable for such a huge vehicle, with ratings of 14/20 mpg from the EPA. A special Yukon XFE edition has the same power output as the smaller base SUV, but with a taller transmission final-drive ratio for better fuel economy, at 15/21 mpg. The Yukon XL and both Denali editions offer a 403-hp, 6.2-liter V-8, as an option on the XL and standard on either the Yukon Denali or the Denali XL. It's the pick for the toughest towing demands and accelerates smartly with a rich engine note, but mileage will only reach 12/19 mpg at most, even with new cylinder-deactivation technology applied. There's plenty of reserve power for hills, quick passing maneuvers, and full loads.
A single six-speed automatic transmission is offered across the Yukon lineup. In all applications, the six-speed automatic shifts smoothly but responsively. All Yukon SUVs can be ordered with available four-wheel drive. A single-speed transfer case system is standard on Yukons; a two-speed transfer case is an option on Yukon and Yukon XL; and Denali editions come with on-demand four-wheel drive. On all versions, the steering feels light but not communicative, and bumps are positively smothered by the massive curb weight and big coil-spring suspension. The GMC Yukon Denali models all get GM's Autoride electronically controlled damping system, which does a great job bringing good ride comfort and decent steering response through the big 20-inch wheels. Overall, the Denali isn't tremendously maneuverable, but it handles surprisingly well on back roads; you'll quickly forget that you're piloting a 6,000-pound vehicle that can tow up to 8,600 pounds.
Two different body styles both have plenty of room for five or six passengers in the 2010 Yukon-and the stretched Yukon XL can carry an astounding amount of stuff. The standard 2010 GMC Yukon rides on a 116-inch wheelbase, with an overall length of 202 inches. The extended-wheelbase 2010 Yukon XL Denali model adds about 20 inches of overall length and 14 inches of wheelbase, which goes to a more accessible third row and larger cargo capacity in back. That brings its total length up to 222 inches (more than 18 feet), which many city dwellers or even those who frequent shopping malls might find too large to fit easily into conventional parking spaces. Several seating configurations are offered on the 2010 GMC Yukon; in front, the seats are very generously sized and supportive, with a good view of the road ahead. The first two rows can be equipped with bench seats or buckets (called captain's chairs here); a third-row bench seat is standard on Yukon XL models and available on the Yukon. The Denali comes with captain's chairs in the first and second row, with a second-row bench seat offered as a no-charge option. A third-row bench seat has seating for up to three more in back, but in any Yukon, the third-row seat is a bit difficult to clamber into. With the third row removed and the second row folded, the Yukon XL has a huge 137.2 cubic feet of cargo space, and there's still respectable room for cargo with people in all three rows. Keep in mind that in the standard-length version, there's very little space behind the last row; it has 108.9 cubic feet with the second and third rows down, but just 16.9 cubic feet with the third-row seat raised.
Safety features and good crash-test scores are a highlight of the 2010 Yukon lineup. The Yukon gets five-star ratings from NHTSA (National Highway Traffic Safety Administration) in both front and side-impact crash tests, though it earns only a three-star rollover rating. To help make up for that, its StabiliTrak stability control system includes rollover mitigation. The IIHS (Insurance Institute for Highway Safety) has not yet tested the big GM utes. Standard safety equipment includes dual front, side, and curtain airbags; traction and stability control; OnStar; and tire pressure monitors. A blind-spot warning system is available on all Yukons; also optional on the base Yukon and Yukon XL are a rearview camera, rear parking sensors, and power-adjustable pedals, all of which are standard on Denali editions.
Workhorse editions of the 2010 GMC Yukon can be ordered fairly stripped-which still includes power features, air conditioning, and an AM/FM/CD/MP3 player with an auxiliary and a USB port-but Denali versions approach Cadillac levels of luxury features. Other standard features on the Yukon include XM satellite radio; Bluetooth; steering-wheel audio controls; cruise control; and 17-inch wheels. Options include a rear air conditioner; a DVD navigation system with voice controls; a DVD rear-seat entertainment system; leather upholstery; a Bose premium sound system; real-time traffic; remote starting; 115-volt power outlets; power heated front seats; ventilated front seats; and a sunroof. Denali editions come absolutely loaded with luxury and convenience features, including tri-zone automatic climate control, a power-folding second-row seat, parking sensors, and remote starting. The Denali also gets a standard Bose Centerpoint surround-sound system with 10 speakers and XM Satellite Radio, as well as ventilated seats up front and a heated second-row seat. Denali options include the DVD navigation and entertainment systems, a sunroof, and power-retractable assist steps.
The Bottom Line: The 2010 GMC Yukon Denali gives the moneyed truck aficionado a luxurious, comfortable way to pull thousands of pounds of lifestyle accessories.
Other Choices:
If you're interested in the 2010 GMC Yukon Denali, also consider:
- Cadillac Escalade
- Ford Expedition
- Lincoln Navigator
- Nissan Armada
- Toyota Sequoia
Reason Why:
Among full-size SUVs, the Yukon lineup has competition within GM itself. The Cadillac Escalade is a glitzier cousin and uses the top Denali powertrain. The Ford Expedition is positioned exactly on top of the Yukon and Yukon XL, with a duo of V-8 engines and heavy-duty versions paired with short- and long-wheelbase versions, while the Denalis have some competition in the form of the Lincoln Navigator and Navigator EL-both handsomely styled, with a cockpit bathed in LED lighting and a 1960s flair. From Toyota comes a Sequoia with a single body style and a powerful V-8, but controversial styling. And though Nissan also offers an Infiniti QX56 seven-passenger SUV, the Yukon lineup is priced more closely against the less-expensive Nissan Armada, which got a nice new interior last year and continues for 2010, despite Nissan's uncertain plans for future full-size trucks and SUVs.
Buying Tip
If it's mostly people-hauling you plan to do and you're not in love with the Denali's imposing look, you might want to consider the smaller, more carlike GMC Acadia. It can seat seven, and it's considerably more fuel-efficient, while remaining nearly as spacious as the Yukon.
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2010 Chevrolet Silverado 1500 / Silverado Hybrid
TheCarConnection.com's editors have driven the latest version of the Chevrolet Silverado 1500 and the recently added Hybrid edition to bring you their expert opinions on its performance, styling, and features. Editors have compared the Silverado to other full-size trucks and compiled a companion full review that gives you a comprehensive look at other opinions from around the Web.
Likes
Hybrid's class-leading mileage
Seemingly endless configurations
A workhorse, even in high-end trim
Smooth ride and crisp handling
Big payload and towing numbers
Dislikes
No factory bedliner
Doesn't look as rugged as it is
Price creep
From work truck to luxury hauling appliance, the 2010 Chevrolet Silverado 1500 and Silverado Hybrid suit a lot of truck buyers. It's a perennial best-seller, and even in these days of frugality, the Silverado is a good choice for truck buyers who don't need to splurge, but may want to. Like the tough competition, the Silverado is available in a seemingly endless variety of configurations; buyers can choose from two interior designs, four gas engines, one gas-electric drivetrain, two automatic transmissions, one two-mode hybrid transmission, and three cab styles. With its great payload and towing capabilities, the Silverado is versatile enough to serve the needs of Midwest farmers and suburban hipsters alike. It competes with the Toyota Tundra and Nissan Titan, but even more closely with the Dodge Ram, the Ford F-150, and the similar GMC Sierra. (TheCarConnection.com does not review the heavy-duty Silverado 2500, 3500, or 4500.)
Back in 2007, GM completely renovated the Chevy Silverado to great effect. The body design was simplified and cleaned up, and a larger bowtie grille was fitted to the front end. It's still a good-looking truck, though it's not as distinctive as the Dodge Ram-or as controversial as the Toyota Tundra or the Nissan Titan. The look is aging well, and this year there are no cosmetic changes save for some revised door-panel trim. In the cabin, the Silverado wears two styles; "pure pickup" versions have a high dash with low-gloss black plastic and no center console for three-across seating. Upscale LTZ versions get a wide console, bands of wood grain trim, and metallic-painted pieces that look far richer and more appealing. It's almost carlike compared to the more upright design on base versions, which also get larger door handles and controls to make operation easier for big hands with gloves. Both interiors share large, clearly marked gauges and soft blue backlighting, a meaty steering wheel, and humongous cup holders tucked either into the dash or the fold-down armrest, or molded into the console.
Powertrain performance and hauling capability are where the Silverado lineup shines. It's one of the easiest full-size pickups to drive, with more communicative steering than other trucks and a wide range of refined, responsive engines. The engine lineup includes a 195-horsepower, 4.3-liter V-6 in the stripped-down base truck; a flex-fuel, 302-hp 4.8-liter V-8; a flex-fuel 5.3-liter V-8 with 315 hp and cylinder deactivation for improved fuel economy in XFE models; and a 6.2-liter, 403-hp, flex-fuel V-8 in top-line LTZ Silverados. The base V-6 and base V-8 are teamed with a four-speed automatic; all other versions have a six-speed automatic that shifts very smoothly, helps achieve better fuel economy, and cuts down on noise. The Silverado gets from 15/22 mpg in the XFE to 12/19 mpg in top versions. The 5.3-liter is TheCarConnection.com editors' pick, as it has plenty of power for most needs without much lower fuel economy than the base V-6. The lineup also is offered with either rear- or four-wheel drive-with a single-range transfer case this year, while dual-range 4WD is now an option-or on top versions, electronically controlled four-wheel drive. The most capable Silverado can tow 10,700 pounds with an available package, leaving it just 600 pounds shy of the most rugged Ford F-150.
The Chevrolet Silverado Hybrid is a vastly different beast. Its advanced two-mode hybrid powertrain starts with an all-aluminum 6.0-liter V-8 featuring variable valve timing and cylinder deactivation, to which GM adds an electrically variable transmission (EVT) with two electric motor/generators and four fixed-ratio gears, as well as a 300-volt nickel-metal-hydride battery pack. In all, the hybrid system is rated at 332 horsepower and 367 pound-feet of torque, which pushes EPA fuel economy to 21/22 mpg for two-wheel-drive models, and 20/20 mpg with 4WD.
Performance feels like that of the 5.3-liter V-8 engine, except for the almost absurd smoothness and quietness as the Silverado runs up to 27 mph on battery power alone. The Silverado Hybrid's brakes are powerful and recapture energy to charge the batteries; even saddled with more weight, the Hybrid tows 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.
In either the Silverado 1500 or the Silverado Hybrid, there's ample space and comfortable seats across the front. Either a bench or bucket seats are fitted; with the bucket seats comes a center console with an agreeably styled dash, big gauges, and big controls that can be operated when wearing gloves. Buyers can choose a regular cab with almost no room behind the front seats, an Extended Cab with space for tools and gear, or a Crew Cab for three-across adult seating. The stadium-style rear seat on Crew Cabs has a 60/40-split design and can be folded up for more cargo space. For extra versatility, either section of the split seat can be stowed independently, allowing room for both cargo and a rear-seat passenger, and the rear access doors on extended-cab models open 170 degrees. The Hybrid's much the same as the standard Crew Cab; the backseat is compromised a bit since the battery pack is stored under the second-row bench. Seat comfort isn't affected, but the underseat storage is consumed by batteries. Across the Silverado 1500 / Hybrid lineup, bed sizes range from 5'8" on Crew Cabs and Hybrids; 6'6" on all versions except the Hybrid; and 8' on all versions except the Hybrid.
Safety ratings for the 2010 Silverado 1500 and Hybrid are good, thanks to a five-star rating from NHTSA (National Highway Traffic Safety Administration) for front-impact protection. The agency has not completed side-impact tests. The IIHS (Insurance Institute for Highway Safety) has tested both angles and rates the Silverado as "good" for front-impact protection and "acceptable" for side-impact protection, which is aided by newly standard side and curtain airbags across the Silverado 1500 lineup. Other standard equipment includes anti-lock brakes, stability and traction control, OnStar, and tire pressure monitors. A rearview camera is available, as are power-adjustable pedals.
At a base price of about $21,000, the 2010 Chevy Silverado 1500 can be ordered in very basic work-truck form, with only an AM/FM radio that can even be deleted, vinyl seats, roll-up windows, and manual door locks. At the other extreme, the Silverado can be fitted with a huge variety of options, including Bluetooth connectivity; XM and NavTraffic; OnStar with navigation; a DVD navigation system; leather upholstery; a power sunroof; a power sliding rear window; and all sorts of cargo tools and snap-ons to make the bed work harder. Silverado Hybrid pickups start from about $39,000 and come equipped in a simpler cloth-seat version with dual-zone climate control; remote keyless entry; and steering-wheel audio controls. There's also a $48,000 leather-lined edition with Bluetooth, DVD navigation, and a high-end audio system with XM NavTraffic. USB connectivity has been added to most Silverado audio systems for 2010.
The Bottom Line: The 2010 Chevrolet Silverado 1500 and Silverado Hybrid honor their work-truck roots, but know how to play up to rich folk.
Other Choices
If you like the 2010 Chevrolet Silverado, also consider:
- Toyota Tundra
- Nissan Titan
- Dodge Ram
- Ford F-150
- GMC Sierra / Hybrid
Reason Why:
Full-size pickups have been hit hard by the recession and new fuel-economy rules. No brands are more aware of this than Toyota and Nissan. The Toyota Tundra was new for 2008 and hasn't sold well; its unusual styling debuted not much before the financial crisis unfolded and killed half of all truck sales. Nissan's Titan simply failed to launch-introduced a few years back, sales are tottering below 20,000 units, despite its rorty V-8 engine and factory-outfitted bed options. The real competition for the big Chevy is GM's own, nearly identical GMC Sierra; the Dodge Ram, which rides smoothly and has a standout style, inside and out, to go with hugely capable towing and hauling numbers; and the Ford F-150, which claims to have the highest towing numbers in the land, though they're teamed to a dullsville look that's relieved somewhat by a luxe interior.
Buying Tip
GMC dealerships score consistently higher in customer satisfaction than Chevrolet dealerships, and since the GMC Sierra is nearly the equivalent model to the Silverado, you might want to take a look over there.
| Permalink:2010 Chevrolet Silverado 1500 / Silverado Hybrid | |
