2011 Porsche Panamera, Cayenne: Greener With Auto Start Stop
When you're sitting at a stoplight or stuck in traffic—and you're lucky enough to be behind the wheel of a new 2010 Porsche Panamera or 2011 Porsche Cayenne—you might notice the engine ever so smoothly shut off.
Yes, it's supposed to do that; the feature is called Auto Start Stop. But unless you've driven a hybrid, like the Toyota Prius or Ford Fusion Hybrid, for example, you're probably not very familiar with the idea, or the sensation.
To newbies, it can be a little disconcerting. Will the engine restart quickly enough when you need it? Will the air conditioning and all the accessories work seamlessly? And is the system robust enough to handle potentially hundreds of starts and stops in a particular day? The answer to all those questions is yes.
Big in Japen, sought-after in Europe
In more fuel-economy-minded Europe and Japan, the word is out that start-stop systems can save a lot of fuel in gridlock. There, they've already become quite common, especially in upscale yet fuel-efficient vehicles, with BMW and Mazda among several brands becoming leaders in installation.
While lots of automakers have been talking about start-stop—for years, now—Porsche is the first automaker to widely deploy this green feature in the U.S. in its non-hybrid vehicles—including the high-performance Turbo V-8 variants.
It's tough argument for economics alone, as start-stop doesn't boost the Panamera's EPA fuel economy ratings, but in real-world driving in especially congested stop-and-go conditions or through long series of unsynchronized traffic lights it might reduce fuel consumption (and the emissions from idling) by five percent or more.
The U.S. version of Auto Start Stop on 2010 Panamera models defaults to the 'off' position, and each time you start the sport sedan you need to rearm the feature by pressing the button—something that very few drivers—even if they intend to use the system and save fuel—are going to remember.
2011 models will remember your preference
In the 2011 Panamera that's now already on sale, as well as in the 2011 Porsche Cayenne models, that clunky arrangement changes. Start-stop will now return to its last mode of operation—activated or deactivated—as soon as you start the vehicle, and it will remember multiple modes for different users/keys.
We had the chance to take notes on Auto Start Stop and put it through the paces in both the new Panamera V6 and Cayenne V6. But it's a difficult feature to pin down or explain simply. Sometimes you'll be at a stoplight and the engine will stop; other times in seemingly identical conditions it won't; and sometimes the engine turns off a while after you stop or a while before you take off from the light. According to Porsche, start-stop has a total of 56 variables that affect when start-stop temporarily turns the engine off, and for how long—everything from engine temperature and battery drain to recent driving style.
No matter how abruptly you lift off the brake pedal, the engine starts smoothly, almost without a shudder. How are restarts also so seamless? A Porsche official explained that the start-stop system uses data from the crank position sensor and actually primes the fuel injector for the next cylinder to help assure a quick, smooth start.
If your everyday commute involve lots of idling, yet a Hybrid doesn't quite match what you want, one of these Porsches might be just the ticket for going just a little bit greener.
This story originally appeared at The Car Connection
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2010 Lincoln Navigator Bottom Line
TheCarConnection.com's editors took the wheel of the Lincoln Navigator to bring you their expert take on the big SUV, and supplement that with the highlights of the Web's best reviews to bring you a comprehensive picture.
Likes
Sophisticated American styling
Roomy, comfortable third row
Quick-shifting six-speed automatic
Ride and handling
Dislikes
Intrusive engine noise
Sluggish overall performance
Poor outward visibility
With over a decade on the roads and through several updates, the Lincoln Navigator is still as large and stately as ever, though some reviewers find the overall appearance a bit on the "bling" side of attractive. More upscale than the Ford Expedition, the Navigator is quiet and comfortable inside. Design and function of all the interior's core elements are good, and Lincoln's unique gauges are a fun touch.
Power for both 2010 Lincoln Navigator models comes from a 300-horsepower, 5.4-liter V-8 engine that drives either two or four wheels through a six-speed automatic transmission. Hauling is second nature to the Navigator, with a maximum tow rating of 9,100 pounds.
Handling is solid and stable, though it's a large SUV, not a sports car. The size and 6,200-pound curb weight of the vehicle also tax the 5.4-liter V-8 engine at times compared to other vehicles in the class. Shifting is slick and easy, though, turning low revs at highway speeds to reduce engine noise. Body roll is what you'd expect from a big, heavy SUV, but four-wheel independent suspension helps provide a smooth ride.
Seating is comfortable throughout, even in the oft-compromised third row. Power fold capability means the third row can be quickly and easily stowed when not in use, and as one of TheCarConnection's editors note, the power fold feature can be used to scoot faraway cargo toward the rear, as it moves the cargo aft when unfolding the seats.
Safety is a strong point with the new Navigator, rating five stars in front and side driver and passenger ratings with the National Highway Traffic Safety Administration (NHTSA). Rollover ratings, despite the Roll Stability Control system, are lower at just three stars for the two-wheel-drive models and four stars for the four-wheel-drive models. Standard safety equipment includes safety canopy and side impact airbags; child tether system; Lincoln's Personal Safety System with safety belt pre-tensioners, load-limiting retractors, dual-stage front airbags, driver seat position sensor and crash severity sensor; and SOS post-crash alert system.
Two models are available, the Navigator and Navigator L; the latter is 14.7 inches longer than the standard model. The Navigator L also features 24.5 cubic feet of extra cargo capacity compared to the Navigator, which clocks in at 18.2 cubic feet total with the seats up. Fold the second- and third-row seats down and that figure grows to 103.5 cubic feet for the Navigator and 128.2 cubic feet for the L.
Improvements for 2010 include the addition across the range of the new SYNC and Sirius Travel Link features, plus Standard Trailer Sway Control as part of the AdvanceTrac stability system and MyKey technology, which allows Navigator owners to limit top speed and radio volume even when they're not in the car-and all are standard. All are also available on either the standard Navigator or the longer L. Other features introduced last year include a rearview camera system, rain-sensing windshield wipers, EasyFuel capless fuel fill, Front Park Assist, and heated second-row seats.
Other 2010 upgrades and options include standard power-deployable running boards to ease ingress and egress, as well as leather-trimmed seats.
The Bottom Line: The 2010 Lincoln Navigator is a well-rounded, full-size SUV offering both luxury and performance.
Other Choices
If you're interested in the 2010 Ford Expedition, also consider:
- Infiniti QX56
- Lexus LX 570
- Land Rover Range Rover
- Mercedes GL-Class
- Cadillac Escalade
Reason Why
The 2010 Lincoln Navigator is a tech-laden large SUV with more aggressive styling than the Lexus or Infiniti offerings. Mercedes' GL-Class is a tough vehicle to beat, though, if you have the scratch to spend. The Land Rover Range Rover isn't as large as the Navigator, but it has serious off-road ability and drives better on-road, too. Cadillac's Escalade is the Navigator's most direct competition, and GM's offering is a bit ahead of the big Lincoln in terms of engine power and interior appointments. The Navigator still comes out ahead on the whole against the Caddy, however, with better handling, a more functional third-row seat, and lower price.
Buying Tip
The Navigator L is the best choice if you need to put adults in the third row. It also has more cargo space, but be sure you can find a place to park it!
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2010 Nissan Titan Bottom Line
To see how the 2010 Nissan Titan measures up against the competition, the editors of TheCarConnection.com have driven the Titan on- and off-road and present their overall assessment. Then TheCarConnection.com has also read other reviews, handpicking highlights that might help you make a smart buying decision.
Likes
Power and acceleration
Cargo-friendly features
Comfortable cabin and ride quality
Dislikes
Road and engine noise
Fuel economy
Lacks a lower-priced V-6 model
Thanks to styling that resists the almost identical cues used by other major truckmakers—along with a strong V-8 engine—the Titan stands out from the crowd. Yet those same attributes give the Titan limited appeal; while other full-size pickups try to be everything to everyone, with special focused models for all sorts of work and play, the 2010 Nissan Titan offers just one engine and a limited lineup that's aimed more at casual, recreational users than the hard-hat crowd, though there are some innovative features.
When the Nissan Titan was first introduced in 2004, it forged a new design direction and escalated a race toward "macho" styling we've seen in pickups over the past decade. The Titan broke through with an aggressive, upright appearance that included flared fenders combined with bright chrome details and clean side styling to give it a look that doesn't seem all that out of place in the city. It still looks fresh from the outside, but the same can't be said inside, where the instrument panel in particular looks dull and plasticky compared to newer designs.
All 2010 Nissan Titan models come with a powerful 5.6-liter DOHC V-8, rated at 317 horsepower and 385 lb-ft of torque and mated only to a five-speed automatic transmission. The engine provides strong acceleration and works very well with the standard five-speed automatic transmission. But fuel economy is poor; the combination gets ratings as low as 12 mpg city, and TheCarConnection.com has seen even worse numbers in real-world driving. The upside is that Titan models can tow up to 9,500 pounds with the King Cab and 9,400 pounds with the Crew Cab. Another strength is that on the road, the Titan somehow feels smaller than it is; it maneuvers reasonably well at low speed. Nearly all models are offered with rear-wheel drive or four-wheel drive, except PRO-4X off-road variants.
The cabin of the 2010 Titan is roomy and comfortable, with good seating for four full-size adults in Crew Cab versions. Shorter drivers will appreciate the power-adjustable pedals. But interior materials leave a lot to be desired; the drab look and feel of the interior plastics is tough to get over—particularly if you've tested other trucks in this class—but overall the interior is very functional, with lots of storage spaces for smaller items. Although the engine note is a bit too loud for some tastes, the Titan rides comfortably for a truck, with very little road or wind noise.
Although some might not get past the single-powertrain lineup, the Titan lineup includes four models (XE, SE, PRO-4X, and LE) and two body styles (King Cab and Crew Cab), as well as four bed sizes (5'5", 6'5", 7', and 8') and two wheelbases that go with these lengths, so you have plenty of combinations to choose from. Ford, Chevy, and Dodge still offer much larger ranges, including heavy-duty versions and more fuel-efficient models.
A full range of airbags is available on the 2010 Titan, along with anti-lock brakes and electronic stability control. The Titan gets "good" crash-test ratings in frontal tests from the IIHS, but achieves only a "marginal" rating in side impact and an "acceptable" rating in rear impact; additionally, it gets four- and five-star frontal ratings from the federal government.
Especially of interest is the off-road-focused PRO-4X, which includes heavy-duty components, tow hooks, Rancho shocks, off-road wheels and tires, a lockable storage box and locking tailgate, and a full-size spare. Options include a Bluetooth Hands-Free Phone System; an XM Satellite Radio tuner; a heated, leather-appointed bench seat; a revised center stack; and a larger, 8.0-inch DVD screen (up from 7.0 inches). An available Max Utility Package combines towing and bed-utility features, and for 2010, there's a new SE Value Truck Package that adds Bluetooth, captain's chairs, a power driver's seat, and fog lamps.
The Bottom Line: The 2010 Nissan Titan performs well and has a comfortable interior, but its appeal is more limited than the full-line full-size trucks from the Big Three and Toyota.
Other Choices:
If you're interested in the 2010 Nissan Titan, also consider:
- Ford F-150
- Chevrolet Silverado 1500
- Dodge Ram 1500
- Toyota Tundra
Reason Why:
Overall, the 2010 Nissan Titan offers fewer powertrain and equipment combinations than other leading full-size pickups. Although with a V-8 and some cargo-friendly features like the lockable cargo box, the Titan is appealing for personal use, but it's not a favorite of fleets and hard-hat wearers. If you like what the Nissan has, then this doesn't matter. The 2010 Ford F-150 and Chevy Silverado are the two with the largest number of variations for every sort of use. The Ford has an excellent interior, especially for those who work out of their trucks, while the Chevy has excellent ride and handling attributes, plus good fuel economy. And just redesigned this past year, the Dodge Ram has much-improved ride and handling. Yet another option is the Toyota Tundra, which has perhaps the toughest, most imposing styling in the group, plus a very stylish cabin.
Buying Tip
If the fuel economy figures are tough to get past, you might consider the smaller Nissan Frontier, which does just fine with a V-6.
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2010 Chevrolet Cobalt Bottom Line
TheCarConnection.com has combed through a range of reputable reviews relevant to the 2010 Chevrolet Cobalt to bring you the most useful information. Then, here in this Bottom Line, the editors of TheCarConnection.com have included their driving impressions and advice in considering the Cobalt versus other compact cars.
Likes
Great fuel economy
Quiet cabin
Smooth ride
Good performance from SS model
Dislikes
Subpar finish
Lacks some safety features
Cramped backseat
Limited storage inside
Handling
Chevrolet's line of compact cars includes a range of sedans and coupe, with offerings ranging from economical base models to sporty SS variants. The SS is the highlight of the lineup, but it's offered only as a coupe. All models now inherit the improvements of the fuel-efficient XFE model that was introduced last year, but their rather conservative styling and drab, basic interior continues unchanged.
Unless opting for the sporty SS, all of the models in the 2010 Chevrolet Cobalt lineup are quite forgettable with regard to the driving experience. A total of four trim levels are offered on the 2010 Chevrolet Cobalt: Base, LS, LT, and SS. The first three feature a 2.2-liter four-cylinder engine that produces 155 horsepower. Don't expect the base versions of the 2010 Chevrolet Cobalt to be sporty, but they do make for a good daily commuter. The naturally aspirated 2.2-liter engine is a little short on power, but the handling isn't too bad until you need to corner in a hurry. Once you do, the Cobalt's electric power steering provides you with muted feedback that makes for a rather detached driving experience, although the ride quality is good with the softer suspension calibration. Fuel economy is a bright spot, as the 2010 Chevrolet Cobalt gets 25 mpg city, 37 highway.
The 2010 Chevrolet Cobalt SS, on the other hand, feels like a completely different car to the rest of the range. Its 2.0-liter turbocharged engine, similar to the one in the now defunct Pontiac Solstice GXP, churns out a healthy 260 horsepower and offers plenty of real-world performance. The SS takes only 5.7 seconds to get to 60 mph from rest and comes standard with Brembo front brakes, stability control, side airbags, and a sports body kit. A limited-slip front differential and sport pedals are optional for the SS—a rarity for this segment.
Especially when compared to the alternatives, the interior of the 2010 Chevrolet Cobalt looks and feels rather dated. You'll assume a strangely reclined driving position is assumed due to the oddly proportioned seats. The backseat also sports unusual dimensions, but space for backseat passengers is good and the seatbacks can be folded down, increasing trunk space significantly.
The 2010 Cobalt is just adequate with respect to safety, and it lacks some vital features. All Cobalts come with full-length side-curtain airbags as standard, but ABS brakes are optional on all models below the SS and 2LT, and electronic stability control isn't offered, except on the SS. Crash tests by the IIHS and NHTSA yield barely acceptable results for frontal crashes and acceptable for side collisions.
Base models of the 2010 Chevrolet Cobalt don't come with much. Air conditioning is optional, as are cruise control and most power accessories. LT models add much more, including keyless entry, upgraded audio, alloy wheels, and upgraded front seats. For 2010, the Sports Appearance Package, previously known as the Performance Appearance Package, is also available on the LT coupe. The package includes a rear spoiler, 17-inch aluminum wheels, a stainless-steel exhaust with chrome tips, fog lamps, white-face gauges, and a leather-wrapped steering wheel and shifter knob, plus steering wheel controls and Bluetooth connectivity.
The Bottom Line: There's not much to recommend on the 2010 Chevrolet Cobalt, though it does have good fuel economy and a reasonably comfortable interior.
Other Choices
If you like the 2010 Chevrolet Cobalt, also consider:
- Ford Focus
- Nissan Sentra
- Honda Civic
- Hyundai Elantra
- Toyota Corolla
Reason Why:
The Cobalt has an acceptable ride, but when compared to almost all of its rivals, most of which have been redesigned in the past couple of years, it's difficult to make a case for it. For example, the Honda Civic and Ford Focus offer the same variants, such as coupe or sedan versions, and provide better handling in comparison. The redesign in both also yields more modern, attractive interiors with the only drawback being the Honda Civic's slightly cramped rear compartment. Other than these two, even the Corolla, Sentra, and Elantra have more desirable and better-equipped interiors, as well as a better all-around feel.
Buying Tip
The Cobalt unfortunately has one of the lowest rates of satisfaction of all the cars in its class, as well as relatively low resale values. Take a long test drive, and expect to get a deal, as it's in its last year of production, to be replaced by the new Cruze.
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2010 Porsche Cayman
TheCarConnection's editors have driven the Cayman to bring you their firsthand impressions in the Bottom Line, and TheCarConnection.com has compiled the best reviews around the Web to bring you a comprehensive range of views on the 2010 Porsche Cayman and Cayman S.
Likes
Sonorous flat-six engine
Nimble handling
Good cargo space, thanks to mid-engine layout
Fair fuel efficiency
Dislikes
Cabin noise
Not enough bolstering on side supports
Options can drive the price skyward quickly
Last year, Porsche introduced a second-generation Cayman with a host of mechanical changes. For 2010 the Porsche Cayman stays largely the same. Situated between the 911 and the Boxster in the brand's lineup, the Cayman shares much of its underpinnings with the Boxster roadster. Exterior changes carried forward from last year include upgrades to the exterior with redesigned front and rear panels that accommodate larger halogen headlights and LED tail lights.
The 2010 Porsche Cayman is powered by a 2.9-liter engine rated at 265 horsepower. Upgrading to the Cayman S boosts engine displacement to 3.4 liters and, thanks to the addition of direct injection, 320 horsepower. That's enough oomph to give the Cayman S a power-to-weight ratio of 9.3 pounds per horsepower. Despite the ready performance figures, the Cayman isn't a gas guzzler, due in part to its relatively low weight. New last year was the addition of a seven-speed dual-clutch transmission called the Porsche Doppelkupplungsgetriebe, or PDK. A standard six-speed manual transmission is also available. Porsche rates the Cayman S's acceleration at 5.1 seconds to 60 mph with the manual transmission, and 5.9 seconds for the standard Cayman. Top speed for the S model is a heady 171 mph. An optional Sports Chrono package with launch control shaves that 0-60 mph time to 4.9 seconds for the Cayman S. These numbers do little to describe the sheer pleasure of the sound of the Porsche boxer engine, however.
The optional Porsche Active Suspension Management (PASM) allows the driver to tune the car's handling to suit the application, ranging from Normal to Sport for city and spirited driving, respectively. Regardless of whether you choose the PASM or the Cayman or Cayman S model, the fundamental chassis of the Cayman line is brilliantly fun to drive, with sharp and easy steering response and confident braking behavior. While these characteristics reward an average driver, a seasoned driver can extract true joy on the track.
Comfort isn't always a first consideration with a sports car, but the Cayman is acceptable for its level of performance. The ride can still be occasionally jarring on rough roads, and road noise can become tiresome on coarser surfaces, but overall the interior is comfortable. Despite somewhat narrow standard seats, they don't offer much side support, so enthusiastic drivers or those who spend much time on the track will want to opt for the adaptive sport seats with their power-adjustable bolsters. Materials and build quality are, as usual from Porsche, top-notch.
Without the need to stow a top and with a bit more room behind the passenger area, thanks to a hatchback design, the 2010 Porsche Cayman offers slightly more cargo practicality than the Boxster. Because of its mid-mounted engine, the Cayman can stow gear both in front and in back. Interior cargo space is lacking, but this is a compact two-seat sports car, after all. If you want six cup holders, consider the Cayenne.
The standard features list isn't exactly extensive, but the available options offer a lot in the way of upgrades. Let those options get out of hand, however, and you'll quickly be looking at a bottom-line price that's well beyond the base of $51,400. Standard equipment includes cruise control, theft deterrence, air conditioning, leather seating surfaces, and a five-speaker sound system. Optional upgrades include a Bose Surround Sound system, a hands-free-calling package with Bluetooth, and the Porsche Communications Management system, which includes a central source for navigation, audio, and communications. Several packages of options are also available that include more aggressively styled alloy wheels, a sport exhaust, dual zone automatic climate control, and a wide range of available trims and upholstery tones.
Safety features are similarly abundant, with dual side and side curtain airbags, anti-lock brakes, and Porsche Stability Management system, a performance-tuned stability control system. The Cayman S can also be fitted with ceramic composite brakes for superior fade resistance, and all models can opt for an upgrade to dynamic cornering lights to help see what's coming when the road ahead isn't straight. Crash testing hasn't been conducted by either NHTSA or the IIHS, however, so there are no official ratings for the 2010 Porsche Cayman or Cayman S.
The Bottom Line: Fantastic handling, comfortable seating, and better-than-average cargo room make the Porsche Cayman a success in the segment.
Other Choices
If you like the 2010 Porsche Cayman, also consider:
- Audi TTS
- Chevrolet Corvette
- Nissan 370Z
- Lotus Elise
Reason Why
The Audi TTS offers about the same amount of interior space and comparable handling, but with a distinctly different image. For those hungering for a bit more power and raw emotion, the Nissan 370Z or Chevrolet Corvette might fit the bill, though neither rises to the Porsche's level of sophistication. If you can do without refinement altogether and simply want the purest driving experience available, the Lotus Elise or Exige are priced in the same range as the Porsche Cayman and Cayman S, but jettison nearly all creature comforts in the name of better handling.
Buying Tip
The Sports Chrono Package is the smartest upgrade in the deck if you plan to hit the track. Priced at less than $1,000 and featuring more aggressive settings for performance and the PASM adjustable suspension system, it offers a lot of bang for the buck.
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2010 BMW X5 Bottom Line
TheCarConnection.com's editors took the wheel of the BMW X5 in order to give you their expert opinion. TheCarConnection.com's experts also researched the best BMW X5 road tests from around the web to produce a conclusive review, all to help you get the most complete picture of this sport-luxury SUV.
Likes
Well-weighted steering
Responsive handling
Plenty of power
Lots of utility
Dislikes
iDrive system
High price
Styling a bit stale
The BMW X5 gets new updates again this year, but rather than the dramatic changes some had hoped for, styling remains somewhat bland. For 2010, the BMW X5 does pick up one major update: an all-new, 555-horsepower twin-turbocharged performance model, the X5 M. Pricing starts from $47,500 and ranges up to a beginning price of $85,400 for the X5 M. That's about on par with Porsche's Cayenne and Mercedes-Benz's M-Class, two of its key competitors.
For the 2010 model year, the X5's exterior and interior styling remain much the same as the previous year, though the aggressive X5 M adds a new level of flair, thanks to its huge air intakes and large wheels. Even so, the X5 has never been a knockout, at worst being inoffensive, though its interior is modern and accommodating.
Several levels of performance can be had, with two standard gasoline models-the xDrive30i and xDrive48i-joined by the xDrive35d diesel and the high-performance X5 M. The new 2010 xDrive35d diesel features BMW's BluePerformance Technology to incorporate AdBlue injection with an inline six-cylinder engine, making BMW's diesel technology clean enough to be sold in all 50 states. At peak, the xDrive35d produces 425 pound-feet of torque at 1,750 rpm and 265 horsepower at 4,200 rpm.
The diesel feels a lot punchier than the xDrive30i's base gasoline engine, a 260-horsepower, 3.0-liter six-cylinder, and it's preferable to the available xDrive48i 350-hp, 4.8-liter V-8 for those who need to tow or haul heavy loads. The 555-horsepower twin-turbocharged X5 M, on the other hand, is the sports car of this SUV bunch, with enough power to temporarily make you forget you're at the wheel of a 5,000-pound-plus vehicle. All 2010 X5s use a six-speed automatic transmission to get power to the standard all-wheel-drive system, though the X5 M's advanced M Dynamic stability control adds another layer of control and assistance to the standard stability program. EPA-estimated fuel economy for the X5 ranges from 15 mpg city/21 mpg highway for the entry-level xDrive30i to 14/19 mpg for the xDrive48i and a somewhat more impressive 19/26 mpg for the diesel xDrive35d. The X5 M pays for its power with thirst, rated at 12 mpg in town and 17 mpg on the highway.
Handling is atypical for an SUV-the 2010 X5 actually handles rather well. Despite the height of the 2010 BMW X5, it stays planted in corners, the all-wheel-drive and electronic stability control systems doing their best to keep things in line; this is particularly true of the highly capable X5 M. The automatic transmission conveys solidity and quality, smooth at cruising speeds and under acceleration in Sport mode alike. The optional Sport package adds 19-inch wheels, run-flat all-season tires, and BMW's AdaptiveDrive stability and automatic damping control system, but even without it, the X5's composure isn't challenged by slightly extra-legal speeds. Though only the X5 M is bred for the track, all X5s communicate confidence with solid, stable braking and good steering feedback.
Comfort and utility certainly don't take a backseat in the X5. With three rows of seating, the 2010 X5 has ample head- and legroom for seven passengers, as well as plenty of space for your gear and groceries. Front seat passengers get most of the amenities, though rear seat comfort is still very good. Third-row seating is small, but better than some in the class. The flexibility of the seating space is par for the class, with split folding rear seats to fit larger objects, plus a cargo cover to keep valuables hidden and out of the sun. A total of 61.8 cubic feet of space is available with all rear seats flat, or 21.9 cubic feet with all seats upright. Interior fit and finish is characteristically BMW-close tolerances and quality materials abound.
The X5 is an Insurance Institute for Highway Safety (IIHS) Top Safety Pick, also taking top marks in National Highway Traffic Safety Administration (NHTSA) crash tests, earning five stars in most tests, except for a four-star frontal impact passenger rating and a four-star rollover rating. Standard safety options include dual front and side airbags, plus pre-tensioning seatbelts, front and rear head-protecting airbags, adaptive brake lights, and a central locking system.
A long list of standard and optional features makes the X5 a luxurious ride that can be pushed over the top to fully loaded. The only real complaints with the X5 can be traced back to the curiously complex iDrive controller responsible for audio, navigation, and climate control.
Some of the features that come standard include a 10-way power adjustable driver's seat with memory settings, HD radio with anti-theft AM/FM/CD stereo, seats that configure into a number of cargo and passenger formations, dynamic cruise control, and speed-sensitive power steering. Optional equipment includes a range of packages that can add premium interior elements like Nappa leather, wood and metal trim, and unique color combinations, or high-tech equipment like smartphone integration, a heads-up display, USB and iPod integration, active steering, multicontour seats, and of course, navigation.
The Bottom Line: The 2010 BMW X5 offers impressive handling and features, but lacks the styling and interior that makes competitors pop, while the X5 M offers nearly sports car levels of performance with all the utility of a standard X5.
Other Choices
If you like the 2010 BMW X5, you might want to check out:
- Cadillac Escalade
- Lexus GX 470
- Land Rover Range Rover
- Mercedes-Benz GL-Class
- Porsche Cayenne
Reason Why
The Mercedes-Benz GL-Class has as much seating and off-road ability as the X5, and to some eyes, it's more attractive than the BMW. The Cadillac Escalade brings more glitz than any of these SUVs; also, its smooth powertrain is available in two-mode hybrid form. The Porsche Cayenne seats just five and is even less inspiring to look at than the X5, though it too handles well. The Lexus GX 470 offers a bit smaller overall size but most of the features of this class. The Land Rover Range Rover is a stylish option, though that premium styling comes with a premium price.
Buying Tip
Keep it simple to get a better value. The six-cylinder version of the X5 is quick enough for most drivers, but heaping on options like third-row seating and the navigation system can jack up the sticker price quickly. For those who might move on to another car within a few years, consider that resale value might be notably higher for the diesel model.
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2010 Mitsubishi Lancer
To bring you the most useful information on the 2010 Mitsubishi Lancer, TheCarConnection.com's editors have driven sedan and Sportback versions of the Lancer, with expert opinions and firsthand observations. TheCarConnection.com has also combed reviews from a range of sources, presenting you highlights in an accompanying full review.
Likes
Sharp, responsive handling
Seating and interior space
Nice manual transmission
GTS could be mistaken for an Evo
Versatile new Sportback (hatchback)
Dislikes
Hard cabin plastics
Road and engine noise
Unremarkable fuel economy ratings
As Mitsubishi's smallest and most affordable vehicle in the U.S. market, the Lancer stands out from the crowd of low-priced sedans for two main reasons: First, its resemblance to the much more expensive Lancer Evolution and Ralliart models (covered under a separate review) somehow earns it a little more street cred than, say, a Corolla. Second, the new Sportback model gives the Lancer a new, more versatile body style--and an alternative to small SUVs and crossovers.
Across the parking lot, the Lancer could be mistaken for an Evo, especially in top-of-the-line, sporty GTS trim. It's a nicely proportioned small sedan, looking chunky but low and lean, while the new Sportback hatch model also fits perfectly with the sharklike snout. Even on base models, sporty interior themes and a mix of darker surfaces and matte-metallic trim give it a sophisticated, upscale look from a distance. Unfortunately, as we'll explain below, up close the interior materials are a letdown.
Standard on Lancer DE and ES models is a 152-horsepower, 2.0-liter four-cylinder engine; with it, performance is perky with the five-speed manual and acceptable with the continuously variable (CVT) automatic. Sporty GTS models step up to a 168-horsepower, 2.4-liter four, and CVT versions receive magnesium steering-wheel paddle-shifters with six simulated gears to suit high-performance driving. The GTS also gets larger wheels, a firmer suspension, and upgraded braking to put the driving experience pretty much on par with the turbocharged Ralliart--minus the extra power, of course.
Cabin design is a highlight in the 2010 Mitsubishi Lancer. Front seats provide a nice, upright driving position with good outward visibility and long-distance comfort; the sport seats in the GTS are even better. Backseats are tight for legroom, but there's just enough headroom for adults (just two, ideally). Available only in GTS trim is the new Sportback body style, which brings a little bit more cargo space and versatility--especially if you fold the backseats forward. Otherwise, backseat space is identical between the two. Noise and ride comfort could be deal-breakers. Especially in GTS form, the Lancer rides quite hard, however, with plenty of road noise to match the engine noise. The roar of the engine is more of an issue in CVT models, where the engine gets raucous and buzzy on acceleration. DE and ES models come with a slightly softer suspension and more forgiving tires that comfort-oriented buyers will probably prefer. Also bringing a downmarket feel to the Lancer is the collection of decidedly basic materials used in the cabin--including lots of hard plastic.
The Lancer is one of the safer small cars, considering its confidence-inspiring handling, plus safety features including front side airbags, side-curtain bags, and a driver's knee airbag. The Lancer also does quite well in crash tests, with four- and five-star ratings in the federal tests for frontal and side impact, and "good" ratings for both frontal impact and rear impact from the IIHS. Anti-lock brakes and electronic stability control are newly standard for 2010 across the entire model line.
The base DE model is a price leader and, thus, doesn't come with a long list of features. Power windows and a CD sound system are included, but expect steel wheels with cheap-looking wheel covers and rear drum brakes with optional anti-lock. Most people will be happy with the mid-grade ES, adding stabilizer bars, ventilated disc brakes, a split-folding backseat, steering-wheel audio controls, keyless entry, and air conditioning. The sporty GTS lives up to its Evo look, with a sport suspension, fog lamps, rear spoiler, and air dams, plus automatic climate control, high-contrast gauges, sport seats, and a Bluetooth calling interface. Bluetooth is optional on the ES but not for the DE. As part of an optional Sun and Sound Package, available for both the GTS and ES, a FAST Key entry system permits keyless entry and ignition. Other top options on the 2010 Mitsubishi Lancer include a navigation system that includes a 30GB hard-drive music server, plus a 650-watt Rockford-Fosgate sound system and a sunroof.
The Bottom Line: The Mitsubishi Lancer might be positioned and priced as an economy car, but with the right equipment, it can feel like a lot more.
Other Choices
If you like the 2009 Mitsubishi Lancer, also consider:
- Subaru Impreza
- Honda Civic
- Nissan Sentra
- Volkswagen Jetta
Reason Why:
Subaru's Impreza is probably the closest rival to the Lancer. Like the Lancer, it forms the basis for one of today's most focused high-performance compact sedans: the WRX STI. However, the Impreza offers all-wheel drive, even in its base form, while the Lancer comes with just front-wheel drive. The Impreza's torquey flat-four engine also yields better performance, with a manual transmission especially, than the Lancer. The Honda Civic also ranks as a top rival; the Civic's base engine provides surprisingly good performance, with solid handling and a slick-shifting manual gearbox to match. Plus, it has an enviable reputation for reliability and resale value. Nissan's Sentra, in base form, comes more nicely equipped than the Lancer, and though its interior is better appointed, it doesn't feel as sporty and inviting as that of the Lancer. In SE-R Spec V performance guise, it's a viable front-wheel-drive rival to the GTS. Finally, the Jetta stands out with a torquey five-cylinder engine, available electronic stability control, and rear side airbags, plus interior appointments that exceed most other vehicles in this class.
Buying Tip
Anyone who's looking at the 2010 Mitsubishi Lancer GTS should also shop the 2010 Mitsubishi Lancer Ralliart. Essentially the same package, but with turbocharged power, the Ralliart really takes advantage of the excellent handling and poise in both of these models.
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2010 Toyota Matrix
TheCarConnection.com has driven the Toyota Matrix and combines firsthand driving impressions with editors' recommendations in this definitive Bottom Line. Experts at TheCarConnection.com have also looked to a range of published reviews to present highlights in a Full Review.
Likes
Roomy, versatile interior
Good ride quality
Maneuverability
Fuel economy (1.8-liter)
Dislikes
Smallish cargo space with backseats up
Road noise
Hampered rear visibility
The 2010 Toyota Matrix is essentially a tall hatchback version of the Corolla sedan; though it's shorter and a bit easier to park, it has an interior that's more easily reconfigured for larger cargo items. Sometimes called the Toyota Corolla Matrix, it comes with all the qualities that make the Corolla sedan appealing, including an affordable price, good fuel economy, and a reasonably comfortable ride. For 2010, the Matrix jumps up with respect to safety, with electronic stability newly standard on the model line.
With its recent redesign, as an early 2009 model, the Matrix picked up a lower, sportier stance, yet retained similar proportions to the previous version. Overall, it flows a little more, thanks to a more contoured roofline and a number of sculpted details. The seating position is a little lower, and interior styling has been given more matte-metallic trim, though the overall effect is simple and unmistakably Toyota.
Base models of the 2010 Toyota Matrix have a 132-horsepower, 1.8-liter four-cylinder engine, while S and XRS models get a larger 2.4-liter engine, making 158 horsepower. The 1.8-liter has plenty of pep with the manual transmission, but the automatic has only four gears with the 1.8-liter (five with the 2.4), for those who must have automatic, the 2.4-liter is the way to go. In TheCarConnection.com's opinion, the 1.8-liter holds enough of a fuel economy advantage to make it the clear choice between the two with a manual, with ratings as high as 26 mpg city, 32 highway, versus as low as 20/26 mpg with the automatic and all-wheel drive. Opt for that all-wheel-drive system on the S model and you'll downgrade to the four-speed auto.
Fitting five adults in the 2010 Toyota Matrix is a stretch; it just doesn't have enough shoulder space to fit three people across. But there's decent legroom and plenty of headroom. Fold either or both portions of the split rear seatback forward and you'll find generous room for stuff, but with the seatbacks up in place, there's not a lot of grocery space. Overall, the Matrix has a good ride, with less of the pitchiness seen in the last-generation model; top XRS and AWD S models come with a fully independent rear suspension that may bring an even smoother ride without sacrificing handling. However, across the line, road noise can be an issue; a surprising amount of boominess can enter the cabin from rough pavement.
Safety is quite strong for the 2010 Matrix. Stability and traction control are newly standard for 2010, and dual front, side, and curtain airbags, along with active headrests and anti-lock brakes, remain on all models. Crash-test ratings are good but not class-leading; in federal testing, the Matrix earns four- and five-star ratings for side impact but five stars for frontal impact. Results are also mixed from the insurance-funded IIHS; in that group's testing, it gets just "acceptable" ratings in seat-based rear-impact tests but "good" results in frontal offset and side impact.
Toyota has been reasonably generous with standard features on the 2010 Toyota Matrix. Power mirrors, tilt and telescoping steering, and an auxiliary input jack--items that aren't always standard on small cars--are standard on the base model. The S upgrades to power windows and locks, a useful 115-volt power outlet good for laptops, cruise control, and a flat-folding front passenger seat, plus other dress-ups. Additionally, the sportiest XRS gets a strut-tower brace for improved handling, as well as 18-inch alloy wheels. At the top of the range, a DVD-based navigation system with XM NavTraffic is available.
The Bottom Line: Not quite a utility vehicle, but a little more robust than a no-frills hatchback, the 2010 Toyota Matrix offers an appealing combination of frugality and versatility.
Other Choices
If you like the 2009 Toyota Matrix, also consider:
- Scion xD
- Honda Fit
- Mazda 3
- Subaru Impreza
- Hyundai Elantra Touring
Reason Why:
Through last year, there was a nearly identical Pontiac version of the Matrix, called the Vibe, but that model has been discontinued with the Pontiac brand. The Scion xD, Toyota's own brand, is one of the top rivals to the Matrix. It's based on the smaller Yaris hatchback but has a taller stance and a roomier interior than the Yaris. The Honda Fit is a smaller vehicle, but its inherent roominess and trick Magic Seat arrangement kick it into the same group; it's fun to drive, too. Otherwise, most of the rivals to the Matrix are more carlike. The Mazda3 hatchback is more enjoyable to drive, but it has a tight backseat and sacrifices some cargo space for its rakish roofline. It's been redesigned this year with even slicker design details and improved refinement. All-wheel drive is standard on the Subaru Impreza, though even in hatchback form, it doesn't feel quite as roomy as the Matrix, while the new Elantra Touring is a tall-wagon version of the Elantra sedan and worth considering for those who want to maximize interior space while still getting good fuel economy.
Buying Tip
If you're looking at the Matrix rather early in the 2010 model year, you might want to check for any remaining 2009 Pontiac Vibe models; if so, you're basically getting the same vehicle and might be able to swing quite the deal.
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2010 Nissan Versa
TheCarConnection.com's editors have driven the Nissan Versa--and even checked out the budget-priced 1.6-liter version--to bring you their expert opinion on the entire lineup. To help you make the best buying decision, TheCarConnection.com also brings you highlights and insights from other road tests.
Likes
A new car for used-car money
Stylish silhouette (hatchback)
Straightforward instrument panel
Smooth, quiet ride
Comfortable seating
Dislikes
Engine noise (with CVT)
Overly light steering feel
Relatively clumsy handling
The Nissan Versa hatchback and sedan were completely new for 2007; for 2010 Nissan adds some important safety features as standard to Versa models fitted with a 1.8-liter engine. Unfortunately, the entry-level 1.6-liter model still lacks a number of safety features, but its price point of $9,990 justifies this by making it one of the cheapest vehicles on the U.S. market. There have also been some minor styling tweaks to the exterior, as well as a new navigation system option.
Two body styles are offered: a five-door hatchback or a four-door sedan. As a hatchback, the Versa looks considerably more elegant and complete as a design, with the gently curved roofline and kicked-up back pillar. Versa sedans look a little tall and homely, and the proportions don't work out as well. Inside, the Versa is no-frills but cleanly designed, with an upright, squared-off instrument panel that's refreshingly simple.
The base-level model is appropriately named the Nissan Versa Base, fitted with a 1.6-liter engine. Sitting above this are the S- and SL-level trims, both of which are more expensive but pack more standard features into the Versa. Those bargain-priced models--the 2010 Nissan Versa and Versa Base--include a 1.6-liter inline four-cylinder engine delivering 107 horsepower, which comes with a five-speed manual, rather than a six-speed, but we like the nice, neat linkage and smooth clutch uptake with either manual gearbox. Oddly, the 1.6-liter is only offered in the sedan body style. For a bit more than the 1.6 Base, there's a 1.6 model that's offered with a four-speed automatic, but we'd recommend the stick with the lesser engine, as the 1.8-liter doesn't deal well with the auto's wide ratios and can become boomy at higher speeds. The 1.8-liter, 122-horsepower four-cylinder engine that was previously standard is now offered on the rest of the line and comes standard with a six-speed manual transmission, while Nissan's continuously variable Xtronic transmission is available on the top SL Hatchback model. Other models are only offered with an optional four-speed automatic. Overall, the 1.6-liter version does just fine around town, though it does feel a little more winded on the highway. Despite having more power on tap, fuel economy for the 1.8-liter is about the same in the city, at 26 mpg, as the 1.6-liter model, but it does have a lower 31-mpg highway rating.
Compared to other small cars, the 2010 Nissan Versa rides very comfortably, yet doesn't handle as nimbly as expected thanks to its nearly 2,800-pound weight when ordered in top trims. The power steering can also feel a little too light at times, but considering the Versa's target market segment, this shouldn't be too much of an issue. More importantly, the Versa has a relatively quiet interior with little road noise when cruising at highway speeds. Smaller 14-inch wheels, although they don't look as nice, seem to offer a better ride at no detriment to handling.
Compared to other cars in its class, the 2010 Versa is exceptionally roomy in both sedan and hatch guises. The hatchback has a generous 17.8 cubic feet of cargo space with the backseat up, trunk space is vast for such a small car in the sedan, and Nissan says the amount of interior space approaches that of mid-size cars. We find headroom and legroom to be plentiful, although shoulder room is obviously affected by the Versa's narrower size when compared to mid-size vehicles. Surprisingly for such a cheap car, the dash, instrument panel, and switchgear feel like they were lifted from some of Nissan's more expensive offerings. Those with long commutes will especially appreciate the seats in the 2010 Nissan Versa, which are among the most comfortable of any small car. Also, the wide-opening doors in back provide for refreshingly easy entry and exit.
For 2010, Nissan adds an anti-lock braking system (ABS) as a standard safety feature for the Versa S. The Versa also provides front seat-mounted side airbags and side curtain bags. Crash-test results are good but not class-leading; the Versa achieves four-star ratings from the federal government in both frontal and side impact balance, as well as top Good ratings from the insurance-affiliated IIHS in frontal, side, and rear impact tests.
Starting at less than $10,000, the base-model Versa doesn't come with much. Going with the most basic trim level, buyers will be dismayed to find that there is no air conditioning or sound system, and neither is offered as a factory option. Windows and locks are manual, while side mirrors and some of the interior trim are constructed with a downgraded black plastic--and lots of cheap plastic spacers where things like the A/C button would be. The non-base 1.6-liter does come with A/C but not much more. While the entry-level Versa undercuts its competitors, the lack of features hardly puts them in the same category. Happily, though, when opting for a higher-spec Versa, the price is still very competitive with similar offerings from other manufacturers. The 2010 Nissan 1.8-liter Versa S is much better equipped, with plenty of standard features, such as a 120-watt AM/FM/CD sound system with four speakers, a rear defroster, and air conditioning with filtration.
In range-topping SL trim, buyers are treated to upgrades such as a 180-watt system with a built-in six-disc changer, six speakers, and an auxiliary input, plus cruise control, new-for-2010 available 16-inch alloy wheels, height-adjustable seats, a rear center armrest with cup holders, keyless entry, an overhead console, and power locks, windows, and mirrors. On top of this, the SL sedan and hatchback models also get Nissan's ABS and Vehicle Dynamic Control systems as standard. If opting for the Versa hatchback in SL trim, Nissan offers new front and rear fascias, body side sills, and a rear spoiler, as well as standard fog lights. There have also been some upgrades to the interior of the Versa SL hatchback, with revised fabrics and finishes and a Sport interior as standard. Major options on the Versa include Intelligent Key, Bluetooth compatibility, a Rockford Fosgate subwoofer, an MP3 player input jack, and a new Navigation/XM Satellite Radio package.
The Bottom Line: The 2010 Nissan Versa is one of the best-value cars available on the market. Just remember that at its cheapest, you won't be getting too much in the way of features.
Other Choices
If you like the 2010 Nissan Versa, also consider:
- Toyota Yaris
- Scion xD
- Kia Rio/Rio5
- Honda Fit
- Chevrolet Aveo
Reason Why:
If we're being honest, the best vehicle in this smallest, cheapest class of cars is the Honda Fit. Although the Fit is more expensive than the rest and it's only available as a hatchback, it feels sporty and substantial on the road. With its good safety, responsive performance, and an excellent Magic Seat arrangement in back that trumps ordinary fold-forward arrangements, the Fit has impressed many a reviewer with its total package. The Chevrolet Aveo is the other pick of the bunch for ride quality, but the Aveo has unimpressive fuel economy and safety. Toyota's Yaris has the best fuel economy, at up to 36 mpg highway, but it doesn't feel as roomy or refined as other offerings. Meanwhile, Kia's Rio and Rio5 hatchback feel sportier than the rest of the crowd, as does the xD. The Versa's roominess is a plus, however, and with more standard safety features for 2010, it's still a good option.
Buying Tip
The 1.6-liter Nissan Versa Base model is probably too feature-less for most people to live with, especially considering the lack of A/C. Aftermarket or dealer-installed A/C isn't as easily installed as it was in the past, so step up to one of the other models.
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2010 Volvo C30
To help you find the most useful information on the 2010 Volvo C30, the experts at TheCarConnection.com have combed the Web and hand-selected some of the best, most-useful quotes and observations from other review sources. In addition, here in this authoritative Bottom Line, the editors have provided you with firsthand observations and behind-the-wheel impressions--and looked at how the C30 matches up to alternatives.
Likes
Very attractive design
Good handling and maneuverability
Strong acceleration
Impressive fit and finish
Dislikes
Odd driving position
Tiny 2+2 backseat
Disappointing cargo space
In just a decade or so, Volvo has made an about-face with respect to design, going from boxy and chiseled to sleek and rakish. One of the current models that most demonstrates that change is the Volvo C30, an attractive hatch with a unique, retro-styled rear end and lots of personality.
The 2010 Volvo C30 is, in some respects, a truncated two-door-hatchback variant of the S40 sedan and V50 wagon. The similarities to those other models really only hold from the front. In back, the neat, familiar Volvo look yields to a broad-shouldered, rakish silhouette, with a unique, blacked-out glass hatch. Large, flashy alloy wheels and lipped wheel wells with dark lower-body and window trim help give the whole design seem more like a fastback coupe from the side.
The C30 utilizes Volvo's proven 2.5-liter five-cylinder engine, here turbocharged and producing a healthy 227 horsepower, along with a more important 236 pound-feet of torque beginning at just 1,800 rpm. The turbo engine actually does very well with the automatic; the standard six-speed manual is also pleasant but a bit notchy. Because the C30 sends a lot of power to the front wheels, it can be a bit challenged for traction when accelerating hard on bumpy surfaces at low speed, but overall the C30 handles in a solid and secure way. The wheelbase, a long 104 inches, is shared with the S40 and V50--which results in a good ride and surprisingly stable, relaxed high-speed cruising. In following, the C30 has a heft that make it feel more secure but less nimble than some small cars; the suspension is quite firm, though, resulting in jarring jolts over potholes and some boominess on coarse surfaces. It's also quite economical--as high as 21 mpg city, 30 highway with the automatic.
Sophisticated and unlike most other small cars inside as well, the C30 manages to wow with its interior design. There's a "floating" center stack, a thin panel where radio and climate system controls are located, allowing an open space with storage just behind. The base sound system is quite good, with 160 watts and HD Radio compatibility, but the high-end Dynaudio system is better than you'll find in any other small hatchback. Front seats have an attractive two-tone look, with contrast stitching, and there are soft-touch areas for the elbows. However, the interior is tight; tall drivers might find themselves surprisingly short on space, as the sunroof cuts precious headroom. The rear seats--configured more as two separate contoured positions with scaled-down proportions--are snug, and adults will complain even if they can wedge in. The cargo space is a bit disappointing, too, with a narrow opening through the glass hatch and a high cargo floor. Such is the sacrifice for fashion.
Despite the racier image of the C30, Volvo's reputation for top-notch safety doesn't dip in any way. In typical Volvo fashion, safety equipment is abundant, with side curtain airbags, anti-lock brakes, and stability control standard; Volvo's lane-departure warning system is optional. Although the federal government hasn't crash-tested the C30, the Insurance Institute for Highway Safety (IIHS) has given the C30 its top "good" rating in each of its tests, along with its Top Safety Pick designation, which few small cars have typically earned.
The Volvo C30 lineup was reconfigured last year, with the addition of a style-centric R-Design model. For 2010, the C30 gets more standard features, but the custom-build program that enables various extra features and add-ons has been discontinued. For 2010, a number of features that had been optional previously are now standard; a trip computer, cruise control, and a Bluetooth hands-free calling interface are all currently included on the base C30 T5, while the C30 R-Design gets newly standard fog lamps. The C30 R-Design model offers a more aggressive look, with different front and rear aerodynamic work, along with all sorts of sporty cues, but it's also something of a real sport package, boasting dynamic chassis control and upgraded wheels with Pirelli P Zero Rosso tires. Other options on the C30 lineup include a moonroof, leather upholstery, a navigation system with real-time traffic, a climate package, and a preferred package with active HID headlamps.
The Bottom Line: The 2010 Volvo C30 offers a look and feel that's unlike any other hatchback, but it sacrifices plenty of practicality to do so.
Other Choices
If you're interested in the 2010 Volvo C30, also consider:
- Audi A3
- BMW 1-Series
- Mazda MazdaSpeed3
- MINI Cooper
- Volkswagen GTI
Reason Why:
The 2010 Volvo C30 still looks fresh and different from any other hatchback on the market. The most obvious rival to the C30 is the MINI Cooper; the turbocharged MINI Cooper S offers more satisfying performance and a sprightlier driving feel, while its interior is also more useful and real-world spacious. For even more space while still being stylish, there's the MINI Cooper Clubman S. On the more sophisticated, refined side there's the BMW 1-Series, which is dynamically superior to the C30 but can be quite pricey when well-equipped. The Volkswagen GTI has been redesigned for 2010 and offers a slightly more exciting driving feel than before, though it still looks almost exactly like the affordable Golf. That's the same issue with the MazdaSpeed3, which looks similar to the Mazda3 but offers a rorty turbocharged engine and friskier driving feel while still reserving enough comfort for day-to-day driving. The Audi A3 remains a more exciting, distinctive choice with an especially spacious, versatile interior layout and available all-wheel drive, though to some people, it's a station wagon.
Buying Tip
Want an even more aggressive performance package for the C30? If so, you might want to hold on until later in the model year as one might be on the way.
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