2010 Mercedes-Benz SL SL500 SL600 SL55 SL65 AMG Bottom Line
TheCarConnection.com's editors have driven the latest Mercedes-Benz SL-Class roadsters and have written this road test from those experiences. Editors have compared the new Benz SL with other high-end sports cars to help you narrow your choices. Finally, editors have put together a full review of opinions and quotes from other publications to give you a comprehensive look at the 2010 Mercedes-Benz SL.
Likes
Terrific long-distance cruiser
Stunning power in all versions
Great seats
Loads of luxury features, like AIRSCARF
Dislikes
A big, heavy two-seater
Trunk space minimal when top is down
Exceedingly expensive
The 2010 Mercedes-Benz SL is the German automaker's most expensive convertible-for the time being. It slots beneath the new 2010 SLS AMG in the sports car realm, in price and performance, but not by much. Offered in V-8 versions (SL550 and SL63 AMG) and V-12 editions (SL600 and SL65 AMG), the 2010 SL-Class carries a base price of $100,000 for the SL550, leaping to a stunning $196,000 for the SL65 AMG. The 2010 SL-Class roadsters compete with the likes of the Porsche 911, Ferrari California, Jaguar XK, and Audi R8.
With a styling revamp in the 2009 model year, the Mercedes-Benz SL-Class is no longer the chic trophy-wife piece it once was. Mercedes refashioned the SL's nose and flanks to lend it some testosterone, and it's effective. The nose has more edge and looks more chiseled, with a large single-bar grille that recalls some classic Benz roadsters while framing a large three-pointed star badge. The rear end is also tidied, and in all, the look is now more unified with the crisp new E-Class and C-Class range-not to mention the 2010 SLS AMG gullwing.
AMG versions wear deeper front air dams, a more pronounced grille, a hood with twin power bulges, and side and rear-end skirts for a distinct look. The Benz SL's interior saw less change last year; for 2010 a wood-and-leather steering wheel has been fitted to the elegant and sporty interior, along with new instruments.
The 2010 Mercedes-Benz SL range includes four distinct models, each with unbelievable power and acceleration. The SL550 has a 5.5-liter V-8 with 382 horsepower, and in tandem with a seven-speed automatic, accelerates to 60 mph in under 6 seconds, according to Mercedes. Next up is the SL600 and its twin-turbo, 510-hp 5.5-liter V-12 and five-speed automatic; Mercedes pegs its 0-60 mph time at 4.4 seconds. Two AMG models get their own powertrains: The SL63 AMG thunders along with the new AMG V-8 worth 518 hp, teamed to an automated-manual seven-speed transmission and good for 0-60 mph times of less than 4.8 seconds. Atop the lineup for mortals is a 604-hp, twin-turbo, 6.0-liter V-12 SL65 AMG that shoves its power through a five-speed automatic and slingshots to 60 mph in 4.2 seconds. All versions have a stock limited top speed of 155 mph, and all SL-Class roadsters offer paddle shifters and rapid gearchanges. There's yet another SL-the SL65 AMG Black Series-that's really a race-ready tourer with a fixed roof and a wide carbon-fiber body. In general, the AMG editions have an altogether different driving feel from the non-AMG SL-Class roadsters, with tauter tuning and quicker steering. All versions have new Direct Steer systems with better road feel, and even the AMG cars have a surprisingly comfortable, absorbent ride. Mercedes fits an Active Body Control (ABC) suspension to all versions and gives drivers control over comfort, normal, and sport driving modes. Fuel economy's fairly abysmal, with the best figures of 13/21 mpg coming with the "base" SL550.
Common to all 2010 Benz SL roadsters is a plush, spacious interior that's an enviable environment for long-distance road trips. The cozy, well-trimmed dash wears wood, leather, and aluminum trim in warm balance. The seats are among the finest in the class, with all sorts of power adjustments, along with massage and heat functions, and the packaging gives passengers ample legroom and headroom, even with the convertible roof raised. In several experiences with the previous SL, TheCarConnection.com finds the top arrangement incredibly tight to make an interior that was quieter and more refined than most coupes. Some interior materials may seem slightly off the million-dollar mark, but mostly the SL-Class is a rich place to ride.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has tested the 2010 Mercedes-Benz SL-Class for crash safety. There are extensive standard safety features on board each SL roadster, including dual front airbags and thorax airbags that inflate to give head protection, along with a driver knee airbag. Anti-lock brakes, as well as stability and traction control, are fitted, along with a pop-up roll bar that deploys automatically in the event of a rollover. TeleAid emergency telematics are also standard, including automatic collision notification. The SL does offer parking sensors and adaptive cruise control, but other safety features such as a rearview camera and lane-departure warning systems are not available.
Each 2010 Mercedes-Benz SL-Class roadster is plushly outfitted. Standard equipment includes 18-inch wheels; dual-zone climate control; a telescoping steering wheel; power seats; leather upholstery; DVD navigation; an AM/FM/CD/DVD changer with iPod integration, Sirius Satellite Radio, real-time traffic, Harman Kardon surround sound, and HD Radio; and Bluetooth. Multicontour seats are optional on some models, and the AIRSCARF system, which blows warm air at neck level when the top's lowered, is available.
The Bottom Line: The 2010 Mercedes-Benz SL-Class roadsters challenge luxury grand tourers and high-energy exotics alike with stupendously powerful engines and enviable ride quality.
Other Choices
If you like the 2010 Mercedes-Benz SL, also consider:
- Jaguar XK
- Porsche 911
- Audi R8
- Ferrari California
Reason Why:
The 2010 Mercedes-Benz SL-Class roadsters can be swift boulevard cruisers or potent performers. That draws plenty of interest from shoppers interested in the Jaguar XK, which throbs with a new 510-hp V-8 engine and corners with a lighter, nimbler touch, thanks to its sexy aluminum body. The Audi R8 is aluminum at its core, too, and its V-8 or V-10 engines-plus a new roadster body style-earn it the kind of credentials that rarely come to first-generation sports cars. The classic Porsche 911 can be custom-fitted to any owner with turbo power, a Cabriolet roof, and all-wheel drive or rear-wheel drive, though all come with ever-improving interiors and a dizzying list of interior and exterior trim options. Finally, the new Ferrari California hardtop convertible erases any notion of being a Magnum, P.I. slider with 4-second acceleration times, all the famous engine noise you'd expect from a Ferrari, and taut near-exotic-car handling.
Buying Tip
The V-8 versions of the 2010 Benz SL roadsters are more than enough for most shoppers; the V-12s don't offer much more speed, feel more bulky, and extract a huge price penalty for their very tiny performance advantages.
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2010 Lexus IS Bottom Line
TheCarConnection.com's editors get behind the wheel whenever possible in order to give you their firsthand impressions in the Bottom Line. TheCarConnection.com also researched road tests from many sources on the new Lexus IS to produce a conclusive review and help you find the truth where other reviews might differ.
Likes
Responsive handling
Comfortable ride
Attractive exterior
Lexus ownership experience
Dislikes
Crash-test results
Rear seat space
Somewhat bland interior
Last year saw both the Lexus IS 250 and IS 350 pick up improved handling, revised styling, and an upgraded interior, and this year those changes carry forward as Lexus finally joins the drop-top party with the addition of the all-new hardtop convertible variants, the IS 250C and IS 350C. The convertibles are covered in a separate review.
The 2010 Lexus IS's exterior styling is attractive but not eye-catching. The basic exterior shape of the IS is sleek and fairly attractive, echoing the style of Lexus's flagship, the LS. Despite wood or aluminum-look trim on the console, the 2010 Lexus IS's interior is more mid-range than high-end. The four well-bolstered seating positions are split by a console that divides the cockpit.
With leather upholstery and a high grade of standard features in even the entry-level models, the IS is a luxury sedan from the start, and the typical Lexus materials and build quality will meet most people's baseline standards for the price. The car's not especially opulent, however, even with the optional wood trim packages, and though the front seats are roomy and well-padded, the rear seats are cramped and short on headroom and legroom both.
The 2010 Lexus IS 250s is available with 2.5-liter V-6 engine rated at 204 horsepower in rear- or all-wheel-drive configurations, while the rear-drive-only Lexus IS 350 gets a 306-horsepower, 3.5-liter V-6 powerplant. For all IS 350s and the all-wheel-drive IS 250s, power is sent to the wheels through a paddle-shifted six-speed automatic. The rear-drive Lexus IS 250 is the driver's car, offering a choice of a six-speed manual gearbox or the six-speed auto.
Between the two engines, TheCarConnection.com's editors prefer the note of the bigger V-6, not to mention the extra power-especially since there's not much of a fuel economy penalty. Paired with the manual transmission, the 2.5-liter engine gets 18/26 mpg according to the EPA, while the bigger V-6 scores 18/25 mpg driving the automatic transmission. Despite a comfy ride, the 2010 IS's handling is balanced and taut, with excellent braking ability.
The 2010 Lexus IS earns little praise for its safety, though it's not a dismal performer either. It rates just four stars for front, passenger side, and rear passenger impact ratings with five-star scores for only driver side impact and rollover despite standard stability control, six airbags, and anti-lock brakes. The IIHS rates the 2010 a bit higher, giving top scores of "good" in both front and side-impact tests, though it doesn't earn a Top Safety Pick.
One upside to the safety of the 2010 IS is that it can help you avoid a crash in the first place, thanks to the optional Pre-Collision System, which anticipates when a crash is imminent and reacts accordingly, applying the brakes if the driver does not respond quickly enough. Other available high-tech features include a rear backup camera, a voice-activated navigation system, ventilated front seats, and a Mark Levinson audio system.
The high-performance 2010 Lexus IS-F sedan is covered in its own review.
The Bottom Line: The 2010 Lexus IS gives BMW, Mercedes-Benz, and Infiniti a real challenge, though it's still a little less performance-oriented than the competition.
Other Choices
If you like the 2010 Lexus IS, also consider:
- BMW 3-Series
- Infiniti G37
- Mercedes-Benz C-Class
- Cadillac CTS
Reason Why
The Infiniti G37 has a new, more powerful 332-horsepower engine, but is based on the same excellent-handling FM platform as the G35 before it, with well-balanced sports-sedan styling and proportions, plus available all-wheel drive. It's also substantially less expensive than the German sedans. The BMW 3-Series and the Mercedes-Benz C-Class are the benchmarks in the segment, but their higher prices bring their value into question. Both are available with a range of body style and drivetrain configurations, and their handling and build quality are top-notch. The Cadillac CTS is also a relative newcomer to the segment, but its low price and excellent feature set make it a good value proposition.
Buying Tip
If you're looking for a sports sedan with a softer side, the IS may be just the ticket, but it's worth test-driving a range of competitive cars to see if you prefer the sportier feel of some of the competition.
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2010 Audi S5 / Cabriolet Road Test
Editors at TheCarConnection.com drove the 2010 Audi S5/Cabriolet to bring you this hands-on road test of its styling, performance, comfort, safety, and features. TheCarConnection.com's experts also compared the new S5/Cabriolet to other sports coupes and convertibles to bring you the best shopping advice and information possible. The companion full review adds a summary of opinions from other respected automotive sites to bring you the best information from around the Web.
High Gear Media accepted travel expenses to bring you this road test of the Audi S5/Cabriolet.
Likes:
Jetlike thrust from either engine
Gorgeous styling
All-wheel-drive traction
Outstanding all-around performance
Dislikes:
Cramped rear seats
Lofty price tag
Tight trunk opening
Limited rearward vision in coupe
The performance edition of Audi's A5 coupe and cabriolet, the 2010 Audi S5/Cabriolet handsomely turns on its charm from first glance. Its sculpted flanks have a Camaro-like appeal, and rumbling V-8 or supercharged V-6 power underscores that muscle car comparison. In two-door hardtop or folding soft-top form, the updated S5 range for 2010 starts from around $50,000 to top off at $58,250 for the S5 Cabriolet with Audi's S-tronic transmission.
The S5, like the milder Audi A5 that rides alongside it in Audi showrooms, infuses a standard two-door shape with subtle hints of Italian coupes and American muscle cars. There's more than a passing resemblance to the best Chevrolet Camaros in its haunches, and up front the trademark deep Audi grille is flanked by headlamps with curlicues of LED daytime driving lights, one of the brand's latest design signatures. Audi's chief designer calls it one of his best cars ever, and TheCarConnection.com's editors admire its great proportions, curves, and sheetmetal crests. The cabin aligns with Audi tradition: A wide binnacle houses the gauges and an LCD navigation and car-function screen, while hints of aluminum, wood, or woven metal are fitted to the door panels and console. The collection of buttons and switches can seem busy, but high-quality materials and high levels of fit and finish inside mute that effect.
This year, with the addition of the Cabriolet S5 comes an entirely different powertrain from the coupe. The S5 hardtop continues to draw on a 354-horsepower, 4.2-liter V-8 engine for its hearty performance. With 325 pound-feet of torque at its peak, delivered via a six-speed manual transmission or a six-speed automatic to Audi's hallmark quattro all-wheel-drive system, the S5 Coupe hits 60 mph in 4.9 seconds and reaches a top speed of 155 mph. For the S5 Cabriolet, Audi's chosen a supercharged 3.0-liter V-6 shared with a new S4 sedan and A6 four-door. The forced-induction engine also churns out 325 lb-ft of torque, but is teamed only to a seven-speed dual-clutch transmission that's a favorite of TheCarConnection.com's test drivers. The combination of plenty of low-end torque, the paddle-shifted gearbox, and all that power delivers even faster acceleration for the Cabriolet and the same top speed, while it also attains fuel economy of 17/28 mpg.
A few new hardware systems give the S5 coupe and S5 Cabriolet amazing road-holding and cornering prowess. The Audi all-wheel-drive system is set for a power bias of 40:60 to the rear wheels, giving it more of a rear-drive performance feel. When traction fails at a wheel, the quattro system shuttles torque to the wheels with more traction. And with an optional Sports Rear Differential, the S5/Cabriolet cars can "vector" torque from side to side at the rear wheels, not just from the fronts to the back wheels. As for handling and steering, Audi offers a standard setup for electronic power steering and ride quality that can be a little harsh in the Coupe. There's also an option for Drive Select, which allows drivers to choose settings for shift quality, suspension stiffness, and steering feel. The system tends to build steering weight too quickly off center, but otherwise both the coupe and cabriolet offer flat cornering and very sharp reflexes, along a hundred-mile route taken through Napa wine country, as well as stellar braking performance.
The cockpit of the Audi S5 fits driver and front passengers well. The front seats cradle you in comfort, and the dimensions are fairly generous for leg- and shoulder room. In back, it's less well endowed; the rear seats are tight and don't provide enough legroom for adults. Thanks to the thick pillars and low roofline in the Coupe, visibility out the back while driving is pretty dismal. The Cabriolet's visibility, of course, improves with the top down, but stays about the same when the roof is up. The S5's trunk is large for the class, but the trunk opening itself is fairly small. In both the coupe and cabriolet, the rear seats fold flat into the cabin to tote longer objects. There's locking storage in the glove box and console, one-liter bottle holders molded into the door panels, and other small storage spaces in the cabin.
While neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the S5/Cabriolet, Audi scores highly with TheCarConnection.com on safety for its long list of standard features and a strong crash-test score in the related Audi A4 sedan lineup. The S5 Coupe and S5 Cabriolet both offer dual front, side, and curtain airbags; knee airbags; anti-lock brakes, traction and stability control (which can be turned off for sporty driving); active roll bars that pop up in the event of a rollover accident; and a rearview camera with parking sensors. On both, the front seatbelts are "presented" to driver and passenger at the shoulder on automatically extending arms. LED daytime running lights are also standard.
The 2010 Audi S5/Cabriolet doesn't give up any conveniences in the name of high performance; expect everything that you would find in a full-fledged luxury coupe, including power and heated everything, as well as adaptive headlamps. Standard features include dual-zone climate control, leather upholstery, satellite radio, and Bluetooth connectivity. The Cabriolet's top is power-operated and thickly lined, and folds away in just 15 seconds. TheCarConnection.com's editors would absolutely opt for the expensive add-on Bang & Olufsen sound system, as well as the navigation system and iPhone integration kits. Other options pipe warm air through the seats to the front passengers to extend convertible season. Audi's MMI controller is upgraded, and it's now easier to control navigation and audio systems with its joystick controller and LCD screen.
The Bottom Line: The 2010 Audi S5 / Cabriolet might be the most handsome German luxury two-doors available-and are surely among the best performers.
Other Choices:
If you like the 2010 Audi S5 / Cabriolet, also consider:
- Mercedes-Benz E-Class Coupe / Cabriolet
- BMW 3-Series Coupe/Convertible
- Porsche Boxster
Reason Why:
The 2010 Audi S5 / Cabriolet have true rivals within Germany itself. The Mercedes-Benz E-Class Coupe used to be the CLK-Class coupe and cabriolet; this time around, it's more controversially styled but has excellent ride and acceleration with a V-8 option. The BMW 335i Convertible offers a folding hardtop roof and twin-turbo power just a few steps behind that of BMW's M3 convertible. And though it's not a four-seat convertible, the Porsche Boxster speedster deserves a mention here as most of these convertibles aren't used as four-seaters very often.
Buying Tips:
For a slightly more practical package, the Audi S4 sedan sports the Cabriolet's powertrain and also offers the Drive Select system. An RS5 Coupe, with even more horsepower, is expected soon, but it may not be offered in the U.S. market.
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2010 Mercedes-Benz CLS-Class
TheCarConnection.com's editors have driven the Mercedes-Benz CLS and wrote this road test from hands-on driving impressions. TheCarConnection.com has also researched available road tests for the 2010 Mercedes-Benz CLS to provide a companion review of opinions from around the Web-to help you figure out which opinions matter when reviews differ.
Likes
Sensuous, voluptuous body
Polished interior with beautiful wood trim
Shocking AMG-supplied power
Dislikes
A low bunker of a backseat
Base versions are softly sprung
Styling sacrifices outward visibility
With the 2010 Mercedes-Benz CLS, the German automaker succeeds with an unusual formula. They call the CLS a "four-door coupe"-a notion that seemed odd a few years ago when it was introduced. And yet today, the Benz CLS has inspired a raft of similar vehicles from automakers around the world, with its slimmed-down side view and its faintly French interior.
In retrospect, the "coupe" designation seems a little more acceptable; though it still has four doors, the CLS' profile is taut and elegant like a fine coupe. Last year's face-lift subtly improved the car's visage with a more dramatic two-bar grille and a slightly trimmed nose, along with LED tail lamps. Years after its launch, the CLS' silhouette still is quite fetching. The sheetmetal gives way to even more elegance inside, where the front seats are surrounded by veneered dash, doors, and console. Last year, the CLS adopted a new steering wheel and white-faced instruments, minor styling cues that didn't interrupt its antithetically Benz beauty.
The 2010 CLS-Class returns with two models. A standard CLS 550 is plenty urgent thanks to a 382-horsepower, 5.5-liter V-8 engine. The performance CLS63 AMG version amps up the numbers with an AMG-penned 6.2-liter V-8, a muscular 507 hp, and 465 lb-ft of torque. Both pour on power in seamless streams, with the AMG barking out a more guttural tone when it hits a 100-mph stride. In either trim, the CLS is no fuel sipper. Even though it's mated to a slick-shifting seven-speed automatic, the CLS 550 musters just 14/21 mpg. The five-speed automatic-equipped AMG edition drops even lower, to 14/19 mpg. In the CLS 550, power shuttles to the rear wheels, and ride motions are controlled by an air suspension that leaves something to be desired, dynamically. The well-balanced rear-drive chassis wants to be firmer, and the steering needs to be a little quicker to please traditional German car fans. If they opt up to the AMG edition, those handling problems are solved; the top version has firm but supple ride and steering feel, without much of a sacrifice in ride quality. In all, there's an appealing, luxuriant feel to the CLS that's the opposite of the taut, tightly drawn handling of a BMW 5-Series-or Mercedes' own E-Class, for example.
High style incurs some sacrifice with the CLS, particularly in the backseat. The tapered roofline cuts marginally into headroom in the front, much more so in the back. Heated and ventilated front seats pocket passengers deeply behind a tall dash that cuts down on visibility straight ahead. Looking back, the thick rear pillars obscure rear views. There are twin bucket seats in the back, and they're very cozy-but headroom is at a premium and the CLS' shape draws the roof and windows in close to rear-seat passengers, which could feel claustrophobic to some.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested a CLS-Class Mercedes. Both versions are outfitted with dual front, side, and curtain airbags; anti-lock brakes; traction and stability control; and a Pre-Safe collision preparation system that tightens seatbelts when sensors indicate an imminent accident.
The luxuriously trimmed 2010 CLS also comes with a lengthy list of standard features. Satellite radio, Bluetooth connectivity, a Harman/Kardon audio system, and an iPod interface are included on each CLS, along with such options as adaptive cruise control and a set of sensors to assist with parking.
The Bottom Line: The 2010 Mercedes-Benz CLS-Class is a drama queen of the nicest kind-only visibility and backseat space suffer in its presence.
Other Choices
If you like the 2010 Mercedes-Benz CLS-Class, also consider:
- Jaguar XJ
- Infiniti M
- Lexus LS
Reason Why:
Of the growing ranks of "four-door coupes," the 2010 Mercedes-Benz CLS may have the most to fear from the 2010 Jaguar XJ. Ditching its classicist style completely, the new XJ wears dramatic lines of its own and gets a stunning high-tech interior straight out of a high-end hotel. Due to be replaced in 2011, the Infiniti M sedans may seem a little less opulent than the CLS, but they have panache all the same, along with copious V-8 horsepower. The Lexus LS sports V-8 power, a creamy ride, and almost unbelievable levels of refinement, matched with almost impersonal driving feel.
Buying Tip
For an AMG look without the pricing indigestion, there's an available AMG Sport Package, which adds staggered AMG wheels, an AMG sport steering wheel, and shift paddles to the base car.
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2010 Chevrolet Corvette
TheCarConnection.com has driven most of the Corvette range to report on editors' firsthand impressions here in this review. TheCarConnection.com's team also researched other reviews to bring you highlights so that you can have the most information possible on this iconic American sports car.
Likes
Good bang for your buck
Street cred in spades
Surprisingly compliant ride
New Launch Control system
Dislikes
Notchy, deliberate shift action
Interior starting to show its age
Still lacks curtain airbags
Chevrolet was always going to have a tough time improving on its Corvette line. Last year we saw the introduction of the mighty ZR1 supercar and a price cut for the base convertible; for the 2010 model year, the automaker brings out the big guns.
First and foremost is the introduction of a new Grand Sport model, which returns for 2010 with wide-body styling and race-bred suspension; it's available in either coupe or convertible body styles. The other major introduction is a new Launch Control system that comes standard on all manual 'Vettes and can make even the most amateur of drivers look like a pro at the traffic light.
We've tested the system on the road and track and find it to be truly impressive--no reservations, no qualifications. The new system modulates engine torque 100 times per second and is designed to give drivers optimal traction during full-throttle starts. In addition to the availability of the Launch Control system, the 2010 ZR1 gets what Chevy calls "Performance Traction Management" (PTM) technology, which holds a predetermined engine speed while the driver pushes the throttle to the floor. That allows the driver to quickly release the clutch, and the system modulates engine torque for the best traction during track driving.
But it's not just performance aspects that get our tick of approval for 2010. Side airbags now come standard on all models, as well as a range of updated colors, including the return of Torch Red.
Across the entire 2010 Chevrolet Corvette lineup, styling remains much the same as the previous year. After all, the Corvette is one of the sexiest cars on the road today, so there's no point mucking with the winning formula. The Z06 and ZR1 continue with their more muscular bodywork to cover the wider tires on those models, and the ZR1 still features a clear plastic window, which doesn't add much excitement, according to the styling gurus at TheCarConnection.com.
The Grand Sport adds a new dimension, essentially replacing the Corvette's previous Z51 package and bringing a greater degree of handling performance. Benefiting from wide-body styling, the Grand Sport also gets a Z06-style front splitter and rear spoiler, new brake ducts, and unique 18-inch wheels with 275mm tires up front and 19-inch wheels shod with 325mm rubber in the rear.
All Corvettes are pure performance inside, with a cockpit-inspired interior dominated by a large hooded gauge cluster, a high center console, and the usual dull GM plastics. An optional feature is the crossed-flags logo embroidery for seats, as well as a new cashmere trim for the Z06 and ZR1.
While the interior can be a little drab in appearance, once you floor the throttle all is forgotten as genuine excitement pours from each and every 2010 Chevrolet Corvette powertrain.
The base Corvette gets a potent 430-horsepower LS3 V-8 that displaces 6.2 liters and is good for a 0-60-mph run in just 4.1 seconds with the manual or 4.3 seconds with the automatic. An optional two-mode exhaust system (also available on the Grand Sport) brings a power rating increase to 436 horses and 428 pound-feet of torque. As the revs climb, the sound from these pipes is intense. While manual drivers get the new Launch Control system for 2010, customers picking the self-shifter will welcome a revised six-speed automatic paddle shift control that includes a "push and hold" feature to make returning to automatic mode simpler.
Sitting between the base Corvette and the sexy Z06 is the new Grand Sport. Powered by the same 430-horsepower and 424 pound-feet of torque LS3 V-8, the 2010 Chevrolet Corvette Grand Sport also gets wider wheels and tires, revised shocks, a new stabilizer bar and spring specifications, and new gearing. The equipment enables cornering capability of up to 1.0 g, as well as a 0.2-second improvement in 0-60-mph acceleration versus the standard LS3-powered models.
Grand Sport coupe models equipped with the manual transmission are outfitted for racetrack competition, too, with a dry-sump oiling system, a differential cooler, and a rear-mounted battery. The manual transmission also comes with specific gear ratios, while automatic models get a modified rear-axle ratio. The Grand Sport also gets Z06-spec brakes that include 13.4-inch rotors with six-piston calipers up front and four-piston calipers in back.
Next in line is the Z06, which brings Corvette owners into supercar territory thanks to its 7.0-liter LS7 V-8 that's capable of sending the car from 0-60 mph in just 3.7 seconds and see it reach a top speed of 198 mph. The 2010 version retains the 106-inch wheelbase of other Corvette models, as well as the short-long arm suspension and transverse spring design, but rides on all-new wheels, tires, and brakes, as well as its own rear spring and roll stabilizer. Peak output remains at 505 horsepower and 470 pound-feet of torque. Buyers opting for the top-end 3LZ package now get powered sports seats for both driver and passenger.
Thanks to the mammoth amount of torque from either the base LS3 engine or the race-bred LS7, the 2010 Chevy Corvette is enjoyable to drive with the optional automatic but really comes alive with the manual, even though the shift action tends to be overly deliberate and notchy.
Sitting at the top of the ladder is the granddaddy of all Corvettes, the world-beating ZR1 supercar. Still packing a hand-built, supercharged 6.2-liter V-8 with 638 horsepower and 604 pound-feet of torque on tap, the ZR1 will rocket to 60 mph in only 3.4 seconds and blast through the quarter-mile in 11.3 seconds and with a 131-mph trap speed.
The ride of the current six-generation Corvette is vastly superior to previous versions that could best be described as agricultural by comparison. Even the 2010 Chevrolet Corvette ZR1 (with its ultra-wide tires) rides well thanks to new tire technology and magnetic ride control. The available levels of performance combined with the compliant ride and overall refinement make these cars all the more special. For the right person, they can be daily transportation. When driven modestly on the highway, fuel economy can reach as high as 30 mpg.
In terms of comfort and quality, the 2010 Corvette has made great strides since the launch of the six-generation in 2005 and the slight update last year. Fit and finish, both inside and out, is solid, though the choice of trim and materials can leave you desiring something a little more premium. The seats are comfortable and provide good support, even on long drives, and during the several hundred miles we've spent behind the wheel, there was barely a squeak or rattle to detect.
For a sports car, visibility in the Corvette is quite good. Additionally, the rear storage provides a surprising amount of room with 22.4 cubic feet of cargo volume in the 2010 Chevrolet Corvette Coupe and a respectable 11 cubic feet of storage in the rear of the Convertible. The drop-top models use a layered fabric roof that isolates the cabin well from wet and cold but lets in a lot of road noise.
Safety is another strong point for the Corvette range. A four-channel ABS system is standard, as are stability and traction control and now front and side airbags as well. Unfortunately, the 2010 model still lacks side curtain airbags, which are usually standard on cars in the same price range as the Corvette.
The 2010 Chevrolet Corvette gets to tap into GM's deep well of tech features. High-end audio and voice-activated navigation systems are available, along with a growing list of services from GM's OnStar. In recognition of the reality of cell phones and other mobile communication devices, GM is now offering Bluetooth connectivity. An optional Bose audio system or an in-dash six-disc changer is available, while steering-wheel-mounted audio controls are standard on all models. One last highlight is that the Corvette, despite its supercar credentials, still comes with proper cup holders.
The Bottom Line: Stupendously fast yet amazingly practical, the 2010 Chevrolet Corvette is the supercar you can live with.
Other Choices
If you like the 2010 Chevrolet Corvette, also consider:
- Nissan GT-R
- Porsche Boxster
- Dodge Viper
- Porsche 911
- Nissan 370Z
Reason Why:
While it may have several formidable rivals, the Corvette's prime nemesis remains the Dodge Viper. The Dodge now boasts an 8.4-liter V-10 engine pumping out an even 600 horsepower as its sole powertrain option and is humbled only by the ZR1. Nissan's GT-R also shows that it has what it takes to topple the Corvette, even approaching the ZR1 in performance. Combined with its all-wheel-drive system and sophisticated electronics, the 480-horsepower Nissan proves itself worthy on more than one count. The next closest competitor to the Corvette would have to be the Porsche 911. With its range of models (rear- and all-wheel drive, naturally aspirated, and turbo powered), the German icon offers more choice and arguably more refinement than the American, though at a significant cost. While the Porsche Boxster lines up nicely against the base Corvette, its six-cylinder engine is no match for the Chevy's muscular V-8. The same goes for Nissan's 370Z, although the sound from the Z's tailpipes may persuade even the most loyal of 'Vette fans.
Buying Tip
Performance diehards will be clamoring for the new Grand Sport, which means there may be some deals to be had on the still-impressive base coupe.
| Permalink:2010 Chevrolet Corvette | |
2010 Audi R8 Road Test
Editors at TheCarConnection.com drove the 2010 Audi R8 to bring you this hands-on road test of its styling, performance, comfort, safety and features. TheCarConnection's experts also compared the new R8 to other exotic cars, to bring you the best shopping advice and information possible. The companion R8 review condenses opinions from other respected automotive sites, to bring you a summary of other opinions from around the Web.High Gear Media accepted travel expenses to San Francisco, to be among the first to drive the 2010 Audi R8. Editors drove various 2010 R8s on the road and track near Sonoma, California, to write this hands-on road test.
Likes
A stunning car, in person or pictures
Unexpectedly practical
Lamborghini-derived V-10 even better than V-8
Balanced, stable handling
Museum-quality details, down to the engine bay
Dislikes
Over-the-shoulder visibility is poor
Difficult entry and exit
Small cargo hold-strictly for weekend bags
Consider the 2010 Audi R8 an entry-level exotic car-entry-level only in reputation, possibly. Audi doesn't have the track record of Ferrari, Lamborghini or even the Corvette, but with the R8, and particularly the new V-10-powered R8, it's stepped without hesitation into the rarified world of ultra-performance machines. For the 2010 model year, the R8 adds a V-10 option and a handful of new features. The base price remains $115,400, but V-10 versions top out at $156,300 before options are added.
From its audacious silhouette, to the "sideblades" that give it a vertical visual calling card, the Audi R8 looks every bit the exotic. Its low-flying wedge looks tailor-made for high-speed runs, and typical of Audi, even the most dramatic styling cues play some part in the car's staggering performance. Those sideblades don't merely make a technical appeal to your heart: they cloak extensive ductwork for engine cooling and brake venting. Likewise, the huge wheels staggered in size, front to back, look sharp-and aid in razor-sharp handling. Some frippery exists, but not much-you might call the nose's LED light bar a the glass engine cover that displays the LED-illuminated engine wasteful, but most of us will admire how it puts the powerplant on jewel-box display. The cabin? Useful and distinct in the mode of the original Acura NSX, with a low cowl, at-hand controls and a light touch of style-though plenty of buttons and controls dot the R8's dash. With the new ten-cylinder version comes some light visual differentiation too: the V-10 wears more black and chrome trim, wider side sills, gloss-black sideblades, oval exhaust pipes and a distinct set of gauges, gear shift knob and door handles.
With the original V-8 coupe, Audi's supercar performance fell midpack among the $100,000-plus super coupes-somewhere among the Aston Martin Vantages, falling short of the Chevrolet Corvette ZR1 and Porsche 911 Turbo (not to mention the $80,000 Nissan GT-R.) The unchanged V-8 edition still doesn't feel particularly torquey, but its revvable 4.2-liter, 420-horsepower V-8 delivers brisk performance with either a six-speed manual or R-tronic automated manual shifter. The V-8 spins to 60 mph in 4.4 seconds, tops out at 187 mph and delivers up to 19 mpg in freeway driving along with a lushly mechanical whir. It's good enough to rush ahead of the Aston and 911s and other coupes, but the V-10 engine is clearly the category killer Audi intended all along. With a 5.2-liter, 525-hp ten-cylinder derived from the unit in the Lamborghini Gallardo, the R8 rips to 60 mph in about 3.7 seconds, tickles a near-200-mph top end (it's 196.4 mph, in case you need four sig figs) and overachieves with highway fuel economy of up to 20 mpg. The sound from the V-8 is a nice baritone, but not so loud that it brings on fatigue, while the V-10 imparts a distinct throaty roar that blends German and Italian timbres. Audi's cars are the most emotional of the German Big Three, and the R8 is easily the most expressive-looking and sounding car in their range.
It's still a tick behind the Bugatti Veyrons and GT-Rs of the world, but the R8's newfound power vaults it into 911 Turbo territory. So, to tame the power reliably, Audi's fitted the V-10 with a "launch control" mode that preserves clutch life and directs power through its all-wheel-drive system to ensure repeatable, stunning 0-60 mph runs. The launch control helps give the transmissions more life, too. Of the available gearboxes, TheCarConnection's editors prefer the automated R-tronic setup. The manual gearbox has distinctive metal shift gates inside and shifts easily, though with a long throw; the R-tronic gearbox can shift roughly in leisurely driving, but it's the choice for track driving, where it nails down shifts faster than the most experienced drivers and blips the throttle expertly on downshifts to maintain control, without a clutch pedal.
You don't have to drive the R8 at illegal speeds to enjoy it, though it sure does have a presence on the racetrack. The entire vehicle weighs only about 3,400 pounds and has a near-perfect (rear-biased) weight distribution to take advantage of the engines' location just behind the front seats. It's also fitted with a magnetorheological shock system, which uses magnetic force to adjust shock stiffness between Normal and Sport modes, which allows some leverage in driving off the beaten track. The R8's composure is in the direction of phenomenal: it feels hefty and stable at triple-digit speeds, while also managing to convey lightness and nimbleness at low speeds and more than reasonable ride quality. Meanwhile, the all-wheel-drive system, which can send up to 35 percent of torque to the front wheels, puts the power to the pavement without drama. With V-10 cars, Audi adapts new eight-piston brakes, 19-inch wheels and tweaks the suspension to capture all the R8's high-speed potential.
The 2010 R8 is about five inches longer than the Lamborghini Gallardo (with which it's somewhat mechanically related) and has several more inches of seat travel and legroom than the Italian stallion; even tall people will find the R8 ample in space. Headroom isn't tight once you're in, but some might bump their head on entry or exit. The layout of the cockpit area is very driver-centric, like that of a racecar, with controls and displays angled toward the driver. The R8's interior lacks storage compartments and cubbies for small personal items, and cargo space is limited to a modest area underhood at the front of the car and a cargo shelf that's good only for a small duffel bag.
Neither of the major U.S. crash-testing programs has put the R8 into a wall, andprobably won't because of its exclusivity and pricetag. However, TheCarConnection rates the R8 highly for safety since it takes a comprehensive approach to safety. Performance-oriented electronic stability control system is standard on the R8, along with side impact airbags and dual knee airbags. A set of front and rearview cameras are available on V-8 coupes-and recommended, since rear visibility isn't great-and standard on the V-10, along with LED headlamps.
Standard features include power features; leather upholstery; an audio system with twin slots for SD cards, a CD changer, and Sirius satellite radio; and Bluetooth. Major options on the base R8 include carbon-fiber trim, upgraded leather upholstery, a navigation system, a parking-sensor system, and a premium Bang & Olufsen sound. For the V-10, the navigation system is standard and adds real-time traffic; the premium audio becomes standard as well, and Audi adds distinct colors and interior trims to the options list.
The Bottom Line: The 2010 Audi R8 brings the expected Germanic, technical appeal to the supercar arena-but it's the imported Italian V-10 that reveals some true lust in its heart.
Other Choices
If you like the 2010 Audi R8, also consider:
- Aston Martin V8 Vantage
- Ferrari California
- Maserati Gran Turismo
- Porsche 911
Reason Why
Looks are deceptive. Although the R8 has an appearance that blends in some exotic appeal, it isn't so much a competitor to the likes of the Ferrari F430 and Lamborghini Gallardo. Those cars take aim directly at a niche of affluent enthusiasts and collectors who have the patience for tight cabins, less appealing materials and long waiting lists. The Maserati Gran Turismo has a larger cabin and a backseat that's large enough for small adults, along with a distinctly Italian style, though it's heavier than the especially nimble R8 and not particularly known for easy, trouble-free service. The Aston Vantage is heavier, more exclusive, and more luxurious, and it's a great grand-touring vehicle. The Porsche 911 remains arguably the most practical choice in the group, with its more spacious front and rear cargo areas, and an enviable record for safety--provided you don't think 911s are a dime a dozen.
Buying Tip
The arrival of the V-10 isn't the end of the R8 story. This year, Audi will introduce an R8 Spyder convertible, and will show a concept R8 powered entirely by electricity. A shockingly fast V-12 TDI concept went on display last year, but its 500-hp diesel likely will never be sold to American Audiphiles-even though its 25-mpg fuel economy makes supreme sense anywhere in the world.
| Permalink:2010 Audi R8 Road Test | |
2009 Audi Q5
TheCarConnection.com has researched reviews and driven the 2009 Audi Q5 to bring you this comprehensive review of its safety, performance, styling, comfort, and quality. TheCarConnection.com's expert editors also drove this and other luxury sport-utility vehicles to compare and contrast the Audi Q5 with other crossovers in its class.
Likes
Appealing style, inside and out
Quality feel of cabin and controls
Ample V-6 power
Standard all-wheel drive
Dislikes
Drive Select gimmickry
Steering too heavy in all modes
A pricey addition to the class
The 2009 Audi Q5 is the German automaker's first compact sport-utility vehicle, and it's a direct competitor to the Mercedes-Benz GLK and BMW X3, as well as the Lexus RX crossovers. It's available in one drivetrain configuration, with "quattro" all-wheel drive, a six-cylinder engine, and a six-speed automatic. The 2009 Audi Q5 provided to TheCarConnection.com for this Bottom Line road test summary carries a base price of $38,025, including destination, and an as-delivered price of $48,275.
Even in its stylish class of luxury utes, the 2009 Audi Q5 is a handsome winner. Like the Volvo XC60, its softly sculptured lines use height and stance to convey all the right SUV messages, the opposite of the angularity that the GLK and LR2 depend on for their more masculine looks. The Q5 is more subtly good-looking than most sedans, in fact, except for the massive grille up front that's too large, too deep, and too everything. The slope of the roofline and the sedan-like tail lamps (with LED lighting) walk the best line between sport-ute size and German-wagon efficiency. It's the same story inside, where Audi's traditionally well-executed cabins make sense of what could be a lot of little buttons. Framing them in metallic trim, applying wood (like the maple in the vehicle tested by TheCarConnection.com), and matching leathers and plastics closely gives the somewhat cluttered dash a unified, rich look.
A single powertrain defines the 2009 Audi Q5 sold in America this year. It teams a 3.2-liter, 270-horsepower V-6, a six-speed automatic with manual gear selection, and all-wheel drive. The engine's fairly sweet-revving, though a little louder and more vibration-prone than you might expect--just like the six-cylinder in the latest Lexus RX. Gear changes are quick and mostly trouble-free, unless you choose a downshift manually in Tiptronic mode at the wrong power point. The Q5 will obey, so long as it doesn't frag its engine doing so. Paddle shift controls would be a plus to enhance the drivetrain's sporty feel; Audi says hybrid and diesel engines are possible in the future, and a turbocharged four-cylinder model is almost assured.
Handling and ride are a mixed bag; you can tell the Q5's essentials and the rearward power bias (40:60) want to feel responsive and sporting. But like the 2009 Audi A4, most U.S. vehicles come with Drive Select, an electronically variable system that allows drivers to choose response levels for steering, braking, transmission shifts, and throttle quickness. The vast preference for TheCarConnection.com's editors is a single well-developed suspension setting; the Q5 with Drive Select has heavy steering in all modes, and ride quality doesn't soften enough to justify variable controls. With all-wheel drive, about 8 inches of ground clearance, and hill descent control, the Q5 can handle moderate all-terrain activity, but it's clearly not meant for anything more than casual hill climbing. Towing capacity is 4,400 pounds, and fuel economy is 18/23 mpg. TheCarConnection observes just over 18 mpg in mostly city driving.
The 2009 Q5 offers a comfortable, roomy cabin and cargo hold for well-heeled buyers. As long as or longer overall than all the competition save for the 2010 Lexus RX, the Q5 is among the widest vehicles in its class and sports the longest wheelbase. That gives front passengers more than enough leg- and shoulder room; headroom is numerically mid-pack, but the Q5 tested here, with a panoramic sunroof, still has enough height for six-foot drivers and passengers. The seats themselves are firm and adjust for great comfort, even in back, where the passengers can recline for long-trip comfort. The second-row seats split and fold to create more cargo space, but even when five people (four adults, really) are seated inside, there's enough cargo room for four roll-on suitcases and a clear view out the rear hatch glass. Audi molds in 1-liter-sized drink holders in all the doors, the console, and the fold-down armrest in the backseat, so you'll remain well-hydrated.
Safety features abound on the Q5; Audi's crossover also earns five stars in all ratings from the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), which also names it a Top Safety Pick. Standard front, side, and curtain airbags combine with anti-lock brakes as well as stability and traction control for those top safety ratings; Audi also offers a rearview camera and parking sensors to cut down on low-speed mishaps.
For $38,025, the 2009 Audi Q5 arrives in showrooms outfitted with standard features like three-zone climate control, 18-inch wheels, an AM/FM/CD player, Sirius Satellite Radio, leather seating, wood trim, heated power mirrors, and a tilt/telescope steering wheel. TheCarConnection.com's Premium Plus Q5 adds $4,300 for a panoramic sunroof, a power tailgate, power heated seats, Bluetooth connectivity, an iPhone/iPod interface, and a six-CD changer. Atop that, a $3,000 Navigation package adds hard-drive-based GPS mapping, parking sensors, a rearview camera, and a DVD player. The $2,950 Drive Select package is the one feature editors wish was omitted from the options list; the 14-speaker, 505-watt Bang & Olufsen stereo system would be more welcome.
The Bottom Line: The 2009 Audi Q5 sports the sleek lines of a sweet German sedan, a date-worthy cabin, and good, hefty, but gimmicky handling.
Other Choices
If you like the 2009 Audi Q5, also consider:
- Mercedes-Benz GLK
- BMW X3
- Land Rover LR2
- Infiniti EX35
- Acura RDX
- Cadillac SRX
- Lexus RX
- Volvo XC60
Reason Why:
Three distinct groups of competitors emerge for the 2009 Audi Q5. The first group comprises its fellow travelers from Germany and Great Britain; the Mercedes-Benz GLK wears angular clothes and bakes in off-roading, four-wheel drive, and a big V-6, with diesel power on the way. The BMW X3 is the senior officer in the class and is substantially improved in ride and handling in 2008. Land Rover's LR2 is a square-jawed niche player in the group, with true four-wheeling bred in its blocky silhouette. The next pair, the Acura RDX and Infiniti EX35, share Japanese heritage, but feel radically different. The RDX's pulsing turbocharged four-cylinder seems at odds with its mission, while the EX35's teensy cargo area leads to questions about its SUV classification. Lastly, the soft and comfy SUVs in this group include the Lexus RX, a luxury favorite with little driving feel and a hybrid model; the new Volvo XC60, a sleek and fairly quick-footed SUV with a marvelous interior; and the Cadillac SRX, a new entry in this size class with crisp styling and good on-road maneuvers.
Buying Tip
If you're eager for diesel power in your Q5, you'll have to wait: Audi plans a hybrid Q5 sport-ute for 2011, and the oil-burner won't arrive until after that gas-electric model.
| Permalink:2009 Audi Q5 | |
2009 Mercedes-Benz GL-Class
TheCarConnection.com has driven the new Mercedes-Benz GL-Class and brings you an expert opinion here in this Bottom Line. TheCarConnection.com has also read reviews on the new Mercedes-Benz GL-Class to bring you the most useful observations and highlights.
Likes
Cosmopolitan cabin with tons of room
Stylish exterior
Off-road capability
Dislikes
Expensive
Fuel economy (gas engines)
The Mercedes-Benz GL-Class was introduced in 2007 as an upscale SUV with surprising off-road capabilities, a luxurious interior, fresh styling, and three-row seating--all for an equally remarkable price tag.
Joining the gasoline-powered GL450 and GL550 models for 2009 is the new GL320 featuring the German manufacturer's BlueTec clean-diesel engine. The BlueTec engine, in conjunction with the new AdBlue exhaust treatment system, meets emission standards in all 50 states. The BlueTec engine gets 20 to 30 percent better fuel economy than its gas-powered counterpart and with ample torque for tow capability that's actually better than that of the V-8s. The 2009 GL320 diesel can run upward of 600 miles on a tank, securely devouring interstate at impressive rates in virtually any weather.
The turbocharged 3.0-liter direct-injected diesel produces 210 horsepower, and the starter V-8 is a 4.7-liter, with 335 hp and 13/18 mpg fuel economy. Next up is the 382-hp, 5.5-liter V-8 in the GL550. It delivers a 0-60 mph acceleration time of 7.4 seconds and fuel economy of 13/17 mpg. A seven-speed automatic is standard across the board.
In terms of off-road gear, the GL has standard four-wheel drive, Hill Start Assist, Hill Descent Control, and a load-leveling suspension system. It can be ordered with an Off-Road package that includes a Class IV hitch, adaptive-damping suspension system, underbody skid plates, and locking differentials. Its maximum tow rating is 7,500 pounds. Handling is very well balanced in this full-size sport-utility vehicle. The air suspension is damped with ride comfort in mind, but the Mercedes-Benz GL still steers with precision and has strong brakes. A little less rocking motion side to side would improve on the good on- and off-road manners.
The tailored cabin has front-row seats with loads of foot and shoulder room. Adults will be comfortable in the second row--and even the third row, which folds itself out of sight at the touch of a button.
In regard to safety, the 2009 GL-Class provides as standard equipment active headrests designed to limit potential injuries from whiplash, first- and second row-side-impact and full-row curtain airbags, stability control, and anti-lock brakes with Brake Assist. Pre-Safe, a safety system that senses collisions before they happen, is also now a standard feature on GL-Class models.
2009 GL-Class features include a power rear tailgate, rain-sensing wipers, multizone climate control, a DVD navigation system, a DVD rear-seat entertainment system, 19-inch wheels, adaptive cruise control, and an upgraded surround-sound audio system. All three 2009 GL-Class models receive a new-for-2009 COMAND system featuring a large 6.5-inch display screen with a standard in-dash, six-disc CD/DVD changer and a Bluetooth interface.
The Bottom Line: The 2009 Mercedes-Benz GL-Class is expensive, but it's very capable and family-friendly with lots of room, power, and safety equipment.
Other Choices
If you like the 2009 Mercedes-Benz GL-Class, also consider:
- Cadillac Escalade
- Lexus LX 570
- Land Rover Range Rover
Reason Why:
Cadillac's Escalade comes with three rows of seats and a ornate style, and a hybrid powertrain is available. The Lexus LX 570 is a huge off-road-friendly hauler with punishing weight and fuel economy, but small third-row seats. The Land Rover Range Rover has prestige at its back and exceptional off-road prowess, but only two rows of seats.
Buying Tip
Spend the extra money to get the better-finished full leather interiors.
| Permalink:2009 Mercedes-Benz GL-Class | |
2009 Mercedes-Benz CL-Class
TheCarConnection.com's editors have driven several versions of the new Mercedes-Benz CL-Class in order to bring you their expert opinion here in this Bottom Line review. TheCarConnection.com has also researched road tests on the new Mercedes-Benz CL-Class to bring you some of the most useful information on how this luxury coupe measures up.
Likes
Simple, elegant instrument panel
High-speed stability
Comfortable, composed ride
Tech features for every concern
Multicontour seats provide optimum comfort and support
Dislikes
For its size, the interior feels small
Challenging backseat entry/exit
Screen-based interface needs simplifying
If you want a coupe with high performance, luxury, elegance, and some of the world's top technology, the 2009 Mercedes-Benz CL-Class is all that. The German auto manufacturer introduces 4Matic all-wheel drive for its 2009 CL550 model.
Because of the negligible gas mileage trade-offs and the year-round traction and stability benefits (on both wet and dry roads) all-wheel drive provides, the systems are becoming increasingly popular. The 2009 CL550 4Matic is identifiable by its 18-inch wheels from the outside, while the inside comes standard with new equipment, including heated and ventilated front seats and the Keyless-Go system.
The CL550 is pushed by a 5.5-liter V-8, making 388 horsepower, that's teamed to a seven-speed automatic. There's a manual shift mode that can be operated without moving your hands off the wheel. The CL-Class's V-8 has plenty of torque to move quickly and handle with surprising agility--thanks to the sophisticated Active Body Control (ABC) system, which controls ride height and suspension firmness and can adjust almost instantaneously for quick maneuvers. The steering, however, is light and doesn't communicate much from the road. Also thanks to ABC, ride comfort is among the smoothest and most settled of any vehicle.
In addition to the new CL550 are three other coupes. The 2009 Mercedes-Benz CL600 is powered by a V-12 engine with 510 hp and 612 pound-feet of torque. Two AMG editions also are sold: a CL63 with a 518-hp V-8 and a CL65 with 604 hp and 738 pound-feet of torque. The CL600 and CL63 AMG have similar power ratings, though they have very different personalities behind the wheel. The 2009 Mercedes-Benz CL600 has immense torque, with a quiet, refined experience somewhat like the Bentley Continental, while the CL63 AMG is edgier and more raucous-sounding in everything from its ride to its sharper handling response. The especially exclusive CL65 AMG competes with exotic sports cars without sacrificing the comforts and tech features offered in the other CL-Class models.
The CL series avoids the potential clutter of buttons and switches by integrating the controls of many of the nonessential accessories into Mercedes-Benz's "Intuitive Operating Concept" screen-driven interface. Contrary to the name, some of the features can be hard to find in this system, although it's easier to navigate than BMW's iDrive. Inside, with or without the optional multicontour feature, the front seats are comfortable for even the longest drives, and the backseats are very roomy for a coupe, though entry and exit are difficult. The interior design of the 2009 Mercedes-Benz CL-Class takes a minimalist approach--with an emphasis instead on rich materials like a mix of attractive wood trim and shiny bits on the dash, as well as suedelike Alcantara elsewhere and supple seat leather.
The 2009 Mercedes-Benz CL-Class has not been crash-tested, but there's a trio of techno systems designed to reduce the risk of a collision using forward-looking microwave radar. Brake Assist Plus will increase the level of pressure you apply to the brake pedal if it determines you're closing on the car ahead too quickly. Pre-Safe will take other steps, such as tightening seatbelts and preparing the airbags, if it senses a collision is unavoidable. Like other active cruise control systems, Distronic Plus will maintain the speed of traffic ahead--and hold a safe distance from the car immediately in front. But it can also bring the CL to a complete stop in traffic, then start up again when the car ahead begins to move. Blind Spot Assist, which monitors both blind spots and warns the driver whenever a turn signal is activated, is now part of the optional Distronic Plus system. For parking, there are ultrasonic sensors as well as a backup camera with a highlighted display that shows what's in your path as you turn; the system also includes a blind-spot assist feature.
Standard equipment on the base 2009 Mercedes-Benz CL550 includes a hands-free calling system, the Parktronic parking aid, a power rear sunshade, and a 600-watt audio system with memory card slot. Top features on the CL line include multicontour front seats with massage. All 2009 CL models receive the Hold convenience braking feature, as well as new gear shift paddles on the steering wheel and push-pull power window switches as standard equipment.
Also available on the 2009 Mercedes-Benz CL-Class is a night vision system that bathes the area ahead in infrared light to help spot obstacles in the coming road under some of the darkest conditions.
The Bottom Line: The 2009 Mercedes-Benz CL-Class doesn't skimp on traditional luxury, and it's the flagship model for technology features in the Mercedes-Benz line.
Other Choices
If you like the 2009 Mercedes-Benz CL-Class, also consider:
- Bentley Continental
- Mercedes-Benz SL-Class
Reason Why:
Surprisingly, the first competitor to the 2009 Mercedes-Benz CL-Class comes from Mercedes' own stable; its SL-Class roadster is in a similar price class, with a stunning interior, comparable high-performance AMG models, and some of the same tech features, but it's a bit more performance-focused than the CL.
The most direct competitor to the CL-Class may be the Bentley Continental, a twin-turbo, 12-cylinder coupe that, like the CL models, blends a classy, conservative interior design with performance that has the straight-line acceleration, if not the handling, to keep up with top sports car models. Both the CL and the Continental feel hefty and poised on the open road. Among these two, the Bentley may have the advantage because of the rarity and exclusivity of the brand.
Buying Tip
The CL-Class is more expensive than any other mass-market coupe, but priced well below what the most exclusive prestige brands have to offer. Consider how important absolute exclusivity is versus everyday practicality and convenience.
| Permalink:2009 Mercedes-Benz CL-Class | |
2009 Mercedes-Benz M-Class
TheCarConnection.com's editors drove the new Mercedes-Benz M-Class in order to give you an expert opinion. TheCarConnection.com's SUV experts researched available road tests on the new Mercedes-Benz M-Class to produce this conclusive review and to help you find the truth where other reviews might differ.
Likes
Top-notch cabin
Attractive styling
Strong safety scores
High-performance AMG edition
Dislikes
Poor fuel economy (except for diesel)
Pricey
The 2009 Mercedes-Benz M-Class sport-utility vehicle has gained a number of minor appearance changes that give it a slightly more sophisticated overall style. At the fore of the vehicle, the restyling begins at the front bumper incorporating new headlights with a distinctive brow that trims the top of a larger, lower grille bearing three silver ribs. Angular air intakes, widely set fog lights, and chrome trim are also new features of the ML's redesigned front end. In back, the M-Class receives a stainless-steel skid plate that wraps around dual exhausts and a recontoured rear bumper with recessed reflectors.
The 3.5-liter gas V-6 produces 268 horsepower and gets fuel economy of 15 mpg city, 20 highway. Next up is the 2009 Mercedes-Benz ML550, which wears some of the AMG model's body add-ons. A 5.5-liter V-8 grants it 382 hp, and a seven-speed automatic ushers out the power urgently and smoothly. This version can accelerate to 60 mph in 5.6 seconds, or faster than some two-door sports cars--but it gets 13/18 mpg. At the top of the ladder, the 503-horsepower Mercedes-Benz ML63 AMG remains unchanged, with unapologetic 11/14 mpg fuel economy and supercar performance cloaked in its handsome, neatly detailed body.
Under the hood of the new 2009 Mercedes-Benz ML320, the German manufacturer's BlueTEC clean diesel engine replaces the old ML320 CDI engine. The BlueTEC engine, in conjunction with the new AdBlue exhaust treatment system, meets emission standards in all 50 states, and gets 20 to 30 percent better fuel economy than its gas-powered counterparts, while producing 210 horsepower and 398 lb-ft of torque. It can run upward of 600 miles on a tank, securely devouring interstate at impressive rates in virtually any weather. The diesel feels just as strong as the V-6 in most cases, while also being the best choice out of all the engines for towing.
On-road handling is the opposite of what you might expect: The steering is communicative, the ride is pretty well-controlled for a capable off-roader, and braking is good. The 2009 Mercedes-Benz M-Class comes equipped with full-time four-wheel drive and three mechanical differentials, which keep the ML planted on light off-roading, and even some of the hard-core stuff the Jeep crowds crow about. It helps that the ML550 sits on 255/55R-19 tires and wears big 13.8-inch front brakes and 13.0-inch rear vented discs. It can tow 7,200 pounds.
The front- and backseats have good headroom, and even in back, there's plenty of adult-sized space. There is no third-row seat option; that's the job of the larger GL-Class ute. In overall size and room, the 2009 Mercedes-Benz M-Class is more than competitive with the likes of Ford's Explorer, Jeep's Grand Cherokee, and their ilk. Its wheelbase is 114.7 inches and overall length is 188.5 inches. With the rear seats folded down, cargo volume is 72.4 cubic feet and 29.4 cubic feet with the seats upright.
Stability control, anti-lock brakes, and traction control are standard, along with front, side, and curtain airbags. The 2009 Mercedes-Benz M-Class has a NHTSA five-star crash rating and a four-star rollover rating. PRE-SAFE, a safety system that senses collisions before they happen, is also now a standard feature on M-Class models.
For 2009, the COMAND screen-driven interface is all-new, featuring a larger 6.5-inch display screen with a standard in-dash, six-disc CD/DVD changer and a Bluetooth interface. The COMAND screen can display maps and directions for the optional GPS navigation system stored on the larger hard drive. The navigation system is now set up for Sirius traffic info and Zagat restaurant ratings. An optional 610-watt digital Harman Kardon Logic7 audio system and a rear-seat entertainment system with two 8-inch screens, wireless headphones, and an integrated DVD player with dual-source capability are also available on 2009 M-Class models. For the driver, there's four-stage power lumbar support and a new four-spoke steering wheel with multifunction buttons and shift paddles.
The Bottom Line: It ain't cheap, but the 2009 Mercedes-Benz M-Class deserves its place atop the luxury SUV echelon.
Other Choices
If you like the 2009 Mercedes-Benz M-Class, also consider:
- Volkswagen Touareg
- Infiniti FX
- Lexus GX 470
- BMW X5
Reason Why:
The Volkswagen Touareg sits high, feels thick and sturdy, and seats five adults. The Infiniti FX has aggressive styling and a V-8 option to match. The Lexus GX 470 has good off-road capability but a dowdy exterior shape. The BMW X5 is the Mercedes-Benz M-Class's closest competitor--in fact, just the state of Georgia separates the Mercedes factory in Alabama from the BMW factory in South Carolina. The X5 offers a third-row seat, but it has more sedate styling and lacks the performance character of BMW's cars.
Buying Tip
If you need to haul a major load of people or cargo, the larger, smoother R-Class crossover or the big, rugged GL-Class SUV might be more to your liking.
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