2010 Volkswagen New Beetle – Convertible Bottom Line
Here in this Bottom Line covering the 2010 Volkswagen New Beetle, the editors of TheCarConnection.com have brought you their own take on this small coupe and convertible, based on multiple driving experiences and comparisons to rival vehicles. And to give you the most complete picture of how the New Beetle stacks up to top rivals, TheCarConnection.com has also combed the Web and included some of the most useful excerpts from other source in a full review.
Likes
Exterior remains iconic
Convertible doesn't sacrifice comfort
Nice front seats
Dislikes
Unimpressive five-cylinder engine
Lackluster fuel economy
Interior details feel dated, gimmicky
Backseat lacks headroom
Mediocre crash-test results
Based on a previous generation of Volkswagen's Golf/Rabbit, the 2010 New Beetle is no longer remarkable in any way but with respect to styling. It remains available as a coupe or convertible, and the convertible is one of the better choices for two who want to cruise in comfort.
The Beetle has been around for about 10 years and has seen no major changes to its exterior in that time; that's a good thing, as the iconic design has held up well, even if it's no longer a head-turner. Its interior, however, could have used a more serious spruce-up long ago (it got a minor dress-up for 2006). The interior design comes across as a little plasticky and gimmicky for most tastes, and the long expanse of dashboard between the driver and windshield is a sign that the New Beetle was designed from the outside in.
The more exciting turbocharged and turbodiesel (TDI) four-cylinder engines that used to power the New Beetle are long gone; all that remains is a 2.5-liter inline five-cylinder that neither performs well nor impresses for fuel economy. Through either a five-speed manual or a six-speed automatic transmission, the engine is relatively smooth but comes up short when you ask for brisk performance. EPA fuel economy ratings are just 20 mpg in the city and 28 or 29 mpg on the highway. Handling is pretty dull, too, but it's very maneuverable. The convertible is noticeably heavier, so performance suffers a bit.
With a design that clearly favors the exterior silhouette over interior accommodations, the 2010 Volkswagen New Beetle makes pronounced sacrifices in terms of backseat space. Headroom in back is severely limited, though it's acceptable in coupes. In convertibles, you'll be hard-pressed to fit any adult back there as the contour of the seat is different. Although there's plenty of space in front, the driving position can take some getting used to, as the dash slopes far away from the driver. Ride quality is a plus; the New Beetle soaks up larger bumps without wallowing.
The New Beetle convertible is one of the best-executed drop-tops for those who simply want a practical vehicle that accommodates two for open-air cruising. The 2010 New Beetle convertible retains the coupe's distinctive roofline but in addition to the reduced backseat space sacrifices quite a bit of cargo space (5 cubic feet versus 12 for the coupe). The three-layer fabric top lowers in 13 seconds.
The 2010 Volkswagen New Beetle sorely lacks other features. In a clear admission that VW is no longer putting any significant development into the model (it plans to discontinue the model in a year or two), no factory navigation system is available, and Bluetooth hands-free isn't even an option. Many of the features once offered on the New Beetle, such as leather upholstery, fog lamps, and rain-sensing wipers, are no longer available. A Cold Weather Package, which includes heated front seats and heated windshield washer nozzles, is now standard, and two special editions for 2010—a Red Rock edition and the aptly named Final Edition—add a few extra features.
The Bottom Line: The 2010 Volkswagen New Beetle still has an attractive shape, but not much else about this car is very appealing.
Other Choices:
If you like the 2010 Volkswagen New Beetle, also consider:
- Volkswagen Golf
- Volkswagen Eos
- MINI Cooper
- Ford Mustang
Reason Why:
The 2010 Volkswagen New Beetle still has one of the most distinctive and instantly recognizable shapes on the road, but it's always been a bit of a poseur, pairing a very retro shape with slightly dated front-wheel-drive mechanicals inherited from the Golf. For 2010 there are many more modern vehicles that you're likely to find more satisfying in most respects. The 2010 MINI Cooper and MINI Cooper Convertible are both a thrill to drive, and they perform and handle better than the New Beetle—with increased fuel economy as well. Volkswagen itself has two models that are more competent and modern; the 2010 Eos is a convertible coupe with a retractable hard top, and it's more luxurious and comfortable. Then the Golf hatchback has been redesigned for 2010 and is much more refined and upscale inside. If you're after a convertible, the Ford Mustang is also retro-distinct and a surprisingly good choice in base V-6 form for those who want to cruise. Nearly all of these models offer crash-test safety that tops the New Beetle's lackluster scores.
Buying Tip
If you want a New Beetle with either the turbocharged gasoline engine or the TDI diesel, neither are going to come back before the model is completely discontinued in a year or two. The same goes for the leather interior and some of those bright retro colors. Your best bet: Look on the used-car lot for a lightly used example.
This story originally appeared at The Car Connection
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2010 Volkswagen Touareg Bottom Line
To bring you the most useful review possible on the 2010 Volkswagen Touareg, TheCarConnection.com has looked to some of the most reputable review sources on the Web, handpicking highlights for a full review. The editors of TheCarConnection.com have also driven the Volkswagen Touareg—including the more fuel-efficient TDI—and give you observations along with comparisons to rival vehicles here in this Bottom Line.
Likes
Refinement and quiet
Premium-feel interior design and materials
Ride comfort
Top safety protection
Torque and drivability of TDI engine
Dislikes
Unimpressive backseat and cargo space
Not easy to park or maneuver in tight spaces
Low fuel economy (gasoline engines)
Looks are deceiving for the 2010 Volkswagen Touareg; it looks like a soft, carlike crossover, a bigger brother to the much leaner Tiguan, but despite its styling, the Touareg offers serious off-road capability and trail ruggedness, along with some measure of trailer-towing ability. But families simply seeking a conveyance for people and cargo on the road are likely to be a little disappointed, as the Touareg's design fails to emphasize space and efficiency.
For 2008, the Volkswagen Touareg was given a modest restyling, with a little more brightwork, new LED rear lamps, and some slight aerodynamic and interior improvements—plus a number of new tech features and improvements—but overall the Touareg has changed little since its introduction seven years ago. With a smooth, wagonlike profile, lifted with off-road-friendly ground clearance, bright side sills, and a grille not unlike those on VW's cars, the Touareg looks more soft than rugged. Inside, the Touareg's cabin is a drastic departure from VW's traditionally Spartan cabins.
Last year Volkswagen introduced a more fuel-efficient turbodiesel engine to the lineup. The new 3.0-liter TDI V-6 makes 221 horsepower and 407-lb-ft of torque—especially good for off-roading or towing—yet achieves EPA ratings of 18 mpg city, 25 highway. The engine is much cleaner than the previous diesel offered on the Touareg and meets 50-state emissions. For 2010, VW discontinues the V-8, leaving the TDI as a premium to the base engine on the Touareg, a 3.6-liter gasoline V-6. The V-6 is an updated version of VW's venerable narrow-angle VR6 engine. Output is a respectable 276 horsepower, but the V-6 doesn't have enough low-rev torque to move the heavy Touareg with much authority.
The four-wheel-drive system included with the Touareg has a low range for serious off-roading, along with the impressive approach and departure angles to conquer some precarious situations. Hill descent and climb assist, two electronic aids, also help with slippery situations. The available air suspension package brings the ability to adjust ride height and improves handling both on- and off-road, or when towing. When properly equipped, the Volkswagen Touareg can haul up to 7,716 pounds.
Seating is reasonably comfortable in the 2010 Touareg, though it lacks the impressive interior and cargo space that you might have come to expect from utility vehicles. The front seats are spectacular, managing to be both luxuriously soft yet firm enough for ache-free long drives—and the driving position is nice and upright—but the rear seats disappoint. The second-row bench is comfortable, but there's no third-row seat and surprisingly little room for either passengers or cargo in back. Throughout the interior, appointments feel premium, and this VW could easily carry an exclusive luxury badge. Fine leather, metal, and wood interior materials lift the mood, while soft-touch plastics round out the cabin design. Fit and finish is superb as well, and while most gauges are easy to read, there is a rather confusing array of buttons and controls. Ride quality is excellent in the Touareg. Thanks in part to its heft, the Touareg's ride is smooth, settled, and not nearly as bouncy as in other off-road-capable SUVs, with a tight, quiet cabin. It handles well for a vehicle that in some trims can approach three tons—although the weight can be felt in abrupt maneuvers.
Built like a fortress and appointed with all the expected safety features, the 2010 Volkswagen Touareg promises tremendous security and protection. Front side airbags, full-length side curtain bags, anti-lock brakes, and electronic stability control are all standard. Sure enough, it's done very well in federal crash tests, with top five-star ratings in both frontal and side-impact tests. Maneuverability is a disappointment; despite the manageable length and width (at the small end of a mid-size car), the Touareg is somewhat difficult to park, and visibility is impaired—you'll need to rely on the now-standard rear sensors.
The 2010 Volkswagen Touareg includes a lot of standard features. Examples include a power rear liftgate, sonar parking sensors, and Sirius Satellite Radio, as well as heated seats, a sunroof, keyless entry, cruise control, and dual-zone climate control. A Bluetooth hands-free interface is now standard on the Toureg, and major options include a high-end Dynaudio sound system, a navigation system, and adaptive cruise control, plus lavish interior materials upgrades with cricket leather and walnut trim.
The Bottom Line: The 2010 Volkswagen Touareg is a different type of vehicle than it appears. If toughness takes precedence over space and versatility, it might be right for you.
Other Choices
If you like the 2010 Volkswagen Touareg, also consider:
- Mercedes-Benz M-Class
- Lexus RX
- BMW X5
- Audi Q7
- Acura MDX
Reason Why:
If your needs involve more passenger-hauling than off-roading, you'll probably be better off with one of the many more carlike crossover vehicles, as the Touareg can feel especially heavy and cumbersome with no reward in terms of interior space. The Acura MDX and Lexus RX are both better options for passenger comfort; they feel roomier inside and handle well, though their appointments might not seem quite as exclusive. The Audi Q7, which is related to the Touareg, has an available third-row seat and a beautiful, more expansive interior; it doesn't have such a focus on off-road ability, so it handles a bit better on the road. The X5 and MDX are the best choices of this group for those who want an SUV that feels frisky and agile. But if you plan to off-road or tow in luxury, the Touareg is one of the best SUVs for its size. The Mercedes-Benz M-Class has off-road and towing ability but outdoes the Touareg with a more spacious, more passenger-friendly interior, however.
Buying Tip
Unless you plan to tow heavy loads, TheCarConnection.com recommends keeping it simple and skipping the available air suspension on the 2010 Touareg. The standard Touareg suspension provides a comfortable ride for most uses.
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2010 Kia Rio
The editors of TheCarConnection.com have driven the Kia Rio and bring you their firsthand driving impressions and shopping advice here in this Bottom Line, along with highlights from some of the Web's best review sources in an adjacent Full Review.
Likes:
Good handling and maneuverability
Smart styling (especially Rio5)
Basic versatility and utility of Rio5
Dislikes:
Boomy engine noise
Kludgy manual shifter
Side-impact ratings
As the smallest and most affordable model from Kia, the 2010 Kia Rio comes either as a sedan (Rio) or a five-door hatchback (Rio5). The Rio is closely related to the 2010 Hyundai Accent, though the Accent is offered in a sedan or two-door hatchback, with no five-door in the lineup.
For 2010, the Rio gets a minor facelift that consists of new bumpers, a slightly revised grille and headlamps, plus new bodyside moldings. The Kia Rio no longer looks fresh, as it's had essentially the same interior and exterior design since the 2006 model year. Still, the proportions are pert and simple, with lipped wheel wells and an arched theme that plays out especially nicely in the roofline and rear pillars of the Rio5. The interior design isn't daring; it's basic but straightforward, with the sound-system controls and most other switchgear up high and within easy reach.
A 1.6-liter four-cylinder engine, making 110 horsepower, is standard across the entire model line. That doesn't sound like much, but because it's such a light car, it feels relatively sprightly, especially with the five-speed manual gearbox (although the linkage can feel imprecise). A four-speed automatic is also available. Other aspects of the driving experience are quite delightful, considering the price. The Rio handles reasonably well, brakes seem strong, and there's enough peppiness for most driving, aside from high-speed passes. Fuel economy figures are good but not stellar--ranging up to 27 mpg city, 32 highway with the five-speed, 25/35 mpg with the automatic. All automatic models now come with an EcoMinder light to help you drive in a fuel-efficient manner.
The interior of the 2010 Kia Rio is fairly comfortable, but if there are four adults on board, it's best to keep your trips rather short. In front the seats are quite good, and there's even good rear headroom and legroom in back. Trunk space is actually impressive, too, and in the Rio5, a fairly large cargo area tucks beneath the hatchback. The downside is that their ride can be somewhat pitchy on certain types of freeway surfaces, and Rio SX models have different tire and suspension settings, aimed at producing a sportier feel, that bring more road noise into the cabin. Across the model line, engine noise can be an issue; it's obtrusive during acceleration and when cruising at higher speeds.
Crash-test scores for the 2010 Kia Rio and Rio5 are far from great. The Rio gets four- and five-star ratings for frontal crash protection, but side-impact ratings lag at just three stars for passenger side protection. The Insurance Institute for Highway Safety (IIHS) also doesn't find the Rio to be very protective, with a frontal offset score of "acceptable" and a side-impact result of "poor"--which should be a cause for concern. There are six airbags, including side, curtain, and dual front airbags. Active front headrests and anti-lock brakes are newly standard on all Rio and Rio5 models for 2010.
The base model Rio doesn't come with much; manual winding windows, no air conditioning, and no tilt steering (no power steering at that) are all part of the deal. Step up to the LX and you'll get what most people now consider the minimum, with A/C, tilt steering, power steering, and split-folding rear seats, and you'll set the stage for Power Package that includes power locks, mirrors, and windows; keyless entry; and heated mirrors. A sportier suspension, alloy wheels, fog lamps, and a spoiler are all included with the SX, plus sport seats, leather trim, and Sirius Satellite Radio. LX and SX models have a USB audio port, and for the first time, a Bluetooth hands-free calling interface will be offered on the Rio late in the model year as an option.
The Bottom Line: The 2010 Kia Rio has a little more personality than some other inexpensive small cars, but low safety scores and a lack of refinement hamper its appeal.
Other Choices:
If you like the 2010 Kia Rio, also consider:
- Honda Fit
- Toyota Yaris
- Hyundai Accent
- Chevrolet Aveo
Reason Why:
With an even sportier driving feel, better crash-test scores, and good fuel economy--plus the best folding rear seat in the segment--the Honda Fit is the forerunner. The Toyota Yaris, especially as a hatchback, is a stylish conveyance and now comes with standard electronic stability control and anti-lock brakes. Then there's the Hyundai Accent, which is closely related to the Rio four-door; the Accent also comes as a two-door hatchback, like the Yaris. The Chevrolet Aveo is another rival, but it fails to hit the mark in so many ways and doesn't offer an especially strong seat of features or a lower price than the rest.
Buying Tip
If you're open to the idea of going even cheaper and giving up a few features, you might also want to take a look at the closely related Hyundai Accent, which comes as a three-door hatchback, starting at around $10,000.
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2010 Honda Fit
To put together a comprehensive full review covering the 2010 Honda Fit, TheCarConnection.com's experts looked at what's been said by a number of other critical voices. The editors of TheCarConnection.com also assembled an overall description of the Fit, along with driving impressions and comparisons to rival models, in this Bottom Line.
Likes
City-friendly steering and maneuverability
Impressive crash-test protection
Tremendously versatile backseat arrangement
High-quality interior
Substantial driving feel
Dislikes
Tall, bulbous exterior puts function over form
Where's the Bluetooth?!
The Honda Fit remains Honda's most affordable model in the U.S. market. The Fit, which comes as only a five-door hatchback, was completely redesigned last year but remained about the same size. Although the 2010 Honda Fit is the smallest model in Honda's lineup, it's about the same length and width as the Honda Civic when it was last offered in the United States as a three-door hatchback (the 2000 model year). However, the five-door Fit is significantly roomier inside due to its tall, upright body style.
To those who value style, the tall proportions arguably make it look like a scaled-down minivan in some respects, but also gives it an extremely roomy interior. What the Fit doesn't have in silhouette it makes up for partly in the finer points; with last year's redesign the Fit got a more aerodynamic, better-detailed look, with small side windows just ahead of the front doors to aid visibility, and a pair of character lines that run from the snout through the grille and hood. Inside, the rakish windshield leave a vast expanse of dashboard ahead of the driver, lending an airier feel than some other small cars. The swoopy, two-tiered instrument panel employs textured and matte-metallic plastic surfaces, along with upholstery and trim that are simple but sturdy. Overall, it's easy to conclude that the Fit has a higher-quality interior than some of its rivals.
Space-efficient interior design is one of the Fit's strengths; Honda actually allowed enough headroom and legroom for two adults--or three kids--in back, and the so-called Magic Seat folds flat by lifting a single lever and pushing the seatback forward, with no need to remove rear headrests in the process. The driving position affords a good view outward, and the steering wheel telescopes on all models. The cargo floor is especially low for easy loading, amassing an impressive 20.6 cubic feet of EPA cargo room. In addition, there are two glove compartments (upper and lower), plenty of cup holders, and many useful storage compartments and cubbies in the center console, dash, and doors.
The 1.5-liter i-VTEC four-cylinder engine in the 2010 Honda Fit makes 117 horsepower, but that's plenty to move the Fit quite quickly with the manual transmission and adequately with the automatic. Fit Sports with the automatic get paddle shifters alongside the steering wheel to aid control on curvy roads, and fuel economy ratings are as high as 29 mpg city, 35 highway.
Overall, Honda just gets it, achieving a very responsive, tossable feel that makes the Fit seem almost sports-car nimble yet also quiet and refined enough for an interstate trip. Parking and maneuverability are strengths, and despite the tall body and rather light weight, the Fit cruises confidently and relatively quietly at 80 mph.
The 2010 Honda Fit is one of the best small cars for occupant protection, achieving five stars for front occupants in both frontal and side-impact tests from the federal government (four stars for side-impact and backseat passengers), and top good ratings from the Insurance Institute for Highway Safety (IIHS) across the board. It was the only "minicar," as the IIHS designates it, to be named a 2009 Top Safety Pick from the group. Although side airbags and side-curtain bags are standard, along with anti-lock brakes, electronic stability control is optional--oddly, it's only offered with the navigation system.
Two main models are offered: Fit and Fit Sport. Air conditioning; power windows, locks, and mirrors; and an MP3-compatible CD sound system are included with the base Fit. The Fit Sport gets larger 16-inch alloy wheels, cruise control, keyless entry, a security system, and USB connectivity for the sound system, along with sporty cues throughout. Offered only on Fit Sport models is a package adding the navigation system and electronic stability control.
The Bottom Line: Look beyond the appearance of the 2010 Honda Fit, which admittedly won't quicken pulses. Honda nails the rest with the peppy, spacious, and frugal Fit.
Other Choices
If you like the 2010 Honda Fit, also consider:
- Toyota Yaris
- Scion xD
- Nissan Versa
- Kia Rio5
- Chevrolet Aveo
Reason Why:
The entry price is a bit higher for the 2010 Honda Fit compared to most of its peers in the market, but a lot of other factors might make the Fit cheaper in the long run. Consider its top crash-test ratings and good reputation for reliability and it will likely cost less to own and maintain over many years. Next to most other hatchback models its size, it feels much more substantial from behind the wheel. The automatic transmission in the Fit has five speeds, while most others still have four in this price class, which helps bring good performance and fuel economy, along with relaxed highway cruising. Anti-lock brakes, which are standard on the Fit, are optional or not available on many of its competitors. Among these competitors, all but the Rio5 have a softer ride than the Fit, but it doesn't necessarily bring more ride comfort; the Rio5 handles quite well but isn't as comfortable at high speeds, and the Versa rides and handles like a larger, heavier car, lacking the Fit's nimble feel. And none of these models matches the Fit's cargo or backseat space. Perhaps the most direct rival to the Fit is the xD, but the Scion has neither the high-quality feel nor the jaw-dropping space efficiency of the Fit.
Buying Tip
If you're drawn to the 2010 Honda Insight but love the Honda Fit better for its space-efficient package, you might want to wait another year; a Honda Fit Hybrid is on the way.
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2010 Scion tC
The experts at TheCarConnection.com have gathered some of the best reviews on the Web covering the 2010 Scion tC, to bring you a conclusive review on this sporty coupe. TheCarConnection.com's editors have also driven the tC and report on their own experiences here.
Likes
Attractive base price
Appealing interior design
Good performance with manual gearbox
Tight roadholding
Dislikes
Excessive road noise
Cramped interior, especially headroom
Lousy visibility to the rear
Dated styling and design
The 2010 Scion tC is now by far the oldest vehicle in the Scion lineup of small cars, and the tC is unchanged for 2010 except for one exterior color change (Nautical Blue Metallic replaces Blue Ribbon Metallic). Launched in late 2004 as an '05 model, the tC is the only coupe sold under the Scion brand, which is offered at select Toyota dealerships.
For a small car, the tC offers a big engine: a torquey 161-horsepower, 2.4-liter four-cylinder similar to the one in the Toyota Camry. The tC is thus quite entertaining to drive, if you fit the standard five-speed manual transmission. With the available four-speed automatic, it's just adequate. And the handling of the 2010 Scion tC is especially tight, with good, communicative steering and a firm but comfortable ride.
The interior of the 2010 Scion tC has a sporty, cockpit-like design. The seats are snug and well bolstered, and they give an excellent driving position, though tall drivers will be short on headroom and stout drivers will lack hip room. The stylish cabin and instrument panel design look like they could belong to a much more expensive vehicle, conceivably even a Lexus. But the low seating, high beltline, and thick rear pillars make rearward vision and backing up a definite challenge.
The small backseat can actually accommodate three people, and door access is decent, but the tC's narrow body limits comfort (and elbow room). Coarse road surfaces produce an unwelcome boominess inside the cabin, and the moon roof chimes in with a loud wind rush at speed. On better surfaces, the engine merely offers a subtle sporty tone for driver and passengers.
As with most Toyota products, the 2010 Scion tC uses safety is a major selling point. Dual side and front and rear side-curtain airbags are standard, as is a driver's knee airbag, and anti-lock brakes. One missing ingredient is electronic stability and traction control, which aren't available. The federal government rates the tC as good, with four- and five-star results for frontal impact and the highest five-star ratings for side impact.
The 2010 Scion tC offers just one trim level. It's well equipped as standard, with generous standard equipment for a car this inexpensive. That includes air conditioning, keyless entry, steering-wheel controls, cruise control, sport seats, and a Panorama moon roof. The outsized sound system is from Pioneer, with subwoofer and full connectivity for iPods and other MP3 players. A navigation system is optional, as is an upgraded Pioneer sound system that has the capability to change "skins" and play four-second video clips. For tuners seeking more speed, a supercharger is available from TRD and thus covered under the vehicle warranty.
Among the plethora of accessories that buyers can ask their dealer to install on the tC are a rear spoiler, carbon-fiber trim, fog lamps, and many other "appearance enhancements" and trim pieces. There's also much more serious performance equipment, sourced from Toyota Racing Development (TRD). The list starts with a performance exhaust, and extends through such upgrades as front strut tower braces and a rear sway bar.
The Bottom Line: The 2010 Scion tC offers more sophisticated handling and lavish features than the low base price would indicate.
Other Choices
The universe of small coupes is dwindling rapidly, but you like the 2010 Scion tC, also consider:
- Ford Focus
- Honda Civic
- Kia Forte Koup
Reason Why:
Two years ago, the Ford Focus came out with a new coupe; it offers a distinctive, and quieter interior than before and many more convenience features, including the wildly popular SYNC communications and entertainment interface. The Focus is an attractive value, even if it isn't that much fun to drive compared to the 2010 Scion tC. The Honda Civic coupe feels sportier than even the tC, let alone the Focus, but its engine isn't as torquey for ordinary driving, and its interior can feel cramped. And just as the tC is, the Civic is loud inside on bad roads. The 2010 Kia Forte Koup is the newest and most refined of all the competitors, and our reviews gave the Forte line good marks for driving satisfaction, refinement, and passenger space. The 2009 Hyundai Tiburon might also have been worth considering, but it is no longer made; it was replaced by the larger, rear-wheel-drive 2010 Hyundai Genesis coupe.
Buying Tip
Want 200 horsepower in your tiny Scion tC coupe? Your dealer will install a TRD supercharger, though your gas mileage will suffer-a lot.
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2010 Buick LaCrosse
To bring you the most useful possible review on the new 2010 Buick LaCrosse, TheCarConnection.com's editors have first driven the LaCrosse, reporting firsthand on their likes, dislikes, and overall impression of this new luxury sedan. Then, to give you even more information for your buying decision, TheCarConnection.com selected highlights from a range of other review sources.
Likes
Fresh, bold exterior
Roomy interior
Strong value in the middle-spec models
Attractive, solid-seeming interior
Dislikes
Somewhat cheap look and feel on base model
Expensive to option fully at the top end
Handling isn't as sharp as it could in the sportier CXS model
The Buick LaCrosse is an all-new vehicle for the 2010 model year, redesigned from the ground up to bring a new fight to its competitors. Though the last LaCrosse was never intended to compete with the entry-level luxury sport sedans from Europe, the new car takes on both Japanese and Europeans on their own turf.
The new LaCrosse design hints at the future of Buick's styling ethos, and puts a fresh global face on the brand. The styling and comfort of the new car will not likely deter the brand's older core buyers, but Buick is hoping the 2010 LaCrosse will attract a younger set as well.
With its capable if not quite sporty handling and large feature set, there's something for everyone in the new LaCrosse. The four models--CX, CXL, CXL AWD, and CXS--can only be easily differentiated externally by their rear-mounted badges and varying wheel sizes and styles, though sharp eyes will catch the characteristic trio of fender-mounted "portholes" that have migrating to the upper hood for the new CXS.
Each of the four LaCrosse trims but the CXS get the same 255-horsepower, 3.0-liter, direct-injected V-6 engine, though a smaller and more efficient 2.4-liter engine will be available in late 2009. The 300-horsepower V-8 that the 2009 LaCrosse Super had is gone, but it's replaced by the same 3.6-liter direct-injected V-6 found in the Cadillac CTS, detuned to 280 horsepower. The 3.0-liter engine will pull the front-wheel drive LaCrosse to 60 mph in 7.8 seconds, while the CXS's 3.6-liter unit makes the dash in 6.8 seconds. A smaller 2.4-liter four-cylinder will enter the 2010 Buick LaCrosse lineup at the end of 2009, but will not be available at launch.
A smooth six-speed transmission helps both V-6s maximize fuel efficiency, with the CX, CXL and CXL AWD scoring 18 mpg city and 27 mpg highway, and the CXS's more powerful unit taking a small hit to rate 17mpg city and 26 mpg highway.
Inside, the cars all get a wide range of materials, including plastic, wood and leather, with quality rising as you move up the model line. Faux stitching on the dashboard and well-upholstered and bolstered seats make for a more luxurious setting than might be expected from the LaCrosse's mid-market pricing. The car is spacious, especially for rear-seat passengers. Cargo room is ample as well with a large trunk offering 12.8-13.3 cubit feet of storage depending on the trim.
Behind the wheel, the new LaCrosse is a transformation compared to past models. While the classic Buick ride quality isn't compromised--it's still as comfortable as anything in its class--the 2010 LaCrosse offers much more competence in the curves than its predecessors. Fitted with the optional magnetic adjustable suspension, the car offers even more fun to the mildly enthusiastic driver, though its roughly 4,000-pound weight and front-biased weight distribution do make themselves known in the form of understeer and body roll when pushed too hard. Wheel configurations range from standard 17-inch steel wheels with plastic covers in the base CX up to large 18- and 19-inch machined, painted, or chrome-plated alloys. In TheCarConnection's drive tests, the 17-inch-equipped models rode noticeably more comfortably and quietly than the 18- or 19-inch models, where stiffer sidewalls transmitted more road noise into the cabin.
Safety features are abundant in the 2010 LaCrosse, with a full complement of dual-stage front and side airbags and front and rear side curtain airbags standard on all models. Rear-seat-mounted thorax airbags are also standard across the range. StabiliTrak stability and traction control and ABS brakes are standard as well. The 2010 LaCrosse hasn't yet been rated by the IIHS or NHTSA for safety.
The 2010 Buick LaCrosse offers a great combination of value packages from the entry-luxury sector up to the mid-luxury range, with more modern ride and handling characteristics, a range of high-tech features and quality interior design and materials. A new high-resolution digital center instrument panel screen is also available, as is a Heads-up Display (HUD), pushing the LaCrosse's feature set into the high-tech realm. A 40-gigabyte hard-drive-based navigation and entertainment system can also be fitted. All LaCrosses except the base CX feature hands-free Bluetooth phone connectivity, remote start, eight-way adjustable seating, and dual-zone climate control.
The Bottom Line: The 2010 Buick LaCrosse is not just a good-looking vehicle; it handles and rides well, and when compared to its main rivals, it's a value leader as well.
Other Choices:
If you like the 2010 Buick LaCrosse, also consider:
- Lexus ES
- Infiniti M
- Acura TL
- Hyundai Genesis
Reason Why:
The 2010 Buick LaCrosse sits in a no-man's land of pricing, performance, and luxury specification, straddling the gap between high-end mainstream and entry-level luxury. Like the LaCrosse, the Lexus ES offers ample room and a comfortable ride, but lacks some of the higher technology elements. The Infiniti M sits a bit further up-market than the LaCrosse, but offers similar performance and equipment in the V-6 models. Acura's TL is another mid-luxury fence-sitter, offering many of the same advantages and disadvantages of the LaCrosse, but with a much younger, more abrasive styling direction. The Hyundai Genesis, aside from being the 2009 North American Car of the Year, offers tremendous value and a similar size and feature list to the new LaCrosse.
Buying Tip:
Choose the 3.0-liter V-6 engine, as it marries the best of economy and performance, with a smoother-revving, more pleasant in-cabin sound than the somewhat raspy 3.6-liter.
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2010 Honda Odyssey
In order to bring you a conclusive, well-rounded review of the 2010 Honda Odyssey, TheCarConnection.com's team of experienced editors have driven several variations of this best-selling minivan and bring you their take here, along with a Full Review that includes opposing viewpoints to help you make the best family vehicle choice.
Likes
Nimble handling
Strong acceleration
Refined powertrain
Dislikes
Instrument panel feels cluttered
Some options are standard in rival models
Second-row design doesn't make it easy
The current version of Honda's minivan, the Odyssey, was introduced back in 2005 and aside from a mid-cycle freshening for 2008 hasn't seen many changes along the way. That's just fine, as when it was introduced the Odyssey was well ahead of most of its rivals, in terms of the driving experience. It still is, although several other models now have even better seating arrangements.
In terms of styling, the 2010 Odyssey sure doesn't strike any new ground, inside or out. But minivan buyers purchase these vehicles purely for practicality, so they probably won't mind the anonymity. At the front and rear, the Odyssey has a toned-down, more subdued version of the beveled, excessively chunky, chromed look that Honda has been phasing in for the rest of its larger vehicles in recent years.
Depending on whether you choose the budget-minded LX or EX models or spring for one of the top EX-L or Limited trims, you'll get a slightly different engine. A 244-horsepower, 3.5-liter VTEC V-6 comes with the LX and EX; it feels strong in this van, works well with the five-speed automatic, and brings fuel economy ratings of 23 mpg highway. A different version of the 3.5-liter, with Variable Cylinder Management (VCM), shuts down half of its cylinders when coasting or low-speed cruising to raise highway fuel economy to 25 mpg. The VCM engine achieves 3 hp less, but you won't notice the difference. In either case, city fuel economy is just 16 or 17 mpg, which isn't particularly impressive from a company known for efficient powertrains.
The 2010 Honda Odyssey remains one of the best-steering, best-handling minivans, and it's arguably more engaging from the driver's seat than many crossovers that might look more exciting from the outside. A well-tuned four-wheel independent suspension underpins the Odyssey and manages to soak up bumps without turning too soft when the road curves.
The interior design of the 2010 Odyssey is simple and clean, with the exception of the center stack, where instrument-panel controls are a bit scattered compared to other vehicles. Seats are one area of weakness for the Odyssey; the heavy second-row perches are tough to remove, and compared to Chrysler's Stow 'n Go system, they're a generation behind. But as with nearly all minivans today, there's a third-row seat that folds into a deep recess at the back, allowing a flat cargo floor. In any trim, the Odyssey has a high-quality interior with good fit and finish.
The Odyssey does exceptionally well in safety tests; it's an IIHS Top Safety pick. Electronic stability control, side airbags, and side-curtain bags are all on the standard features list.
As in prior years, the 2010 Honda Odyssey is offered in a seven-passenger LX model and eight-passenger EX, EX-L, and Touring trims. The LX comes reasonably well-equipped, but the top trims include a lot more standard equipment--particularly if you have luxury or tech features in mind. The 2009 Honda Odyssey Touring has a plush interior, trimmed in leather and fitted with a navigation system and rear-seat DVD entertainment system. Stepping up to the EX-L or Touring allows a power tailgate and Bluetooth hands-free link.
Although the Odyssey doesn't offer many over-the-top luxury features like heated rear seats or adaptive cruise control, there are plenty of entertainment options that should make the cabin a little more peaceful. For those who need to keep those in the backseat engaged, there's a DVD entertainment system with wireless surround-sound headphones; also available is a voice-activated navigation system that incorporates both a rearview video camera and XM Satellite Radio.
The Bottom Line: If you don't mind the anonymous styling of the 2010 Honda Odyssey, you're bound to be delighted with the well-designed interior and engaging driving experience.
Other Choices
If you're interested in the 2010 Honda Odyssey, also consider:
- Toyota Sienna
- Kia Sedona
- Ford Flex
- Chrysler Town & Country
- Chevrolet Traverse
Reason Why:
For those who don't need a full-length, long-wheelbase van, the short-wheelbase (SWB) version of the Kia Sedona is a good option; it has a lower price than the rest of the crowd, though it lacks an easy-folding third row. For seating alone, the Chrysler Town & Country and Dodge Caravan remain the best options in this class; their in-floor storage and overall cabin utility is still a step above all the leading rivals. The Toyota Sienna is an excellent van as well, but its on-the-road feel is neither as smooth and well-balanced nor as enthusiastic as the Honda's. Finally, GM and Ford have given up on minivans, instead offering roomy crossover vehicles with hinged rear doors. Most will find those rear doors less practical but the vehicles themselves more aesthetically appealing. The new Ford Flex has fashionable boxy wagon styling and a great seven-passenger interior, while the Chevy Traverse offers more conventional styling paired with an especially good ride and interior appointments.
Buying Tip
If you're cross-shopping crossover ute designs, you might also include the 2010 Honda Pilot, which has nearly the same mechanical underpinnings as the Odyssey.
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2009 Honda CR-V
At TheCarConnection.com, editors drove the Honda CR-V and put it through the paces in the way that a compact-utility owner would. Then TheCarConnection.com read reviews relevant to the 2009 Honda CR-V from across the Web to bring you the most comprehensive advice of all.
Likes:
Simple, attractive interior
Fuel efficiency
Smooth, refined powertrain
Overall safety
Dislikes:
Exterior styling awkward to some
Back pillar obscures rearward vision
Transmission sometimes reluctant to downshift
Completely redesigned for 2007, the Honda CR-V features a rather compact exterior paired with a very roomy interior design that makes the most of available space. Unlike the Pilot, the smaller 2009 Honda CR-V has only two rows of seating.
With its arcs and creases, the exterior styling of the 2009 Honda CR-V is a little fussy--or just plain weird--from some angles, but inside it's more universally attractive, with an instrument panel that's upright, if a bit trucklike, and nicely contrasting materials and brightwork. The backseat area of the 2009 Honda CR-V folds down to a completely flat loading floor and a cargo area that's quite expansive, thanks to the tall body. The hatch opens upward, rather than to the side. The shifter is located at the bottom of the dash, in the center, instead of on the steering column or between the front seats--so it feels more spacious in front.
While competitors offer available V-6 engines, a four-cylinder engine is the only one in the 2009 Honda CR-V, but the 166-horsepower, 2.4-liter four-cylinder engine produces adequate power and feels quite refined with the smooth-shifting five-speed automatic, although we find it reluctant to downshift for steep grades. Fuel efficiency is admirable; EPA highway estimates for the 2009 Honda CR-V range up to 27 mpg. An improved all-wheel-drive system is available, and it works with the stability control system to send power to the wheels where it's needed most. Handling feels stable but not very sporty; the emphasis is clearly on comfort and quiet.
Shoppers will be thrilled to hear that the 2009 Honda CR-V gets five-star ratings for frontal and side impact in the federal government's crash tests, as well as straight "good" ratings--the best--from the IIHS, which made the CR-V one of its 2009 Top Safety Picks. Safety features are a priority for frugal and pragmatic shoppers who might consider the Honda CR-V; it includes electronic stability control, front side airbags, and side curtain airbags as standard. Anti-lock brakes are also included.
The top-of-the-line EX-L adds many desirable features, such as dual-zone climate control, a power driver's seat, and a premium audio system; a navigation system and backup camera are optional.
The Bottom Line: The 2009 Honda CR-V is a clear winner for those seeking security and utility at a good price, provided hip styling or street cred isn't near the top of the list.
Other Choices:
If you like the 2009 Honda CR-V, also consider:
- Toyota RAV4
- Subaru Forester
- Hyundai Tucson
- Kia Sportage
- Saturn Vue
Reason Why:
The 2009 Honda CR-V, along with most of these rivals, offer city-friendly maneuverability, a carlike ride, and reasonably good fuel efficiency. The Toyota RAV4 provides a plusher ride, and it's the only one in this crowd with an available third-row seat. Unlike several competitors to the Honda CR-V, including the Hyundai Tucson and Kia Sportage, the RAV4's steering wheel tilts and telescopes. The Subaru Forester feels a bit sportier than the rest, and it comes with standard all-wheel drive. If you want a manual transmission, you'll need to look to the Sportage, Tucson, or Forester.
Buying Tip
If you like the CR-V's size but have a bigger budget and want more performance, check out the turbocharged Acura RDX.
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2009 Volkswagen Passat Sedan
TheCarConnection.com has driven the 2009 Volkswagen Passat to bring you firsthand driving impressions and advice. TheCarConnection.com has also researched road tests and reviews of the Volkswagen Passat to put together a conclusive review that will help you make a smart decision.
Likes
Attractive, well-appointed interior
Impressive safety
Quiet, refined cabin
Responsive, refined powertrain
Dislikes
No Bluetooth hands-free calling interface
Prefers premium fuel
Volkswagen simplifies the 2009 Passat sedan by nixing the manual transmission and whittling the available trim packages down to one, Komfort, now with heated seats and heated washer nozzles.
Most drivers will be happy with the performance from the 2.0-liter turbocharged four-cylinder 200-horsepower engine, which delivers brisk acceleration and is very responsive with the six-speed automatic transmission. The 2009 Volkswagen Passat handles and maneuvers well, but not as sharply as a sport sedan. The suspension and steering lend the Passat a responsive, tossable feel.
Although the rear door line makes an odd straight cut downward, the door's unusual shape really helps entry/exit. The ventilation system now has adjustable vents for rear passengers, too. The quality of the materials in the 2009 Volkswagen Passat is quite impressive, and the interior layout feels both luxurious and practical. There are plenty of interior storage bins and even an umbrella-storage area. The Passat now has backseat space that rivals some of the roomiest sedans in the mid-size class; it's especially leg-friendly for lanky adult passengers.
The 2009 Volkswagen Passat is one of the quietest cars inside, a big claim considering its competition. Road noise especially seems much better isolated than in its predecessor. The ride is very well controlled, perhaps making the Passat more refined inside than many luxury-brand mid-size models.
The Passat has done reasonably well in crash tests, with four-star ratings in frontal impact and four- and five-star results in side impact from the federal government, along with top "good" results in frontal and side tests, plus "marginal" ratings for rear impact from the IIHS. Front side and full-length head/curtain airbags are standard; side airbags for backseat passengers--a safety feature that's rare in any vehicle--are optional on the 2009 Volkswagen Passat.
Large 17-inch wheels, along with heated seats and heated washer nozzles, now come with all 2009 Passats. Standard equipment also includes keyless entry, cruise control, air conditioning, an eight-speaker sound system, leather steering-wheel trim, manual side sunshades, and a power 12-way driver seat.
The Bottom Line: Compared to most mid-size sedans, the 2009 Volkswagen Passat is roomier and sportier, and it offers more comfort and luxury.
Other Choices
If you like the 2009 Volkswagen Passat, also consider:
- Toyota Camry
- Nissan Altima
- Honda Accord
- Ford Fusion
- Chevrolet Malibu
Reason Why:
For 2009 the Passat line is cut to a single four-cylinder model, while those who want the VR6 engine will now have to go for the more expensive CC. The Toyota Camry is a best seller that in current form is still the mid-size benchmark, with a spacious interior, a soft ride, and respectable performance, but it suffers from subpar interior materials and build quality that isn't always perfect. The Ford Fusion and Nissan Altima both forgo some ride comfort for sportiness; in the case of the Fusion, its interior is quite basic and road noise is higher than in most of the other models, but it's especially fun to drive, with great steering. The Altima's backseat is smaller than the others', and its ride a bit firmer, but it feels quite sporty. The new Accord has an especially attractive interior design, while the new Malibu combines a good-looking instrument panel design and comfortable seats with one of the smoothest rides in this class.
Buying Tip
If you're leaning toward the CC, make sure you sit in each--especially the backseat. TheCarConnection.com likes the 2009 Passat better than the new and pricier CC.
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2009 Bentley Continental GT Road Test
Luxury-car experts at TheCarConnection.com drove the 2009 Bentley Continental GT and GTC to bring you this hands-on road test of the Continental's performance, styling, comfort, safety and quality. TheCarConnection.com's editors also evaluated competitive vehicles, to compare and contrast the Bentley Continental GT and GTC with other handcrafted four-seaters in its class.
Likes
Imposing styling
Shattering twelve-cylinder power
Standard all-wheel-drive
Marvelous fit and finish
Dislikes
Massively heavy
Abysmal fuel economy
Navigation logic
Naim Audio logic
Pro athletes cling to its seductive lines, and hip-hop deities are devoted to its stunning 12-cylinder power. It's no wonder the 2009 Bentley Continental GT has single-handedly revoked the Bentley franchise's age-old reputation as a dowager sedan, and replaced that rep with a coolness unattainable by, say, today's Rolls-Royce lineup.
The 2009 Bentley Continental GT lineup includes four distinct models. The Continental GT two-door coupe is complemented by a higher-powered version dubbed the GT Speed. A convertible Continental GTC is also offered in a Speed edition. The four coupes and convertibles start at a base price of $179,200, rising above $203,600 for the Continental GT Speed. The Bentley Continental GTC Speed provided to TheCarConnection.com for this hands-on road test (a 2010 model, with performance exceptions noted in this review) carried a sticker price of $276,405.
The Continental GT coupe and GTC convertible put out distinctly different vibes, though both are two-doors derived from the Continental Flying Spur four-door. They share lower body panels, front ends, and trunks, but the elegant, massive lines of the pillarless coupe version come off more enticingly modern to TheCarConnection.com's editors. The Conti GT simply looks smaller with the roof in place, and more sexy, too. The vivid creases alongside its body above its front and rear fenders find some relief in the coupe style; with the comely lid snipped off, the convertible sits a little more thickly on its haunches. It turns into more of a boulevardier shape, though it shares the coupe's circular headlamps, chromed matrix grille, and LED taillamps. Inside, it's a traditional feel, with Bentley logos, chrome and wood trim on 24-hour watch across the Continental GT's wide twin-binnacle dash. In the middle of the lavish trim sits a real Breitling timepiece, mingling with chrome air vent pulls, rich leather and wood, and delicate chrome detailing. The paneled-library effect is hushed even more in Mulliner Driving Specification, with its diamond-quilted leather seats, a knurled shift knob, and a three-spoke steering wheel. Speed versions of the coupe adopt the Mulliner trim as well as dark-finished metal trim, a rear spoiler, and wider exhaust pipes. In all, the Bentley Continental GT's meaty outline may not be timeless like some Ferraris, but it is imposing: one look and you know, this will be a driving event, not an ordinary commute.
The basics of Bentley Continental GT performance center around a single drivetrain: a 6.0-liter, twin-turbocharged, W-12 engine teamed to an all-wheel-drive system and a six-speed automatic shifter. The engine is a unique design, and one that's hugely powerful. In standard cars, it issues 552 horsepower, locomotive numbers that push the 5500-pound Continental to 60 mph in less than 5.1 seconds in all versions; GT Speeds tick off 60 mph in 4.5 seconds, Bentley promises. That vivid acceleration has a soundtrack: a cardiac lope of its W-12 engine, more so on Speed versions, that signals there's something distinct underhood. The GT's transmission is a stout piece, with six forward gears and paddle shift controls. Drivers can choose shift quality from comfort and sport driving modes, or change gears manually without a clutch pedal, through the paddles or the shifter lever. Seamless shifts happen in any range, with notably quicker action in Sport mode. The Continental GT also is fitted with standard all-wheel drive, with a Torsen differential doling out torque as traction needs shift, from front wheels to rear wheels. Fuel economy is a miserable 10/17 mpg.
An independent air suspension with computer-controlled shocks and a three-mode ride control called Continuous Damping Control (CDC), the Bentley GT rides like a hefty car should--very well in all circumstances, blunting any bump with sheer mass. Steering is light to the touch, always, but the brakes are big and deep--especially the $16,500 optional carbon-ceramic rotors, the most powerful brakes ever found on a production car, Bentley says. Its sheer mass dictates much of its handling--but far from sloppy, the Continental GT makes amazing work of quick corners, until its sheer size and pricetag damp the spirits of the driver.
In its four-passenger, hardtop or convertible body, the Bentley Continental GT fits in a vast amount of passenger space in front, with much less than expected in back. It's 189.1 inches long--about the same as two Smart Fortwos--and the wheelbase is 108.1 inches, roughly the same as many mainstream four-door sedans. In front, driver and passenger have all sorts of shoulder and knee room, and headroom is ample in coupes. (In convertibles, it can be infinite.) Those front seats are fabulously supportive, too. In back, it's less easy to get in and not nearly as roomy as expected. Like most sportscars, the Conti GT has a "drop"--the difference between front shoulder room and the "waist" of the car, or its rear seat width. Here the drop is about ten inches, which would make an athletic suit cut but in a four-adult car, makes for some grumbling. At least there's a console between the rear seats, with a ski pass-through. And all seating positions are swaddled in some of the most obscenely well-chosen, well-fitted materials found in cars. Some switches might be almost randomly placed (finding the Hazard button can be a hazard), but the quality of construction is undeniable.
The 2009 Bentley Continental GT has advanced safety equipment, but neither the NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested one of these ultra-luxury cars. All versions do offer standard front, side and curtain airbags, as well as anti-lock brakes, traction and stability control along with all-wheel drive. GTC Continentals also have rollover protection in the rear headrests, while Speed versions add sport-tuned stability control for more advanced drivers. A rearview camera is available.
The Continental GT is nearly a bespoke car--with enough handcrafted options and trim choices to make any single car a collector's dream. The standard features on all four versions include electronic climate control; Bluetooth connectivity; soft-close doors and decklid; and DVD navigation that also controls climate functions and audio controls and, as a result, leads to some confusing logic while choosing a destination. Sirius satellite radio and a six-CD changer are standard, while a Naim-tuned 1000-watt, 14-speaker audio system is a $6000 option. In this test vehicle, the Naim system didn't improve sound quality as much as expected, and does not allow the driver to choose settings for bass, treble, and other typical sound qualities. Convertibles add a power top that folds in 25 seconds and has indulgent feel and great sound-damping ability. The Mulliner package of trim adds quilted leather, knurled chrome and turned aluminum panels; all Continental GTs can be specified with a choice of lambs-wool rugs, 17 shades of leather and five grains of wood trim. The few options include the Naim audio system; an iPod interface; 20-inch wheels; the carbon-ceramic brakes; and for later vehicles, a radar-based cruise control system.
The Bottom Line: With panache to spare, the 2009 Bentley Continental GT also has an appetite for speed--and fuel--that's unrivaled among four-seat coupes and convertibles.
Other Choices
If you like the 2009 Bentley Continental GT, also consider:
- Mercedes-Benz CL-Class
Reason Why:
So few two-doors offer the interior space and ultra-luxe fittings of the Continental GT, only one rival comes to mind: the Mercedes-Benz CL-Class. The CL-Class 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 feel hefty and poised on the open road, while the Bentley has the exclusivity edge to go with its cut-above cabin.
Buying Tip
Fame-droppers and pro athletes alike have cottoned to the Bentley Continental GT like no other ultra-luxury car. With so many littering the roads of Orange County, Bergen County and Fulton County, you'll need to choose special trims, rims and finishes to make your Conti GT stand out at the valet stand at the Montage or the Ritz-Carlton.
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