Driven: 2010 Hyundai Tucson
From the inside, it's quite possible to mistake the new 2010 Hyunda Tucson for a Lexus.
That's certainly what Hyundai would like to hear, and it's true. Over the course of a week with the Tucson, I noticed that its interior elicits a lot more oohs and ahs—especially from those who don't consider themselves gearheads or enthusiasts—than you might expect for a vehicle that totaled less than $30k.
A look and feel that's just right
It's a vehicle that, looking at materials, trim, and interior appointments, does everything right. Keep taking a closer look at interior details, and you won't be disappointed. The plastic surfaces aren't too shiny and have a consistent look throughout, and the bright trim pieces accent the interior in an understated, classy way. The cool blue backlighting for the dash and instruments also adds elegance.
From the outside, the Tucson carries a silhouette that's much like that of its predecessor, though simultaneously more flamboyant and more fluid. The sheetmetal has been sculpted with flowing creases that create a curvy, aerodynamic, and elegant effect. Overall, the Tucson looks sport-wagon aggressive, and a little more like a wagon on stilts than other compact crossovers; that's not at all a bad thing.
Everything's not quite as delightful with respect to the driving experience, but your passengers again probably won't be disappointed. With 176 horsepower and 168 pound-feet of torque, the Tucson's new so-called Theta II four-cylinder engine, though not a new direct-injection design, actually feels stronger than the step-up 2.7-liter V-6 that's been offered in the past. It works great with the new six-speed automatic transmission, but especially when cold its sound quality is a little crude. Compared to GM's 2.4-liter, in the 2010 Chevrolet Equinox that we also posted a review of this week, it sounds coarser driving gently at the low revs but keeps its cool when pressed, sounding much more civilized into the higher revs when pulling off full-throttle passes.
Smooth, economical powertrain; disappointing steering
The single greatest point of dissatisfaction in the Tucson—at least through our finicky driving tastes—is the steering. For this reviewer, who's already not a fan of the way electric power steering systems are tuned in many models, the Tucson's new Motor Driven Power Steering system would be a deal-breaker. The system is light at low speeds, as it should be, but it all deteriorates from there. At intermediate speeds, on backroads, the steering assist seems to change in very noticeable ways from corner to corner, and by the time you get to 50 or 55 mph, it seems to be punching you back toward center, with a heavy rubbery feel that's nothing even like any manual steering gear we've felt before. Make a quick maneuver at lower speeds, and there's a sort of binding-loosening feel as the steering quickly changes its assist level. And on a stretch of roadway that has deep tramlines, the system seemed to surrender completely, becoming limp yet heavy as it was apparently auto-correcting for the road surface.
In contrast, the Tucson's brakes feel great—like those of a small, sporty car, and surprisingly (for a tall vehicle) there's not much nosedive.
2010 Toyota Camry Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Toyota Camry Hybrid to bring you this hands-on review that covers styling, performance, safety, utility and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Toyota Camry Hybrid to produce this hands-on road test.
Likes
Higher fuel efficiency with decent acceleration
Comfortable, smooth ride quality
Excellent noise suppression
Dislikes
Bland styling with no obvious hybrid identity
Handling that's less capable than other Camrys
Steady speed hard to maintain with using cruise
The 2010 Toyota Camry Hybrid is, basically, the standard midsize Camry sedan with a different and far more frugal hybrid powertrain. For the 2010 model year, Toyota has given the Camry Hybrid revised instruments and a very mild restyle that includes a unique and distinctive grille.
Hybrids sell on fuel economy, and the 2010 Toyota Camry Hybrid is rated by the EPA at 33 mpg city / 34 mpg highway, for a combined rating of 34 mpg. The Hybrid Synergy Drive system, used in the Prius and every other Toyota hybrid, is a "full hybrid" system, meaning it is capable of moving the car on electric power alone under some circumstances. When more power is needed and at higher speeds, the system combines power from the 40-horsepower electric motor and the 147-horsepower, 2.4-liter gasoline engine, which also recharges the battery when coasting or braking. The system is well integrated into the car, though the battery pack cuts trunk space by about one third (from 14.5 to 10.6 cubic feet).
Toyota has built more hybrids than any other carmaker, and it shows. The 2010 Toyota Camry's powertrain is so smooth and unobtrusive that with the sound system working, it's almost impossible to tell when the gasoline engine switches on and off; passenger have to look at the instrument panel display to tell for sure. Like the rest of the Camry line, the Hybrid's ride is soft and well damped. The interior is spacious, with plenty of room for five adults and plenty of legroom in the rear. The handling is good, but the Hybrid weighs more than the standard car, so it's not quite as nimble.
The Camry Hybrid, like most Toyotas, does well on the safety scale. It is fitted with a total of seven airbags, including front-seat, full-length curtain, and front side-impact airbags, plus a knee airbag for the driver. Electronic stability control, which Toyota calls Vehicle Dynamics Integrated Management (VDIM), is also standard to modulate the throttle, individual wheel brakes, and even the steering to keep the Camry Hybrid stable on slippery surfaces. The Camry Hybrid won five stars, the highest rating, in the federal government's crash tests, while a non-hybrid Camry was rated "good" in tests by the Insurance Institute for Highway Safety (IIHS). The IIHS rated that Camry "marginal" for the rear-impact test only.
The 2010 Toyota Camry Hybrid offers so many standard features that it's equivalent to the highest XLE trim level on a regular Camry, plus a smart-key system. Among them are dual-zone automatic climate control, a 440-Watt JBL audio system with Bluetooth, a power glass moonroof, leather interior with reclining rear seats, 16-inch aluminum wheels, and an ionizing system for interior air. Options include a navigation system, heated front seats, and heated outside mirrors.
The Bottom Line
The 2010 Toyota Camry Hybrid offers all the benefits of the well-known Camry sedan with Toyota's proven, reliable hybrid system to hit the market's sweet spot.
Other Choices
If you like the 2010 Toyota Camry Hybrid, also consider:
Ford Fusion Hybrid
Mercedes-Benz E320 BlueTEC
Nissan Altima Hybrid
Toyota Prius
Reason Why
For the first time, the Camry Hybrid faces serious competition. It comes from the Ford Fusion Hybrid, new in 2010, which achieves higher mileage ratings and offers all-electric running up to 47 mph, not to mention tighter handling. The Fusion Hybrid receives rave reviews, and sells well enough to make it a neck-and-neck battle. The Altima Hybrid, available only in certain states, is also a full hybrid; its mileage and performance are similar to the Camry Hybrid, but its better handling is offset by a little less interior space. Buyers who do lots of high-speed mileage may want to consider the clean-diesel Mercedes-Benz E320 BlueTEC, which delivers 32 mpg highway-albeit at a much higher price. Finally, the Toyota Prius was completely redesigned for 2010 as well, with a nicer interior and more optional features. If you're OK with a hatchback and the Prius appearance, it's worth considering for its combined EPA rating of 50 mpg.
Buying Tip
The 2010 Toyota Camry Hybrid is almost $3,000 less than the nicest XLE model of a V-6 Camry. And with the arrival of the Ford Fusion Hybrid, Toyota dealers have stiff competition to the Camry Hybrid for the first time, so they may be more willing to bargain on price than in previous years.
This 2010 Toyota Camry Hybrid Review originally appeared at TheCarConnection.com where you can see more photos and news on the Toyota Camry Hybrid
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2010 Mercury Milan Milan Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Mercury Milan and Milan Hybrid to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Mercury Milan and Milan Hybrid to produce this hands-on road test.
Likes
Distinctive styling
Remarkably good roadholding
High-quality, well-built interior
Available hybrid model is a standout
SYNC infotainment system
Dislikes
Backseat could be larger
Transmission offers only "D" and "L" options
Rear seat-back release located in truck
Both restyled and extensively refreshed with new powertrains, the 2010 Mercury Milan and Milan Hybrid are remarkably good mid-size sedans that should be better known than they are. Although they're mechanically identical to the Ford Fusion and Fusion Hybrid models, the Milan's cleaner exterior and more stylish interior set it apart, taking it a step up. Starting at $21,860 ($31,915 for the 2010 Milan Hybrid), the Milan line competes in the hotly contested mid-size sedan market with cars like the Toyota Camry, Honda Accord, Nissan Altima, and Chevrolet Malibu.
There are multiple versions and options for the 2010 Mercury Milan and Milan Hybrid, including front- or all-wheel drive, four- or six-cylinder engines, manual or automatic transmissions, and a hybrid model-although not all combinations are available. All-wheel drive, for instance, is available only with the V-6, and if you want a manual gearbox, that limits you to the four-cylinder.
The base 2.5-liter, four-cylinder engine delivers 175 horsepower, and can be matched with a standard six-speed manual or six-speed automatic transmission. The 3.0-liter V-6 cranks out 240 hp, and comes only with a standard six-speed automatic-although it offers no manual shifting options besides "drive" and "low." Best fuel economy figures for the standard Milan are 22 mpg city, 31 mpg highway for the four-cylinder with the six-speed automatic; specifying the six-speed manual subtracts only 2 mpg from the highway rating. Adding the V-6 engine exacts a penalty, with the front-wheel-drive version rated at 19 mpg, 27 mpg, and the all-wheel drive even lower at 18 mpg city, 25 highway.
The 2010 Mercury Milan Hybrid is the range's clear fuel economy champion. It's rated at a stunning 41 mpg city, 36 mpg highway, for a combined EPA rating of 39 mpg-a much better rating, it's worth noting, than the 2010 Toyota Camry Hybrid. Only available as a high-spec front-wheel-drive model, the hybrid-electric drivetrain pairs a specially modified version of the 2.5-liter four-cylinder engine with an electronically continuously variable transmission (eCVT). Inside this complex piece of equipment are electric motors that can either deliver power or recharge the battery, depending on the demands placed on the car, the battery's state of charge, and many other variables. The 2010 Milan Hybrid can run in all-electric mode at speeds as high as 47 mph, and it drives "like a regular car," with few of the oddities found in other hybrids. That said, it's as much a statement as an investment in economy, since it's fully $10,000 more than a plain-Jane Milan with the four-cylinder and six-speed automatic.
The 2010 Mercury Milan and Milan Hybrid are notably good on the road, with four-wheel independent suspension providing handling that's among the best for family sedans. In fact, handling should be a major reason to consider the Milan over blander competitors like the Toyota Camry or Honda Accord. The drive is more engaging, and ride quality is smooth and drama-free, although some reviewers consider the electric power steering numb.
Inside, the 2010 Mercury Milan and Milan Hybrid offer spacious accommodations with ample legroom and lots of space for cargo. Adults fit fine in the rear seats, and all five seats are comfortable. While the interior isn't quite as luxe-looking as that of a Chevrolet Malibu or Honda Accord, it's modern and stylish.
Four-wheel disc anti-lock brakes with electronic brake force distribution, as well as side and curtain airbags, are standard on every 2010 Milan and Milan Hybrid. For every trim level, AdvanceTrac electronic stability control is now an option. The Milan 2010 gets a five-star rating for frontal driver and passenger impact tests and driver-side crash protection, along with four stars for passenger side-impact safety.
For 2010, the optional Voga Series trim package takes the car to a new level. Available only on the Premier models, it consists of unique carbon fiber interior trim, leather seats and door inserts of a very stylish cashmere color, and unique Voga badges inside and out. Ambient LED lighting in a variety of colors is available, and Premier Series models come standard with Sirius Satellite Radio.
The Bottom Line: The 2010 Mercury Milan and Milan Hybrid are stylish and comfortable sedans with great handling, a stylish interior, and good to excellent fuel economy.
Other Choices:
If you like the 2010 Mercury Milan, also consider:
- Chevrolet Malibu
- Nissan Altima
- Toyota Camry
- Honda Accord
- Chrysler Sebring
- Mazda Mazda6
Reason Why:
The two default choices in the mid-size sedan market are the Honda Accord, which is stylish and enormous inside, and the Toyota Camry, bland and conservative but-like the Milan-offered with a Hybrid model. The Chevrolet Malibu may have the nicest interior of the group, and it's a notably better car than past iterations. The Nissan Altima offers great handling and a manual gearbox with the four-cylinder engine, like the Milan, but not all-wheel drive-and the same comment applies to the sporty Mazda Mazda6. While the Chrysler Sebring ladles on the features, its styling has not been well received and the interior is disappointing, with chintzy materials. Its coarse powertrains and mundane driving experience give TheCarConnection.com little reason to recommend it over the well-rounded Milan.
Buying Tip
Its sibling the Ford Fusion greatly outsells the Mercury Milan and Milan Hybrid, so it's worth shopping for a deal at your local Lincoln Mercury dealer-which probably offers better service to boot.
This 2010 Mercury Milan Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercury Milan
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2010 Mazda Tribute – Tribute Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Mazda Tribute and Tribute Hybrid to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Mazda Tribute and Tribute Hybrid to produce this hands-on road test.
Likes
Solid SUV styling
Nicely designed dashboard
High-mileage hybrid model
Modern six-speed automatic transmission
Dislikes
Tight for five people, no third row
Handling not up to Mazda standard
Rear seat awkward to fold
No navigation system option
The 2010 Mazda Tribute and Tribute Hybrid are low-volume crossovers that pose a bit of a puzzle. Ford has built them for Mazda since 2001 on its now-aging-but continually updated-Escape and Escape Hybrid platform (also used for the Mercury Mariner and Mariner Hybrid). Redesigned for 2008 and fitted with vastly better engines and transmissions for 2009, the Tribute twins give Mazda a traditional-looking SUV that stands out in a showroom filled with increasingly zoomy designs. The Tribute Hybrid is Mazda's sole hybrid vehicle, however, and gets gas mileage that would do a compact hatchback proud. Competitors in the sporty end of the compact crossover market include the Ford Escape itself, the Nissan Rogue, and Mazda's own CX-7 crossover. The 2010 Mazda Tribute starts at $21,155.
The latest Tributes got a bolder, tougher new look two years ago, along with a more comfortable, more upscale interior. Though it's based on the Ford Escape, the Tribute carries its own distinctive styling inside and out-including a prominent and squared-off nose that frames a large chrome Mazda wing logo with a bright surround. The look is decidedly more masculine than earlier Tributes, and that carries over to the interior too. The 2010 Mazda Tribute has a handsome and blocky dashboard, with piano-black plastic trim and a chunky steering wheel.
The base 2010 Mazda Tribute comes with a 2.5-liter four-cylinder engine that puts out 171 horsepower and 171 foot-pounds of torque. A five-speed manual transmission is standard, with a six-speed automatic available too. The optional engine is a 3.0-liter V-6 producing 300 horsepower, which only comes with the six-speed automatic.
The 2010 Tribute Hybrid model is fitted with a specially tuned version of the 2.5-liter four, mated to an electronically continuously variable transmission (eCVT) containing two electric motors that both power the car and recharge the battery pack, which sits by the rear axle. All Tribute models, including the hybrid, can be specified with either front-wheel drive or four-wheel drive.
Fuel economy ranges from 22 mpg city, 28 mpg highway with the base 2.5-liter four and the five-speed manual, to 18 mpg city, 23 mpg highway for the V-6 and automatic combination when four-wheel drive is also specified. The Tribute Hybrid is rated at 34 city, 31 highway in front-wheel-drive form, though that falls to 30 city, 27 highway when four-wheel drive is specified.
Handling is adequate for a tall crossover, but hardly up to the standard of the rest of Mazda's range. The electric power steering is vastly improved over earlier model years, but the Tribute and Tribute Hybrid will simply never be as fun to drive as a hot hatch like the Mazda3-the true standard-bearers for Mazda's "zoom-zoom" brand identity.
The front seats are comfortable for long trips, and there's plenty of headroom for four adults inside. The second-row seat doesn't have a lot of extra space for adults, but two will ride happily. Assembly quality seems high, with well-fitted trim and good materials. It's worth noting that the shiny black surfaces show the merest speck of dust and gather fingerprints easily, so proud owners may spend a lot of time wiping them down to keep them glossy.
Safety equipment on the 2010 Mazda Tribute and Tribute Hybrid includes standard anti-lock brakes; stability, roll, and traction control; and tire pressure monitors. Front and side airbags are standard, along with side-curtain airbags that extend rearward. The Insurance Institute for Highway Safety (IIHS) gives the 2010 Mazda Tribute ratings of "good," its highest ranking, for both frontal offset and side impact crash tests. The National Highway Traffic Safety Administration (NHTSA) awards the Tribute five stars for driver and passenger front-impact protection, as well as five stars for driver side and rear passenger protection in side impacts. However, the Tribute and Tribute Hybrid count among the handful of vehicles to receive just three stars for rollover safety.
There are four models of 2010 Mazda Tribute, starting with the i-Sport, and then in ascending order, the i-Touring, i-Grand Touring, and s-Grand Touring. All "i" models have the 2.5-liter four, and the "s" model is powered by the 3.0-liter V-6. Touring models replace the five-speed manual with the automatic transmission and add power seat adjustment, while Grand Touring models come with a power sliding glass moonroof and dual heated power remote outside mirrors.
For 2010, Mazda adds a few new convenience items to the Tribute. All models now have an ambient temperature gauge, and the Grand Touring and hybrid models get a built-in garage-door opener and an electrochromatic rearview mirror with rearview camera display.
Standard features include 16-inch wheels and fog lamps. A DVD entertainment system, heated seats, Sirius Satellite Radio, and remote start are on the options list. However, unlike its Ford and Mercury brethren, the 2010 Mazda Tribute offers neither a navigation system (buy a portable one) nor the excellent SYNC infotainment system-which is a shame.
The Bottom Line: The 2010 Mazda Tribute wears crisp SUV sheetmetal and offers a high-mileage hybrid model, but it's something of an oddity in the zoomy Mazda lineup.
Other Choices:
If you like the 2010 Mazda Tribute, also consider:
- Ford Escape
- Nissan Rogue
- Mazda CX-7
Reasons Why:
The Ford Escape is a near twin to the Mazda Tribute, and it offers Ford's excellent SYNC infotainment system, which isn't available on the Mazda version. The Nissan Rogue is recommended for good handling among compact crossovers, though its cargo area is small and its continuously variable transmission is unusual. The main competitor for the Tribute, in fact, may be Mazda's own CX-7 crossover, which is slightly larger and far more carlike, with a turbocharged four-cylinder engine and much better road manners. The relative merits of the two vehicles' styling remains a personal choice.
Buying Tip
The 2010 Mazda Tribute Hybrid model offers excellent fuel economy, but the i-Touring model with the 2.5-liter four and the six-speed automatic is several thousand dollars cheaper, so check your payback carefully before you opt for the hybrid.
This 2010 Mazda Tribute Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mazda Tribute
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2010 Hyundai Santa Fe Bottom Line
TheCarConnection.com hasn't yet driven the recently unveiled 2010 Hyundai Santa Fe, which gets revised powertrains and some appearance upgrades for 2010. However, we're presenting you the rest of the story here based on previous drives of the otherwise unchanged Santa Fe, including highlights from other expert reviews as well to provide you with the most information available. We'll be updating this with firsthand driving impressions as soon as possible.
Likes
Stronger, more fuel-efficient powertrains
Nice size for families
Maneuverability
Inoffensive styling
Dislikes
Busy ride
Inoffensive styling
The Santa Fe has been instrumental in representing the sea change in Hyundai quality in recent years and the way in which its reputation has vastly improved. The current-generation Santa Fe was introduced in 2007, growing to a small mid-size crossover vehicle that's more comfortable and refined than the version it replaced. For 2010 it finally gets more powerful, fuel-efficient powertrains that put it on a level playing ground with key rivals from Japan and the United States.
The 2010 Hyundai Santa Fe doesn't look that much different than the 2009 model. The bumpers are smoothed over very slightly, and there's a new grille and different wheel designs on the outside. Inside the Santa Fe has an upgraded look to some of the materials, a new range of colors, and new features, including steering-wheel audio controls for all models. The interior of the 2010 Hyundai Santa Fe makes a nice design statement that both breaks from Euro-worship and doesn't quite fit the mold with other Japanese-brand crossovers; every surface and seam is a little curved, and "flowing" would be the best word to describe the instrument-panel look. But that can't help mask that the Santa Fe is just a little bit on the bland side in nearly every styling respect, inside and out; it's inoffensive, but not at all memorable.
All-new powertrains are the big news in the 2010 Hyundai Santa Fe. The new Theta II 2.4-liter four-cylinder engine in the Santa Fe makes 175 horsepower and has improved fuel economy (up to 20 mpg city, 28 highway), while the new 3.5-liter Lambda V-6 engine makes 276 horsepower and has EPA ratings of 20/26 mpg—an improvement of 18 percent in the city and 8 percent on the highway. A new six-speed automatic transmission comes with either engine for the Santa Fe. Front-wheel drive is standard, with an optional electronically controlled all-wheel-drive system that can send power to whichever wheels have the best traction or locked 50/50 between front and rear wheels for light off-road conditions.
The 2010 Santa Fe has a reasonably roomy interior that's spacious enough for four adults; five can fit in a pinch, though they'll jostle shoulders. Hyundai used to offer a third-row seat on the Santa Fe, but that's been discontinued for 2010 (wisely, as it was tight even for small kids). This leaves impressive cargo space in back, with a flat floor created if you fold the seats forward. Hyundai upgrades trim and upholstery materials for 2010, though the design itself doesn't change. The steering wheel now adjusts for tilt and telescopically on all models, however. Overall, the Santa Fe's driving feel is surprisingly capable and somewhat sporty compared to that of other crossovers, with a quiet, well-controlled ride.
Safety ratings are top-notch for the 2010 Hyundai Santa Fe; it earns "good" ratings across the board from the IIHS in frontal, side, and rear tests, and top five-star results from the federal government in frontal impact. Standard safety features on the Santa Fe include electronic stability control, electronic brake force distribution, side and side-curtain airbags, and active head restraints. New for 2010 are rollover sensors for the side-curtain airbags, along with auto-fold backseat head restraints for the outboard positions.
The Santa Fe is very well equipped in terms of standard features, but it doesn't offer the library of options that's available on some rivals. Standard across the model line (and on the base GLS) are air conditioning, power windows and locks, keyless entry, 17-inch alloy wheels, and a 120-watt sound system with six speakers and an iPod/USB interface. The SE model adds a rear spoiler, upgraded power driver's seat, leather-and-cloth seats, fog lamps, larger wheels, and upgraded trim, while the top-of-the-line Limited gets dual-zone climate control, leather seats (heated in front), chrome accents, a sunroof, and a HomeLink garage-door opener. Optional on the SE and Limited is a navigation system with rearview camera. Finally, Hyundai's long 10-year/100,000-mile powertrain warranty erases worries.
The Bottom Line: A new line of powertrains will help save fuel yet make the 2010 Hyundai Santa Fe more appealing than ever.
Other Choices
If you like the 2010 Hyundai Santa Fe, also consider:
- Ford Edge
- Honda Pilot
- Kia Sorento
- Toyota Highlander
- Toyota RAV4
Reason Why:
The 2010 Hyundai Santa Fe is sized between mid-size and compact, so it lands between Toyota's RAV4 and the 2010 Toyota Highlander. Both the Highlander and the RAV4 offer a small third-row seat, but the Santa Fe no longer does. The Honda Pilot looks big and boxy—more like a traditional SUV—yet it's actually quite carlike in the way it rides and drives. Closer to the Santa Fe in size is the Ford Edge, which for 2010 only offers a V-6 (though a four-cylinder is on the way next year). The Edge feels a little sportier than the Santa Fe, though the Hyundai is especially easy to maneuver and park.
Buying Tip
The 2010 Hyundai Santa Fe is closely related to the 2010 Kia Sorento. If both Hyundai and Kia dealers are in your area, you'll probably want to cross-shop.
This 2010 Hyundai Santa Fe Review originally appeared at TheCarConnection.com where you can see more photos and news on the Hyundai Santa Fe
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2011 Porsche Cayenne: First Official Details, Before Geneva Debut
Porsche has released much more information about its next-generation Cayenne SUV, which will make its initial debut in Geneva next week, then be shown at the New York Auto Show about a month later.
A new full hybrid Cayenne Hybrid S model, along with major weight savings and improved fuel economy (and better performance) across the line is the big news for the 2011 Cayenne.
Like the still-related next-gen Volkswagen Touareg and Touareg Hybrid, the new Cayenne loses about 400 pounds, thanks to the use of lighter-weight materials and a new all-wheel drive system.
Compared to the previous Cayenne, the new 2011 Cayenne is only slightly larger overall, with less than two inches of added length and wheelbase. That should translate mostly to greater backseat space, which was always surprisingly lacking in the current-generation Cayenne five-seater. Porsche assures us that in the new version the backrest in back can be adjusted to three different rakes while the bench can slide fore and aft 6.3 inches.
Other highlights of the interior include a new small high-res TFT screen that's part of the gauge cluster and includes radio station or nav-system directions.
The new base engine on the Cayenne will be a 3.6-liter V-6, making 300 horsepower and tied to an eight-speed 'Tiptronic' S automatic transmission, which of course includes manual control. Next up is the 4.8-liter V-8 in the Cayenne S, now up 15 hp to 400 hp, while the top of the line remains the Cayenne Turbo, which gets a 500-hp, 4.8-liter twin-turbo V-8.
Each of these models get the Automatic Start Stop function that Porsche introduced in the Panamera, but we don't know yet whether as with the Panamera the feature will have to be toggled on every time the driver gets in. Across the board, Porsche reports that fuel efficiency is much improved. The V-6 model uses 20 percent less fuel in the European driving cycle than its predecessor, the automaker says, while both of the V-8 engines use 23 percent less fuel.
The current 2010 Porsche Cayenne rates at 12 mpg city, 19 highway for the Turbo S, up to 14/20 with the V-6.
Although the Cayenne Turbo will no doubt remain the must-have model for enthusiasts who plan to enjoy the most bragging rights and weekend track ability, the all-new Cayenne S Hybrid promises performance on par with the Cayenne S but with the fuel economy of a V-6. That's accomplished with the combination of a 333-horsepower, 3.0-liter supercharged V-6 engine, paired with a 47-hp (34-kW) electric motor; the two combined can crank out 427 pound-feet of torque at 1,000 rpm.
Porsche says that the gasoline engine in the Cayenne Hybrid S can switch off at up to 97 miles per hour during deceleration—a feature matched by the 2012 Volkswagen Touareg Hybrid and its similar system. The Cayenne Hybrid S might be able to cruise a little faster than the Touareg Hybrid though; Porsche says nearly 40 mph, but the figure is more like 30 for the VW.
Porsche says that, at 193 grams of carbon dioxide emitted per kilometer (a figure that surely means more to Europeans), the Cayenne S Hybrid is the cleanest vehicle in Porsche's entire model line.
The Cayenne Hybrid and the base Cayenne won't be available until later this fall, but both V-8-powered 2011 Porsche Cayenne models will go on sale beginning in July.
This story originally appeared at The Car Connection
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2010 Volkswagen Routan Bottom Line
TheCarConnection.com's expert reviewers drove the 2010 Volkswagen Routan to bring you their own firsthand Bottom Line impressions of the vehicle, and supplemented that with the most authoritative sources from around the web to give you a conclusive picture in the Full Review.
Likes
Attractive exterior
Available 4.0-liter V-6 engine
Smooth-shifting six-speed automatic (V-6 models)
Carlike handling
Ample cargo room
Dislikes
Crude, inefficient base engine
Not all interior plastics up to VW expectations
Balky transmission in base package
Leaning on Dodge's Grand Caravan for basis of the Routan minivan, Volkswagen taps into a core American market. Well-equipped and offering a competitive set of features and abilities, the 2010 Volkswagen Routan presents an attractive package-but it's best when upgraded. New for 2010 is the addition of standard satellite navigation on SEL and SEL premium models, plus a standard rear entertainment system on the SEL premium. For 2010, there's a range of new colors throughout the lineup.
VW calls the Routan the "Volkswagen of minivans," and it wears its corporate identity clearly on its exterior. The attractive front end pairs a large VW logo with monochrome bumpers that give it more curb appeal than its platform-mates at Dodge or Chrysler. The interior is mostly successful, too, though the details aren't as refined as most "pure" Volkswagen vehicles, with some plastics coming up short. On the other hand, the instrument panel is easy to read, pleasingly styled, and attractive with a two-tone color scheme.
Rough and unrefined, the base 3.8-liter pushrod V-6 engine that comes standard on the S and SE trim levels also struggles to get the 4,500-pound van moving with authority. At 197 horsepower, it's understandably overtaxed at anything but a leisurely pace. Paired with a balky base six-speed automatic, the Routan's performance in base trim is less than inspiring. The 4.0-liter V-6 engine that comes standard on the SEL trim is a 180-degree difference, however, with its 251-horsepower output and smooth power delivery through an upgraded six-speed automatic transmission more than up to the task. Surprisingly, the more powerful engine also delivers the better fuel economy ratings, scoring 17 mpg city and 25 mpg highway compared to the 3.8-liter engine's 16/23 mpg.
Standard features for all Routan minivans include an ingenious power-folding third-row seat, 144 cubic feet of storage with the seats stowed and removed, and sliding doors both left and right with windows that roll down. All trim levels offer a Volkswagen-tuned suspension that promises better handling than the Chrysler vehicles with which it shares a platform, a fact that's reflected in its stable on-road feel. Despite the "German tuned" suspension, the Routan feels more like a slightly more composed American minivan, with comfort at the fore. Seats are supportive and comfortable, with no complaints even on long trips.
Taking a look at the interior, the Routan's Chrysler roots begin to show through, and not in a good way. Materials, switches, controls, and other details aren't quite what you'd expect from a Honda Odyssey or Toyota Sienna, much less a Volkswagen. The controls for the HVAC, for example, are a morass of illegible black plastic buttons and require more attention to adjust than they should.
That said, the Chrysler minivans on which the Routan is based are themselves very competent vehicles in many respects. The Routan gets most of those advantages, but Chrysler's Swivel N' Go seating isn't one of them. The S trim picks up standard second-row folding bench seats, while the SE and SEL trims add fold-flat/removable captain-style chairs. All models get the folding/disappearing/reclining third-row seat that Chrysler calls Stow N' Go. The combination of these various seating arrangements allows all models to fit 144 cubic feet of cargo with the rear seats stowed. A few more options, including a rear conversation mirror, power windows in the sliding side doors, plus in-cabin entertainment and touch-screen navigation, help bring the Routan up to the specification you'd expect from a Volkswagen.
Despite its relatively affordable cost, the base S model can quickly be optioned up to the price level of the Touareg luxury SUV. Upgrading to SE trim gets larger wheels and power sliding doors, a garage door transceiver, and heated power mirrors, but the bottom line will show it. Going to the SEL trim costs even more, but adds a more powerful engine, better fuel economy, a more refined cabin, and rear-seat entertainment.
Crash safety is one strong mark that carries over from the Chrysler basis, with the essentially identical Dodge Grand Caravan scoring a top mark of "good" in IIHS testing, and the Routan itself earning five stars in NHTSA testing. The top scores are possible thanks in part to the wide range of standard safety equipment, which includes driver and passenger airbags, side curtain airbags, electronic stability control, and ABS.
The Bottom Line: The 2010 Volkswagen Routan has the bonuses of Chrysler's segment-defining minivans with a touch of German flair, but a modern-day VW Bus it's not.
Other Choices
If you like the 2010 Volkswagen Routan, also consider:
Chrysler Town & Country
Dodge Caravan
Honda Odyssey
Toyota Sienna
Reason Why
The 2010 Volkswagen Routan is worth a look if you like the brave styling, need lots of cargo space, and don't mind trading a bit of refinement, especially in terms of fit and finish, to get them. The Honda Odyssey has long been the choice of drivers that need the practicality of a minivan but still like to feel the road. Toyota's Sienna offers a more modern look and feel inside and out, but when well optioned, it suffers with high pricing even more than the Routan does. With deep discounts and attractive financing offers, the slightly less stylish Dodge Grand Caravan and Chrysler Town & Country might be a good buy for the budget-conscious shopper.
Buying Tip
The Routan's superior attention to detail aside, if you need second-row seats that easily stow to make way for cargo, check out the Dodge Grand Caravan and Chrysler Town & Country. The Stow N' Go seating is among the best in the business, and it's not available on the Volkswagen.
This 2010 Volkswagen Routan Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volkswagen Routan
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2011 Hyundai Azera: More Power, Higher MPG, Still Very Comfy
Hyundai has announced some significant changes for its Azera for 2011 that should altogether help this large sedan perform better, use less fuel, and look a bit sharper inside and out.
The V-6 engines in the 2011 Hyundai Azera lineup are the same size as last year, but they're more powerful and significantly better on gas. The 3.3-liter now makes 260 horsepower and 233 pound-feet of torque (almost as many horsepower as the larger engine last year) and has fuel economy figures that have improved by two in both the EPA city and highway cycles, to 20 mpg city, 28 highway. The larger 3.8-liter V-6 gets a bump up to 283 horsepower and 263 pound-feet, with ratings up 2 mpg in city driving and a mile per gallon on the highway, to 19/27.
The engines in the 2011 Azera have been modernized to include Hyundai's Dual Continuously Variable Valve Timing (DCWT) and a variable intake system; they have all-aluminum construction and a four-valve-per-cylinder design.
Paired with either of these revised engines is a new six-speed automatic that Hyundai designed in-house. Hyundai says it's one of just three automakers to design their own six-speed automatic; the new transmission is lighter than the former five-speed automatic. Like nearly all the automatics in Hyundai's stable, it comes with Shiftronic manual control in a separate gate.
2010 Toyota Tundra Bottom Line
To bring you a conclusive review that gives you an idea how the 2010 Toyota Tundra stacks up against other full-size pickups, TheCarConnection.com has perused a wide range of reviews for details, observations, and insights on what the Tundra does or doesn't do well. TheCarConnection.com's editors have driven the Toyota Tundra, too, and sum it all up along with their firsthand driving impressions here in this definitive Bottom Line.
Likes
Strong iForce V-8 and six-speed auto
More standard features than rival trucks
Wealth of storage spaces inside
Backseat space (CrewMax)
Dislikes
With the V-8, it's a guzzler—even for a big truck
Gimmicky instrument panel layout
Too large and not maneuverable enough
Rides too high for most
The Toyota Tundra was last redesigned in 2007, when Toyota asserted itself by supersizing this full-size pickup—making the Tundra every bit as massive as the largest versions of the Ford F-150 and Chevrolet Silverado. It gets a very minor refresh for 2010, with a new grille design for some trims and a new taillight design for the entire lineup. Safety features are improved, new options are added, and others are grouped into a couple of large value packages.
"Imposing" is probably the best way to sum up the Tundra's appearance. From the front, the prominent, upright grille is flanked by nicely detailed headlamps, while alongside the Tundra gets bulging side sills that make it seem even taller, while it keeps a smooth appearance with flared wheel wells. And at the back, the taillights keep the same basic shape as before but gain a more detailed look. Inside, the 2010 Tundra has an interior that's a little too plasticky for some work-related tastes, with large swaths of matte-metallic plastic curving through the gauges and down the very wide center console at an angle.
The base engine on the 2010 Toyota Tundra is a 236-horsepower, 4.0-liter V-6; it provides plenty of might to move this big truck, but most buyers who plan to take advantage of its towing and hauling capability will want one of the V-8s. This year, a new 4.6-liter V-8 replaces last year's 4.7-liter; compared to the previous engine, it's both stronger and more fuel-efficient, with ratings of up to 15 mpg city, 20 highway and rear-wheel drive. At the top of the line is the 381-horsepower, 5.7-liter iForce V-8. This engine makes it an extreme gas guzzler—with fuel economy as low as 13 mpg city, 17 highway—but it has mammoth torque available just off idle and plenty of passing power on the highway, even when towing. Both V-8s now get a responsive, smooth six-speed automatic, while the V-6 comes with a five-speed auto. When properly equipped, the Tundra can tow up to 10,800 pounds.
Competing head-on with the biggest pickups from Detroit, as well as the more personal-use-focused Nissan Titan, the 2010 Tundra is available in a wide range of body configurations: Regular, Double Cab, and CrewMax cabs, with three different bed lengths. The Double Cab is the choice for occasional backseat duty or kid-carrying, and when the Double Cab isn't in use, it has a folding seat bottom. The CrewMax is basically a roomy SUV with a pickup bed in back; two full-size back doors and enough sprawl-out space for adults make it a good choice for families hauling ATVs or work supplies. The interior is at once comfortable and high-utility, with a very wide center console that's deep enough for a laptop; wide, supportive seats; controls that are designed to be used with gloves; and a tilt/telescope steering wheel. Our only repeated complaint with the interior is that its plastics—particularly those used on the instrument panel—feel flimsier and more delicate than those used by other truck brands.
The 2010 Toyota Tundra is one of the safest pickups on the market, with almost perfect crash-test scores and more safety equipment than most rival models. It gets predominantly top five-star ratings in federal tests (except for four stars for the driver with the Regular Cab), along with three or four stars in rollover resistance. It also earns the top "good" rating in all of the IIHS tests for frontal, side, and rear impact. Front-seat side airbags, roll-sensing side airbags, and front knee bags are all standard, as are electronic stability control and anti-lock brakes.
To help compete with base work-oriented models from GM, Ford, and Dodge, there's a new Work Truck Package offered on base regular and Double Cab models, coming with vinyl seats, rubber floors, plus a lower level of standard equipment and black plastic trim in place of bright trim in many places. A TRD Sport Package, available on the Tundra 4x2 Regular Cab and Double Cab standard bed models, is optimized for an aggressive street appearance, while a new TRD Rock Warrior Package is specially tuned and ready (in appearance as well) for hard-core off-roading. At the top of the line is a new Platinum Package, only offered with the 5.7-liter CrewMax versions, including all the features of a luxury SUV, such as a navigation system, JBL premium audio, ventilated perforated-leather seats, a sunroof, chrome and wood trim, and special badging.
The Bottom Line: The 2010 Toyota Tundra is every bit as big and tough as the full-size trucks—and perhaps safer and better equipped than them—though it might let you down on some of the interior's finer points.
Other Choices
If you like the 2010 Toyota Tundra, also consider:
- Chevrolet Silverado
- Dodge Ram
- Ford F-150
- Nissan Titan
Reason Why:
Whatever the purpose, there's a Tundra for it. But that's also the case for the full-size rivals from Chevrolet, GMC, Ford, and Dodge. What makes the Tundra genuinely different is its unique approach to interior design, as well as a smidge more standard-feature content than the others. The Nissan Titan stands out from the crowd as more oriented toward personal use, with some still-innovative cargo solutions and good performance—though its mileage is mediocre and it only offers a single large V-8. Both the best-selling Ford F-150 and Dodge Ram were redesigned for 2009; the F-150 gets a new interior and improved refinement, while the Ram has some segment-leading tech and entertainment features inside, along with vastly improved ride and handling. The Chevy Silverado and the nearly identical GMC Sierra continue to have strong appeal because of their very functional interiors (including separate interiors for work and personal trims), and their line of V-8 engines are especially fuel-efficient.
Buying Tip
The smaller 2010 Toyota Tacoma is worth a look if you like how large the Tundra or its predecessor, the T100, once were. The Tacoma has grown over the years as well, and it's now more of a mid-size truck.
This story originally appeared at The Car Connection
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2010 Ford Transit Connect Bottom Line
TheCarConnection.com has driven the 2010 Ford Transit Connect to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Ford Transit Connect to produce this hands-on road test.
Likes
A unique cargo proposition
Far better gas mileage than a full-size van
Proven engine and transmission
A customizer's delight
Dislikes
No diesel engine option
Missing convenience features
Leisurely acceleration
It's new to the United States for 2010, but more than 600,000 Ford Transit Connect small delivery vans have been sold in Europe and elsewhere since 2003. Ford brought the 2010 Transit Connect Stateside in the hopes of cultivating a small but loyal audience for the oddly endearing van; it plans to build the next generation in an American factory. Designed from scratch as a cargo vehicle, the Transit Connect comes in passenger and cargo versions, with seating for up to five, and carries a base price of $21,475. It's unique, but may compete most closely with the 2010 Honda Element, another cargo-hauling specialty utility vehicle, and the 2010 Chevrolet HHR Panel Van.
There's not a lot to say about the styling of the Transit Connect. The front end is a variation on Ford's large headlights and horizontal-bar grille, but it looks like a small van, and it is. We suspect many will be painted white and quickly become an invisible part of numerous urban landscapes. Inside, the 2010 Ford Transit Connect betrays its European origins only occasionally. One example: The electric window switches are mounted on the center tunnel rather than on the doors.
The 2010 Ford Transit Connect is powered by a 136-horsepower, 2.0-liter Duratec engine. It's mated to a four-speed automatic transmission driving the front wheels; the same powertrain is used in the Ford Focus. Acceleration off the line is hardly lightning fast, but it suffices for urban use. We didn't get a chance to drive a fully loaded version. Midrange acceleration is good, as are the brakes (discs in front, drums in the rear), which include anti-lock protection.
While almost every European Transit Connect uses a diesel engine, Ford says altering a small diesel to meet stringent U.S. emissions standards would make that option prohibitively expensive for cash-conscious fleet owners. Sometime during 2010, Ford will launch an all-electric version of the Transit Connect. Its liquid-cooled lithium-ion battery pack will be offered in two sizes, producing a range of 70 to 100 miles on a single charge. Recharge time will be 6 to 8 hours. The payload of the electric version will be 1,400 pounds, a mere 200-pound reduction against the gasoline version.
With fuel economy rated by the EPA at 22 mpg city, 25 mpg highway, the Transit Connect does far better than Ford's E-150 full-size van. The best-rated E-150 gets just 14 mpg city, 18 mpg highway from a 225-horsepower 4.6-liter V8.
The 2010 Ford Transit Connect is hardly a hot-handling hatchback, but it's not meant to be. Delivery drivers used to wrestling full-size vans or larger box vans through city traffic will find it a joy. It takes a bit of training to avoid clipping curbs when making sharp turns, because the rear wheels are so far to the rear at the van's corners. For easy urban maneuverability, the curb-to-curb turning circle is just 39 feet, and the power-assisted rack-and-pinion steering makes it easy to park. The door mirrors are usefully large too, which is good, because even with windows in the rear "church doors," the center posts are a major blind spot in the inside rearview mirror.
The 2010 Transit Connect feels smaller and more maneuverable on the road than it is. In other words, it drives small. That's a good thing, because it's remarkably wide inside-even holding two large construction workers comfortably. It's tall, too. Only the long wipers remind drivers just how high the windshield and truck actually are. That height, in fact, provides enough space for a full-width storage shelf above the windshield that holds books, clipboards, or even a small portable computer printer.
Payload is 1,600 pounds, and there's 135 cubic feet of cargo space. The load bay is 6 feet long, 5 feet high, and 4 feet wide between the rear wheel arches, with a lift-over height of just 2 feet above the ground. Gross vehicle weight is 5,000 pounds.
Befitting a vehicle likely to run with only two front passengers, the first-row seats of the 2010 Transit Connect are fitted with dual-stage front airbags and side-curtain airbags. Roll Stability Control is optional on cargo vehicles, though standard in the wagon that's fitted with a second-row seat. The body is double-skinned to lessen the damage from minor dings, and each wheel opening has a durable rubber trim molding. The hood can be locked along with the front doors and the cargo doors-which are keyed separately.
Because the 2010 Ford Transit Connect is a commercial vehicle-albeit a small one-many near-standard features found on cars and crossovers aren't available. One regrettable omission is Ford's popular SYNC interface for audio and communications systems. The sole such offering is Bluetooth connectivity from Nokia. Neither is a 110-volt power outlet available. A Garmin navigation system is offered in place of the in-dash unit found on Fords meant for passengers.
To accommodate the myriad special needs of small-business owners, Ford allows aftermarket companies to fit special-purpose "upfits" (cargo bulkheads, racks, drawers, bins, shelves, and other interior options) to Transit Connects as they come off the boat. That's also when Ford installs the in-vehicle computer and telematics tracking system offered as Ford Work Solutions. Options include an in-dash computer and the in-vehicle Tool Link system that keeps track of tools and other items fitted with RFID tags. These can be ordered with Crew Chief software that tracks the vehicle's location in real time, the length of time it spends idling, seatbelt usage, average speed, and how often hard braking occurs. An HP OfficeJet portable printer can even be added in order to print job specs and invoices on site.
The rest of the options list is short, including rear doors that open at an extra-wide 255-degree angle, an engine-block heater for cold climates, and Roll Stability Control. The base XL cargo version starts at $21,475, including destination charges. A fully loaded XLT wagon with all the Ford Works Solutions gadgets runs as high as $26,975.
The Bottom Line: The 2010 Ford Transit Connect is unique in the market. Small-business owners will find it far more fuel efficient and maneuverable than a full-size van. The range of optional custom fittings lets users tailor it to their tasks.
Other Choices:
If you like the 2010 Ford Transit Connect, also consider:
- Chevrolet HHR Panel Van
- Honda Element
Reason Why:
Ford believes the most likely Transit Connect buyers are owners of the discontinued 1985-2005 Chevrolet Astro and GMC Safari vans, many of which are still in use today. The Chevrolet HHR Panel Van is closest in size, but it's adapted from a small minivan, so its cargo space is compromised by the rear-seat platform. The Transit Connect holds twice the HHR's cargo volume. The Honda Element is the nearest compact boxy crossover. Beyond that, the only other alternatives are full-size vans from Chevrolet and Ford, with V-8 engines and gas mileage around 15 mpg. The Dodge equivalent, the Sprinter, is now becoming a Mercedes-Benz, so its future positioning remains unclear.
Buying Tip
About 1 in 5 Transit Connects will be the "wagon" version, with windows in the sliding side doors and the rear load doors. The second-row bench seat splits, folds, and holds two or three additional passengers. If you can live without rear side windows behind the doors, the Transit Connect offers an alternative to smaller minivans like the Chevrolet HHR, Honda Element, or Mazda Mazda5.
This story originally appeared at The Car Connection
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