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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2010 Tesla Roadster Bottom Line
TheCarConnection.com's editors prepared this review from hands-on experience with the new 2010 Tesla Roadster. There are few competitors to the Tesla Roadster, but editors have pointed out some other sportscars that might be considered by green-minded enthusiasts along with the electric convertible. 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.
Likes
Acceleration as good as any supercar
Clean, green image and awareness
Smooth rush of power at any speed
Improved interior amenities
Dislikes
Range below 200 miles when driven hard
Little storage space in cockpit
Fees up to $3,000 for recharging cord
The 2010 Tesla Roadster delivers on its promise: It's the first green alternative to a century of gasoline sportscars. Its classic, primitive two-seat soft-top shape offers kick-ass electric performance: minimal eco impact for maximum driving pleasure. Just getting the car into production guarantees the Tesla Roadster its place in history.
The 2010 Tesla Roadster is the second model year for the two-seat sportscar powered only by electricity. Based on some components of the Lotus Elise, the all-electric Tesla Roadster was unveiled in 2006 and began volume deliveries early last year at a price of $109,000. For 2010, Tesla has modified the interior to address some criticisms of its first-year model.
Compared to the Lotus Elise, the 2010 Tesla Roadster is longer, has a sleeker snout, and sports smoother, more contoured sides-minus the prominent side air intakes found on the Elise-for a low-slung, racy, and revealing style. The look is part futurism, part work in progress-it's handsome, but there's not much brand character yet, and few details are as memorable as its battery-powered drivetrain. Inside, the instrument cluster of the 2010 Tesla lights up when the car is powered up, with a "bong" tone indicating the car is ready to roll. The driver now faces a combined 150-mph speedometer and rev counter for the electric motor (since the two move in sync) plus a slew of warning lights. A road speed of 70 mph corresponds to 8,000 rpm, and the motor turns slightly over 11,000 at 100 mph. The Roadster's electric motor is redlined at 13,000 to 15,000 rpm, for a quoted top speed of 125 mph. The center of the dash holds a small navigation screen and JVC stereo.
With the maker quoting 0-to-60-mph acceleration of just 3.9 seconds, the Tesla's awesome acceleration comes from a 185-kilowatt (248-horsepower) electric motor. It's powered by a 990-pound battery pack, housed behind the driver, that holds 53 kilowatt-hours of energy. It contains 6,831 lithium-ion "commodity" cells-the ones used in laptop computers-and sits just in front of the electric motor that drives the rear wheels. Electric motors deliver maximum torque at 0 rpm and give a very flat torque curve thereafter. In performance mode, the quoted 3.9-second time for 0 to 60 mph was entirely believable, though we couldn't conduct formal timing tests. But the 2010 Tesla Roadster has so much raw, relentless power that you have to make sure it's pointed where you want to go before you floor it. At full acceleration, it straightens abruptly and poses the risk of accelerating right through the outside of a curve. Tesla has also added an even higher-performance model, the Roadster Sport, starting at $125,500. Its 215-kilowatt (288-horsepower) motor rockets it from 0 to 60 mph in just 3.7 seconds. Drivers can specify one of 10 different suspension settings, and it includes forged wheels with higher-speed tires.
Drivers used to gasoline cars must reprogram their habits for the Tesla Roadster. The aggressive regenerative braking feathers in so well that you can drive it almost wholly by modulating the accelerator. Push for speed; lift off to slow the car. It's just like engine braking, only quieter. Drivers learn to plan ahead enough so they only use the Brembo brakes below about 5 mph, to counter the simulated "idle-creep". But the Tesla Roadster isn't silent. Behind the driver, the battery cooling system whirs, and on acceleration, the motor hums like a flying scooter from "Star Wars". Wind noise drowns out all other sound above 30 mph. As for range, TheCarConnection.com drove a 2010 Tesla Roadster deliver with an indicated range of 202 miles. After a drive covering 58 road miles, the Roadster's meters indicated the range had fallen to 110 miles. Aggressive driving drains the batteries far quicker than steady-speed cruising.
For 2010, the battery charge monitor, formerly above the driver's left knee, is now mounted atop the central spine just below the dash. Its touch screen lets the driver select among five modes of operation: Standard, Maximum Performance, Maximum Range, Valet, and Storage. Also for 2010, illuminated buttons on the tunnel replace the previous "gear lever" and offer five choices: neutral, drive, reverse, park, and traction control. It's easier to get in and out of the Roadster's larger passenger compartment than the Elise's, but don't expect spaciousness. The seating area is narrow, and the driver's right knee rests uncomfortably against the hard central spine. Most irritating, the Tesla Roadster has no storage space, save for one very slippery curved metal lip running along the underside of the dash above knee level. We don't expect cup holders, but a bin or door pockets for maps and sunglasses would help.
The rear decklid covers a wide, shallow storage space in the tail that holds two pieces of soft luggage. Inside sits the $600 charging cord for standard 110-Volt power, which can take up to 8 hours for a recharge. Owners who install the $3,000 high-voltage system in their garages can cut that to 3.5 hours, less for a partial "fill". But we think Tesla exploits its customers by making them pay for any type of recharging cord.
Tesla is now in the second year of a three-year waiver from the National Highway Traffic Safety Administration (NHTSA) that lets it offer Roadsters without new occupant-sensing airbags. Instead, Tesla fits older, less expensive standard front airbags for driver and passenger; side airbags are not available. Standard equipment includes traction control, anti-lock brakes, tire-pressure monitors, and both airbags and seat belt pre-tensioners. And for owners willing to let others park their car, the Valet mode cuts acceleration in half and restricts range and speed.
For 2010, the base Tesla Roadster costs $109,000. The faster Sport model starts at $128,500. Either can be accessorized with forged wheels, leather interior, premium seats, a hardtop, metallic paint, and more. A heavy hand on the option list can add $25,000.
The Bottom Line: The 2010 Tesla Roadster provides spectacular performance and handling in a classic open two-seater with a green tinge, but the speedy driving it elicits can cut range to well under 200 miles.
Other Choices
If you like the 2010 Tesla Roadster, also consider:
- Audi R8
- Ferrari F430 Spider
- Porsche 911 Turbo
Reason Why:
It may be all-electric, but the 2010 Tesla Roadster competes against some impressive high-performance sportscars. On the lower end of the scale, the Audi R8 carries a sticker price equal to the Tesla Roadster's, but with its standard V-8 engine, is more than a second slower to 60 mph. An R8 Spyder is on the way too. The closest comparable production car may be the Porsche 911 Turbo, which is faster to 60 mph by 0.2 seconds, but costs $25,000 more. You can get the Tesla's time down to 3.7 seconds as well by adding the Sport option, but that fifth of a second will cost you $19,500. The Porsche offers a much higher level of amenities, far more dealers and service points, plus more space for people, stuff, and luggage. It's also better built. And on the high end, the Ferrari F430 Spider costs $75,000 more for roughly equal performance.
Buying Tip
Want a Tesla Roadster-like, right now, today? Too bad. The company is working its way through a backlog of more than 1,000 orders. At the current delivery rate, signing up today will get you a Tesla within a few months. The occasional used Tesla has shown up on eBay, too. Caveat emptor.
This story originally appeared at The Car Connection
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2010 Land Rover Range Rover Bottom Line
TheCarConnection.com's editors drove the Range Rover to bring you their expert opinions. To bring the rest of the conversation together and help you make a smart, informed decision, TheCarConnection.com has also compiled a range of reviews from the web.
Likes
Serious off-road capability
Strong powertrain
Luxurious cabin materials
Bold styling
Supple, quiet ride
Dislikes
Fuel efficiency
No third-row seating
Non-intuitive controls
Poor mechanical reputation
Though hordes of newcomers like the Escalade, Navigator, X5, and G-Class assault its throne, the Land Rover Range Rover is the only official off-roader of the English royal family, and it remains the ultimate luxury sport-utility vehicle for the Hollywood elite.
Major changes are afoot for the powertrain this year, but the exterior styling of the 2010 Land Rover Range Rover remains very close to the previous model; only subtle changes to the headlights, grille, and bumper set it apart. Inside, the Range Rover gets an upgraded interior that looks nicer thanks to a 12-inch screen in place of the traditional gauges, as well as enhanced materials.
Power for the base Range Rover HSE comes from a new 5.0-liter V-8 engine replacing the 4.2-liter from last year's model. Output jumps a healthy 70 horsepower to 375 horsepower, helping to cut 0-60 mph times to 7.2 seconds, as well as improving passing and acceleration. The Supercharged model bumps output to a whopping 510 horsepower, capable of rocketing the big SUV to 60 mph in a sports car-like 5.9 seconds. Both are also capable of towing up to 7,716 pounds.
Fuel efficiency isn't the best, rated at 12/18 mpg for both models. But considering the Range Rover's big power output and blocky profile, that's to be expected. TheCarConnection.com's editors have found real-world numbers to sit closer to the low end of that range, however.
Either Range Rover is a strong on-road performer, with a stable, solid feel. Steering is slow but progressive, balancing everyday driving with its true mission in life: off-roading. If you want something sportier but still eminently capable in the dirt, the Supercharged model might be the right choice-but don't forget you're driving a 6,000-pound SUV. Even if you do, the 2010 Land Rover Range Rover gets upgraded 14.2-inch brakes for more stopping power, while the Supercharged model picks up huge 15-inch stoppers. The revised Adaptive Dynamics system improves ride quality while also helping keep the vehicle stable in corners.
Off-road is where the 2010 Range Rover really shines. The Land Rover Terrain Response system has been updated to provide even better traction in sand, snow, or mud. The height-adjustable suspension allows more ground clearance, and the hill-descent control makes even a novice look good.
Upgrades to the interior materials and finishes push the new Range Rover into even more premium territory, with high-quality plastics and satin-finish real wood in abundance. A high-tech virtual instrument panel makes for a modern feel and conveys a wealth of information about the car whether on-road or off.
Spacious, comfortable seating for five is complemented by triple air conditioning with independent rear-seat controls. Without a third-row seat, there's no chance of hauling seven people around, but it does allow for plenty of cargo space in the rear and ample legroom for the second row. Plush carpeting and leather-upholstered door pillars and door casings round out a premium cabin.
No crash testing has been conducted on the 2010 Land Rover Range Rover. Nonetheless, with its wide range of safety features, the 2010 Range Rover is sure to inspire confidence. Radar-based adaptive cruise control, an optional Surround Camera system that lets the driver see a full 360-degree view around the vehicle, a complete slate of nine airbags, a whiplash reduction system, pre-tensioning seatbelts, and side impact beams shroud occupants in a cocoon of high-tech aids.
There's no shortage of features and options in the 2010 Land Rover Ranger Rover. From hard-drive-based navigation to the 12-inch TFT touchscreen output, there's a wealth of tech goodies to be had. Heated front and rear seats, a power tilt-and-slide sunroof, LED interior lighting, and Bluetooth integration are also available, as are a range of wood and leather interior options.
The Bottom Line: The 2010 Land Rover Range Rover is a bit pricey, but it delivers a lot of value, too.
Other Choices
If you like the 2010 Land Rover Range Rover, also consider:
BMW X5
Mercedes-Benz G-Class
Lexus LX 570
Cadillac Escalade
Reason Why
The Lexus LX 570 gets some minor updates for 2010, but it's been essentially the same upgraded Toyota Land Cruiser since 2008. Off-road performance is very good, though its bland appearance falls short of the competition. The BMW X5 offers third-row seating, but it's otherwise not at any serious advantage. The Mercedes-Benz G-Class, despite its military looks, can be very luxurious. Cadillac's Escalade offers a more on-road take on the large SUV and flashier looks. None of these vehicles have the sheer style of the Range Rover, however.
Buying Tip
Even if you can afford the Range Rover's purchase price, keep in mind that running costs are likely to be high. Consumer Reports shows the Range Rover to rank low in reliability surveys, and repairs can be particularly expensive.
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2010 Nissan Armada Bottom Line
TheCarConnection.com has read through many reviews from outside sources, citing highlights in a full review to bring you the most information possible pertaining to the 2010 Nissan Armada. The editors of TheCarConnection.com have also driven the Armada and bring you their expert opinion and impressions here in a Bottom Line summary.
Likes
Responsive acceleration
Strong towing capability
Nice, upright seating position
Dislikes
Clumsy handling
Lack of rearward visibility
Subpar interior materials
Very poor fuel economy
Price
An imposing stance and rugged, macho styling cues separate the 2010 Nissan Armada from the rest of the full-size SUV crowd, but the Armada fails to stand out for interior space, comfort, or practicality. The Armada got a refresh for 2009, including some revised equipment and new option packages, but it essentially continues unchanged.
With its flared fenders, chunky contours, and various other bulges around the wheel wells and hood, combined with a very upright profile, the 2010 Nissan Armada looks imposing and even aggressive, some might say. A prominent pillar at the back of the rear door almost makes the Armada look like a pickup variant, yet it also harkens back to Nissan's former versions of the Pathfinder. Inside the Armada is a little softer in its design compared to other full-size trucks, though plenty of bins and a vast center console mean business.
Towing and hauling remain strengths for the Armada, but its sheer heft opposes any quick changes in direction and drags down fuel economy. A 5.6-liter V-8 engine remains standard on the 2010 Armada, producing 317 horsepower and 385 pound-feet of torque. It works well with the five-speed automatic transmission, with no hesitation to downshift, and offers class-leading towing capacity of up to 9,100 pounds. The Armada is, quite simply, a guzzler; the EPA city rating is just 12 mpg, and lower real-world figures are likely if you're doing a lot of stop-and-go.
The interior of the 2010 Nissan Armada is pleasant for the first and second rows, with front seats perched relatively high. The front seats are quite comfortable, though, and it's easy to find a good driving position with the available adjustable pedals. Second-row captain's chairs are also very comfortable but reduce capacity from eight to seven, replacing the bench seat. In back, the third-row bench is just OK for smaller adults, but it leaves almost no cargo space. Overall, materials in the Armada lag the competition; up close, the dull, scratch-prone plastics used around the lower door panels and center console are bound to show their age, and trims look on the cheap side. Ride quality in the Armada is firm but smooth, soaking up most major bumps, but it isn't the most refined experience, with a fair amount of wind noise in several test vehicles and an engine note that's a little too prominent.
With regard to safety, the 2010 Nissan Armada doesn't fare quite as well as its rivals, but it definitely has size and weight on its side. The insurance-affiliated IIHS hasn't tested the Armada, but it receives four- and five-star results in frontal impact protection from the federal government, with three-star results in rollover because of the Armada's high center of mass. Front side and full-length side curtain airbags, covering both rows, are standard, plus electronic stability control and anti-lock brakes with electronic brake-force distribution. Forward and side visibility is great, due to the high perch, but rearward visibility when parking is tougher because of the thick rear pillars.
The Armada does offer a bit more standard equipment than other full-size utes. Automatic dual-zone air conditioning, a 60/40 split fold-flat third-row seat, keyless entry, rear parking sensors, and the ability to play MP3-formatted CDs are all standard features on the 2010 Armada, which is offered in SE, Titanium, and Platinum. Titanium models now add a host of heavy-duty upgrades, including a heavy-duty battery, tow hooks, a towing hitch, a load-leveling rear suspension, roof rack rails, 20-inch wheels, and fog lamps, plus Bluetooth and upgraded Bose audio. Platinum models get convenience features such as a DVD entertainment system, puddle lamps, memory seat settings, heated seats and mirrors, a power rear liftgate, a moonroof, and chrome-clad wheels. A tow package taps into the full 9,100-pound capacity and brings a brake controller and 7-pin harness.
The Bottom Line: The 2010 Nissan Armada has handsome, rugged good looks and a responsive V-8 powertrain, but in nearly all other respects, it's outdone by its rivals.
Other Choices
If you like the 2010 Nissan Armada, also consider:
- Chevrolet Tahoe
- Ford Expedition
- Toyota Sequoia
Reason Why:
Of this group, the 2010 Nissan Armada is still, to most, the best-looking, and it has a strong V-8, but in most other respects the rivals have it beat. The Toyota Sequoia became bigger and burlier with the last redesign of the full-size Titan, but it's a bit of a gas-guzzler with either of its V-8 engines. Ford's Expedition has an especially well-designed interior, though its performance lags other competitors. GM's full-size SUVs, including the Tahoe, were completely redesigned for 2007 and continue to stand out for their excellent handling and fuel-efficient powertrains, while still being as responsive if not downright powerful. The Chevrolet Tahoe Hybrid might be worth consideration if you just can't get past the fuel economy issue.
Buying Tip
Nissan hasn't lowered the price on the 2010 Nissan Armada, but it's likely that you'll be able to find a substantial deal—if not on a 2010, then on a remaining 2009.
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2010 Volkswagen Jetta – SportWagen Bottom Line
TheCarConnection.com has driven the 2010 Volkswagen Jetta 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 Volkswagen Jetta to produce this hands-on road test.
Likes
Dual-clutch automatic transmission
Tight handling
Spacious interior, impressive materials
Clean-diesel gas mileage
Dislikes
Bland, unremarkable styling
Lack of options
Five-cylinder thirst, sluggishness
With a five-cylinder gasoline engine, a new clean diesel option, and even a station wagon model, the Jetta provides a European alternative to compact sedans from Honda, Toyota, Nissan, and Ford-none of which offers a diesel. It vastly outsells the five-door Golf hatchback with which it shares some running gear, proving once again that sports sedans are a safer bet than hot hatches for U.S. buyers. The gasoline models start at $17,605, and the clean-diesel TDI starts at $22,660.
The current Jetta saw a restyle in 2006, when it became significantly roomier but adopted a design that critics think is too close to its Japanese competition. Some critics have grumbled that the new Jetta looks too much like a large Toyota Corolla and not enough like its crisply European predecessors. The interior, though, is superbly Volkswagen, with a sophisticated look and feel to the materials, switches that work smoothly and crisply, and even grab handles that are nicely damped. For 2010, the cabin trim and instrument panel are lightly restyled.
The base engine in the 2010 Jetta is a 170-horsepower, 2.5-liter inline gasoline five-cylinder with 177 pound-feet of torque. (The turbocharged 2.0-liter four offered in former years has been discontinued, along with the sporty GLI model.) The aging five is neither particularly fast nor fuel-efficient paired with either a notchy five-speed manual or a six-speed automatic. A five-speed manual transmission is standard on the S and SE models; the SEL comes with a five-speed automatic, which is optional on the other two. The EPA rates gas mileage at 22 mpg city, 30 highway for the five-cylinder with the manual, and 23/30 for the automatic.
Last year, Volkswagen reintroduced a new clean-diesel version of its well-regarded TDI engine for both the sedan and SportWagen models. The clean-diesel VW meets new, more stringent emissions standards in all 50 states and the new TDI models also qualify for a $1,300 federal income tax credit. The 2.0-liter TDI engine produces 140 horsepower, and it delivers 30 mpg in the city and 41 on the highway when matched with the manual transmission, which for the TDI has six gears. The diesel Jetta is now the only model to offer what is by far Volkswagen's best gearbox: the superb optional dual-clutch DSG automatic transmission, which raises highway mileage by 1 mpg.
The 2010 Volkswagen Jetta is a roomy sedan with a tall ceiling. It gives occupants more room to stretch their legs, bodies, and necks than the average compact, and it has a cavernous 16-cubic-foot trunk with fold-down rear seats for even more storage. It feels solid and well-built at speed, although highway noise can be a problem.
The Jetta gets four stars from NHTSA for front-impact protection and five stars for side impacts. All 2010 Volkswagens come standard with anti-lock braking and electronic stability control, which intervenes when necessary to help keep the vehicle properly aligned and on the road. All 2010 Volkswagen Jettas feature front side-impact airbags and full-length head-curtain airbags. However, supplemental bags for the rear sides remain optional, as do pre-tensioners for the rear outboard seat belts, even as more carmakers fit them as standard equipment.
The 2010 Jetta no longer offers automatic climate control or leather seats, but it's still very well equipped. A power glass sunroof, a navigation system, and a premium sound system are options. For 2010, Bluetooth connectivity and a multifunction steering wheel are standard on certain models. One bonus: All Jettas have three power outlets (two in front, one in back), and the SEL and TDI even have a 115-volt outlet in the rear seat for charging laptops and the like.
The Bottom Line: The 2010 Volkswagen Jetta offers a high-quality and roomy interior, solid European handling feel, and an efficient, high-mileage clean-diesel option.
Other Choices:
If you like the 2010 Volkswagen Jetta, also consider:
- Ford Fusion
- Mazda6
- Honda Civic
- Subaru Impreza
Reason Why:
The Ford Fusion is slightly larger than the Jetta, with nicely creased styling, available all-wheel drive, and the choice of either a large four-cylinder engine, an optional V-6, or a very well-reviewed and fuel-efficient hybrid version. The Fusion shares some engineering with the Mazda6, which was completely redesigned and enlarged last year. The Mazda6 also gets a far more refined interior. The Honda Civic is closer in size to the Jetta, and perhaps the sportiest of the mass-market compacts, but many feel it's not as handsome. The Civic does offer a coupe as well as the sedan, a hybrid version, and even a low-volume natural-gas engine-and it has a much better reputation for reliability. Another rival is the roomy Impreza sedan (there's also a five-door hatchback), which offers good handling, a comfortable ride, and standard all-wheel drive.
Buying Tip
If you're focusing on fuel economy, the clean-diesel Jetta TDI models are said by owners to get as much as 20 or 30 percent better gas mileage than their EPA ratings.
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Tata Nano, World’s Cheapest Car, To Be Sold in U.S. in 2012
The world's cheapest car, India's tiny Tata Nano mini-car, will be sold in the U.S. starting three years from now, says its maker.
Company chief Ratan Tata told reporters at the New Delhi Auto Show, underway today, that it is now adapting the Nano to meet stringent U.S. crash safety requirements and testing a larger engine. The Nano will first be sold in Europe, starting next year.
Unveiled in January 2008, precisely 100 years after Henry Ford launched the iconic Model T that set the world on wheels, the Nano was designed to make four-wheeled transport available to tens of millions of Indians who now transport entire families on mopeds.
The $2,500 car
Tata's goal was to offer a "one-lakh car," meaning the base version would sell for approximately $2,500. He met that goal by having his engineers redesign every aspect of the 10-foot-long four-door car to squeeze out costs.
Its tiny aluminum 624cc two-cylinder engine is fitted under the rear seat, avoiding costly front-wheel-drive parts. The 33-horsepower motor uses a balance shaft to cut vibration, and multi-point fuel injection plus a catalytic converter to meet Euro4 emissions limits. Fuel efficiency is estimated at roughly 48 miles per gallon.
No airbags--or second wiper
The U.S. version will clearly be far better equipped than the base version for India, which has does without airbags, air-conditioning, power steering, central locking, electric windows, a radio, a passenger-side mirror, even sun visors and a second windshield wiper.
Many of the Nanos ordered in India, however, have not been the base model but the better-equipped versions. Just 20 percent, in fact, were the cheapest and most sparsely equipped. It has already received more than 200,000 orders for the car this year.
[SLIDESHOW of Tata Nano Europa images from IndianAutosBlog]
Modifications for Europe
The Nano to be sold in Europe has a wheelbase half an inch longer, and a restyled front bumper and headlights. The entire car is almost 8 inches longer, and the interior has been completely restyled. Its engine has three cylinders, mated to a five-speed transmission.
It uses larger 15-inch wheels and tires, and includes airbags, electric power steering, stability control, and anti-lock brakes. Tata pledges it will offer climate control, a full infotainment systems, even optional leather upholstery.
Bumpy road
Tata had its share of teething troubles with the Nano. It had to abandon a largely completed factory after local unrest, and start over on a new assembly plant. Nonetheless, it delivered the first production car this past July and has aggressive plans for the future.
Despite this, drive reports say the Nano drives like a real car and fits four six-foot adults. And the British magazine Autocar published a video showing the Nano passing its European crash tests, which should reassure anyone who worries that a car that small--and cheap--couldn't possibly be safe.
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