2010 Jaguar XK – XKR Bottom Line
Likes
Gorgeous curves
Convertible doesn't cramp style
Breathtaking acceleration
Paddle-shifting, rev-matching automatic
Grand-touring ride and handling
Dislikes
Close, but no 911 on the ground
Um, those are rear seats?
Convertible does cramp teensy trunk
Touchscreen can be finicky
Look far and wide: You'll be hard-pressed to find a more suave grand tourer than the 2010 Jaguar XK and XKR. We've admired this duo since they were recast in aluminum and rendered spectacular for the 2007 model year. This year, Jaguar's upsizes its powerplants as it hammers out a permanent niche alongside the Benz SL, BMW 6-Series, Chevy Corvette, and even the Porsche 911. The $83,000 XK and $96,000 XKR already had some of the finest looks and road manners. Now they have outrageous output to match.
Convertible or coupe, the Jaguar XK is an aesthetic home run, a perfect 10 to our styling eye. From stunning curve to flowing line, there's barely a surface out of place on the XK coupe or convertible. From some angles it's pure Jaguar; from the rear quarter, the convertible has some Camaro emotion in its undulating panels. Designer Ian Callum's tinkered with the front end mildly this year; the XK's straight-bottomed headlamps are the single detail that could be stretched and smoothed. Frankly, we liked the 2007-2010 XK's front end more-the slight makeover adds big air intakes that demand equal time from the oval grille and sloping hood. The XK's cabin escapes without a smudge; it's beautifully organized and layered with walnut or metallic trim. Knurled chrome rollers control the audio, chromed switches work the power seats-loving nods to tradition tempered with a bright, big LCD touchscreen that lets passengers swipe and tap their way through audio, navigation, and climate controls. The XK's gorgeous gauges are brightly illuminated in white and read cleanly like a collector timepiece; the transplanted JaguarDrive wheel from the Jaguar XF is a natural fit in the console.
Jaguar is serious as a heart attack about tackling Porsche territory-hence the transplant of its big, bawdy 5.0-liter V-8 into the 2010 XK and XKR. The engine tosses off 385 horsepower and 380 pound-feet of torque. With the sole transmission offered, Jaguar says 0-60 mph times will fall to about 5.2 seconds. It's not quite a Jekyll-and-Hyde moment, but the added 75 horsepower are far more vocal and come with a muscular, NASCAR-ish exhaust noise that's addictive. Acceleration is beyond brisk, and throttle response is prompt; the base XK will overstep its 19-inch Dunlops if you apply too much pedal with cold tires. The gearbox, a six-speed ZF automatic with manual shift control, paddle controls, and Sport and Snow shift modes, is a faultless combination of seamless, fast gearchanges smoothed over with rev-matching on downshifts. The XK's fuel economy is EPA-rated at 16/24 mpg (16/22 mpg for the convertible), and we've seen a decent 18-mpg average in mixed driving.
Ride and handling are superb. Steering is a responsive joy, and Jaguar tunes the highway ride for good tracking, flat cornering, and great grand-touring comfort. In our test cars, the XK's brakes have been particularly full of feedback and easy to modulate. All XKs have the Adaptive Dynamics suspension, with continuously variable dampers; it does an amazing job of filtering out abrasive road surfaces and jarring road scabs, without much excess body motion.
Did we forget the XKR? How could we? It's essentially the XK formula, with a few thousand more BTUs applied. The V-8's supercharged, blown up to 510 hp and 461 lb-ft of torque. Jaguar says it's capable of 0-60 mph runs in just 4.6 seconds, but some buff books have dropped it in 4.0 seconds flat. This is one...hell...of a fast car. Flexible, too-it'll loaf all day around 2,500 rpm, where it's already churning out three-quarters of its maximum torque. The adaptive suspension's electronic screws are tightened a bit more and 20-inch wheels are fitted, but the XKR keeps most of the fine damping and immediate feel of the base coupe and convertible, with the same accurate, light steering.
Consider the 2010 XK a two-seater, like its high-rolling competitors. There's just not enough room to promise anything to anyone behind those slim, comfortable front buckets. Coupes have more headroom and legroom than the previous XK, and the long seat travel will give most front passengers the foot space they need. The rear seats are nothing more than upholstered package shelves, even narrower in convertibles. The trunk is a slim 10 cubic feet in coupes (really, hatchbacks) and shrinks to less than 8 cubic feet in convertibles with the top down. Blame the XK's high cargo floor and low-slung glass and decklid, but you'll have to leave some luggage at home. Instead of griping, spend some time admiring the details and construction in the cabin: the glossy, deeply grained wood, the stitching in the leather, the plush carpeting. You could spend twice as much on some Italian sports cars and get an interior with pedestrian, poorly fitted trim.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested a 2010 XK. We can see why-still, we're assigning a generous safety score based on its long list of safety features and the inherent strength of its bonded-aluminum body. Dual front and side airbags are standard, along with anti-lock brakes, as well as traction and stability control. Also standard are front and rear parking sensors. Options include active cruise control and adaptive headlights. We'll update our ratings when more data is available.
Selecting an XK is a simpler process than choosing from, say, the hundreds of leather trim pieces you can order in a Porsche 911. The basic XK coupe comes with power windows, locks, and mirrors; cruise control; leather upholstery; a navigation system; Bluetooth audio; 19-inch wheels; keyless entry and push-button start; a heated, tilt-and-telescope steering wheel; and a Bowers & Wilkins surround-sound audio system with Sirius Satellite Radio, a six-CD changer, and USB port. The XK Convertible adds a quick-folding fabric top and power rear quarter windows. HD Radio is an option. The XKR stocks all those features standard, with the addition of 20-inch wheels and different wood or metallic trim. We love the idea of the XK's touch-screen controls, so much more so than the genre of spinning knobs the Germans seem to prefer. However, the XK's screen can be fussy, slow to change screens or recognize a touch, and the maps leave out some rural streets. Where else are you going to get the empty stretches of road you need to exercise the XK's full potential?
The Bottom Line: Brilliant from the drawing table down to the tarmac, the 2010 Jaguar XK and XKR have ripened into full sports car adulthood.
Other Choices
If you like the 2010 Jaguar XK, also consider:
- 2010 Mercedes-Benz SL
- 2010 BMW 6-Series
- 2010 Chevrolet Corvette
- 2010 Porsche 911
Reason Why:
The easy comparisons to the Jaguar XK and XKR hail from Germany. The Mercedes-Benz SL convertible hardtops can be spiced up to AMG performance, but still feel boulevard-smooth. They're heavy, and COMAND's entertainment controller mocks first-timers who try to dive into its complex chain of menus. The BMW 6-Series is even heavier and less happy about it; BMW's sending it to the spa, we hear, and the next 6-Series should emerge late this year, lighter and simpler than the current version. If you're alternative enough to choose an XK, you might consider a Chevrolet Corvette. It's never been built better, handling is world-class, and the ZR1 pushes its luck at the 200-mph limit. At opposite poles of the sports car world to the XK is the Porsche 911. It's relentlessly efficient, ruthlessly grippy, iconic-but far cooler to the touch than the Jag.
Buying Tip
We're ragtop fans-and as gorgeous as the hardtop is, we can't imagine any Jaguar other than the XKR Convertible in our garage. Why settle for stale air?
This 2010 Jaguar XK Review originally appeared at TheCarConnection.com where you can see more photos and news on the Jaguar XK
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2010 Volkswagen New Beetle – Convertible Bottom Line
Here in this Bottom Line covering the 2010 Volkswagen New Beetle, the editors of TheCarConnection.com have brought you their own take on this small coupe and convertible, based on multiple driving experiences and comparisons to rival vehicles. And to give you the most complete picture of how the New Beetle stacks up to top rivals, TheCarConnection.com has also combed the Web and included some of the most useful excerpts from other source in a full review.
Likes
Exterior remains iconic
Convertible doesn't sacrifice comfort
Nice front seats
Dislikes
Unimpressive five-cylinder engine
Lackluster fuel economy
Interior details feel dated, gimmicky
Backseat lacks headroom
Mediocre crash-test results
Based on a previous generation of Volkswagen's Golf/Rabbit, the 2010 New Beetle is no longer remarkable in any way but with respect to styling. It remains available as a coupe or convertible, and the convertible is one of the better choices for two who want to cruise in comfort.
The Beetle has been around for about 10 years and has seen no major changes to its exterior in that time; that's a good thing, as the iconic design has held up well, even if it's no longer a head-turner. Its interior, however, could have used a more serious spruce-up long ago (it got a minor dress-up for 2006). The interior design comes across as a little plasticky and gimmicky for most tastes, and the long expanse of dashboard between the driver and windshield is a sign that the New Beetle was designed from the outside in.
The more exciting turbocharged and turbodiesel (TDI) four-cylinder engines that used to power the New Beetle are long gone; all that remains is a 2.5-liter inline five-cylinder that neither performs well nor impresses for fuel economy. Through either a five-speed manual or a six-speed automatic transmission, the engine is relatively smooth but comes up short when you ask for brisk performance. EPA fuel economy ratings are just 20 mpg in the city and 28 or 29 mpg on the highway. Handling is pretty dull, too, but it's very maneuverable. The convertible is noticeably heavier, so performance suffers a bit.
With a design that clearly favors the exterior silhouette over interior accommodations, the 2010 Volkswagen New Beetle makes pronounced sacrifices in terms of backseat space. Headroom in back is severely limited, though it's acceptable in coupes. In convertibles, you'll be hard-pressed to fit any adult back there as the contour of the seat is different. Although there's plenty of space in front, the driving position can take some getting used to, as the dash slopes far away from the driver. Ride quality is a plus; the New Beetle soaks up larger bumps without wallowing.
The New Beetle convertible is one of the best-executed drop-tops for those who simply want a practical vehicle that accommodates two for open-air cruising. The 2010 New Beetle convertible retains the coupe's distinctive roofline but in addition to the reduced backseat space sacrifices quite a bit of cargo space (5 cubic feet versus 12 for the coupe). The three-layer fabric top lowers in 13 seconds.
The 2010 Volkswagen New Beetle sorely lacks other features. In a clear admission that VW is no longer putting any significant development into the model (it plans to discontinue the model in a year or two), no factory navigation system is available, and Bluetooth hands-free isn't even an option. Many of the features once offered on the New Beetle, such as leather upholstery, fog lamps, and rain-sensing wipers, are no longer available. A Cold Weather Package, which includes heated front seats and heated windshield washer nozzles, is now standard, and two special editions for 2010—a Red Rock edition and the aptly named Final Edition—add a few extra features.
The Bottom Line: The 2010 Volkswagen New Beetle still has an attractive shape, but not much else about this car is very appealing.
Other Choices:
If you like the 2010 Volkswagen New Beetle, also consider:
- Volkswagen Golf
- Volkswagen Eos
- MINI Cooper
- Ford Mustang
Reason Why:
The 2010 Volkswagen New Beetle still has one of the most distinctive and instantly recognizable shapes on the road, but it's always been a bit of a poseur, pairing a very retro shape with slightly dated front-wheel-drive mechanicals inherited from the Golf. For 2010 there are many more modern vehicles that you're likely to find more satisfying in most respects. The 2010 MINI Cooper and MINI Cooper Convertible are both a thrill to drive, and they perform and handle better than the New Beetle—with increased fuel economy as well. Volkswagen itself has two models that are more competent and modern; the 2010 Eos is a convertible coupe with a retractable hard top, and it's more luxurious and comfortable. Then the Golf hatchback has been redesigned for 2010 and is much more refined and upscale inside. If you're after a convertible, the Ford Mustang is also retro-distinct and a surprisingly good choice in base V-6 form for those who want to cruise. Nearly all of these models offer crash-test safety that tops the New Beetle's lackluster scores.
Buying Tip
If you want a New Beetle with either the turbocharged gasoline engine or the TDI diesel, neither are going to come back before the model is completely discontinued in a year or two. The same goes for the leather interior and some of those bright retro colors. Your best bet: Look on the used-car lot for a lightly used example.
This story originally appeared at The Car Connection
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2010 Hyundai Tucson
TheCarConnection.com's editors have driven the new 2010 Hyundai Tucson to bring you this first-hand road test. Editors have compared the new Tucson with other compact crossovers, and will bring you a companion full review of quotes from other sources, as soon as enough competitive reviews have been published.
Likes
An extreme makeover that works
Smoothed-over four-cylinder engine
Still offers a manual transmission
Spacious interior
Fuel economy
Dislikes
Sluggish performance
Leather seat comfort
Steering feel
Braking feel
It's been a banner year for Hyundai. The Korean automaker has introduced its new Genesis sedan in Genesis Coupe, and has shown off a new Sonata sedan that's in the works for the 2011 model year. On top of all those new products it also has a brand-new 2010 Hyundai Tucson ready to go on sale--and this time, it's aimed directly at the likes of the Honda CR-V and Ford Escape. With a base price of less than $20,000, the new Tucson has gone on sale with a choice of front- or all-wheel drive, manual or automatic transmission, and with a sole four-cylinder engine powering both the GLS and Limited versions.
Looks aren't deceiving: the 2010 Hyundai Tucson smartly steps to the front of the compact-crossover class with a curved, crested, upscale-looking design. The sheetmetal is nearly the reverse of the past Tucson's bland, upright style sheet. It no longer bears much visual resemblance to anything you might see in Tucson, Arizona, for good reason: the look comes from its European design studios, teamed with those in Korea and the U.S., with perhaps more than a casual nod to the Nissan Rogue and the Euro-market Ford Kuga. Some versions have more chrome trim work around the grill and sides, while all versions have black trim that cuts the visual height of the doors on the side view. From its nose to its tail, the Tucson appears compact and edgy, while the rear end has visual mass that's cut somewhat by angular taillamps. Inside, the 2010 Tucson steps into the thick of global interior design with a big LCD screen, flanked by chromed vents, and dashes of metallic-painted plastic breaking up plenty of tightly grained, hard black plastic. It's not quite in the same class as the Rogue or CR-V, but the Tucson's interior is at least as nicely executed as that in the Escape, and on par with the Toyota RAV4.
The 2010 Tucson moves in a more economical, fuel-efficient direction for power. With either front- or all-wheel drive, all 2010 Tucsons come with a 2.4-liter four-cylinder engine with 176 hp and 168 pound-feet of torque. Next year, Hyundai will offer a Tucson Blue model with a 2.0-liter four and slightly better fuel economy; a turbocharged four-cylinder. The available four-cylinder propels the Tucson quicker than, say, the Honda CR-V to 60 mph, but a rough reading of speed puts its 0-60 mph time in the 10-second range. It feels more sluggish from a standstill than at highway speeds, and the engine is at least smooth and relatively vibration-free. Either a six-speed automatic or six-speed manual gearbox can be fitted: the manual transmission has a long throw but smooth action, while the six-speed automatic has a sport-shift mode but no paddles at fingertip reach, so it's a rare occasion you'll actually engage the sport mode. The automatic will account for almost 95 percent of all Tucson sales, Hyundai says, and it's fine for most urban duties, with reasonably quick responses to throttle changes. TheCarConnection's editors found the Tucson's ride quality pleasant enough, especially in the back seat, but the feel of its engine-speed-sensitive electric power steering left editors unimpressed despite its tight 34.7-foot turning circle. Braking pedal feel is lacking, too, though the Tucson comes standard with anti-lock control. In general, the Tucson's road manners are significantly improved over the prior edition. Fuel economy is 23/31 mpg for front-drive versions, and 21/28 mpg for all-wheel-drive Tucsons--a good measure better than in the Honda CR-V or Escape.
At 173.2 inches long, 71.7 inches wide, and 66.3 inches tall, the 2010 Hyundai Tucson has a longer wheelbase and is wider than the Honda CR-V, Ford Escape, and the Subaru Forester . And while it offers more interior room than the Nissan Rogue and Ford Escape, the Tucson has slightly less interior and cargo room than the Honda CR-V, and is significantly smaller inside than the Toyota RAV4--though Hyundai points out it offers more interior room than a BMW X3 or an Acura RDX. Editors at TheCarConnection found the Tucson's front seat room very good with plenty of leg in the room, but the leather seats fitted to some test cars have a sloping bottom cushion that grew uncomfortable quickly. In the back, plenty of room for adults was available, and though the seat cushions could be longer, it's clear the Tucson's cloth seats are better choices than the leather-clad ones, at least for now. Cargo room is large enough for medium-size pets, or a significant amount of luggage, or enough groceries for a family of four for a week, though the Toyota RAV4 offers enough room for a third-row seat. Interior storage is well planned inside the Tucson, with cubbies and bottle holders in the console and door panels, and a deep glove box up front. The fit and finish of our prototype test vehicles was generally good--a vast improvement over the previous Tucson--though hard plastic is the rule of the cabin trim, not the exception.
In terms of safety, the 2010 Tucson has all the expected standard equipment. That list includes dual front side and curtain airbags; anti-lock brakes; and traction and stability control. Hyundai officials anticipate the Tucson will score very well in federal and insurance industry crash tests, but no official results are available as of yet. Hill descent control is also standard, aolong with Brake Assist, tire pressure monitors, and active headrests. Visibility is good, save for some dark corners at the rear quarters of the Tucson, where its dashing roofline meets the tailgate.
Hyundai is sparing few features from the Tucson's standard-equipment list. It's extremely well-fitted, particularly for its price class. Each Tucson comes with power windows, locks, and mirrors; remote keyless entry; cloth seats; air conditioning; and an AM/FM/XM/CD player with USB connectivity. Options include Bluetooth; steering wheel audio controls; heated front seats; leather seating; a power driver's seat; automatic headlights; 17-inch wheels; and dual-zone automatic climate control. The Tucson can be ordered with Hyundai's first panoramic sunroof, too, and telescoping steering, an engine cover and premium audio are available, along with a touchscreen navigation system fitted in tandem with a rearview camera and Bluetooth stereo audio. Hyundai also continues to offer a five-year/60,00-mile bumper to bumper warranty, which extends to 10 years/100,000 miles for some powertrain parts. Fully optioned, the 2010 Hyundai Tucson checks in at a believe-it-or-not $29,490, so take care with the order sheet.
The Bottom Line: The 2010 Hyundai Tucson doesn't quite take the title of "best small crossover," but it handily grabs "most improved."
Other Choices:
If you like the 2010 Hyundai Tucson, also consider:
- Ford Escape
- Honda CR-V
- Subaru Forester
- Nissan Rogue
- Toyota RAV4
Reason Why:
Compact, five-seat crossovers fight against a trio of very well-established competitors and a pair of well-designed dark horses. The Honda CR-V is the long-standing champ in the class, with ample interior room, high build quality and a smooth four-cylinder, but it's among the slowest vehicles in the class and its latest shape is controversial. The Ford Escape is more upright and rugged, and comes in Hybrid trim as well, but suffers from a dated feel and a plasticky cabin. The Toyota RAV4 squeezes a third-row seat in a similarly sized, similarly styled body, and offers a V-6 engine to boot, but it's a sharp step up the pricing ladder from Tucson territory. The Tucson's lookalike, the Nissan Rogue, has smart style and visibility, but is hampered by its continuously variable transmission and lackluster performance. The gem in the class: the Subaru Forester, with all the refinement of the best crossovers in this group, a tall and spacious cabin, sedate good looks and a reputation for durability, though fuel economy is a distant second to that of the Tucson.
Buying Tips:
The manual transmission in the new Tucson deserves a shot. If you drive stick, you'll have to search for one on lots, though--Hyundai expects only 5 percent of all Tucsons will be fitted with it.
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2010 Nissan Rogue
Combining firsthand experience with the Nissan Rogue with highlights of what other top review sources have remarked, TheCarConnection.com has assembled this review on the 2010 Rogue, so as to help you make the most informed purchase.
Likes
Impressive interior
Smooth ride
Decent maneuverability
Useful cargo area organizer
One of the better-looking crossover wagons
Dislikes
Obscured rearward visibility
Back seat is tight for three across
CVT transmission
Not at all exciting to drive
The Rogue is Nissan's first compact crossover vehicle--essentially the cross between a tall station wagon and an SUV. Shortly after its introduction the four-cylinder Rogue became more relevant to price- and fuel economy-conscious shoppers who were looking to save money without giving up cabin space.
A rakish design, with gently arced roofline and a more aggressive tuck downward in back give the Rogue more of a 'lifted' station wagon appearance than is the case for most crossovers. With proportions that make it appear wider and longer than it actually is from the outside, few would guess that the Rogue is actually based on the compact Sentra sedan. Cues from the larger Murano give it a hint of upscale, but with smaller wheels and more benign-looking fender flares, it's clearly not as premium-looking. The same goes inside, where the five-passenger Rogue gets a chunky interior design that borrows a bit from all of Nissan's cars and crossovers.
You don't have any powertrain choices with theh 2010 Nissan Rogue, except for the choice of front-wheel drive or all-wheel drive. All versions come with a 170-horsepower, 2.5-liter four-cylinder engine and continuously variable automatic transmission (CVT). The combination isn't much fun, but it can move the Rogue quickly if you press it. As the Rogue is a bit heavier than most of Nissan's other four-cylinder vehicles, the transmission isn't particularly responsive, with the engine becoming boomy under acceleration. Handling is more on the soft side--those expecting a sportier experience will be disappointed--but maneuverability is good for parking or tight city streets. Some Rogue models get paddles that provide you with simulated gears to help improve control on especially hilly or curvy roads. And with ratings of 22 mpg city, 27 highway for the front-wheel-drive version, it's quite fuel-efficient. Mileage ratings are 1 mpg lower with AWD, and the system is configured for traction in deep snow or mud, not off-road ability.
The 2010 Rogue has enough space to accommodate four adults along with their luggage. The backseat, which folds forward flat, can fit three adults across, but they'll have problems if they're broad-shouldered or large; the seatback adjusts for rake, though all of the seats feel thinly padded and not long-distance comfortable. The front passenger seat will also fold flat to fit especially long pieces of cargo. Ride quality is quite good, which will make most sensibly minded buyers happy, though road noise can be an issue on some surfaces.
The safety story is quite good regarding the Rogue. The federal government gave it four stars for frontal impact and five stars for side impact protection, while it's a top performer in insurance industry tests, with the IIHS results including 'good' scores in all categories and the Top Safety Pick designation. Electronic stability control, anti-lock brakes, and side and side-curtain airbags are all on the standard-features list.
The 2010 Rogue comes with most of the requisite features for comfortable family motoring--like air conditioning, cruise control, and a nice-sounding audio system with steering-wheel controls. The SL model adds a few more features but offers the most desirable options, including a Leather Package and a Premium Package that includes a Bluetooth hands-free phone system and the Intelligent Key entry/ignition system.
The Bottom Line: The 2010 Nissan Rogue doesn't wow in any respect, but provided you don't expect driving excitement its solid set of features, safety, and decent performance won't let you down.
Other Choices
If you like the 2010 Nissan Rogue, also consider:
- Chevrolet Equinox
- Honda CR-V
- Subaru Forester
- Toyota RAV4
Reason Why:
Nearly all the vehicles in this class offer very respectable safety features and comfortable interiors that are good enough for the needs of a small family, or for people who need a little more space to haul 'stuff.' The Chevrolet Equinox has been freshly redesigned, with a new, more fuel-efficient base four-cylinder engine and much-improved interior appointments. Meanwhile, the Honda CR-V is a sales leader, with a very roomy, almost minivan-like interior--though the styling is definitely not universally appealing. The Toyota RAV4 is one of few vehicles in this class to offer a third-row seat, though it's barely even usable for kids. The Subaru Forester was redesigned for 2009, for better comfort and refinement, and it offers standard all-wheel drive at a very competitive price.
Buying Tip
Bluetooth is only offered as part of the $2,230 Premium Package. If you don't need all the other extras that come with it, you might be better off with an aftermarket Bluetooth solution.
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2009 Acura RL
The luxury-car experts at TheCarConnection.com drove the 2009 Acura RL for this hands-on Bottom Line road test. Editors also read reviews of the 2009 RL and compiled this conclusive profile of the big Acura sedan from that research. TheCarConnection.com also adds comparison information where it helps you make a better buying decision.
Likes
Big, smooth V-6
Satisfying ride quality
Cozy seats
Standard all-wheel drive (AWD)
Reliability
Dislikes
No V-8 engine, no rear-wheel drive
Only five forward gears
Overstyled front end, understyled body
Not much roomier than Acura TL
It's a difficult task finding a car more technologically advanced than the 2009 Acura RL. There may not be one; the new RL sports a class-leading array of electronics that help it provide quick, supple transportation to four or five passengers. With a base price of about $47,000, the 2009 RL sits in a hotly contested segment of BMWs, Benzes, and Lexuses but is far more at home in a smaller subset of all-wheel-drive, near-luxury sedans that includes the Audi A6 and Volvo S80. While the Acura delivers very comfortable transportation--reliable too, according to nearly all sources--it's also among the safest sedans you can buy, if not one of the most engaging or best-looking.
The RL, Acura's largest four-door, receives a nose-and-tail makeover for 2009, and it's a mismatch made in some focus group. The huge, shield-shaped grille clashes with the subtle, innocuous roofline. The nose vaguely recalls a bottle opener. The rear end sits plainly, with a wide band of metallic trim and LED tail lamps to liven it up. None of the aggression of the front end works its way inside the Acura RL; the cabin's handsome waterfall of wood trim is punctuated by metallic-trimmed controls, muted tones of brown or gray, and lots of high-quality leather and plastic. It's a quiet, relaxed feel despite the array of buttons and knobs that run the show. A more extensive wood-trim package is quite handsome and well worth the upgrade price.
On paper, the 2009 Acura RL performs right on par with many luxury-sedan competitors. A big, 3.7-liter V-6 with direct injection pushes out 300 horsepower and 271 pound-feet of torque, but power delivery peaks near the top of its rev range at and above 5,000 rpm. It gives the RL a somewhat hard-breathing feel, though step-off from a standstill feels brisk, and its five-speed, paddle-shifted automatic responds quickly to flicks of the fingertips. The impression of outright performance is blunted by a few factors: namely, a 4,000-pound curb weight, standard all-wheel drive controlled by computers, and throttle input also controlled by computers. The RL responds to inputs with less mechanical precision than you might expect from the company that built the NSX supercar and the Integra hatchback. It's a bit ponderous, not at all zestful, though technically accomplished. Ride quality is smooth and luxury-like, and fuel economy is like other luxury sedans in the same price class: a mediocre 16 mpg city, 22 highway.
It's amply comfortable inside, but the 2009 Acura RL is a four-seater at best. Sitting on a 110.2-inch wheelbase, just under 196 inches long and 72.7 inches wide, it's a large vehicle. Interior space, particularly in the backseat, seems less impressive because of the RL's tall body sides. The ten-way power front seats themselves are Volvo-like: soft, giving, and supportive when they need to be. The headroom isn't erased by a deep sunroof frame, and all the controls fall easily to hand--though figuring out some of them can be a challenge (more on that later). The rear seats are a little less impressive in the sensations of space, but knee room is still fine even when adults take up all four seats. The trunk is a bit skimpy--the 2010 Ford Taurus SHO is marginally longer and wider, and its trunk is 65 percent larger. Where the 2009 RL wins is in the construction quality and noise levels inside; the woods are glossy and rich, the leather inviting, and the noises filtered out with thicker glass and an active noise-cancellation system.
There are no safer sedans on the road than the 2009 RL. Acura's big four-door scores five stars in all safety tests from NHTSA (National Highway Traffic Safety Administration) and earns a Top Safety Pick rating from the IIHS (Insurance Institute for Highway Safety). A strong body filled with lots of safety equipment gets the credit; there are six standard airbags, all-wheel drive, anti-lock brakes with stability and traction control, and tire pressure monitors. Radar-based cruise control is an option, and automatic headlamps that follow the car's path on the road are also featured.
Along with safety, the Acura RL's features are its best attributes. There's almost no end to the list of standard and optional equipment ladled into the RL. Each comes with a 10-speaker Bose sound system with a six-DVD-Audio changer, AM/FM/XM tuner, MP3 jack, and USB connectivity. Bluetooth is standard, as is a sunroof, a Smart Entry keyless system, xenon headlights, and active headlights. An industry-leading navigation system is also standard; it integrates with available real-time traffic data from XM for exceptional route and guidance information, though entry via the large knob in the center of the RL's dash can be a chore. Leather seats, power sunshades, and dual-zone automatic climate control complete the coddling.
Two of the best features add value to the 2009 Acura RL's price tag of more than $47,000. The first is Acura's reputation for reliability; the second is a four-year, 50,000-mile service package that pays for oil changes and major repairs in that term. Performance takes a backseat in the 2009 RL--but technology and durability certainly don't.
The Bottom Line: The 2009 Acura RL tops safety rankings and bristles with technology, but its detached driving feel and over-the-top front-end styling remove it from the best-in-class competition.
Other Choices
If you like the 2009 Acura RL, also consider:
- Cadillac STS
- Volvo S80
- Audi A6
Reason Why:
When it's time for you to step out of the smaller entry-level premium sedans, the 2009 Acura RL doesn't really stand out among the excellent competitors it faces. It's probably because the Acura RL is V-6 powered and uses all-wheel drive. There are some sedans that match its drivetrain; the Cadillac STS is more crisply styled, but its rear seat is truly cramped. The Volvo S80 is light and airy inside, with a Scandinavian look to the cabin and a light touch to the controls. The Audi A6 suffers from the same overwrought styling up front as the Acura RL, but its backseat seems roomier.
Buying Tip
The Acura RL isn't a brisk seller, particularly this year when new sedans from Mercedes-Benz and Jaguar have hit the market. Acura dealers aren't typically wheelers, but it could be a perfect time to strike a great deal.
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2009 Lexus GX 470
TheCarConnection.com's SUV editors drove the new GX 470 in order to give you an expert opinion. TheCarConnection.com's SUV enthusiasts researched available road tests on the new GX 470 to produce this conclusive review and to help you find the truth where other car reviews might differ.
Likes
Confident off-road capability
Towing capacity
Classy interior trims
Dislikes
Tight second-row legroom
Near-useless third-row seat
Overworked V-8
Conservative, anonymous styling
The 2009 Lexus GX 470's luxury credentials include a big engine, a chromed-up look on the outside, and a high-class interior, but it is otherwise a Toyota 4Runner in disguise.
The interior of the 2009 Lexus GX 470 is sumptuous; the leather upholstery is rich, the instrumentation lights up with electroluminescent lushness, and the wood veneers look expensive. The styling of the GX 470, however, is greatly disappointing.
Performance is a bit disappointing, too. With 4,675 pounds to slog around, the 263-horsepower, 4.7-liter, DOHC, 32-valve V-8 has to work hard and can feel taxed. It's not quick, but there's enough thrust aboard to sustain speed in most situations. The V-8 is coupled to a five-speed automatic transmission that shifts silently and neatly. Lexus rates it to tow up to 5,000 pounds, but don't expect it to haul half that without straining. Fuel economy lags as a result of the heavy-duty use; it gets 14 mpg city, 18 highway.
There's good travel at every wheel with the Lexus GX 470's suspension. The solid rear axle uses control arms and (unlike the 4Runner) air springs with adjustable height control, while the front suspension is an independent system of double wishbones and coil springs.
On road, the GX is quieter than most other 4x4s. The steering feels good if not overly communicative, and ride motions are nicely controlled in normal traffic, but heavy crosswinds can be felt. Off-road, the GX470 is confident, thanks to its extensive electronic systems.
Shoulder room is scant throughout the cockpit, but front-seat occupants get enough space to feel comfortable--even though headroom can be surprisingly limited. Elsewhere inside the Lexus GX 470, there's not a great deal of space. The third-row seat is practically useless, and the second-row seat is well shaped, if not endowed with an overabundance of legroom. A DVD entertainment system, a navigation system, Bluetooth, and a Mark Levinson sound system are available.
A rear backup camera is included the optional navigation system. Stability control, anti-lock brakes with electronic brake force distribution, and front-seat side and head/curtain airbags are standard. The GX hasn't been crash-tested, but the almost structurally identical Toyota 4Runner has so-so ratings from the federal government, with four stars for frontal impact and five for side impact. It fares well in the IIHS frontal and side tests, with a top "good" rating, though it flunks the rear-impact test with a "poor" rating.
The Bottom Line: A cramped rear seat and sluggish performance tarnish the otherwise rugged-lux credentials of the 2009 Lexus GX 470.
Other Choices
If you like the 2009 Lexus GX 470, also consider:
- BMW X5
- Land Rover LR3
- Mercedes-Benz GL-Class
Reason Why:
The Land Rover LR3 offers V-8 power and an interior unlike any other in the class. To some that's seen as character; to others it feels cluttered. The BMW X5 also has three rows of seating, plus a choice of V-6 and V-8 engines, though ride quality can be choppy. The Mercedes-Benz GL-Class is a good deal more expensive than the Lexus GX 470, but it offers three rows of seating; a nice, settled ride; and a choice of V-6, V-8, and diesel engines.
Buying Tip
Most of the same mechanical pieces are available in the less expensive Toyota 4Runner, though the high-end sound system and wood trim are offered only in the more expensive SUV. The 2009 Lexus GX 470 hasn't been a strong seller, so discounts will be likely.
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2009 Nissan Rogue
Editors at TheCarConnection.com read the most respected reviews from around the Web to write this comprehensive review on the 2009 Nissan Rogue. TheCarConnection.com's editors also drove the new Rogue, to be able to provide more details and their own opinions in cases where other reviews on the Web had conflicting views.
Likes
Nicely balanced ride and handling
High-quality execution
Useful cargo area organizer
Strong family resemblance to Murano
Dislikes
CVT transmission may feel odd to consumers
Mundane acceleration
Styling limits rear visibility
Tight rear-seat room for adults
The Nissan Rogue was all new for 2008 and the company's first compact utility vehicle for the U.S. market; it went on sale at a good time, when many U.S. shoppers were looking for a vehicle with better fuel economy, without sacrificing interior space.
Based on the compact Sentra sedan, the 2009 Nissan Rogue channels its larger sibling, the Murano, for styling cues. The amalgamation produces a five-passenger compact SUV with modern looks and a dynamic driving experience.
The 2009 Nissan Rogue has one engine and transmission combination: a 2.5-liter four-cylinder with 170 horsepower and a continuously variable transmission (CVT), which is used widely in Nissan products to maximize fuel efficiency. The transmission uses pulleys and a belt to simulate gear ratios--and Nissan outfits some Rogues with paddles for shifting that mimics an automatic's gears. It works well enough, but CVTs drive differently, and some consumers may be unfamiliar with the experience.
Fuel economy is one of the reasons to choose the 2009 Nissan Rogue versus a larger SUV; its ratings of 22 mpg city, 27 mpg highway for the front-wheel-drive version are quite respectable. Although Nissan makes no claims of the Rogue being an off-roader, the optional all-wheel-drive system brings you better traction in deep snow; however, mileage ratings are 1 mpg lower with AWD.
The 2009 Nissan Rogue offers a flexible cargo area with easy-folding second-row seats and a new-for-2009 fold-down front passenger seat for extra-long items. Ride quality is quite good, which will make most sensibly minded buyers happy, but those seeking sportier handling might be a little disappointed.
Safety equipment is a strong selling point for the 2009 Nissan Rogue. Electronic stability control is standard, along with side and side-curtain airbags, plus anti-lock brakes. Even base S versions come quite well equipped with air conditioning, cruise control, and a nice-sounding audio system with steering-wheel controls. For 2009, equipment has been stepped up, especially for the upmarket SL model. A Leather Package option is now available for Rogue FWD SL models; a Bluetooth hands-free phone system and a Nissan Intelligent Key are available as part of the Rogue's Premium Package.
The Bottom Line: Nissan's Rogue is a fuel-efficient compact crossover that really is the right size at the right time.
Other Choices
If you like the 2009 Nissan Rogue, also consider:
- Saturn Vue
- Honda CR-V
- Toyota RAV4
- Ford Escape
Reason Why:
The Saturn Vue was redesigned last year and offers a choice of four- or six-cylinder engines and a hybrid model. The Honda CR-V is the class sales leader; it has great interior room, but controversial styling and only a four-cylinder engine. The Toyota RAV4 offers a third-row seating option as well as a V-6 engine, along with the base four-cylinder. Ford's Escape also has four- and six-cylinder options, along with a Hybrid model that bests the bunch in fuel economy.
Buying Tip
If it is fuel efficiency you are after, stick with the front-wheel-drive Rogue.
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2009 Kia Borrego
Experts on SUVs from TheCarConnection.com have driven the all-new 2009 Kia Borrego. Our team has also scoured competitive reviews on the new Borrego SUV to create this comprehensive review. Because of this experience, TheCarConnection.com is able to provide a clear assessment of this body-on-frame SUV to help you discover what's truly important when you are making a decision about buying.
Likes
Power from V-8
Smoothness of six-speed transmission
Surprising interior room with standard three rows of seats
Overall quality
Covered standard trailer hitch
Dislikes
Industrial plastics covering backs of rear seats
Leather on plush LX feels like vinyl
Faux-metallic trim on dash and doors mars easily
The 2009 Kia Borrego is an all-new, mid-size SUV and an alternative to luxury-brand SUVs, according to Kia. But actually, it does exactly what Kia does well with its cars: provide a handsome, competently engineered, well-executed vehicle with loads of features, offered at a bargain price.
As shoppers flock to newer car-based crossover utility vehicles because of their typically better ride, handling, and fuel economy, the 2009 Kia Borrego has a trucklike body-on-frame layout and an available 337-horsepower V-8. Even as such, the Borrego's fuel economy ratings of 15 mpg city/22 mpg highway (two-wheel drive) are better than what drivers of the most mammoth SUVs have been living with.
The 2009 Kia Borrego's exterior is attractive and totally free of anything controversial. With the wheels set wide to the corners, the SUV rides on a broad, hunkered-down stance. The chrome grille dresses things up. A nice detail is the trim cover that hides the standard trailer hitch receiver.
Inside, the Borrego's interior has a rounded edges and a prominent, wide center console, made a little more exciting with a contrasting two-tone theme. The 2009 Kia Borrego gains fame not so much for its luxurious fitments but for its ample room (more than a Ford Explorer), high level of equipment, and the thoughtful layout of its controls. Three rows of seats are standard, and the third row is not a penalty box as it is on some SUVs such as the Toyota Highlander. A six-foot-five driver fit with almost an inch of headroom to spare.
While the interior is certainly not one of an economy car, it is equally not the match of a luxury SUV. The features are there (voice-activated navigation, Bluetooth connection, iPod connection, etc.), but a blind person would never mistake the inside of a 2009 Kia Borrego for a Lexus RX350. The feel of the leather isn't so supple, the plastic on the door pulls is inelegant, and the amount of industrial plastic covering the floor and sides of the rear cargo area can be measured in square yards.
The 276-horsepower 3.8-liter V-6 provides completely adequate acceleration, but the 4.6-liter V-8 (based on the one developed for the Hyundai Genesis sedan) and ZF-sourced six-speed automatic performs especially well. The stout four-wheel disc brakes are strong enough to haul the 2009 Kia Borrego back down to speed from high velocity with genuine alacrity.
The 2009 Kia Borrego handles exceptionally well for a vehicle with its truck-based layout. Even over broken pavement, the body stays well controlled, and very little noise and vibration make it into the quiet passenger compartment. We did not venture off-road, but 4x4 Borrego models utilize a full-time Borg-Warner transfer case that includes a low range. Thanks to the body-on-frame construction and available V-8 power, the Borrego can be outfitted to tow up to 7,500 pounds.
As we have come to expect from all Kia vehicles, the company loads its vehicles with standard safety features. Six airbags are standard, including a side curtain system that extends back to protect all three rows of seating. On 2009 Kia Borrego V-8 models, an airbag for the driver's knees are included, too. A full contingent of safety acronyms is also standard, including ABS, ESP (electronic stability program), DBC (downhill brake control), and HSA (hill start assist).
The Bottom Line: The 2009 Kia Borrego isn't the type of vehicle that's especially popular or fashionable at this time, but it's a home run against the competition.
Other Choices
If you like the Kia Borrego, also consider:
-Chevrolet Trailblazer
-Ford Explorer
-Jeep Grand Cherokee
-Honda Pilot
-Nissan Pathfinder
-Toyota 4Runner
Reason why
Kia likes to present the Borrego as a luxury SUV "contender." Experts at TheCarConnection.com think Kia has not so much created an alternative to Lexus, Infiniti, or Cadillac, but delivered an excellent alternative to the fleet of well-known body-on-frame SUVs. The 2009 Kia Borrego provides slightly more interior room than these competitors and, with the V-8, more power than any of them. The standard seating for seven is an advantage over several of these SUVs, but the Honda Pilot can carry one more. The Borrego doesn't present itself as a serious off-roader, as it lacks locking differentials and other off-road goodies to compete against the trail-rated Jeeps. Kia's price advantage is more toward the base vehicles where the Borrego's level of standard equipment exceeds the others.
Buying Tip
The 2009 Kia Borrego provides the greatest price advantage and delivers the most value over its SUV competitors in the LX trim level, so make sure you really want the features on the uplevel EX before moving up.
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2008 Hyundai Tiburon
Editors from TheCarConnection.com studied reviews of the 2008 Hyundai Tiburon and have condensed them into this conclusive review. TheCarConnection.com's team has also driven the Hyundai Tiburon in order to provide you with firsthand advice about it. This review also compares the 2008 Hyundai Tiburon with other vehicles in its class to assist you in forming your own opinion about this sporty front-wheel-drive coupe.
Likes
-Good value
-Sporty styling
-Strong warranty protection
-Interior detailing
Dislikes
-Stiff ride
-Resale value
The Hyundai Tiburon was introduced in 1997--ages ago when you're considering Hyundai automobiles. Hyundai has proven that it can dramatically improve the quality of its vehicles quickly. The transformation between the first Tiburon (meaning "shark" in Spanish) and the second-generation car that came on line as a 2003 model is nothing short of revolutionary.
The 2008 Hyundai Tiburon that you're reading about is a second-generation model, but benefits from continuous upgrades ever since. In recent years, Hyundai has improved Tiburon by adding features and refining the front-wheel-drive coupe's styling.
Today, the 2008 Hyundai Tiburon is offered in four trim levels: GS, SE, GT, and GT-Limited. There are minor differences between trims, but overall the exterior style has matured, especially since the design refresh completed for 2007. Inside, detailing is good, particularly in the high-performance SE model, which gets aluminum pedals, red and black bucket seats, and plenty of other performance equipment.
The entry-level 2008 Tiburon GS features a 2.0-liter four-cylinder engine rated at 138 horsepower. Matching transmissions include a fuel-efficient five-speed manual and an available four-speed automatic with Hyundai's SHIFTRONIC system. Economy for 2008 is 20 mpg city/28 mpg highway with manual transmission, 20 mpg city/27 mpg highway with the automatic.
The 2008 Tiburon GT, SE, and GT Limited benefit from the more powerful all-aluminum 2.7-liter V-6 rated at 172 horsepower. A five-speed manual is standard, while a six-speed ZF manual comes with the performance-oriented Tiburon SE. A four-speed automatic with SHIFTRONIC is available on the GT and GT Limited. Fuel economy estimates for 2008 are 17 mpg city/24 mpg highway for both the Tiburon GT and GT Limited, regardless of transmission. The new SE yields 16 mpg city/24 mpg highway.
Editors at TheCarConnection.com prefer the performance of the V-6 to the four-cylinder, but even with the six, the 2008 Hyundai Tiburon isn't the sportiest of sportscars. The V-6 is rather lazy when it comes to revving, so don't expect Formula One-style throttle response during your test drive. On the road, the Tiburon also rides stiffly. This is fine, given the young buyers Hyundai targets, but it gets a little tiring for older drivers who have already matured past wanting to drive a go-kart to work, week in and week out.
The Tiburon SE, with its sport suspension, hustles pretty well. You'll never mistake the Tiburon for a rear-wheel-drive sportscar, but it acquits itself nicely. This reality, by the way, is why Hyundai recently introduced its rear-wheel-drive Genesis Coupe (with standard V-6 power and an optional V-8).
Quality, once a genuine and tangible problem with Hyundai products, isn't a problem with the 2008 Hyundai Tiburon. For an inexpensive car, the materials and assembly quality are darn good. Even though the Tiburon is a four-seater, the backseats are little more than butt pockets--better for grocery bags or purses than friends you want to keep.
Equipment levels fit Hyundai's strategy of marketing vehicles that are well equipped in their standard forms. For example, 2008 is the year Hyundai made a 220-watt Kenwood AM/FM/XM Satellite Radio/CD/MP3 audio system standard and decided to throw in three months of free service XM Satellite Radio service. This is in addition to the Tiburon GS's standard power windows, door locks, heated mirrors, a remote keyless entry system with alarm, ABS brakes, and advanced front and front side impact airbags.
The next step up is the Tiburon GT, which adds the V-6 engine, larger 17-inch wheels, seats with leather bolsters and cloth inserts, automatic temperature control, cruise control, and a trip computer. The GT Limited dresses up by making the leather front seat bolsters red. (Get out your party hats!)
Designed to be the performance poster child for the 2008 Hyundai Tiburon family, the SE gets a more prominent rear spoiler, red aluminum front calipers, aluminum pedals, red leather bolster/black cloth insert seats, ESC with Traction Control System (TCS) and Brake Assist, a track-tuned sport suspension, and larger, fade-resistant cross-drilled brake rotors. This goes with the V-6 engine and six-speed manual gearbox.
A power tilt-and-slide sunroof is available on all models.
All 2008 Tiburon models include anti-lock brakes and side airbags for the front seats. Stability and traction control are standard on the SE. Performance in government crash tests was good.
Hyundai also backs it the 2008 Tiburon with a 5-year/50,000-mile basic warranty plus a 10-year/100,000-mile warranty on the powertrain. This excellent warranty coverage goes a long way toward addressing quality concerns over this Korean 2+2 and shifting the opinions people have.
The Bottom Line:
As good as 2008 Hyundai Tiburon is, its resale value is hurt by the poor quality of earlier models. It's important that you anticipate steep depreciation before committing.
Other Choices
If you're interested in the 2008 Hyundai Tiburon, also consider:
- Scion tC
- Mitsubish Eclipse
- Chevrolet Cobalt
Reason why
For all but a few drivers, front-wheel-drive coupes represent a car for a particular moment in time. Editors from TheCarConnection.com don't foresee legions of repeat Tiburon buyers; one can drive an inexpensive front-wheel-drive coupe for only so long before the needs and/or opportunities of life cause a shift in vehicles driven. Knowing that you'll likely own, at most, one or two cars like the 2008 Hyundai Tiburon in your lifetime, choose wisely. The Scion tC and Mitsubishi Eclipse are capable coupes, but the Tiburon provides V-6 power for a four-cylinder's price. As for the Chevrolet Cobalt, unless you're considering the turbocharged Cobalt SS, don't bother--except if you're renting. Coupes like these are overwhelmingly purchased based on style, so drive what looks good to your eyes.
Buying Tip
The 2008 Hyundai Tiburon may be replaced, but not by the 2010 Hyundai Genesis Coupe. That rear-drive machine arrives next year, but there's also word that Hyundai is developing a new, small, front-drive coupe for a debut in 2011. Stay tuned.
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2008 Mercedes-Benz CLK-Class
The resident luxury-car enthusiasts at TheCarConnection.com studied a wide range of road tests from around the Web to compile this comprehensive review of the 2008 Mercedes-Benz CLK-Class. Editors from TheCarConnection.com also drove the Mercedes-Benz CLK and added their firsthand driving impressions where they help you to make a more informed decision.
Likes
Variety of models, including convertible
Range of engines
Punch from 475-horsepower CLK63 AMG
Dislikes
Vague, slow steering
SpeedShift transmission is speedy enough
A soft-top convertible
Only 350 Black Series CLKs, at $135,775 each
The Mercedes-Benz CLK-Series debuted in its current form in 2003. That year, the CLK coupe was released, and the convertible came out in 2004. Why do editors at TheCarConnection.com bother to fill you in on this history? Because the 2008 Mercedes-Benz CLK-Class may be the last model year for this generation of CLK. Experts at TheCarConnection.com know that an all-new CLK Coupe will break cover late in 2008 as a 2009 model, with the cabriolet coming as a 2010 model.
But if you want this Benz today, the 2008 Mercedes-Benz CLK-Class offers several good options. There are coupe and convertible versions of the four-passenger 2008 Mercedes-Benz CLK. The five models include the V-6-powered CLK350 Coupe and Cabriolet, the V-8-powered CLK550 Coupe and Cabriolet, and the uber-exciting high-performance CLK63 AMG Cabriolet. The 3.5-liter V-6 engines produce a fully satisfying 268 horsepower, while the larger 5.5-liter V-8s produce 382 horsepower. The even larger hand-assembled 6.2-liter high-performance V-8 in the AMG model produces an asphalt-smoking 475 horsepower that can propel its surrounding convertible body to 60 mph in approximately 4.6 seconds. All 2008 Mercedes-Benz CLK-Class cars use a seven-speed automatic transmission.
Those of you fully entrenched in everything Mercedes-Benz also know that 350 copies of the 500-horsepower CLK63 AMG Black Series were available to U.S. buyers early in 2008. But the chances of finding a new one by the time you read this are slim, so as impressive as this model is, we're not going to focus on it here.
The 2008 Mercedes-Benz CLK-Class, regardless of body style, is a handsome car with a modern yet classic Mercedes-Benz appearance. Unlike on some other Benzes, the look isn't forced. Editors at TheCarConnection.com like that all V-8 models get AMG styling details, including a different front air dam.
Inside the 2008 Mercedes-Benz CLK-Class, there's plenty of room up front, and the rear seats are acceptable for modest cross-town trips. But if you really wanted room for four or five, you'd pick a sedan, right? Detailing is a Mercedes-Benz strong suit, and the leather mixed with chrome accents are pleasingly blended.
Safety-wise, electronic stability control and a full range of airbags (including side curtains in coupes) help the 2008 CLK-Class accept accolades as being prudent and thoughtful. In these days of retractable hardtops, some buyers might see the CLK Cabriolet's soft top as a safety issue. Experts from TheCarConnection.com don't, but we appreciate the extra refinement these tops provide.
Dynamically, acceleration is never an issue with the 2008 Mercedes-Benz CLK-Class. Of course, V-8 models are quite impressive when moving away from a stop. Editors from TheCarConnection.com have only one complaint (and it's a common issue with several Mercedes-Benz vehicles): The steering feel isn't the best. It tends to be slower than our enthusiastic drivers like, and there is a "dead" spot on center. Aside from this flaw, the 2008 Mercedes-Benz CLK-Class, regardless of which powertrain or body style you select, would be easy to live with.
The Bottom Line: If you appreciate luxury and complex engineering solutions, then you'll love the 2008 Mercedes-Benz CLK-Class.
Other Choices
If you're interested in the 2008 Mercedes-Benz CLK, also consider:
- Lexus SC
- Audi A5/S5
- BMW 6 Series
- BMW 3 Series
Reason why
Look at these competitors--there's not a dud among them. Out of this group, the Lexus SC is clearly the most conservative and least performance-oriented. The SC's retractable hardtop is a plus. The all-new Audi A5 is a dynamic performer, and this model deserves a drive if the CLK Coupe is high on your list.
BMW serves up two potential CLK competitors: the BMW 6 Series on the upper end and the BMW 3 Series at the lower end. The BMWs tend to be more performance-oriented and offer their M Series cars to face off against the 2008 Mercedes-Benz CLK63 AMG.
Buying Tip
With a new 2009 CLK on the horizon, dealers won't want to get stuck with 2008 Mercedes-Benz CLK models; use this to your financial advantage when negotiating.
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