Driven: 2010 Hyundai Tucson
From the inside, it's quite possible to mistake the new 2010 Hyunda Tucson for a Lexus.
That's certainly what Hyundai would like to hear, and it's true. Over the course of a week with the Tucson, I noticed that its interior elicits a lot more oohs and ahs—especially from those who don't consider themselves gearheads or enthusiasts—than you might expect for a vehicle that totaled less than $30k.
A look and feel that's just right
It's a vehicle that, looking at materials, trim, and interior appointments, does everything right. Keep taking a closer look at interior details, and you won't be disappointed. The plastic surfaces aren't too shiny and have a consistent look throughout, and the bright trim pieces accent the interior in an understated, classy way. The cool blue backlighting for the dash and instruments also adds elegance.
From the outside, the Tucson carries a silhouette that's much like that of its predecessor, though simultaneously more flamboyant and more fluid. The sheetmetal has been sculpted with flowing creases that create a curvy, aerodynamic, and elegant effect. Overall, the Tucson looks sport-wagon aggressive, and a little more like a wagon on stilts than other compact crossovers; that's not at all a bad thing.
Everything's not quite as delightful with respect to the driving experience, but your passengers again probably won't be disappointed. With 176 horsepower and 168 pound-feet of torque, the Tucson's new so-called Theta II four-cylinder engine, though not a new direct-injection design, actually feels stronger than the step-up 2.7-liter V-6 that's been offered in the past. It works great with the new six-speed automatic transmission, but especially when cold its sound quality is a little crude. Compared to GM's 2.4-liter, in the 2010 Chevrolet Equinox that we also posted a review of this week, it sounds coarser driving gently at the low revs but keeps its cool when pressed, sounding much more civilized into the higher revs when pulling off full-throttle passes.
Smooth, economical powertrain; disappointing steering
The single greatest point of dissatisfaction in the Tucson—at least through our finicky driving tastes—is the steering. For this reviewer, who's already not a fan of the way electric power steering systems are tuned in many models, the Tucson's new Motor Driven Power Steering system would be a deal-breaker. The system is light at low speeds, as it should be, but it all deteriorates from there. At intermediate speeds, on backroads, the steering assist seems to change in very noticeable ways from corner to corner, and by the time you get to 50 or 55 mph, it seems to be punching you back toward center, with a heavy rubbery feel that's nothing even like any manual steering gear we've felt before. Make a quick maneuver at lower speeds, and there's a sort of binding-loosening feel as the steering quickly changes its assist level. And on a stretch of roadway that has deep tramlines, the system seemed to surrender completely, becoming limp yet heavy as it was apparently auto-correcting for the road surface.
In contrast, the Tucson's brakes feel great—like those of a small, sporty car, and surprisingly (for a tall vehicle) there's not much nosedive.
2011 Ford Mustang GT A Performance Bargain With Brembo Package
The Mustang GT has always been a great performance value. But with nearly 100 horsepower more than last year's respective models and prices up only slightly, both the 2011 Ford Mustang V-6 and 2011 Ford Mustang GT are now even stronger bargains—especially, in the case of the GT, when you add the new Brembo Brake Package.
For just $1,695 on GT models with manual transmission, the package adds four-piston Brembo calipers and larger 14-inch Brembo rotors, plus larger (11.5) non-Brembo rotors in back, along with unique 19-inch matte-gray "horseshoe spoked" alloy wheels that look great with the Mustang's bright red or blue hues. Pirelli summer performance tires, recalibrated stability control, and a retuned suspension complete this on-a-budget performance package, for which some other automakers would likely charge several times this amount.
According to Mustang chief engineer Dave Pericak, the package really optimizes the Mustang's potential and makes the most out of the added grip provided by the summer tires.
With this Brembo Brake Package, and the new V-6 Performance Package that will be available in a few months on V-6 models, adding some of the Mustang GT's components to help enjoy the new 305-hp V-6, Ford is hoping to attract younger buyers—and those who are looking for weekend track toys—back to the Mustang.
At $32,190 altogether with the Brembo package, the Mustang GT gets a set of components that in some respects help put it on the same ground as much more expensive performance coupes. For those looking to take their 'Stang out on the track—or just interested in getting the most out of their 412 horsepower—it's the way to go.
This story originally appeared at The Car Connection
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2010 Lincoln MKX Bottom Line
TheCarConnection.com has driven the 2010 Lincoln MKX and reported its firsthand experiences and market comparisons here in the Bottom Line. TheCarConnection.com also researched reviews from around the Web on the 2010 Lincoln MKX to compare it with other vehicles in its class.
Likes
Uniquely American luxury styling
Lots of useful features for the price
Quiet cabin
Heated rear seats
Dislikes
Soft, floaty handling
Longer braking distances than rivals
Interior materials choices and quality
The Lincoln MKX has proven to be a success for Ford's luxury brand. Most of the core features of the previous model are carried over on the 2010 Lincoln MKX, though a few new features and a small rise in fuel economy add value to the vehicle.
Built around the same mechanical elements as the Ford Edge, the 2010 MKX also shares the same standard powertrain: a 3.5-liter, 263-horsepower V-6 engine and six-speed automatic transmission. Front-wheel drive is the standard configuration, though all-wheel drive is available. Acceleration is swift but not sporty, with average 0-60 mph times in the mid-eight-second range.
Behind the wheel, the 2010 Lincoln MKX offers good steering feel, but don't let that fool you into thinking it's a performance vehicle. Reviews raise concerns about the MKX's lack of brake feel and relatively long stopping distance.
Inside, front passengers will find exceptionally comfortable seats in the 2010 Lincoln MKX, while the driver gets good forward visibility, and the rear seats offer comfortable seating as well. Smooth ride quality and a whisper-quiet cabin fit right in with the MKX's luxury SUV class. There's no third-row seating option, unlike many SUVs in the class, and interior materials for the dash and door trims can feel a little skimpy for those with high standards.
The MKX's generous base features include Sirius Satellite Radio with Sirius Travel Link; a reverse-sensing system; and heated and cooled front seats with memory positions and lumbar adjustments. A standard power liftgate, universal garage-door opener, and cargo hooks were added in 2009, while 2010 sees integrated blind spot mirrors as standard. Ford's SYNC system, which uses Bluetooth connectivity and a touch screen to control communications and entertainment, is also standard.
A full-length Vista sunroof, adaptive steering-sensitive projector-beam headlights, heated rear seats, a 14-speaker 600-watt THX audio system with surround sound, and a DVD-based GPS navigation system are among the many optional features. New additions for 2010 include a Limited Edition Package that fits the MKX with premium leather seats, cashmere trim, and charcoal black piping. A new Midnight Limited Edition package adds Tuxedo Black Metallic paint with a body-color grille, etched headlight lenses featuring the Lincoln Star, and 22-inch polished alloy wheels.
Standard safety features on the 2010 Lincoln MKX include traction and stability control, anti-lock brakes, and side and curtain airbags. The MKX also achieves impressive crash-test ratings, earning a Top Safety Pick from the IIHS.
The Bottom Line: The 2010 Lincoln MKX lives up to its luxury aspirations, offering a classy take on American style.
Other Choices
If you're interested in the 2010 Lincoln MKX, also consider:
Acura MDX
BMW X5
Cadillac SRX
Lexus RX 350
Reason Why
The Lexus RX 350 is the bogie for Lincoln, but the RX's ho-hum driving demeanor and plain-Jane appearance mean it doesn't attract eyes the way the MKX does. The 2010 Lincoln MKX is more engaging on the road, but it comes up short when trying to match the refinement of the RX 350. In terms of performance, the Acura MDX is a better-handling vehicle than the 2010 Lincoln MKX, as is the all-new all-wheel-drive Cadillac SRX. If you put a high value on performance, the BMW X5 offers an optional V-8 engine, while the SRX offers a turbocharged model.
Buying Tip
Ford's excellent SYNC interface is standard on the MKX and includes voice control for cell phones and media players like the iPod.
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2010 Mitsubishi Galant Bottom Line
Here in this Bottom Line covering the 2010 Mitsubishi Galant, the editors of TheCarConnection.com bring you driving impressions and an expert take on how the Galant matches up against other mid-size sedans. To give you an even more comprehensive take, TheCarConnection.com has also read a range of reviews on the Galant and bring you excerpts in a full review.
Likes
Backseat space
Smooth ride
Standard safety features
Dislikes
Outdated look and feel
Inferior cabin materials
Engine is noisier than rival four-cylinders
The 2010 Mitsubishi Galant limps on for another year, with its lineup quite dramatically cut. V-6 models, along with the performance Ralliart model, have been dropped from the lineup, leaving only four-cylinder ES and SE models of this mid-size sedan.
Although the Galant has seen a number of minor refreshes over the years, it's been carried over for the most part since its last major redesign, for 2004. With most mid-size sedans seeing one (some two) redesigns since then, it feels a little outdated from a style standpoint, to put it nicely. Last year Mitsubishi gave it a new lower grille mesh on all ES trim levels, which has now been expanded to both models. Inside, the Galant has weathered the storms of time much better, and aside from feeling a little drab, the design still appears attractive, if not a little basic.
If you don't expect a lot out of the driving experience, the Galant will reward you with well-rounded competence. The sole engine in the 2010 Mitsubishi Galant is the 160-horsepower 2.4-liter four-cylinder, with a four-speed automatic transmission. The available V-6 and five-speed automatic of previous years is gone. With the four, the Galant is generally pleasant to drive, provided you don't push it too hard. On all versions, the steering is nicely weighted, brake modulation good, and pedal travel short. Fuel economy is respectable, too, at 20 mpg city, 27 highway.
The interior, if you can get past the somewhat drab, low-rent appearance up close, is roomy and comfortable. The front seats have plenty of room, and so do the deeply set backseats. One definite miss is that the rear seatback doesn't fold forward—there's only a pass-through. The soft suspension tuning absorbs most road impacts well, and there's plenty of insulation from road and wind noise, though the engine can get noisy up steep grades or during passing. Most notably, the interior is covered in industrial-looking trim, and in general, the dark, plastic-addicted cabin needs a richer look and feel.
Anti-lock brakes, dual-stage front airbags, front seat-mounted side-impact airbags, and side front and rear curtain airbags are all now standard on the 2010 Mitsubishi Galant, along with electronic stability control. The federal government rates the Galant with four stars for rollover protection, but other ratings have not been revealed.
The Galant has been reconfigured in recent years to offer a lot of features for the money. Base 2010 Mitsubishi Galant ES models come with most popular features like cruise control, air conditioning, keyless entry, and a 140-watt, six-speaker sound system, while SE models add automatic climate control, heated seats, hands-free Bluetooth, and a Rockford Fosgate audio system, plus lots of equipment that make the Galant SE look, if not feel, sportier, such as larger alloy wheels, a spoiler, and fog lamps. The former Navigation and Rearview Camera Package has now been rolled into the SE's list of features, leaving no significant factory options.
The Bottom Line: The 2010 Mitsubishi Galant is adequate in most respects—and surprisingly comfortable. But it's not exciting or class-leading in any way.
Other Choices
If you like the 2010 Mitsubishi Galant, also consider:
- Kia Optima
- Nissan Altima
- Honda Accord
- Chevrolet Malibu
Reason Why:
One of the Mitsubishi Galant's top rivals is the Kia Optima. Like the Galant, the Optima doesn't possess a lot of personality, but it's thoroughly competent. Both vehicles place an emphasis on ride quality above driving dynamics. The Chevrolet Malibu is an option that feels positively lavish next to the Galant, with a strong V-6 or four-cylinder and a beautiful, refined interior. The Honda Accord remains at the top of the class, especially for those who value interior appointments and a premium, luxurious feel. And for those who enjoy driving a bit more, the Nissan Altima has a sportier feel, with more overt styling and better handling.
Buying Tip
With '09 Galants still available at the time of writing, there will likely be very few 2010 Mitsubishi Galants. You might be better off just getting thousands of dollars off a 2009.
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2010 Volkswagen Passat Sedan – Passat Wagon Bottom Line
TheCarConnection.com has driven the 2010 Volkswagen Passat sedan and wagon to bring you firsthand driving impressions and advice here in this Bottom Line. TheCarConnection.com has also researched available road tests on the Passat to produce this conclusive review.
Likes
Attractive, well-appointed interior
Impressive safety
Quiet, refined cabin
Responsive, refined powertrain
Dislikes
No Bluetooth hands-free calling interface
Prefers premium fuel
Last year, with the introduction of the new flagship Volkswagen CC sedan, VW simplified the Passat lineup, discontinuing the manual transmission, available V-6 engine, and all-wheel drive and reducing it to a single Komfort model. The Passat remains offered in sedan and wagon models.
From the outside, the 2010 Volkswagen Passat Wagon's design is more cohesive and attractive than the sedan, with better proportions. There are no exaggerated flares or curves, just sloping lines (the roof) and smooth undulations in the bodywork (wheel arches). Nearly everyone will appreciate the understated opulence of the interior, which mixes softer and more welcoming surfaces and materials than the stark look associated with products from this German brand in the past.
A 200-horsepower, 2.0-liter turbocharged four-cylinder is the only engine offered across the entire Passat lineup; that's fine, as the engine provides good performance and impressive economy with the six-speed automatic transmission. The suspension and steering lend the 2010 Passat a responsive, tossable feel; it handles and maneuvers well, but not as sharply as a sport sedan.
Although the rear door line makes an odd straight cut downward, the door's unusual shape really helps entry/exit, with the higher roofline on wagons offering some advantages. Most will find the driving position and front seats comfortable in the 2010 Passat, and it has impressive backseat space that rivals some of the roomiest sedans in the mid-size class; it's especially leg-friendly for lanky adult passengers. In the wagon, there are plenty of storage bins and even an umbrella-storage area. A power liftgate is standard on all wagons—either a welcome convenience or unnecessary complexity, depending on your demands. Rear seatbacks fold forward neatly to expand the cargo floor, which is very convenient with its low lift-in height. Overall, the quality of the materials in the Volkswagen Passat Wagon and Sedan is quite impressive, and the interior layout feels both luxurious and practical. In either version, the ride is very well controlled, perhaps making the Passat more refined inside than many luxury-brand mid-size models, and there's almost no wind or road noise.
The 2010 Passat has a generous list of safety features, but doesn't perform as well as some rivals in crash tests. It gets four-star ratings in frontal impact and four- and five-star results in side impact from the federal government, along with top "good" results in frontal and side tests, plus "marginal" ratings for rear impact from the IIHS. Front side and full-length head/curtain airbags are standard, while side-thorax bags for backseat passengers are optional.
Overall, the lineup of the 2010 Passat is simple. There's one Komfort model, as a sedan or wagon, and just a few option packages on offer. Large 17-inch wheels, along with heated seats and heated washer nozzles, come with all Passats. Other standard equipment includes keyless entry, cruise control, air conditioning, an eight-speaker sound system, leather steering-wheel trim, manual side sunshades, and a power 12-way driver seat. A Navigation Infotainment Package with touchscreen display, 30GB hard drive, and video DVD playback is optional.
The Bottom Line: Whether as a sedan or wagon, the 2010 Volkswagen Passat handles family business, performing with more grace than most mid-size models, with an understated stylishness shining through.
Other Choices
If you like the 2009 Volkswagen Passat, also consider:
- Chevrolet Malibu
- Ford Fusion
- Honda Accord
- Nissan Altima
- Subaru Outback
Reason Why:
Now that the Passat has been cut down to a single model, Volkswagen leaves all the more expensive competition—with V-6 engines and all-wheel drive—to the flagship CC. There isn't much direct competition for the Passat wagon; its closest rival might be the Subaru Outback, which comes with standard all-wheel drive and a flat-four engine that, together, provide more go-anywhere ability but not nearly the sophistication of the Passat wagon. Among sedans, the Honda Accord is a larger sedan but feels surprisingly refined, almost lavish, even in base four-cylinder form. The Chevrolet Malibu is also worth considering; it combines a good-looking instrument panel design and comfortable seats with one of the smoothest rides in this class. The Ford Fusion and Nissan Altima both forgo some ride comfort for sportiness; in the case of the Fusion, its interior is quite basic and road noise is higher than in most of the other models, but it's especially fun to drive, with great steering. The Altima's backseat is smaller than the others', and its ride a bit firmer, but it feels quite sporty.
Buying Tip
Especially if you're considering the Passat Wagon, you might want to include the Jetta SportWagen on your list. Unlike the Passat, the Jetta offers VW's much-loved TDI diesel engine, yielding up to 42 mpg highway.
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2010 BMW Z4 Bottom Line
TheCarConnection's editors have driven the 2010 BMW Z4 roadster to write this hands-on review. Editors have compared the Z4 with other luxury two-seat roadsters, to help you narrow your shopping choices. TheCarConnection.com also has compiled a full review of quotes from other respected auto review Web sites, to give you the most comprehensive BMW Z4 information on the Web.
Likes
Tight hardtop
Velvety, responsive engines
Excellent dual-clutch automatic
Phenomenal poise, with good ride quality
Storage bins!
Dislikes
Tight cabin and low windshield header
Steering ratio feels too quick
Unimpressive standard sound system
Bluetooth is optional
Pricey
The BMW roadster era began again in 1996 with the introduction of the South Carolina-built Z3. That rounded, Miata-esque two-seater evolved into the flame-surfaced Z4 in 2002. Now, the Z4 has been reimagined again, with a more elegant body, a tighter cabin, and much quicker performance. With a base price of $46,000, the Z4 competes against the Audi TT, Porsche Boxster, and Mercedes-Benz SLK, as well as the Infiniti G37 Convertible.
Leaner and yet more voluptuous, the newest BMW Z4 introduced in the 2009 model year and carried over for 2010 is a bit more conservative than before. The hood is long and low, with the short-deck proportions of a classic roadster. The front end's been brought up to speed with the lines of other new BMWs, and the sides have seen their aggressive creases and flares softened. The silhouette flows with far more elegance, seen in smooth, long arcs connecting the hood to the rear fenders. The rear wheel wells are pronounced in their size-and taper toward Porsche Boxster-like tail lamps. The Z4 side view shows a slim bubble when the roof is raised. Relative to the otherwise tight proportions, the long overhangs are more noticeable in back, where the Z4 needs the length for stowing its retractable hardtop. Like the sheetmetal, the cabin has a far richer, more sophisticated feel; it's the most upscale of all its competition. The rakish design divides some controls in a strong, graphic trim panel, and cants them slightly toward the driver. There's more metallic trim and choices of contrasting leather trim, all giving the Z4 a fair whiff of nostalgia among its modern controls. Overall, the look inside is a little more cluttered but much more useful. There's an iDrive controller and an electric parking brake in the center console; the navigation screen, when so equipped, pops up from the top center of the dash.
The 2010 BMW Z4 is offered in two models. The Z4 sDrive30i sports a 255-horsepower, 3.0-liter inline-six; a 300-horsepower, twin-turbo version of that engine comes in the sDrive35i. The base six has a familiar BMW growl and builds even power up to its 6,000-rpm redline; with a manual shifter, its acceleration and feel are pure classic roadster, not overwhelmingly exotic. The turbo version's more guttural and more of a high-speed hammer, with effortless high-speed passing and strong power for sinewy mountain roads. Both versions have a standard six-speed manual; the base car has an optional automatic with manual shift mode. The 2010 Z4 turbo has an option for BMW's new seven-speed dual-clutch automatic, which includes steering-wheel paddle shifters so that shifts can be ordered up at the tap of a thumb (for downshifts) or fingertips (upshifts). The dual-clutch gearbox lets drivers choose gears and then reverts to an automatic shift mode, or it can be locked in Manual mode for all-paddle control. The turbo six, with this transmission, is an exhilarating ride; shifts are quick, smooth, and without a jolt, making it easy to keep the power on boil. A 0-60 mph time of 5.0 seconds is possible (the non-turbo six can manage 5.6 seconds). Top speed with a Sport package can hit 150 mph; it's 130 mph without. Impressive fuel economy comes with any version; the base manual Z4 earns 19/29 mpg fuel economy ratings, and the turbo dual-clutch is rated at 17/24 mpg.
Handling and ride are electronically influenced with the Z4's addition of Driving Dynamics Control. Three modes-Normal, Sport, and Sport+-are programmed into the car's electronic controls for steering feel, automatic-transmission shift speed, and stability control response. In cars equipped with the optional Adaptive M Suspension with Electronic Damping Control (part of the Sport Package), it also controls the suspension damping. With the adaptive suspension, the Z4 is remarkably flexible, soaking up patchy bumps and even coarse, jiggly surfaces but tightening up for the esses and quick maneuvers. The Z4 grips and grins, but the steering does pay a price in feedback: It's a touch too quick, and there's little difference in feel as the Z4 passes over smooth to coarse surfaces. Big, smoothly modulating brakes feel responsive but not touchy, firm but not unyielding.
Prepare to downsize your life if you upgrade to the latest 2010 Z4. BMW's penned a cabin that's not very spacious-in fact, it's just adequate for most adults. The pair of seats now has longer, adjustable bottom cushions, but most passengers still will catch air under their knees. Taller drivers will have to slouch to see stoplights from behind the low windshield header. What it lacks in interior space, it makes up for in storage; there's a small cargo shelf behind the seats, a low cargo net to trap objects nearby, and a center console tray, as well as clamshell door pockets. A cold-weather package adds seatback netting, luggage straps, and a storage box at the bulkhead. Aside from a sharp edge or two, the 2010 Z4 wears quite nice interior trim in aluminum, ash, leather, and metallic-painted plastic, with an extended-leather option that hides the dash, door caps, and visors. The trunk space is big enough for a couple of carry-on suitcases, plus a camera bag or several duffel bags. Assembly quality and finish on TheCarConnection.com's test vehicles are high, and the Z4 has low wind buffeting with the top down and windows raised. With the top up, you can carry on a quiet conversation at 80 mph-which wasn't possible in the previous Z4.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the latest Z4. The previous Z4 fared rather poorly, but the new version has been reengineered. TheCarConnection.com will update this safety rating when more data is available. Standard safety equipment includes dual front airbags, as well as seat-mounted airbags that inflate to cover the head and thorax. Pop-up roll hoops are built in behind the rear seats and deploy with the airbags in a rollover. The stability control system has a sport-driving mode and simulates a limited-slip differential to help the Z4 corner more effectively. Active cruise control is standard; automatic headlamps are a new option for 2010, but lane-departure systems and a rearview camera are not offered. Compared to the previous Z4, the side windows are 40 percent larger and the back window is 52 percent larger, which means you don't get the visibility issues that make it a pain to drive in the city with the top raised.
The 2010 BMW Z4 is a far more expensive proposition than in the past. The base price is higher than the old Z4 M, at more than $46,000. It has added many standard features, including the folding hardtop, which takes about 20 seconds to lower or raise from a power switch on the console. It folds with surprising finesse-smoothly and quietly, without the unsettling graunching sounds found in other retractable hardtop cars. The available dual-zone climate control goes into a separate mode with the roof open. The standard features list includes dynamic cruise control, HD radio, and xenon headlamps with cornering lamps, but items like satellite radio and a USB port are optional, as are Bluetooth and smartphone integration. The available premium sound system gets 14 speakers and 650 watts, and the base system has 10 speakers and subwoofers, though TheCarConnection.com's editors aren't very impressed with its top-down sound. The optional navigation system includes iDrive, along with an 80-gigabyte hard drive-15 gigs of which are partitioned for personal music storage. The add-on features of the 2010 Z4 can take it from expensive roadster to near-exotic prices; tacking on the Sport Package and Cold Weather Package to the base car pushes its price to the $50,000 mark, while a completely optioned turbo Z4 zips past $70,000.
The Bottom Line: The 2010 BMW Z4 has evolved into an exhilarating sports car with a marvelous folding top, but interior space is tight and the price is dear.
Other Choices
If you like the 2010 BMW Z4, also consider:
- Audi TT
- Mercedes-Benz SLK-Class
- Porsche Boxster
- Infiniti G37
Reason Why:
The new BMW Z4 is a joy to drive, but it's not as lithe as past versions. The same is not true for the Audi TT, which has become more sports car-like in its latest edition, with a leaner body and rear-biased all-wheel drive handling its ample turbo power. The Mercedes-Benz SLK grows more masculine and composed in its current generation, and the Z4 is now in its weight class, so the BMW's handling edge has largely disappeared. Those who want a true sports car should consider the Porsche Boxster, which has direct-injection engines and a new dual-clutch transmission option to match its stellar handling. And for luxury loafing, the hefty Infiniti G37 Convertible is a great addition to the ranks, with a handsome body and quick-folding top increase appeal to its rosewood-trimmed interior-and a throaty 325-hp V-6 and seven-speed automatic or six-speed manual bringing enough performance to fit the class.
Buying Tip
There won't be a true M edition of this latest BMW Z4, but the 2011 model year will bring new versions that add more power and more features to today's six-cylinder roadsters.
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2010 Toyota Tacoma Bottom Line
To bring you an expert opinion of the Toyota Tacoma, the editors of TheCarConnection.com have driven several variations of the Tacoma—and hauled a few items. Then, to bring you the most useful information for your shopping process, TheCarConnection.com has researched the range of available road tests on the new Tacoma and produced an adjacent Full Review.
Likes
Affordable, fuel-efficient base four-cylinder
Simple, straightforward instrument panel
Reputation for toughness and reliability
Strong resale value
Dislikes
Hard, bouncy ride
Uncomfortable seats
Not very maneuverable
V-6 models are pricey
The Toyota Tacoma got some significant revisions for 2009 but returns for 2010 with few changes. A little larger than compact and more mid-size, like the Nissan Frontier, the Toyota Tacoma serves those who don't need the hardcore hauling and towing ability of the full-size trucks but still require the day-to-day durability of a pickup.
Though the Tacoma saw some changes last year, its fundamental design and styling are carried through, essentially unchanged since its last full redesign in 2005. Despite offset, flared sheetmetal around the wheelwells, the Tacoma looks a little more aggressive, especially if you outfit it with one of several off-road trims. Inside, it depends on the trim; although entry Tacomas look basic and even a little drab inside, the top trim levels have an interior that uses more matte-metallic panels and upgraded upholstery that has more in common with the Camry and Avalon sedans. Regular Cab, Access Cab, and Double Cab editions of the Tacoma are offered, with standard or long-bed (LB) lengths, with four- or six-cylinder engines.
The 159-horsepower, 2.7-liter four-cylinder that's standard on some models of the Tacoma somehow manages quite well—provided you're not trying to move too quickly or take too much of a load. It comes with a five-speed manual transmission, which shifts smoothly but has long throws; both the four-speed automatic that's optional with the four-cylinder and the five-speed automatic that's standard on V-6 models are responsive. The 4.0-liter V-6 that's offered on the rest of the lineup provides a completely different personality, as it produces 236 horsepower and an even more noteworthy 266 pound-feet of torque—enough to move the Tacoma quickly even when you have a heavy load. With the four-cylinder engine, the Tacoma is a reasonably fuel-efficient choice, rated as high as 20 mpg city, 25 mpg highway, while the V-6, 4WD models rate at just 16/20 mpg. Ride and handling are a low point for the 2010 Toyota Tacoma; it handles like a truck—which is to say that the steering is good and communicative, but the ride is hard and bumpy. Push a little too hard over bumps and the tires simply lose contact. Maneuverability is another disappointment; the mid-size proportions of the newer Tacoma don't allow it to turn around any easier than a full-size truck.
Inside, the 2010 Toyota Tacoma isn't as spacious as a full-size truck, and though there's plenty of space in Double Cab versions for four adults (two kids in back for Access Cabs), the front seats are a little short and flat. All the fundamentals are here, though; the Tacoma's payload is well into the 3/4-ton category, depending on the model. The Tacoma's cargo bed is a composite material, a sheet-molded compound purported to be more durable and, at the same time, 10 percent lighter than steel. Refinement might be slightly disappointing to some; both engines are louder than we would have hoped.
With top five-star results in frontal and side tests from the federal government and top "good" ratings from the IIHS, the 2010 Tacoma gets very respectable ratings—a "marginal" rating from the IIHS in the rear-impact test being the only blemish. Anti-lock brakes, brake assist, and electronic stability control are now included across the model line, as are active front headrests, front seat-mounted side airbags, and curtain side airbags, as well as an Automatic Limited-slip Differential (Auto-LSD); TRD Off-Road packages are equipped with a separate locking rear differential.
The 2010 Tacoma model line covers a wide range of needs in base form, especially if you're willing to add a few options, but two specialized models, the PreRunner and X-Runner, are focused for tough terrain and look the part. The PreRunner adds a higher-riding suspension, locking rear differential, and other appearance cues. The X-Runner gets wider wheels and tires; a lowered, sport-tuned suspension; and an X-braced frame (hence the name), along with extra interior conveniences. Also available is a TRD Off-Road Package that brings special badging, plus an off-road suspension with Bilstein dampers, fog lamps, and a transfer-case skid plate. The options list on the 2009 Toyota Tacoma is expansive, with plenty of heavy-duty upgrades and appearance add-ons, but one item that many people have come to expect, a navigation system, isn't offered. Anti-lock brakes are standard, as are variable wipers, a composite pickup bed, an AM/FM/CD player, and a tilt/telescope wheel. Tire pressure monitors, curtain airbags, and stability control are among the included safety gear on all models. The base tires are 15-inchers, while 16-inchers are available on PreRunner and 4WD models.
The Bottom Line: The Tacoma is a workhorse truck that gives a little more space and capability than a true compact, yet offers decent fuel efficiency and a low price.
Other Choices
If you like the 2010 Toyota Tacoma, also consider:
- Chevrolet Colorado
- Dodge Dakota
- Ford Ranger
- Nissan Frontier
Reason Why:
Compared to the 2010 Toyota Tacoma, both the Chevrolet Colorado and its GMC Canyon sibling, along with the Ford Ranger, feel aged and outdated. The GM trucks now offer an available V-8, but their interiors feel particularly chintzy. The Ranger makes a strong case for itself, as it's the only true compact truck left on the market, with great fuel efficiency in base four-cylinder form. The Nissan Frontier is the Tacoma's closest rival, also with a base four-cylinder engine and optional V-6; the Frontier handles a bit better than the Tacoma on the road and has a better-looking interior, with superior seats and appointments, and its V-6 manages to feel stronger, even though its ratings aren't much different. However, the Toyota has an enviable, long-standing reputation for reliability and durability that makes it well worth considering for business owners who want strong resale value a few years from now.
Buying Tip
In V-6 form, the 2010 Tacoma tends to compete with the larger V-6 base Tundra, which is priced in the same range. If you really want a larger truck, you might find the Tundra more to your liking.
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2010 Toyota Yaris
TheCarConnection.com has highlighted some of the most useful review information in compiling our full review on the 2010 Toyota Yaris. And for a quick take and what you need to know about the Yaris, you'll want to read on for our editors' Bottom Line summary, which includes firsthand driving experience with the entire Yaris lineup.
Likes
Excellent fuel economy
Good ride (sedan)
Affordability
Standard safety features
Reputation for reliability
Dislikes
Gimmicky centrally mounted gauges
Doesn't handle especially well
Flat, small front seats
The Yaris replaced the Echo in Toyota's lineup three years ago and has done much better in general--thanks to a lineup that includes both hatchbacks and sedans. For 2009, Toyota added a five-door Liftback hatchback to the lineup, which already included a four-door sedan and three-door Liftback.
The Yaris still manages to look quite stylish compared to most other models in its class--especially as a hatchback. The two body styles of this model clearly cater to two different classes. While the sedan is slightly more conservative in its trims and interior treatment, the three- and five-door Liftback models are more flamboyant, with a more aerodynamic look, European design influences, and a rear roof spoiler atop the hatch. Inside, the Yaris has a very unconventional look, with a center-mounted gauge cluster and Liftback models offering large storage areas behind a slim center stack of controls. The interior is a contrast of elements good and bad, desirable and tacky, as Toyota obviously is trying to make a fashionable cabin while watching its price very carefully.
A 106-horsepower, 1.5-liter four-cylinder engine powers the Yaris, and buyers can choose either from a five-speed manual or four-speed automatic. The power output is low, but it's adequate for a small, light (about 2,300 pounds) car of this type. The engine works quite well with either transmission, though it's a bit louder with the automatic. Keep the revs down and be gentle on the throttle and you won't hear the engine much at all. Fuel economy is very good, at 29 mpg city, 36 mpg highway with the manual, and TheCarConnection.com's editors have seen as high as 41 mpg in gentle driving.
The 2010 Toyota Yaris sedan is nearly two feet longer and has a three-inch-longer wheelbase, which translates to more backseat space and better stability on the highway. Both versions of the Yaris maneuver reasonably well but aren't as frisky as, say, a MINI Cooper or even a Honda Fit, due to a suspension that's clearly tuned to favor ride over handling. Though the Yaris Liftback model rides on a very short, 96.9-inch wheelbase and is one of the shortest new vehicles, at about 150 inches long, it can get pitchy or bouncy on certain types of roads. It's ideal as a commuter that can fit into the tightest parking spots, yet handle longer trips when the need arises.
Getting more intimate with the Yaris, you'll notice an interior that's obviously been affected by cost-cutting. While the instrument panel looks quite good from a few paces away, it's actually made of hard, easily scratched plastics. Front seats are rather small and skimpy, while the backseat on the Liftback is tough to get into but decent for space; kids should be just fine back there.
For 2010, Toyota has greatly improved the Yaris' standard safety feature list, which now includes electronic stability control and anti-lock brakes with Brake Assist (both features either optional or with limited availability in other inexpensive small cars), plus front side airbags, and roll-sensing side curtain bags. The Yaris has not been a good performer in U.S. crash tests, though; it gets just three stars for side-impact safety, and the IIHS rates the Yaris as "marginal" for rear impact and "acceptable" in its new roof-strength test.
The 2010 Toyota Yaris has a relatively simple lineup, with a single model offered for each body style and transmission. Although air conditioning and keyless entry are included in all models, if you don't option up you'll have manual wind-up windows. A Sport Package brings body-color bumpers and side rocker panels; in addition, it picks up sport seats, a leather-trimmed steering wheel and shifter knob, 15-inch wheels, a rear defroster, a rear wiper, and an audio system with MP3 capability and an auxiliary jack. Cruise control is on offer, as is a cold-weather package with rear-seat heater ducts.
The Bottom Line: Improved safety features make the 2010 Toyota Yaris an even more alluring package for those watching every penny in a new-car purchase.
Other Choices
If you like the 2010 Toyota Yaris, also consider:
- Hyundai Accent
- Honda Fit
- Kia Rio
- Chevrolet Aveo
Reason Why
The most appealing vehicle in this crowd is the Honda Fit; although it's quite a bit more expensive, the Fit is safer, more expansive inside--thanks to the wonderful Magic Seat design--and more fun to drive. The redesign that the Fit got for 2009 made it pretty much untouchable in this category. But Toyota has upped the Yaris' safety features for 2010, which eliminates some of our previous reservations. Otherwise, the Hyundai Accent and Kia Rio are probably the most direct competitors to the Toyota Yaris. Both models come as a sedan, but the Accent is available as a three-door hatchback model and the Rio as a five-door hatchback (Rio5). They both feel a little heftier on the road, even if they don't weigh a lot more, and their real-world fuel economy isn't as good based on the experience of TheCarConnection.com. The Kia Rio5 is more fun to drive than all but the Honda Fit. The Chevrolet Aveo, made in South Korea by GM Daewoo, is another model worth looking at, but it doesn't perform as well as these other models in most respects.
Buying Tip
Also well worth considering is the Scion xD, which is closely related to the Yaris hatchback but with a larger engine and more standard features, at a slightly higher price.
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2010 Toyota RAV4
TheCarConnection.com has searched the Web for some of the most insightful reviews from reputable sources. In a full review, they've weighed that against the editors' own Bottom Line, which includes firsthand driving impressions and an assessment of how the 2010 Toyota RAV4 measures up against rival models.
Likes
Spacious interior
Strong acceleration with V-6
Relatively fuel-efficient
Modest off-road ability
Dislikes
Third row is useless except for tykes
Side-opening rear hatch
Rear-mounted spare
Toyota can't help but hold on to tradition with its RAV4. Even though it's a modern crossover ute, with much more of an emphasis on roadworthy performance than off-road ability--and three rows of seating--most of the 2010 Toyota RAV4 lineup keeps with a very traditional sport-utility design, including the spare tire hanging off a side-opening rear hatch.
Last year, the Toyota RAV4 got a modest redesign, with a restyled grille and front bumper, improved fog light trims, and redesigned tail lights, but it kept its taller, more trucklike stance. For the first time, a Sport Appearance Package makes a move toward a more carlike silhouette, with the rear spare deleted.
The powertrain lineup in the 2010 Toyota RAV4 is quite close to what you'll find in the Toyota Camry sedan--which is fine as either choice is responsive yet quite fuel-efficient. A new 179-horsepower, 2.5-liter four-cylinder engine was introduced last year, while a 269-hp, 3.5-liter V-6 remains optional; as such, it's the most powerful vehicle in its class. There's no manual gearbox to be had; V-6 RAV4 models have a five-speed automatic, while four-cylinder models make do just fine with a four-speed auto. In either case, the RAV4 is offered with either front- or four-wheel drive.
In the 2010 Toyota RAV4, most drivers will be happy with the four-cylinder base engine, which is smooth and responsive with all but the heaviest loads or toughest mountain grades. The larger engine gives the RAV4 the ability to sprint with hot-rod-like authority or pull off astonishingly quick passes. The RAV4 is sprung quite softly, so enthusiasts won't find much satisfaction in the handling, but it's stable and safe. And ride quality isn't as pitchy as some compact crossovers, thanks to a rather long wheelbase. Though off-road ability isn't a priority in the RAV4, its four-wheel-drive system is a bit more able than rival crossovers, capable of sending as much as 45 percent of torque to the back at up to 25 mph and including a center diff-lock mode.
Spacious and well designed, the interior of the 2010 Toyota RAV4 features an attractive two-tier instrument panel, good seats, a nice upright driving position, and plenty of storage spaces. The RAV4 teeters between compact and mid-size, but in any case, it's one of the few vehicles of its stature to offer a third-row seat. The third row officially expands the RAV4's capacity to seven, but that back row is way too small to be used by any adult. For that, you'll need to move up to the larger Highlander. But the seat design doesn't eat up much if any cargo space; when they're not occupied by children, they stow nicely in a recessed area of the cargo floor.
The safety story is mostly good for the 2010 Toyota RAV4. It's achieved four- and five-star results in federal crash tests, as well as top "good" ratings for frontal and side impact from the IIHS but a "marginal" rating in the seat-based rear impact category. Driver and front passenger front-seat-mounted side airbags, along with first- and second-row roll-sensing side curtain airbags, are standard on all versions of the 2010 RAV4, as well as electronic stability control and anti-lock brakes. All-wheel drive, stability and traction control, and electric power steering come together in Toyota's VSC system. Models equipped with the third-row seat also come standard with Hill-start Assist Control (HAC) and Downhill Assist Control (DAC)--two features that are derived from what Toyota offers in its off-road-worthy vehicles and would come in quite handy for negotiating a steep, snowy driveway.
Base, Sport, and Limited trims of the 2010 Toyota RAV4 are offered for each powertrain. Even base models come well loaded, with air conditioning, keyless entry, cruise control, and a six-speaker sound system. The options list includes an upgraded JBL sound system with Bluetooth interface, heated seats, and a power moonroof. While the Limited model costs several thousand dollars more, it feels considerably more luxurious. The top Limited model adds bigger wheels, fog lamps, a different grille, upgraded seats, dual-zone climate control, and a tonneau cover, among other items. Many buyers will choose the middle Sport model; it includes all the equipment on the Base, plus a sport-tuned suspension, heated mirrors, and appearance extras--the most important of those being the lack of a spare tire hanging on the back.
The Bottom Line: Though it might wear a spare tire on its tail like the hard-core SUVs of yore, don't let that throw you off. The 2010 Toyota RAV4 is actually a practical, fuel-efficient choice for frugal families on the go.
Other Choices
If you like the 2010 Toyota RAV4, also consider:
- Honda CR-V
- Ford Escape
- Subaru Forester
- Kia Sorento
Reason Why:
Most of the compact crossover vehicles now offer a choice of four-cylinder or V-6 engines, as well as front- or all-wheel drive. The Honda and Subaru are the only exceptions. But take a look at styling and interiors and they differ significantly. The Ford Escape prioritizes boxy styling and a basic, square interior layout that still shows strengths versus sleeker, more rounded rivals. It performs well, too. The Subaru Forester became quite a bit larger with its last redesign; it still emphasizes all-weather handling over third-row utility or overt luxury. The Honda CR-V is an excellent, very space-efficient design with plenty of room for five, and it's TheCarConnection.com's longtime pick in this class, though it's not much fun to drive, nor does it have any significant off-road ability. Another model worth considering is the 2010 Kia Sorento--fresh off a complete redesign and to be assembled in Georgia. The new Sorento measures up closely with the RAV4--between compact and mid-size--and promises especially nice interior appointments and a very generous feature list.
Buying Tip
Don't forget to ask to see a Sport model. We bet you'll like the way it looks better than the other models--unless you're a hard-core off-roader. And in that case, you should consider a vehicle like the FJ Cruiser.
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2010 Mazda MazdaSpeed3
TheCarConnection.com's editors drove the 2010 Mazda MazdaSpeed3 to help you decide which reviews to trust and where opinions differ. We provide you with the best information, impressions, and details. TheCarConnection.com also studied other road tests of the 2010 MazdaSpeed3 to put together this conclusive review.
Likes
Robust package good for occasional track jaunts
Firm but composed ride
Lack of road noise
Strong protection and safety features
Dislikes
Controversial front styling
Unpredictable steering boost in tight corners
Pronounced turbo lag
The 2010 MazdaSpeed3 is a high-performance hatchback based on the economical, sporty Mazda3 but with a much edgier, tuner-car personality and hardware that truly qualifies it for weekend track duty.
The entire Mazda3 family has received a redesign, including a controversial snout, for 2010, but TheCarConnection.com thinks it works a bit better on the Speed3 than on the frugal-minded models of the Mazda3. While the proportions of the new 2010 MazdaSpeed3 are as good as ever, the new front-end styling better matches the hunkered-down stance and more aggressive bodywork and wheels--looking a bit like a menacing grimace. To complete an image that screams performance, there's also a body-color rear spoiler, a bright-tip sport-tuned exhaust, 18-inch lattice-design alloy wheels (a lot like those on the RX8 R3 sports car), and sticky Y-rated Dunlop SP Sport tires.
Inside, the 2010 MazdaSpeed3 gets a fresh design theme, with primarily black materials accented with a red graphic motif--a field of red dots, as we saw it--plus red stitching throughout, front seats with more lateral support, and an LED turbo boost gauge that sits between the speedometer and tach.
Specs remain unchanged from the previous Speed3 for the 2.3-liter, direct-injection (DISI) turbocharged four-cylinder engine, which produces 263 horsepower and 280 pound-feet of torque, with a six-speed manual gearbox and front-wheel drive, though drivability has improved thanks to a new functional hood scoop and intercooler duct, as well as revised gear ratios. According to several sources, the new MazdaSpeed3 is capable of accelerating to 60 mph in less than six seconds.
The MazdaSpeed3 has front-wheel drive, while some of its rivals offer all-wheel drive, yet some clever engineering makes the most of the available traction. The limited-slip front differential ensures that the inside wheel always stays composed out of corners, and the sticky Dunlop SP Sport tires provide tremendous grip while there aren't any disconcerting body motions. However, on power, emerging from a tight corner on rough pavement in the lower gears, the steering feedback from the electro-mechanical system--and the overall feel of the car--can be a little harsh and unpredictable. Torque-management electronics keep too much of a shock from being sent to the front wheels, but on rough, rippled, or uneven surfaces, you'll still have to hold on tight to the steering wheel.
Likewise, the MazdaSpeed3's powertrain is brash and sometimes a little harsh but reasonably well behaved overall. The engine has completely different tuning compared to the CX-7, where it's also used, with a focus on high-end power in the Speed3. It accelerates the 2010 Mazda MazdaSpeed3 with authority, provided you mind the boost characteristics; don't expect much torque below 2,000 rpm, and from 3,500 rpm all the way to redline, the engine works itself to a rip-roaring yet smooth frenzy. There can be a bit of a delay coming out of corners, waiting for boost, if you land in too high a gear, but most drivers will adapt quickly as the clutch is light, and shift linkage is about as good as it gets.
Otherwise, the MazdaSpeed3 is well tuned dynamically for real-world roads; the suspension is firm but has some give for larger heaves, and when pushed to the limit it rebounds in a nice, controlled way so as not to lose composure. And as TheCarConnection.com has noted with the new 2010 Mazda3, there's far less road noise and impact harshness in general. You'll still feel the bumps, but the new model won't induce as much fatigue whether on the daily commute or longer trips. Front seats in the MazdaSpeed3 are firm and supportive for most body types, while there's just enough space in the backseat for short trips.
All the expected safety features are standard in the 2010 MazdaSpeed3, including electronic stability control, anti-lock brakes with brake assist, and both front-seat-mounted side airbags and side-curtain bags. Crash-test results include five-star results from the federal government in frontal and side-impact tests and "good" results from the IIHS.
The 2010 Mazda MazdaSpeed3 comes in a single very well-equipped Sport trim. Standard equipment includes dual-zone automatic climate control, a Bluetooth hands-free interface, cruise control, leather upholstery and trim, and aluminum pedals. Options are limited to just a few items--most importantly a Tech Package that adds Bose Centerpoint surround sound, Sirius Satellite Radio, keyless start, and a compact navigation system.
The Bottom Line: Overall the 2010 MazdaSpeed3 delivers pulse-quickening thrills for the back roads--or weekend track forays--all on a tight budget, without sacrificing too much practicality for everyday commuting.
Other Choices
If you're interested in the 2010 Mazda MazdaSpeed3, also consider:
- Honda Civic Si
- Mitsubishi Ralliart
- Nissan SE-R Spec V
- Subaru WRX
- Volkswagen GTI
Reason Why:
At well below $25,000, all said, the Speed3 provides more performance than the Honda Civic Si or the Nissan Sentra SE-R Spec V, while costing significantly less than the Subaru WRX or Mitsubishi Lancer Ralliart. The 2010 MazdaSpeed3 feels a little edgy and has a tuner-car personality, so for buyers who want more frugality than sport, the Honda or Nissan might have a better overall balance. If you're willing to invest in a set of snow tires, the Ralliart or WRX might be a better bet for chilly climes, though they cost several thousand dollars more. Please note that TheCarConnection.com hadn't yet driven the new Volkswagen GTI--one of the Speed3's chief rivals--at the time of this review.
Buying Tip
Not planning to go to the track? If you like the look of the 2010 MazdaSpeed3 but aren't sure you need all the go-fast hardware, take a look at the five-door "s" version of the standard 2010 Mazda3. It feels almost as perky in ordinary driving and you'll save some dough.
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