2010 Lexus LX 570 Bottom Line
TheCarConnection.com's editors drove the 2010 Lexus LX 570 to bring you this concise overview in the Bottom Line. TheCarConnection.com also distilled the best information from the best reviews around the web to give a conclusive look at the new LX 570, even when opinions differ.
Likes
Quality materials
Simple, clean instrument panel
Real towing capability
Off-road electronics
Dislikes
Hefty handling
Not-so-comfy ride quality
Dismal fuel economy
Third-row seating doesn't completely stow away
The 2010 Lexus LX 570 is the third year of the new design first released in 2008. With exterior styling cues that'll let observers know it's a Lexus without hitting them over the head with its size, the LX 570's exterior design strikes an organic balance. Inside, excellent materials complement a luxurious yet functional layout, with controls well at hand.
Sharing its core underpinnings with the Toyota Land Cruiser, the LX 570 has body-on-frame construction for durability and off-road performance, plus a 381-horsepower 5.7-liter V-8 engine that does the job on the highway and off. Passing and acceleration are a snap, but the nearly 6,000-pound weight is never far out of mind when maneuvering or braking. Visibility, while good forward, can be difficult to the sides or rear as with many large SUVs, particularly on city streets.
A six-speed automatic transmission and Torsen limited-slip differential system deliver the power to the ground, helping the big Lexus tow up to 8,500 pounds. Despite the six-speed gearbox, the LX 570 returns a disappointingly low 12 mpg city.
Getting in and out of such a big vehicle can be a challenge for smaller adults and children, but Lexus has an available active height control system that lowers the vehicle about 2 inches to ease ingress and egress. It also pays attention to the speed, raising the vehicle at low speeds to aid ground clearance and lowering it again at high speeds to help reduce aerodynamic drag. A Crawl Control setting in the off-road electronics equipment aids in negotiating tricky passages.
Inside, the 2010 LX 570 has three rows of seating. While it shares a basic layout with the Toyota Land Cruiser, the LX 570 is more opulent and ornate. Wood trim, matte-metallic surfaces, leather, and high-grade plastics abound. There are a few shortcomings, however: While the front seats are spacious and comfortable, the third-row seating is too small for full-size adults, and it doesn't stow flat in the floor.
"Loaded" is an apt descriptor for the average LX 570, and there are even more optional upgrades if you choose. Standard equipment highlights include four-zone climate control, power sliding second-row split seating, voice-activated navigation system with Bluetooth, sound system, XM Satellite Radio, and new for this year, Enform and Safety Connect, Lexus' new in-house telematics and emergency roadside services. If that's not enough, optional extras include a rear-seat entertainment system, radar-adaptive cruise control, and a 19-speaker Mark Levinson audio system. African Bubinga wood trim, heated and ventilated seats, and custom wheels are also available.
Safety is no place to scrimp, and Lexus doesn't with the LX 570, equipping stability control, ABS with all-terrain mode, front and second-row side airbags, side impact airbags for the second and third rows, and front knee airbags all as standard.
The Bottom Line: The 2010 Lexus LX 570 won't turn heads like a Range Rover or an Escalade, but it is a high-tech and worthy choice.
Other Choices
If you like the 2010 Lexus LX 570, also consider:
- Cadillac Escalade
- Infiniti QX56
- Land Rover Range Rover
- Mercedes-Benz GL-Class
- Toyota Land Cruiser
Reason Why
For a less-frills approach to the same basic vehicle, the Toyota Land Cruiser offers about $10,000 in savings over the price of the LX 570, though you'll have to do without the excellent Lexus dealership experience. Towing is another area where the LX 570 excels, but that bulk and power come at the expense of fuel efficiency, so folks with less need to haul and more demand for mileage might look at the Mercedes-Benz GL350 BlueTec diesel, rated at a strong (for the class) 17/23 mpg. For those with a desire for more stylish and dazzling looks, the Range Rover and Cadillac Escalade make good alternatives. Infiniti's QX56 isn't as refined as the Lexus and can't keep pace with the LX 570's plush interior.
Buying Tip
Lexus dealers regularly score high in customer satisfaction and quality of experience, outstripping Toyota's own dealerships, and as an ongoing part of vehicle ownership, that might be worth a premium to some.
This 2010 Lexus LX 570 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Lexus LX 570
| Permalink:2010 Lexus LX 570 Bottom Line |  |
Gas Prices Are Up But Small-Car And Hybrid Interest Down?
A continued rise in fuel prices means that people migrate to smaller vehicles and those that get higher fuel economy. Right?
Well that's what common sense might lead us to think, but the Fuel Price Impact Survey from the Tustin, California-based market-research firm AutoPacific shows otherwise.
The firm reports that interest in small cars and hybrids is, surprisingly, fading as pump prices continue to rise. When motorists were asked what they would replace their current vehicle with, just 12 percent in the latest January 2010 survey said that they'd consider a small car (like the 2010 Honda Fit, the very diminutive 2010 Smart Fortwo, or the highly anticipated 2011 Ford Fiesta); that's down significantly from 16 percent in June 2009 and 24 percent in January 2009.
For hybrids, such as the 2010 Toyota Prius, just 11 percent said that they would consider one if they were to replace their current vehicle today, while 14 percent said they'd consider a hybrid last June and 25 percent a year ago.
The trends for SUVs and pickups are quite the opposite, with SUV intention steadily rising—from 16 percent in January 2009 to 26 percent this January with pickups up from 10 percent a year ago to 15 percent this past month.
The perplexing part, at first glance, is that over that entire time the price of fuel has risen about 80 cents a gallon, to $2.69 on a national level, with the most significant increase over the first half of 2009.
What's different about the past year is that although prices have been a bit higher than in the past, there hasn't been the dramatic volatility that spanned from mid 2005 through early 2009. Just in 2007 and 2008, prices swayed wildly, with price trends looking like a seismograph printout. Looking at weekly totals from the U.S. Energy Information Administration, for instance in January 2007 the national average pump price was $2.22. That climbed to $4.13 by June 2008, and in December 2008 it had fallen to $1.71.
Since then it's risen, rather steadily, to $2.76, and there haven't been the steep peaks and troughs that we'd experienced for years leading up to then.
Dan Hall, AutoPacific's vice president, says that we've already seen a trigger point of about $4.00 for people to go into panic mode no matter what, considering vehicles they otherwise wouldn't have, but he says that if prices continue a gradual rise to that mark in, say, another year, we might not see such a pronounced boost for high-mileage vehicles. "What we saw before was in part fueled by volatility," Hall said to The Car Connection.
Car shoppers "are not having the knee-jerk reactions that they were having before," said Hall. Likewise, small-car and hybrid automakers "can't depend on volatility to always be there," he argued, adding that time and time again their studies have found that many buyers view small cars as a sort of compromise.
If not limited by fuel prices, "they go back to the vehicle that really fits their needs," Hall said.
Tell us what you think. Do gas prices really dictate what size vehicle you buy, or whether it's a hybrid or not? Or will you just get the vehicle you need and make other changes?
This story originally appeared at The Car Connection
| Permalink:Gas Prices Are Up But Small-Car And Hybrid Interest Down? | |
Preview: 2011 MINI Countryman
• What is it? MINI's fourth model and the first with four doors and a rear hatch
• The basics: Front-wheel or optional all-wheel drive
• On sale: Early next year, with a public showing at the 2010 Geneva Motor Show
• Price: From $29,000 (est.)
Just yesterday we brought you leaked images of MINI's new crossover model but today we have all the official details. Labeled the 2011 MINI Countryman, a name that dates back to the original Morris Minor two-door estate from the 1960s, the new crossover is set to go on sale early next year but will be on show this March at the 2010 Geneva Motor Show.
The new Countryman is the fourth model in MINI's ever expanding lineup and conveniently bridges the gap between the classic concept of the MINI and a modern SUV or crossover.
As the first model in the MINI range with four doors and a wide-opening rear lid, the Countryman provides even greater freedom of space, a slightly elevated seating position, and optimized driving comfort and safety thanks to the optional ALL4 all-wheel drive system.
Short overhangs, a high window line, powerful stance on the wheels, and window graphics extending around the entire vehicle create those unique proportions so typical of MINI. This element is further accentuated by characteristic icons of a MINI such as the roofline, the hexagon radiator grille, the large headlights integrated in the engine lid, the surrounds on the side direction indicators and the voluminous wheel arches.
Inside, there's four seats as standard, while a three-seat bench is available as a no-cost option. The rear seats move fore-and-aft either individually or in a 60 : 40 (three-seat bench) split, the backrests may be tilted for angle either individually or in a 40 : 20 : 40 (three-seat bench) arrangement, increasing capacity in the luggage compartment from 12.2–41.0 cubic-feet.
The rest of the interior is all MINI: round gauges, center-mounted speedometer and circular themes are found throughout the cabin. Cloth upholstery on the seats, a leather-bound steering wheel and contrasting door and center console inserts complete the MINI look. Designers have also added the relatively unique Center Rail, which extends from front to rear instead of a conventional center console and opens up a number of storage boxes, cupholders, external audio devices, mobile telephones and other comfort features.
Engine options for overseas models include a choice of three gasoline and two diesel engines. The power range extends from 90 horsepower in the MINI One D Countryman diesel model all the way to 184 horsepower in the MINI Cooper S Countryman.
In the U.S., the Countryman is entering with a choice of two engines: the rev-happy 1.6-liter four-cylinder gasoline engine in the Cooper offers fuel efficiency and performance with fully variable valve timing and lift via VALVETRONIC technology. The Cooper S adds a twin-scroll turbocharger and direct fuel injection and also features fully-variable valve management. Customers will be able to choose from a regular 6-speed manual or a 6-speed automatic with paddle-shifters for pseudo manual control.
Engine outputs stand at 120 horsepower and 118 pound-feet of torque for the naturally aspirated 1.6-liter mill in the Cooper and 180 horsepower and 177 pound-feet of torque (192 pound-feet with Overboost) for the unit in the turbocharged Cooper S. The Cooper will accelerate from 0-62 mph in 10.5 seconds and reach a top speed of 118 mph, while the Cooper S will cover the same sprint in 7.6 seconds and reach a top speed of 128 mph.
As an option the Cooper S Countryman and Cooper D Countryman are available with permanent ALL4 all-wheel drive system, which features an electrohydraulic differential positioned directly on the final drive varying the distribution from front to rear in an infinite process. Under normal driving conditions up to 50% of the engine’s power goes to the rear wheels, while under extreme conditions up to 100%.
[MINI]
| Permalink:Preview: 2011 MINI Countryman | |
2010 GMC Yukon Hybrid Bottom Line
Experts from TheCarConnection.com drove the GMC Yukon Hybrid to write this first-hand road test summary. TCC also has compared the 2010 Yukon Hybrid with other fuel-efficient large sport utilities to give you alternatives as you shop for your next vehicle. For the companion full review, TheCarConnection.com studied a range of expert-written reviews from other sources to bring you a comprehensive look at the Yukon Hybrid. High Gear Media drove a manufacturer-provided GMC Yukon Hybrid to produce this hands-on road test.
Likes
City gas mileage at sedan levels
Three-ton towing capability
Smooth, sophisticated hybrid system
Good power and acceleration
Dislikes
Huge cost differential versus standard Yukon
Third-row seats hard to reach, with little legroom
Aerodynamic modifications unique to hybrid model
The 2010 GMC Yukon Hybrid lets buyers have their cake and eat it too. It's a large, roomy, and capable SUV that offers unmatched fuel efficiency for the class, albeit at a steep price premium over its nonhybrid counterpart. It's well equipped, and if you need even more accoutrements, you can now get the plusher Yukon Denali as a hybrid as well. Prices start at $50,920-a $13,000 jump over the base-level gas-only Yukon-and the competition includes the likes of the new BMW X6 ActiveHybrid, the Cadillac Escalade Hybrid, and the Mercedes-Benz GL-Class with clean BlueTEC diesel.
The GMC Yukon Hybrid doesn't fit into the traditional hybrid mold-like that quintessential hybrid, the Toyota Prius, for instance-in that it still looks like a standard GMC Yukon full-size sport utility vehicle. That means it's a tall, upright, and slab-sided vehicle based on a truck chassis. The GMC Yukon was last redesigned for 2008, and aside from its front-end styling, it is largely similar to the Chevrolet Tahoe, with which it shares its platform. But the Hybrid model has several subtle modifications that improve aerodynamics and reduce weight, along with a number of Hybrid badges. The top-of-the-line Denali model, reviewed separately, adds exclusive and more elegant interior and exterior touches to dress up the basic Yukon. Last year, a Yukon Denali Hybrid model was added to give the bucks-up version the option of better fuel efficiency. Even the standard Tahoe Hybrid, however, is trimmed somewhat better than its non-hybrid Tahoe counterpart.
Launched in 2008, the Yukon Hybrid enters its third year virtually unchanged. The Two-Mode Hybrid system combines a specially tuned 332-horsepower, 6.0-liter aluminum V-8 with an electrically operated continuously variable transmission jointly developed by General Motors, Chrysler, BMW, and Mercedes-Benz. That transmission is an astoundingly complex mix of fixed gears, clutches, planetary gear sets, and two electric motor generators, all of which add up to a system that can run the 2010 GMC Yukon Hybrid on electric power alone, supplement the gas engine with electric torque, and recharge the nickel-metal-hydride battery pack that powers the motors. The Yukon Hybrid will accelerate gently on electric power up to 27 mph, though top speed falls during cold weather. Both air conditioning and power steering run electrically, so they function whether the engine is on or off. When the gasoline engine does kick in, it's seamless and easy to miss. Under light loads, it runs on just four cylinders to save fuel, a feature GM calls Active Fuel Management.
Driving the 2010 GMC Yukon Hybrid requires no special skills; you interact with the vehicle as you would a normal Yukon. The result of all the technology is a large, luxurious SUV with abundant torque that drives beautifully. It cruises quietly, and the low-speed electric mode is quiet enough to be almost eerie. As for fuel economy, the Yukon Hybrid delivers in spades. The EPA rates it at 21 mpg city, 22 mpg highway-a full 50 percent better in the city than the standard Yukon with a 5.3-liter V-8-while it maintains a respectable tow rating of 6,000 pounds. The Yukon Hybrid can be ordered with rear-wheel drive or four-wheel drive. It holds the road fairly well, considering that it is a tall, heavy vehicle with a solid rear axle, though passengers will know when the rear wheels hit a rough patch. The Yukon Denali Hybrid features GM's MagnaRide suspension, which uses magnetic particles in the shock absorber fluid to adjust the damping rate electrically.
The 2010 GMC Yukon Hybrid requires almost no compromises; it seats seven easily, eight adequately. Like the standard GMC Yukon, the 2010 suffers from a cramped third-row seat and limited cargo room behind the back row. The battery pack under the second-row seat also limits legroom in that third row. Lightweight leather-trimmed front seats are unique, as is the instrument panel, which includes an economy meter and a slew of information displays unique to the Hybrid. Flush controls and chrome instrument rings add to the impression of high quality. Interior materials are solid and beautifully assembled; the sole off note is the hard plastic dash top. The Yukon Hybrid's noise suppression is quite remarkable, especially considering the road noise you would expect from its bluff shape and large wheels and tires.
With front, front side, and side curtain airbags, the Yukon Hybrid adds front seat-mounted side airbags for 2010. Anti-lock brakes and the StabiliTrack stability control system are standard. The 2010 GMC Yukon Hybrid is highly rated by the National Highway Traffic Safety Administration (NHTSA), earning a perfect five stars for occupant protection in the frontal and side impact category, though only three stars for rollover likelihood. The Insurance Institute for Highway Safety (IIHS) has not yet had a chance to rate the Yukon Hybrid or the very similar Chevrolet Tahoe or Cadillac Escalade hybrids.
The 2010 GMC Yukon Hybrid offers few options. On many other SUVs, its base equipment would be described as "fully loaded," including features that are optional on the nonhybrid Yukon. Six-way power-adjustable front seats with leather trim are standard, as are adjustable pedals. The AM/FM/XM audio and navigation system includes voice recognition and GM's OnStar system, as well as real-time traffic information. The premium Yukon Denali Hybrid ups the ante even more, ending up a notch short of the pricier (and even blingier) Cadillac Escalade Hybrid. It adds standard 12-way power, heated and cooled, leather-appointed perforated front seats, as well as heated second-row seats. The only three options on the Yukon Denali Hybrid are a sunroof, a rear-seat entertainment DVD system, and a blind-spot alerting system in the side mirrors. For 2010, GMC adds a standard USB port in the center console, making it easier to use personal music devices and to charge certain electronic gadgets.
The Bottom Line: If you don't mind the added cost, the 2010 GMC Yukon Hybrid offers excellent fuel economy with few compromises.
Other Choices:
If you're interested in the 2010 GMC Yukon Hybrid, also consider:
- Mercedes-Benz ML350 BlueTEC
- Mercedes-Benz GL350 BlueTEC
- Cadillac Escalade Hybrid
- BMW X6 ActiveHybrid
Reason Why:
If maximum fuel efficiency is your goal, you may want to consider one of the two new clean-diesel Mercedes-Benz SUV models. The ML350 BlueTEC has five seats, and the GL350 BlueTEC seven; both use a turbocharged diesel V-6 with loads of torque. If you want to stick to hybrids, the Cadillac Escalade Hybrid is nearly identical to the Yukon, but with even more bling in its style. The BMW X6 ActiveHybrid is the German automaker's first hybrid; it's well done, with a reasonable jump in fuel economy to accompany its slick roofline and compromised interior space.
Buying Tip
The payback on the price premium of more than $6,000 for the Yukon Hybrid over a similarly equipped nonhybrid can be hard to calculate unless you plan to put on a lot of miles. Depending on what you expect the price of gas to be, it may take more years to recoup your cost in gasoline savings than you're likely to own the vehicle.
| Permalink:2010 GMC Yukon Hybrid Bottom Line | |
2010 Dodge Dakota Bottom Line
TheCarConnection.com's editors have driven the latest Dodge Dakota and have written this review from firsthand driving impressions. Editors have compared the Dakota to other mid-size pickups to help you narrow your shopping list. TCC's team also has compiled a full review that condenses opinions from around the Web into the most useful guide to the Dodge Dakota on the Web.
Likes
Big enough for most truck tasks
Powerful V-8 as frugal as the V-6
Cargo-friendly cabin with wide-opening doors
Entertaining sound options
Dislikes
Unsettled handling
Anti-lock brakes optional on base truck
Poor crash-test scores
Poor fit and finish
The 2010 Dodge Dakota is a survivor. In 2009, the Chrysler Group filed for bankruptcy, and few expected the aging Dakota to make it through the proceedings. It's still here-for a couple more years, at least. The Dakota returns mostly unchanged from 2009, after a thorough revamp in 2008. It's offered in extended and crew cab models, with a choice of six- or eight-cylinder engines, manual or automatic transmissions, and rear- or four-wheel drive. With a base price of $22,755, the Dakota is a good deal larger than the Chevrolet Colorado/GMC Canyon twins and the aged Ford Ranger. It competes more directly with the Nissan Frontier, the Toyota Tacoma, and the Honda Ridgeline. Some versions overlap full-size pickups with price tags above $33,000.
The 2010 Dodge Dakota aims for a tough styling take on basic work trucks, and it succeeds-but it's a little institutional. The Dakota wears the same angular look it's borne for the past decade, with the boxier shapes fitted to it in 2008. Square-jawed even from the back, this latest Dodge truck bucked the usual trend and grew plainer and more cheap-looking when it was last revamped. The wide crosshair grille instantly telegraphs "Dodge" to truck buyers, and the Dakota's flat panels and mid-size dimensions give it some of the big-boy stance of the larger, more lavish Ram trucks-as do the hulking fenders. There's a slight wing on the rear end for minor aerodynamic improvement, but it's the equivalent of an extra eyelash on the Ironman. Humble on the outside, the Dakota is relentlessly Spartan inside, with a sea of black plastic pieces barely taking a commercial break to expose big, white-face gauges, an Eighties-vintage green-LCD audio display, and friendly, old-school climate-control knobs.
The 2010 Dakota performs acceptably, with more power than poise. It's one of just two mid-size pickups that can be ordered with a V-8 engine (GM sells the other), and as such it's a rare breed. Other than price, in fact, there's almost no reason to stick with the standard 210-horsepower, 3.7-liter V-6. It's rumbly and a little weak on the uptake and doesn't have any fuel-efficiency edge on the optional 302-hp, 4.7-liter V-8. The six-cylinder engine comes with either an outdated four-speed automatic or a trucky six-speed manual transmission, while the V-8 teams up with a well-sorted five-speed automatic. With either engine and any transmission, the rear-drive editions of the 2010 Dakota scores 15/20 mpg EPA gas-mileage numbers, regardless of body style. Four-wheel-drive Dakotas slip further behind the competition at 14/18 mpg-mostly because both the Toyota Tacoma and Nissan Frontier still offer four-cylinder engines. Handling is perhaps a bit better than you would expect, thanks to a quick-ratio rack-and-pinion steering setup, but the suspension is prone to excessive floating. However, given the truck's weight (more than 4,500 pounds), you can't expect it to handle like a sports sedan. The brakes are adequate discs and drums.
The 2010 Dodge Dakota feels like a full-size pickup, though with a wheelbase of 131.3 inches, it's still a notch smaller than the true Rams and Titans of the realm. There's a two-passenger Extended Cab, with a comfortable pair of front seats, a small cargo area behind them accessible through rear access doors, and an optional and uncomfortable jump seat for five-person emergencies. There's also a six-passenger Crew Cab with four doors and two rows of seats. The Crew Cab's rear seats fold up to create storage space, a helpful option since the seats themselves have nearly vertical backrests and aren't comfortable for more than an hour of driving. Upgraded seats are fitted to the top two Dakota models. The best features of the Dakota's cab are the Crate 'N Go system, which features custom removable containers that fit under the rear seat, allowing gear to be organized and contained within the truck without rolling around, and a useful and space-efficient center console, which incorporates cup holders with modular inserts and a pull-out bin specifically designed to hold electronics such as an MP3 player (which may be plugged into any of the Dodge Dakota's audio systems), cell phone, or PDA. In back, the Dakota offers a 6.6-foot bed on extended cab trucks and a 5.3-foot bed on the Crew Cab, and both have built-in utility rails. Quality should be closely inspected by prospective buyers; the Dakota's fit and finish improved in 2008, but the interior feels low-grade, and the Dakota's repair history has been spotty.
The 2010 Dakota fails to improve on one of the worst safety scores handed out by TheCarConnection.com. The Dakota performs well in crash tests done at NHTSA (National Highway Traffic Safety Administration), earning five-star ratings for front and side impact protection. The insurance industry-funded IIHS (Insurance Institute for Highway Safety), though, puts the Dakota's performance on extended-cab trucks at only "acceptable" for frontal impacts, and doesn't rate its side-impact performance. Crew Cab Dakotas earn a "good" rating for frontal impact protection, but only a "marginal" rating for side impacts. The scores are low-and the base Dakota omits many safety features found on almost every other new vehicle sold in America. The base Dakota has dual front airbags and rear-wheel anti-lock brakes-but no four-wheel anti-lock braking, no side airbags, and no curtain airbags, even at its $22,000 base price.
Standard features on the 2010 Dodge Dakota are few at the low end of the price spectrum, but the expensive versions fare better than most mid-size trucks. Base 2010 Dakota pickups have cloth upholstery; air conditioning; a CD player; cargo-bed utility rails; and on Crew Cabs, split-folding 60/40 rear seats. Higher trim levels add on standard cruise control; off-road trim; automatic headlamps; leather seating; and premium audio with Sirius service. A navigation system with a music hard drive, dubbed MyGIG, is an option on some Dakotas, as are real-time traffic, an iPod adapter, and Bluetooth connectivity.
The Bottom Line: The 2010 Dodge Dakota could be a fine full-size pickup alternative, but its lack of standard safety gear, sloppy handling, and low-grade fit and finish knock it out of contention.
Other Choices:
If you're interested in the 2010 Dodge Dakota, also consider:
- Honda Ridgeline
- Nissan Frontier
- Toyota Tacoma
Reason Why:
The 2010 Dodge Dakota splits the size difference between full-size trucks and compact pickups-but it's closer to the full-sizers, as are the other trucks cited here. The Honda Ridgeline is an odd duck, spun from the Pilot crossover and with real towing and hauling capacity in its flexible bed and cabin. Plus, it offers hidden storage under the bed floor and in the fenders, along with a bi-directional tailgate. Altogether more conventional is the Toyota Tacoma, which offers four-cylinder value editions, good resale value, and good fuel economy along with a bouncy ride, hard seats, and a big price tag on V-6 versions. The best of the bunch is the Nissan Frontier; its rugged look matches the earthy performance of its V-6 engine, and it tows and hauls with authority, even if the ride's a touch busy and the interior trim a bit cheap.
Buying Tip:
The post-bankruptcy prices may make the 2010 Dodge Dakota seem attractive, but short of a half-off sale or more, TheCarConnection.com recommends the Nissan Frontier in this class, by a wide margin.
| Permalink:2010 Dodge Dakota Bottom Line | |
2010 Volkswagen Eos Bottom Line
TheCarConnection.com has read through a wide range of reviews from around the Web and handpicked highlights for a full review. The editors of TheCarConnection.com have also driven the 2010 Volkswagen Eos and sum up their driving impressions and comparisons to rival models in this Bottom Line.
Likes
Excellent dual-clutch transmission
No-fuss folding hardtop
Premium interior with space for four adults
Responsive handling
Dislikes
Lack of trunk space
Noisy wind deflector
Exterior styling
The 2010 Volkswagen Eos is a folding hardtop convertible that seats four and is perfect for cruising the cafe strip. Like most convertibles, the Eos is more enjoyable with the top down, but it's better than most when the weather turns cold and damp.
Styling is one of the low points for the 2010 Eos, which derives its name from the Greek goddess of the dawn. The model doesn't strike out in any new directions for VW and can look a little ungainly from some angles, especially the way its proportions fit together with the top up. However, its interior feels a step above most other Volkswagen models, with a streamlined look and upgraded materials.
For 2010, Volkswagen reduces the Eos' available trim levels to two options: Komfort and Lux. Also, all 2010 Volkswagen Eos convertibles come with the same engine: a 2.0-liter, 200-horsepower turbocharged four-cylinder with plenty of torque across the rev-range, strong thrust, and a brisk 0-60 mph time of 6.4 seconds. This fuel-efficient mill can be matched with a choice of a six-speed manual or dual-clutch transmission, the latter having the ability to be shifted like a manual without the clutch pedal. One of the Eos' best attributes is its handling, which is relaxed enough so that you can enjoy the convertible experience but still firm enough to power through tricky corners. Taking fuel economy into consideration, the Eos is impressive at 21 mpg in the city and 30 mpg on the highway.
When compared to other hardtop convertibles such as the Volvo C70 and Chrysler Sebring, the cargo area is a larger 6.6 cubic feet with the top stowed, which is impressive though hardly outstanding. In less than 25 seconds, a total of eight electric motors work in conjunction to unlatch the roof from the windshield header and flip and fold it under the metal trunk lid. The convertible roof also has a setting that opens the front section only like a sunroof.
Safety is a strong card for the Eos, which boasts as standard traction control, head/thorax airbags for front seat passengers, and a pop-up roll bar located behind the rear seats. The 2010 Volkswagen Eos also gets a rating of "good" from the Insurance Institute for Highway Safety (IIHS) for front and for side impacts.
The 2010 Volkswagen Eos has been slightly updated for the latest model year, with new chrome accents for the Lux model, which also offers optional 18-inch wheels and a sport suspension. Standard on all models are Bluetooth connectivity and a touchscreen interface for the stereo, as well as a leather-wrapped multifunction steering wheel and instrument cluster. Also, iPod connectivity is a stand-alone option, and lastly, Volkswagen removes three color options and adds one: white gold.
The Bottom Line: The 2010 Volkswagen Eos is a striking convertible that offers a lot of standard equipment, plus four-season practicality.
Other Choices
If you like the 2010 Volkswagen Eos, also consider:
- Volvo C70
- Saab 9-3 Convertible
- BMW 3-Series Convertible
- Chrysler Sebring Convertible
- Mini Cooper S Convertible
Reason Why:
The Saab 9-3 Convertible is a good practical alternative with a larger trunk, which can be attributed to the soft top. On the downside, this means more road noise with the roof closed. However, Saab's future looms uncertain this year, so get one now if you like it. The Volvo C70 is another car that is tighter and more handsomely built than the Eos, but its range of turbocharged engines isn't as refined. The Volvo has a more settled, mature ride than the VW, though. The Chrysler Sebring also offers a folding hardtop, but it's not nearly in the same league as the Eos in terms of fit and finish. The BMW 3-Series Convertible is in a whole other price range, but you get what you pay for, with a large leap ahead in driving refinement and high-performance driving poise. One strong argument for the Eos is fuel economy; with an EPA-rated 30 mpg on the highway, it's one of the more efficient convertibles—except for the very small but fun Mini Cooper S Convertible.
Buying Tip
You might also want to take a look at the much-more-fashionable 2010 Audi A5. Its starting price is about the same as a fully loaded Eos.
| Permalink:2010 Volkswagen Eos Bottom Line | |
2010 BMW X3 Bottom Line
TheCarConnection.com' editors have driven the latest BMW X3, and have written this road test from that hands-on experience. Reviewers have compared the 2010 X3 to competitive crossover vehicles from luxury brands as well. Finally, editors have written a full review of opinions from other Web sites to provide you with the most comprehensive BMW X3 information available.
Likes
Swift and agile
Manual transmission option
All-wheel drive is standard
Enough ground clearance for off-roading
Dislikes
Dated look
Stark interior
Cramped backseat
Poor fuel economy
High base price
The 2010 BMW X3 is a compact crossover vehicle with luxury features, the most important of which may be the BMW badge on its nose. A four-door with tight backseat space, the tall-bodied X3 has some traditional BMW handling zest infused into its all-wheel-drive body. Priced from about $40,000, the 2010 X3 takes on the likes of the Cadillac SRX, Acura RDX, Infiniti EX35, Land Rover LR2, Audi Q5, Mercedes-Benz GLK, and Volvo XC60.
There's nothing wrong with the 2010 X3's exterior or interior styling, except that newer crossovers like the Audi Q5 and Volvo XC60 have made its clean, flat body panels and dash look dated. It doesn't help that the X3 shares many cues with the larger, more staid-looking BMW X5 and with the new small 2011 BMW X1. What it lacks in distinction, the X3 makes up in balance: The side view is neat and tidy, there's little wrong on the rear end, and even the smallish grilles on the nose don't disrupt its look It's simply in a no-ute's-land, flanked by the bluff-looking Benz GLK and Land Rover LR2 on one side and the sleek Audi and Volvo on the other. Inside, the BMW X3's stark black dash frames big dials and is punctuated by small rectangular buttons, in the old BMW idiom that's being revamped in the newer vehicles coming from the company.
The 2010 X3 is offered with a 260-horsepower, 3.0-liter in-line six-cylinder engine. BMW still offers a six-speed manual transmission with the X3-because it sells many in other markets-but all-wheel drive is standard. A six-speed automatic is a no-cost option. The drivetrain delivers on the expected BMW traits; it's a brisk performer, and with either gearbox, the X3 is responsive and eager. The independent suspension, taller tires, and high 8 inches of ground clearance, however, translate into driving feel that's not what BMW sedan drivers might expect. It's not as sharp or as balanced as the distantly related 3-Series, but it is crisper than most competitors. BMW tones down the harsh, jittery ride of previous editions, but opting for the big 19-inch wheels hardens the X3's responses a bit. The 2010 X3's fuel economy is mildly disappointing at 17/24 mpg, in a class where the Cadillac SRX earns 17/25 mpg and the Volvo XC60, 16/27 mpg.
At 179.9 inches long, with a 110.1-inch wheelbase, the BMW X3 sounds big, but in reality, the space allotted to passengers and cargo is somewhat tight. Front-seat occupants get comfortable, supportive seats and plenty of room, but adults in the backseat will likely find their knees mashed up. The interior's recent update added more storage spaces for smaller items, but the cargo space in back is still only average, at 30 cubic feet behind the second row and 71 cubic feet when the rear seats are lowered. The Acura RDX has nearly as much space with a wheelbase half a foot shorter-and the inexpensive Hyundai Tucson has more interior room at half the price. The X3 has very good fit and assembly quality, but some finishes look inexpensive, particularly the hard plastics around the shifter and on the door panels. There's also considerable tire noise heard in the rear seats.
The NHTSA (National Highway Traffic Safety Administration) has not crash-tested the 2010 BMW X3, but the IIHS gives it "good" ratings for front and side impact protection and calls it a Top Safety Pick. Front side and side-curtain airbags are standard, along with electronic stability control. Rear seat-mounted side airbags are an option. BMW offers parking sensors, but not a rearview camera.
The 2010 BMW X3 has some luxury features in its list of standard equipment, but it's shy of the standard set by some other brands. Mostly, that's because BMW fits all-wheel drive standard and offers an automatic transmission as a no-cost option. All 2010 BMW X3 crossovers come with automatic climate control; dual front power seats; vinyl upholstery; an AM/FM/CD/MP3 player with HD radio and an auxiliary port; 17-inch wheels; and heated mirrors. Nifty options include a panorama-style sunroof; heated front and second-row seats; 18- or 19-inch wheels; a sport suspension and sport seats; a premium audio system; a heated steering wheel; Bluetooth connectivity; Sirius Satellite Radio; and an iPod connectivity kit. A DVD navigation system is available, but can seem fussy to operate.
The Bottom Line: The 2010 BMW X3 beats other luxury crossovers in handling and gutsy performance, but it's still less satisfying than BMW's own 3-Series wagon.
Other Choices:
If you like the 2010 BMW X3, also consider:
- Cadillac SRX
- Acura RDX
- Audi Q5
- Volvo XC60
- Mercedes-Benz GLK
- Land Rover LR2
Reason Why:
While the BMW X3 was the lone luxury compact crossover ute a few years ago, there are now plenty of great alternatives. The new Volvo XC60 comes with a torquey inline six-cylinder engine, like the BMW, but it has a roomier interior and, some will think, a more fashionable interior. Volvo also offers more high-tech safety features. The Land Rover LR2 is related to the XC60 but has more off-road credibility, along with a more cluttered interior design. Two new entries, the Mercedes-Benz GLK and Audi Q5, look to woo buyers seeking a smaller yet very luxurious SUV. The GLK has some measure of off-road ability, while the Q5 aims at the crowd planning to stay on-road. Those who place handling and style on equal footing should also check out the Infiniti EX35, which gives up visibility and rear cargo room for sweeter handling and steering. The most refined vehicle in this class, the Acura RDX, is a stiff competitor but suffers a bit from a choppy ride and a slightly off-base, zippy turbocharged engine; TheCarConnection.com's editors also think that the RDX has the best handling of the car-based luxury crossovers. However, the highest-rated luxury crossover is the new Cadillac SRX, which mates a responsive drivetrain to an elegant exterior and interior style.
Buying Tip
The BMW X3 is due to be revamped soon, likely in the 2011 model year, as production moves from South Carolina to Germany.
| Permalink:2010 BMW X3 Bottom Line | |
2010 Lexus IS Bottom Line
TheCarConnection.com's editors get behind the wheel whenever possible in order to give you their firsthand impressions in the Bottom Line. TheCarConnection.com also researched road tests from many sources on the new Lexus IS to produce a conclusive review and help you find the truth where other reviews might differ.
Likes
Responsive handling
Comfortable ride
Attractive exterior
Lexus ownership experience
Dislikes
Crash-test results
Rear seat space
Somewhat bland interior
Last year saw both the Lexus IS 250 and IS 350 pick up improved handling, revised styling, and an upgraded interior, and this year those changes carry forward as Lexus finally joins the drop-top party with the addition of the all-new hardtop convertible variants, the IS 250C and IS 350C. The convertibles are covered in a separate review.
The 2010 Lexus IS's exterior styling is attractive but not eye-catching. The basic exterior shape of the IS is sleek and fairly attractive, echoing the style of Lexus's flagship, the LS. Despite wood or aluminum-look trim on the console, the 2010 Lexus IS's interior is more mid-range than high-end. The four well-bolstered seating positions are split by a console that divides the cockpit.
With leather upholstery and a high grade of standard features in even the entry-level models, the IS is a luxury sedan from the start, and the typical Lexus materials and build quality will meet most people's baseline standards for the price. The car's not especially opulent, however, even with the optional wood trim packages, and though the front seats are roomy and well-padded, the rear seats are cramped and short on headroom and legroom both.
The 2010 Lexus IS 250s is available with 2.5-liter V-6 engine rated at 204 horsepower in rear- or all-wheel-drive configurations, while the rear-drive-only Lexus IS 350 gets a 306-horsepower, 3.5-liter V-6 powerplant. For all IS 350s and the all-wheel-drive IS 250s, power is sent to the wheels through a paddle-shifted six-speed automatic. The rear-drive Lexus IS 250 is the driver's car, offering a choice of a six-speed manual gearbox or the six-speed auto.
Between the two engines, TheCarConnection.com's editors prefer the note of the bigger V-6, not to mention the extra power-especially since there's not much of a fuel economy penalty. Paired with the manual transmission, the 2.5-liter engine gets 18/26 mpg according to the EPA, while the bigger V-6 scores 18/25 mpg driving the automatic transmission. Despite a comfy ride, the 2010 IS's handling is balanced and taut, with excellent braking ability.
The 2010 Lexus IS earns little praise for its safety, though it's not a dismal performer either. It rates just four stars for front, passenger side, and rear passenger impact ratings with five-star scores for only driver side impact and rollover despite standard stability control, six airbags, and anti-lock brakes. The IIHS rates the 2010 a bit higher, giving top scores of "good" in both front and side-impact tests, though it doesn't earn a Top Safety Pick.
One upside to the safety of the 2010 IS is that it can help you avoid a crash in the first place, thanks to the optional Pre-Collision System, which anticipates when a crash is imminent and reacts accordingly, applying the brakes if the driver does not respond quickly enough. Other available high-tech features include a rear backup camera, a voice-activated navigation system, ventilated front seats, and a Mark Levinson audio system.
The high-performance 2010 Lexus IS-F sedan is covered in its own review.
The Bottom Line: The 2010 Lexus IS gives BMW, Mercedes-Benz, and Infiniti a real challenge, though it's still a little less performance-oriented than the competition.
Other Choices
If you like the 2010 Lexus IS, also consider:
- BMW 3-Series
- Infiniti G37
- Mercedes-Benz C-Class
- Cadillac CTS
Reason Why
The Infiniti G37 has a new, more powerful 332-horsepower engine, but is based on the same excellent-handling FM platform as the G35 before it, with well-balanced sports-sedan styling and proportions, plus available all-wheel drive. It's also substantially less expensive than the German sedans. The BMW 3-Series and the Mercedes-Benz C-Class are the benchmarks in the segment, but their higher prices bring their value into question. Both are available with a range of body style and drivetrain configurations, and their handling and build quality are top-notch. The Cadillac CTS is also a relative newcomer to the segment, but its low price and excellent feature set make it a good value proposition.
Buying Tip
If you're looking for a sports sedan with a softer side, the IS may be just the ticket, but it's worth test-driving a range of competitive cars to see if you prefer the sportier feel of some of the competition.
| Permalink:2010 Lexus IS Bottom Line | |
First Drive: 2011 Toyota Sienna
Minivans may represent an ever-thinning presence in the auto market. But like the ever-thinning hair of most minivan drivers, Toyota is holding on to the precious sales it has left in the segment by offering up a revamped 2011 Toyota Sienna minivan early next year.
The Sienna looks new inside and out, though careful reading of its spec sheet reveals it's got a lot in common with the last version. It just makes economic sense--though some shoppers will wonder if it made more sense to tear up the Sienna's floorpan and install fold-away second-row seats. The Sienna goes without that clever arrangement, while Chrysler and Dodge and Nissan tease shoppers with the promise of a two-seat, cargo-filled van.
To counter those come-ons, Toyota's putting a few spiffs in the Sienna. For one, you can haul a full 4x8 sheet of plywood inside, if you have to--even if you have to remove the second-row seats or scar them for life. If you treat your Sienna with more respect--and your passengers too--Toyota's seen fit to fit a pair of aircraft-style first-class seats on some Siennas. Tilt them back, tune in two videos on the 16.4-inch-wide LCD screen, and you could practically live in the Sienna, if you parked it on the right side of any Manhattan street. You could probably charge $1200 a month, in fact.
There are other arrows in its quiver, too. The Sienna still offers all-wheel drive, unlike every other minivan. A new SE edition has tighter tuning and 19-inch wheels, for those who refuse to give up the tendency to rub sidewalls for guilty pleasure. And for 2011, Toyota's turned back the clock to fit a four-cylinder engine in the Sienna--and with 187 horsepower and a six-speed automatic, the four-cylinder will give frugal shoppers a serious, convincing alternative to lavish V-6 power.
Toyota says the base price of the 2011 Sienna will come in below the current vehicle's $25,000 price point. At that point, it's a worthwhile investment that gives the Sienna a fighting chance against the plasticky Dodge Grand Caravan and Chrysler Town & Country, the price-cutter Kia Sedona, the also-ran Nissan Quest and TheCarConnection.com's favorite minivan, the Honda Odyssey.
Our Bottom Line: The 2011 Toyota Sienna adds room and adult-duty second-row seats, but leaves ultimate flexibility and entertainment to the competition.
That's not always a bad thing, however. For more, read our 2011 Sienna road test and stay tuned for a full review of opinions from other Web reviewers.
| Permalink:First Drive: 2011 Toyota Sienna |  |
First Drive: 2010 Hyundai Tucson
What is it? The latest generation of Hyundai's popular compact SUV
The basics: Front- and all-wheel drive plus four-cylinder power
On sale: Early next year
Price: Less than $20,000 (est.)
Hyundai only updated its Tucson compact SUV last year with a new four-cylinder engine but the next-generation model has now made its U.S. debut, showcasing the latest iteration of the automaker's "Fluidic Sculpture" design language.
The 2010 Hyundai Tucson was revealed for the first time back at September's Frankfurt Auto Show in the form of the European iX35 version. However, we now finally have the full U.S.-specs for the compact SUV--and we're live today from the first drive of the 2010 Tucson in Los Angeles.
<a href="http://www.coveritlive.com/mobile.php?option=com_mobile&task=viewaltcast&altcast_code=02a34aeb8e" rel="nofollow">2010 Hyundai Tucson First Drive</a>
The latest addition to Hyundai's lineup has a much more premium look than its predecessor and also comes with a few new features. Front- and all-wheel drive versions will be offered, but only one engine will be available initially--Hyundai's new Theta II 2.4-liter four-cylinder engine with 176 horsepower (26% more than its predecessor) and 168 pound-feet of torque.
In addition to the 2.4-liter engine, Hyundai will introduce an even more fuel efficient Blue model for the 2011 model year equipped with a Theta II 2.0-liter engine.
With an overall length of 173.2 inches, a width of 71.7 inches and a height of 66.3 inches (with roof rails), the 2010 Hyundai Tucson has a great stance and road presence. It also means the Tucson has a longer wheelbase and overall width than the Honda CR-V, Ford Escape and Subaru Forester to deliver more packing efficiency.
Furthermore, at 3,203 pounds for an automatic transmission model, the Tucson is lighter than its competitors, while offering more interior room than the Nissan Rogue and Ford Escape.
Accordingly, the Tucson has one of the best fuel economy ratings in its class, with an estimated 23 mpg in the city and 31 mpg on the highway rating for the automatic model with front-wheel drive. All-wheel drive versions return 21 mpg in the city and 28 mpg on the highway.
Inside, fitted as standard is Hyundai's signature blue lighting, power windows, power door locks, fold-away mirrors and remote keyless entry with alarm and panic button. Bluetooth hands-free phone system with voice recognition and steering wheel audio and cruise controls are also available.
Other available features include leather seating surfaces, heated front seats, power driver seat with lumbar support, automatic headlights, side repeater exterior mirrors, front wiper de-icer and dual front automatic temperature control.
A total of six airbags are also positioned in the Tucson's interior. Dual advanced frontal airbags are complemented by front seat-mounted side-impact airbags and roof-mounted side-curtain airbags with new rollover sensors that cover both the front and rear seat rows.
Development for the 2010 Hyundai Tucson took more than 36 months and cost upwards of $225 million. The Tucson has remained one of the most popular Hyundai models with more than one million units sold worldwide since the launch of the original model back in 2004.
[Hyundai]
| Permalink:First Drive: 2010 Hyundai Tucson | |
