Frugal Shopper: Plenty Of Deals, But Not On Crossovers
Looking for a great deal on a truck? The 2010 Chevrolet Silverado 1500 is selling for an average 21 percent off MSRP—meaning that, in some cases, you might be getting a well-equipped full-size truck for a discount of $8,000 or more. But if you had a more economical, carlike utility vehicle in mind, consider yourself lucky to get a few hundred bucks knocked off the price of the 2010 Chevrolet Equinox.
This summer is looking to be a great time to buy a vehicle, with crossovers the one exception. Due to high demand and low inventory, vehicles like the Equinox and its sibling the GMC Terrain are in particularly short supply, according to vehicle pricing experts at TrueCar. Meanwhile, plenty of strong deals remain for sedans and large trucks.
Through its Price Flex TrueCar has noted a great range in actual transaction prices—indicating that if you push for a good deal, or shop around, you might get a much better price. Among the highest-rated models in price flexibility include the 2010 Honda Insight, Hyundai Elantra Touring, Mitsubishi Eclipse, Jeep Liberty, and Volkswagen Routan. The least flexible—and the least likely to benefit any more from bartering, perhaps—include the 2010 Audi R8, Ford Expedition EL, GMC Terrain, and Chevrolet Equinox.
Among domestic brands, Chevrolet and Ford are offering an average discount of about 14 percent off MSRP, while Chrysler is at 11 percent.
If you want to get a 2011 model, you have many options, and some of them are already discounted. Toyota Honda, Kia, and BMW are at this point offering the highest discounts on their 2011 models. BMW, in fact, has rolled out much of its 2011 lineup already—including the 2011 3-Series, 5-Series, 7-Series, M3, X5, X6, and Z4. Including Toyota's generous incentives program, the 2011 Toyota Camry is already selling at 10 percent below MSRP, while the 2011 Honda Pilot, Volvo C70, BMW 7-Series, and Kia Sorento are selling at seven- or eight-percent discounts.
For June, the largest incentives are offered on three luxury models: the 2010 BMW M6 ($12,500), 2010 Infiniti QX56 ($6,000), and Volvo XC70 ($5,000). And thanks to incentives, you can get a 2010 Chevrolet Corvette for, on average, 12 percent off MSRP.
Here are TrueCar's most-discounted models for this month:
Top 2010 Models by Body Type for June | ||
Body Type | 2010 Models | % Below MSRP |
| Pickup | Chevrolet Silverado 1500 | 21% |
| Sport Utility | Jeep Grand Cherokee | 19% |
| Sedan | Hyundai Sonata | 18% |
| Coupe | Ford Focus | 15% |
| Van | Kia Sedona | 13% |
| Convertible | Chevrolet Corvette | 12% |
| Wagon | Hyundai Elantra Touring | 11% |
[TrueCar]
This story originally appeared at The Car Connection
| Permalink:Frugal Shopper: Plenty Of Deals, But Not On Crossovers |  |
IIHS: Avoidance Systems Could Cut Fatal Crashes By One-Third
One in three fatal crashes and one of every five serious or moderate injury crashes in passenger vehicles could have been prevented if the vehicle had been equipped with crash-avoidance features including blind-spot and lane-departure warning systems, side view assist, and adaptive headlights.
That's what the Insurance Institute for Highway Safety (IIHS) estimates in its first wide-ranging estimates regarding accident-avoidance features. The insurance-funded safety organization suggests that the potential lifesaving affects of these accident-avoidance systems are staggering.
The IIHS analyzed crash data from the National Automotive Sampling System General Estimates System (NASS GES) and the Fatality Analysis Reporting System (FARS) and looked at which vehicles had forward collision warning, lane-departure warning, side view assist, and adaptive headlamps. They also looked for evidence that bad weather might affect operation of any of these features.
The fresh data adds to results from smaller studies the IIHS has done over the past couple of years. More occupants of passenger vehicles die in frontal crashes than in any other type of crash, the IIHS says. Lane-departure warning systems have the potential to avert the most fatal crashes—when a driver falls asleep and hits a tree or goes down a rocky embankment, for instance, while forward collision warning systems have the most potential to reduce injury crashes—such as when a distracted driver doesn't see that traffic ahead has stopped. Side view assist was shown to have the least affect on injuries and fatalities because of the less severe nature of the crashes themselves.
Adaptive headlights, which swivel to the side when cornering, or otherwise statically help when you're maneuvering in the dark, could help save 2,500 lives per year, or avert 142,000 crashes of varying severity annually.
"This is a best-case-scenario estimate," said IIHS senior vice president for research, Anne McCartt, in the institute's May 20, 2010 Status Report newsletter. "We're not sure yet if the benefits will play out in everyday driving. A lot depends on whether the systems work as they're designed to and then whether drivers take the right corrective actions in response.
Several of these technologies would also provide an advantage to bicyclists and pedestrians, further reducing fatality and injury numbers.
These features, of course, still add thousands of dollars to the price tag of new vehicles and are mainly available on luxury vehicles from some of the more tech- and safety-focused luxury automakers. For now, they're essentially added protection that comes with being able to afford these vehicles.
But as with other tech and safety features, with volume comes lower cost. While electronic stability control systems cost, by some estimates, nearly $1,000 per vehicle when they were first widely offered on luxury sport sedans and coupes in the mid and late 1990s and cost several more in some instances to add as an option, stability control is now standard on many of the most affordable vehicles—including the 2010 Toyota Yaris, at $12,355, and the 2010 Kia Forte, at $13,695.
Volvo and Infiniti in particular have offered most of the mentioned features for several years and were the subject of an IIHS study last year looking at early adopters and how useful the systems were perceived to be. Although a portion of users found the devices annoying, there's now some hard data to suggest that they're serving their purpose and saving lives.
[IIHS]
This story originally appeared at The Car Connection
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Auto-Industry Recovery: Not Quite Yet, Analysts Say
Analysts at the market-research firm AutoPacific report that though there are many indications that the recession is ending—or over—there might not be any strong indicators in the automotive sector that things will get much better anytime soon.
The firm has found that new-vehicle purchase intention has weakened, not strengthened, in recent months; so, barring stimuli like sales-stoking special deals and incentives—of which there have been plenty—demand this spring might actually be lower than it was for part of last year. Last September, the firm found that 23 percent of those polled indicated that they "were definitely or probably likely to acquire a new vehicle in the next 24 months." But in data from this March, only 20 percent indicated that.
AutoPacific also noted the continuation of an unexpected trend that we reported back in February. The firm had found—again through its Fuel Price Impact Survey—that interest in small cars and hybrids was, surprisingly, waning as pump prices continued to rise (albeit gradually).
Consumers' intention to replace whatever they were driving with a sport-utility vehicle (including a car-based crossover) has gone from 16 percent a year ago to 27 percent in March, and small-car consideration has fallen from 22 percent to 12 percent from March 2009 to March 2010—in a period when the price of gas rose 44 percent.
The most dramatic was hybrid intention: down from 22 percent in March of 2009 to 11 percent in January 2009 and on to just nine percent this March. Actual sales trends contradict this; Toyota just reported a 41-percent increase in hybrid sales in April versus a year ago—although in all fairness last April the redesigned 2010 Toyota Prius hadn't yet reached dealerships.
Of course, as before, gas-price volatility probably has a lot to do with the change in attitude. Over the past year or more, the market hasn't experienced the dramatic volatility that it did from 2005 until early 2009. Since then, prices have risen, gradually, from a national-average $1.71 to a current average of nearly $2.90 (as of May 3).
Are these trends occurring simply because we haven't had $4 gas in some time so shoppers are becoming complacent, or because the market is changing in other ways—replacing larger family vehicles but having fewer of them, for instance—that we won't recover from for a long time, if ever? To this, we'll just have to hold on and hope for more positive signs.
This story originally appeared at The Car Connection
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First Drive: 2011 Ford Mustang GT
Let's cut to the chase: The new 2011 Mustang GT is about as badass as you can get in a normal production car.
In this case, one with a bargain bottom-line price tag as low as $30,495.
The first time you see—or hear—a new Mustang GT open up the throttle, you'll understand why we call it badass. Floor it, and the V-8 develops a deep authoritative bellow that turns heads and sounds way better—especially from the outside—than the more resonated sound from the bigger V-8 in the Camaro SS. And it has the capability to pin you back in your seat with almost supercar thrust, no matter what the gear. Or commit seemingly unlimited acts involving smoky burnouts
We've told you about this new V-8 in detail, but what counts is that Ford didn't just make the old engine a little larger to bring back the '5.0' badge. It's an all-new engine, with Ford's latest TI-VCT variable valve timing for deep breathing throughout the rev range for good performance and fuel economy, and a completely redesigned deep-sump oil system that's designed for hard use (or a 10,000-mile oil-change interval). Yet with rather tall gearing, it achieves EPA ratings of 17 mpg city, 25 highway.
The new engine starts up with the low rumble of an old big-block muscle car, yet it settles almost immediately into a smooth purr of an idle that's completely different than the lopey, rough idle we've come to expect in some higher-horsepower Mustangs of the past.
2010 Dodge Charger Bottom Line
TheCarConnection.com has read a wide range of reviews that evaluate the 2010 Dodge Charger, then handpicked highlights for this conclusive full review. TheCarConnection.com's editors have also driven several versions of the Dodge Charger, including the HEMI-powered Dodge Charger SRT8, to provide you with a definitive Bottom Line opinion of this reinvented muscle car.
Likes
Decent handling
Throaty V-8
Muscle-car panache
Intuitive layout for the controls
Dislikes
Poor fuel economy
Vague steering feel
Firm ride
Lack of manual transmission across range
The latest incarnation of the Charger is entering its fourth year of production, though lack of sales is not something Dodge is worried about. This can be attributed to its unique styling, which still looks fresh after all these years. The 2010 Dodge Charger has hardly changed, maintaining its sleek profile, which blends modern sedan styling accents with a traditional muscle-car appearance.
The Dodge Charger is offered with a wide range of engines and trim levels, and it appeals to a very wide audience. The base engine in this four-door sedan is a 2.7-liter, 178-horsepower V-6 that moves the SE model, while a 3.5-liter, 250-horsepower V-6 is optional for the SE and standard on the SXT. For those who are a little more performance minded, the Dodge Charger R/T comes with a 5.7-liter HEMI V-8 that pumps out 368 horsepower and can rocket the car from 0-60 mph in just six seconds. Last year saw the introduction of variable valve timing and a revised optional all-wheel-drive system for the Charger R/T that helps boost fuel economy. As the ultimate edition of the Dodge Charger, the SRT8 is offered with a pavement-pounding 6.1-liter HEMI V-8 that produces 425 horsepower. Engineered by Chrysler's Street and Racing Technology (SRT) group, the STR8 gets to 60 mph in about five seconds, while still being complacent enough to be used as a daily driver. Last year, Dodge boosted the fuel economy of the model.
Against the decades-old heritage of American muscle cars, the Dodge Charger is surprisingly good at going around corners—just one of the many points it has to boast about. It sits on top of a chassis that was developed when Chrysler and Mercedes-Benz were still together, which serves the Charger well, offering good handling and acceleration. The Dodge Charger SRT8, for example, has a sub-14-second quarter-mile time and a top speed in excess of 150 mph. Performance is adequate with even the base V-6 engine, though it's really not that much more fuel-efficient than the bigger V-8s.
Anti-lock disc brakes and stability control are standard on all Chargers except for the base SE, which has them as options. Side curtain airbags have been made standard for 2010, but front-seat side airbags are no longer available for 2010. The Charger has a mix of good and bad crash-test ratings; it's been rated "good" for frontal impact but only "moderate" for side impact from the IIHS. However, the federal government gives it five stars in all frontal and side tests.
The 2010 Dodge Charger is equipped decently but not lavishly. Standard features include air conditioning, a tilt/telescoping steering column, and a sound system with CD player and auxiliary iPod jack. The Dodge Charger SE also gets standard aluminum wheels and upgraded interior accents. Standard LED lighting for the cup holders provide extra illumination inside the cabin, while the SXT gets optional LED illuminated door map pockets (these pockets are standard on the Charger R/T).
Among the available features offered by the Dodge Charger lineup are heated seats, the MyGIG hard-drive entertainment package, and the superb Sirius Backseat TV system that brings live satellite television into the Charger.
The Bottom Line: The 2010 Dodge Charger is starting to show its age against many of its rivals, but its muscle-car appeal and low pricing will never get old.
Other Choices
If you're interested in the 2010 Dodge Charger, also consider:
- Ford Taurus
- Hyundai Genesis
- Nissan Maxima
- Chevrolet Impala
Reason Why:
The 2010 Dodge Charger doesn't have any direct competition from its fellow domestic brands, but it's hard to look past some foreign rivals like the Hyundai Genesis. If rear-wheel drive is not a must, the Ford Taurus and Chevrolet Impala are both worthy rivals, though their performance is a little blander than the muscle-car-inspired Charger. The Taurus SHO is a completely different beast thanks to its powerful EcoBoost V-6 engine and all-wheel-drive layout, but it's rather expensive when compared to the Charger. The Hyundai Genesis is probably the closest in terms of overall performance, especially in V-8 guise, but its luxury overtones and slightly higher price put it into another league. The Nissan Maxima offers decent performance for a V-6 sedan, and its styling, inside and out, is eye-catching and sporty.
Buying Tip:
The Charger is one of Dodge's most popular models, so discounts are hard to come by. However, demand for thirsty V-8s has dropped due to high fuel prices, so look for some bargains on HEMI-powered models.
This 2010 Dodge Charger Review originally appeared at TheCarConnection.com where you can see more photos and news on the Dodge Charger
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2010 Mercedes-Benz GL-Class GL350 BlueTEC GL450 GL550 Bottom Line
Likes
Spacious cabin
Crisp styling, inside and out
Real off-road capability
Diesel's frugal
Dislikes
Pricey
Ride suffers with biggest tires
Gas versions aren't so frugal
It had been planned as the replacement for the military-ready Gelaendewagen, but when 2007 rolled around, Mercedes-Benz decided to keep that domesticated G-Class-and instead, pitched the newly developed GL-Class SUV as a more luxurious family vehicle with surprising off-road capabilities. Smart move: The GL-Class is among the best seven-seat SUVs on the market. Crisp styling, a spiffy seven-passenger cabin, and a diesel option give it a leg up on the competition, particularly in fuel economy, and midway through its life cycle, the GL-Class continues to be one of our favorite big guys. The GL-Class returns for 2010 with minor styling tweaks, so while we haven't driven it since our last run in a 2009 diesel edition, we've updated our existing review with the handful of changes noted-and with our admiration for the GL-Class' panache and performance intact. Pricing starts at $60,000 for the diesel edition and rises to $83,000 for the GL550; the GL-Class competes with the BMW X5, the Land Rover Range Rover, the Lexus LX 570, and the Cadillac Escalade.
In a niche filled with hard-edged off-road athletes, the GL-Class stands tall, with muscular but refined styling and a well-crafted interior. We like its fuss-free side view, the balanced two-box proportions, and even the big three-pointed star up front (it's almost the size of an old Honda Civic wheel). For 2010, Mercedes updates the look with new bumpers and grille, daytime running lights, and new fog lamps; newly styled wheels ranging from 19 to 21 inches are on the roster, too. The cabin's a fine workplace, and while the mechanically similar R-Class seems more pedestrian, the GL-Class strikes a better balance of lines, textures, and forms. There's plenty of wood trim all around, a bulging pair of vents atop the center stack, and a more rectilinear theme that distances it from the R-Class, in a good way. This year, all GLs get new gauges and a new steering wheel; diesel models also get standard walnut trim.
With any of its three powertrains, the 2010 GL-Class is one of the best-performing plus-sized SUVs. The least expensive version might be the best one: the newly renamed GL350 BlueTEC diesel. A 50-state-legal "clean" diesel, the 210-horsepower, 400-pound-feet BlueTEC 3.0-liter diesel gives the SUV quick acceleration with only a hint of throb and vibration-while it delivers fuel economy way up at 17/23 mpg, better on the highway than GM's full-size hybrid SUVs like the Escalade Hybrid. For $60,000, it's a little more expensive, but also has a cruising range of about 600 miles. Next up in the performance range is the $62,000 GL450; its 4.7-liter V-8 guts out 335 hp and 13/17 mpg fuel economy, with little protest. For the creamiest power in the range, you'll have to go couch-surfing for spare change to acquire the $83,000 GL550, which speeds to 60 mph in about 7.4 seconds behind the power of a 382-hp, 5.5-liter V-8. With fuel economy of 12/17 mpg, you'll need to be very pleased with its rippling exhaust note-and you will be. A seven-speed automatic is standard across the board, and it's nearly perfectly mated to the gas engines, though in past test drives we've noticed some shift shudder with the diesel GL-Class.
Handling is very well balanced in this full-size sport-utility vehicle. The air suspension is damped with ride comfort in mind, but the Mercedes-Benz GL still steers with precision and has strong brakes. A little less rocking motion side to side would improve on the good on- and off-road manners. All GL-Class utes carry Mercedes' 4MATIC full-time four-wheel-drive system, Hill Start Assist, Hill Descent Control, and a load-leveling suspension system. We've crawled through some reasonably challenging mud pits in a first-year GL450 and found it capable enough for the kind of light off-roading most of us would encounter getting to a mountain hideaway or ski chalet. The GL450 can be ordered with an Off-Road package that includes a Class IV hitch, adaptive-damping suspension system, underbody skid plates, and locking differentials. All models are capable of towing up to 7,500 pounds.
It drives "small," but the cabin and cargo space in the GL-Class are ample enough for seven passengers seated in a 2-3-2 configuration. The tailored cockpit has front-row seats with plenty of foot and shoulder room, and in the GL550, ventilation built into the seats. Two adults can easily find a sweet spot in the second row; three is pushing it, even if the GL is a wide body. The third row also has adult-sized room for two, and it folds out of sight at the touch of a button to boost cargo space. With the two rearmost rows of seats out of the way, the GL-Class has 83.3 cubic feet of storage space-more than a Lincoln MKT, but about 25 cubic feet less than a GMC Yukon Denali. There's a whiff of cost-cutting inside only when you realize the base GL350 and GL450 have vinyl seats standard. Leather seating isn't something we're used to seeing on an options list, especially in a vehicle docked on this price pier. Otherwise, it's difficult to find fault with the lushly trimmed cabin, outside of a touch of road and wind noise.
The 2010 GL-Class earns five stars in all crash tests from NHTSA (National Highway Traffic Safety Administration); the IIHS (Insurance Institute for Highway Safety) has not tested the big Benz SUV. Standard safety gear includes dual front, front- and rear-seat-mounted side, driver-knee and full-length curtain airbags; anti-lock brakes, stability and traction control; active headrests; and PRE-SAFE, which detects imminent collisions and tightens seatbelts and locks doors before impact. Adaptive cruise control, parking sensors, and a rearview camera are optional on the base trim levels and standard on the GL550.
All three 2010 GL-Class models offer power front seats; a glass sunroof over the rear two rows of seats; a power-fold feature for the third-row seat; and a COMAND controller that uses voice or knob controls to direct Bluetooth pairings and audio from the AM/FM/six-DVD changer. An iPod interface, Sirius Satellite Radio, HD Radio, and a hard-drive navigation system are optional on some trim levels and standard on the GL550. There's also an optional 610-watt Harman Kardon Logic 7 audio system with surround sound, and a rear-seat DVD entertainment system with twin 8-inch screens and wireless headsets. Other options include a heated steering wheel, ventilated front seats, and heated rear seats for the less expensive models. For 2010, all GL-Class utes get new wheels: the GL450 wears 19-inch rims, the GL350 diesel has 20-inchers, and the GL550 now runs on 21-inch wheels and tires.
The Bottom Line: The 2010 Mercedes-Benz GL-Class' nimble ride and elegant cabin charm the mud right off a Range Rover.
Other Choices
If you like the 2010 Mercedes-Benz GL-Class, also consider:
- Cadillac Escalade
- Lexus LX 570
- Land Rover Range Rover
Reason Why:
Cadillac's Escalade comes with three rows of seats and an ornate style, and a hybrid powertrain is available. The Lexus LX 570 is a huge off-road-friendly hauler with punishing weight and fuel economy, but small third-row seats. The Land Rover Range Rover has prestige at its back and exceptional off-road prowess, but only two rows of seats.
Buying Tip
Mercedes claims some of its owners want the "cruelty-free option." We're dubious-but we promise not to tell your vegan friends if you upgrade from the stock vinyl interior to the leather seats.
This 2010 Mercedes-Benz GL Class Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercedes-Benz GL Class
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2010 BMW 3-Series Bottom Line
TheCarConnection.com has driven the 2010 BMW 3-Series to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com's editors also researched BMW 3-Series reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided BMW 3-Series to produce this hands-on road test.
Likes
Superb six-cylinder engines
Intuitive handling
Comfortable, functional interior
Active and passive safety features
Fuel-efficient smaller engines
iDrive system optional
Dislikes
Prices soar quickly with options
Clutch can be tricky on manual
iDrive system is complex, fussy
The BMW 3-Series was last redesigned for 2007, with a handful of mild styling changes last year. A more thorough refresh is expected for 2011, but the 2010 3-Series still owns its segment: four-seat sports compacts. The extensive line includes the four-door sedan, a two-door coupe and convertible, and a station wagon. All-wheel-drive and a clean-diesel engine are optional on certain models. BMW's smooth inline-sixes, whether gasoline or diesel, provide excellent power; the diesel and even the smaller gasoline engine are surprisingly fuel-efficient. Styling is purposeful inside and out. At a base price of $34,025, the simplest 3-Series offers good value in a sports sedan. But start to tick off options or choose the more powerful 335i, and you could see the price soar toward $50,000.
BMW's 3-Series was thankfully spared the excesses of the make's larger models. For the volume car in the 2010 BMW portfolio, even the recently departed Chris Bangle had to go easy. The sedan is handsome and the coupe is beautiful from nose to tail, with an athletic but graceful stance. Subtle touches of the characteristic "flame surfacing" add interest and flair to the 3-Series, but they are thankfully restrained. It's worth noting that no body panels are shared between the coupe and convertible two-doors and the sedan and station wagon four-door models. The "convertible" model actually uses a retractable hardtop, which folds neatly into the trunk (at the expense of luggage space). Inside, the 2010 BMW 3-Series is uber-traditional BMW: purposeful, elegant, and luxurious but restrained.
The base and optional gasoline engines in the 2010 BMW 3-Series line are both 3.0-liter inline-sixes, following BMW's legendary history of smooth and inline-sixes. The base engine in the 328i produces 230 horsepower and 200 pound-feet of torque; it feels far more powerful than those numbers would indicate. The twin-turbo engine in the 335i, at 300 hp and 300 lb-ft of torque, offers turbine-like smoothness even during blistering acceleration.
The base 2010 BMW 328i model is hardly a slouch, sprinting from rest to 60 mph in just 6.2 seconds with the manual (6.8 seconds with the six-speed automatic). But that's to be expected. The pleasant surprise comes from its EPA ratings: 18 mpg city, 28 mpg highway with the manual (19/28 mpg with the auto). The 335i isn't notably quicker, doing 0-60 in 5.3 seconds with the manual or 5.5 seconds with the automatic. But the 300 lb-ft of torque produced by the quick-spooling twin-turbo setup means no waiting at all for copious power. It makes passing maneuvers just breathtaking, and its fuel efficiency ratings drop only to 17 mpg city, 26 mpg highway with either transmission.
Last year BMW launched its first-ever clean diesels for the U.S. market, one of them the 335d. The diesel model is available only as a four-door sedan with a limited range of options, but it maintains the BMW spirit in a very fuel-efficient package. The 265-horsepower twin-turbo diesel generates a locomotive-like 425 lb-ft of torque, thrusting it from 0 to 60 mph in 6.0 seconds, while the EPA rates it at 23 mpg city, 36 mpg highway. Spectators and even some drivers may never realize it's a diesel until it's time to fill up.
All-wheel drive-which BMW calls xDrive-can be ordered with both gasoline engines and both transmissions. There are downsides, though: It is heavy, compromises some of the car's nimbleness, and cuts mileage considerably. It is only really practical in locations with frequent treacherous winter weather.
Ride and handling are what the BMW 3-Series is best known for; they are outstanding. The steering communicates almost telepathically with the driver at any speed, on almost any surface, and it is jarred by only the very worst pavement irregularities. The 2010 3-Series has a plush ride, it is always well-planted and secure on the road, and it's nearly impossible to fluster in corners. Some models offer a pricey active-steering option, which has been criticized by some for an artificial feel. Why tamper with perfection?
The front seats of the BMW 3-Series offers excellent space, even for tall riders, but the rear seats are less accommodating. The sedan can be tight, and the smaller rear seats of the coupe and convertible are best reserved for short distances. Clever seatbelt extenders eliminate the awkward reach in the coupe, and despite admirable solidity, the long doors avoid being too heavy or unwieldy. Interior noise is admirably suppressed, and the build quality, interior materials, and switchgear operation are first-class.
The 2010 BMW 3-Series does well in crash tests. In testing by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), the 3-Series scores better than average. In fact, the BMW 2010 lineup of 3-Series vehicles is a top performer in IIHS tests, earning a "good" rating, the highest possible, for both frontal offset and side impact categories. While NHTSA is often thought to have less rigorous test procedures, the BMW 3-Series does less well in its ratings. For both driver- and passenger-side front impacts, the BMW 3-Series earns four out of five stars for occupant protection. But it redeems itself somewhat in NHTSA's side-impact category for both driver and rear passenger, where it garners perfect five-star ratings. The 2010 BMW 3-Series also boasts a number of first-rate safety features that help keep driver and passengers safe, including a full suite of airbags, anti-lock brakes, and a stability control system-complete with niceties, like periodically wiping the brake rotors clean of water whenever the windshield wipers are on. New for 2010 is an optional automatic high-beam system to improve night visibility.
The BMW 3-Series has an almost bewildering array of models, packages, options, and accessories. All but the base 328i model come with the rightfully maligned iDrive navigation/infotainment system ($2,100), though its latest iteration adds shortcut buttons to make it simpler and less unintuitive. But the iDrive-free model, with its unbroken dash and simpler controls, lets drivers focus on devouring every foot of road.
For 2010, high-definition radio is now standard on all models. The 10-speaker sound system includes two subwoofers and is as crisp, usable, and powerful as everything else on this vehicle. Regrettably, only an auxiliary input jack is standard; if you want the radio to interface with your iPod (and charge it), you must pony up an extra $400 for the USB option (or $320 for a dedicated iPod interface adapter). A long list of electronics options quickly ramps up the price and adds little to driving capability, but 3-Series buyers appreciate and often buy such items as the Logic7 Surround Sound system ($875), adaptive cruise control ($2,400), and power front seats ($995).
The all-wheel-drive xDrive option adds $2,000. A Sport Package, at $2,050, ups wheel size to 17 or 18 inches and includes grippy run-flat tires and well-bolstered sport seats; this is a good pick for the serious driver. The most compelling options for the 2010 BMW 3-Series are the aforementioned USB/iPod interface and the $750 BMW Assist with Bluetooth. The pricey $2,650 Premium Package-including moonroof, auto-dimming mirrors, digital compass, Bluetooth, power seats, lumbar support, and universal garage door opener-doesn't represent a great value unless you simply have to have all those features.
The Bottom Line: The 2010 BMW 3-Series upholds its legacy of superb handling, excellent performance, and high quality, though small rear seats and fussy controls are minor flaws.
Other Choices:
If you like the 2010 BMW 3-Series, also consider:
- Infiniti G37 Sedan - Coupe - Convertible
- Audi A4/A5
- Mercedes-Benz C-Class
Reason Why:
Infiniti's G37 eschews BMW's confident restraint for daring angles, a raucous exhaust, and an extremely outgoing nature-too bad its NVH levels can't keep up with its attractive interior and spunky driving fun. Audi's new-for-'09 A4 sedan, sharing underpinnings with the A5 coupe, is an admittedly sexy beast with either two or four doors; packaging is more capacious than the BMW, but powertrains fall a tad short next to BMW's gold standard. Mercedes' C-Class sedan (the CLK-Class coupe is gone for the 2010 model year, replaced by an E-Class Coupe), tends toward the more cosseting end of the small luxury equation, but as such, offer serene rides and beautiful interiors.
Buying Tip
One distinguishing-and admirable-feature of BMWs is the four-year, 50,000-mile free maintenance plan. Not only does BMW cover all factory-recommended maintenance during that period, it also replaces specific items to compensate for wear and tear, including brake pads and discs, as well as wiper blades. In addition, it includes four years of free roadside assistance.
This 2010 BMW 3-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 3-Series
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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
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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
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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]
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