2011 Toyota Avalon Preview Bottom Line
The 2011 Toyota Avalon will bring a little more refinement and some new features to the fore when it goes on sale in the summer.
Toyota unveiled the Avalon at the 2010 Chicago Auto Show, and highlighted the car's American bona fides--it was designed in the company's California studios, and it's built at the massive assembly plant in Georgetown, Kentucky.
We're praised the 2010 Toyota Avalon for its quiet ride, its roomy cabin and its high-quality interior, rating it at 7.8 out of 10. One of our biggest complaints with the Avalon is its tame exterior, which has improved, if a little, for the new model year. It would be tough to call the new Avalon exciting, but it maintains a clean, formal appearance that reminds us a little of the Chevrolet Malibu--and also the Hyundai Azera, both of which sit in the Avalon's size and price class. The revamped Avalon now wears a grille with some familiar influences--think Toyota Venza--along with a wider stance, a slightly wedgy profile, and a simple tail with large taillamps with LED lighting. Inside there's an elegant dual-cowl dash, with the second cowl arching over the radio and climate controls. Woodgrain trim dominates, along with big knobs and a big LCD screen that controls the Avalon's available navigation system.
A single powertrain slots into all Avalons--a 3.5-liter V-5 with 268 horsepower mates to a six-speed automatic transmission. It's a familiar recipe, found across the Toyota lineup from the Venza crossover to the Sienna minivan and in the Camrys as well. In this application Toyota promises 20/29 mpg fuel economy, which it says makes the Avalon the best in its class. The Avalon's front-wheel-drive chassis uses MacPherson struts in front and in back, and the Avalon sticks with power rack-and-pinion steering.
Passenger room hasn't changed much in the Avalon's latest update, but some of its luxury fittings have been upgraded. The Avalon can seat six, with a three-across front bench available. In back, the Avalon's seats recline for better comfort, something Toyota says is unique in the class. New headrests give the seats better comfort, and some models get leather seats with ventilation.
Among its new features, the Avalon gets Bluetooth; steering-wheel controls for phone, climate control and audio; XM radio; USB connectivity; and an available navigation system with a better interface, Toyota says. Safety features include a new rearview camera (in the mirror on cars not equipped with the navigation system) and the usual front, side and curtain airbag, along with a knee airbag for the driver.
Toyota says the 2011 Avalon will go on sale this spring, with base and Limited editions offered. Standard features will include leather trim, power driver seat, dual-zone climate control, a moonroof, and 17-inch wheels. The Limited adds a smart-key system, ventilated front seats, and a power front passenger seat.
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2011 Ford Edge Preview Bottom Line
The 2011 Ford Edge doesn't bring radical change to America--at least not from the outside--but it's a beefier take on the five-seat crossover that gave Ford new life after the Explorer fell to earth.
And for the new model year, the 2011 Edge counters its bigger grille and tougher appearance with the first appearance of a new eco-friendlier engine, a 2.0-liter turbocharged four-cylinder that's a part of the company's "EcoBoost" family of engines.
(We're bringing you this preview with Ford's first official announcement and photos; a first drive of the 2011 Edge is coming this spring.)
Ford's calling this Edge a "refresh." On the market five years already, the Edge has been pretty thoroughly refurbished but Ford doesn't call it "all-new"--possibly, to keep all its new crossover converts in the fold. But all the Edge's powertrains are new, and the interior's graced with Ford's MyTouch system, which mimics the sensitive interface you'd find on an Apple iPhone.
Outside it's entirely familiar, but we're liking the new edition more than the old. Despite the close visual kinship to the first version, the 2011 Edge is easier to spot. The big grille goes deep in a Volkswagen way, so massive we doubt Bobby Flay would challenge it to any face-off. The silhouette is more of an echo of the original Edge, though the fenders are a bit more pronounced. It's made a name for itself with a smoothly sculpted shape, though, and mostly the Edge carries that sensibility over intact.
The interior makeover's way more "impactful," if you believe in that non-word. Vertically grained wood trim in these first photos gives the dash some heft, and like BMW, Ford's streamlined its controls for better graphic impact. A large LCD screen dominates the control stack and it houses Ford's MyTouch system, which lifts the iPhone interface neatly into the automotive realm. A delicate tap on the screen adjusts climate or audio controls--and instantly renders click-wheel systems like iDrive and COMAND and MMI hopelessly out of, er, touch. Steering wheel controls also cycle the LCD screens on the instrument panel and let drivers customize the information displayed.
Ford's focused more attention on the powertrains in the 2011 Edge. In the middle sits a revamped version of the Edge's 3.5-liter V-6, now putting out 285 horsepower and 253 pound-feet of torque. The upscale option is the 3.7-liter V-6 found in Lincolns and in some Fords, as well as the Mazda CX-9. It produces 305 hp and 280 lb-ft of torque, which Ford reminds, is more than the BMW X5 or Lexus RX 350. Ford claims improved fuel economy's improved, but no EPA figures are stated. Both engines are paired with Ford's latest six-speed automatic transmission.
The bigger engine story will be the EcoBoost four-cylinder engine. With a six-speed, dual-clutch gearbox, Ford says this Edge will get 30 percent better fuel economy than the original 2007 Edge--17/25 mpg, by the EPA's data--which suggests a potential 30-mpg highway fuel economy rating.
A retuned suspension could give the Edge a more sporting feel, something it lacked in its current form. Big 18-inch wheels will be offered on upper trim levels. A new braking system will be combined with anti-lock, traction and stability control; hill start assist; trailer sway control; and adaptive cruise control.
All Edges get Ford's capless fuel filler; a USB connection for music players; a blind-spot detection system; and MyKey system, which allows parents to program in driver-safety alerts for younger drivers. The MyTouch system will be standard on Limited models and the revamped Edge Sport. HD Radio is a new option, and with it comes iTunes Tagging, which lets drivers note a song on the radio and add it to a purchase list on their iTunes accounts via a docked iPod or iPhone.
2011 Ford Edge Sport
The most desireable--and probably most expensive--2011 Ford Edge will be the Sport edition. It's distinguished from the base, SEL and Limited editions by its standard 3.7-liter V-6, paddle shifters on its six-speed automatic, and even tauter suspension tuning, as well as massive 22-inch wheels and tires.
On the body, the Edge Sport adds a black-finished grille, smoked headlamps and taillamps, new body-color side skirts and door cladding, and different front and rear fascias. Aluminum trim on the pedals and paddle shifters matches up with distinctive leather seats.
Stay tuned for more on the 2011 Ford Edge from the 2010 Chicago Auto Show, and from our first drive coming soon.
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2010 Kia Sportage Bottom Line
The editors of TheCarConnection.com have pulled together highlights from some of the Web's best review sources to help you get the best review information possible on the 2010 Kia Sportage. They have also driven the Sportage and bring you their expert opinion here in this Bottom Line.
Likes
Practicality
Carlike dynamics
Strong value
Comprehensive warranty
Dislikes
Weak V-6 engine
Old-tech four-speed automatic
Dated styling and design
Kia's compact Sportage SUV was first introduced back in 2005 and underwent a mild facelift just last year to improve its fuel economy, styling, and drivability.
With that in mind, there are no major changes to the 2010 lineup. For the latest model year, the Sportage comes in base LX or EX trim, along with optional all-wheel drive. The changes incorporated last year included body color-matching front and rear bumpers, a new grille design, new headlights and fog lights, and new alloy wheels. Overall, though, the Sportage keeps the same basic silhouette it's had for many years.
Under the hood, customers have a choice of either a fuel-efficient 2.0-liter four-cylinder engine with Continuously Variable Valve Timing (CVVT) technology and a respectable 140 horsepower on tap, or a 2.7-liter V-6 mill with 173 horses. Transmission options include a five-speed manual or a four-speed automatic. The most fuel-efficient model is the base four-cylinder model with the five-speed manual, which returns an EPA-rated fuel economy of 20 mpg in the city and 25 mpg on the highway. At the other end of the scale, the V-6 automatic model returns 17 mpg in the city and 21 mpg on the highway. Between the two, neither engine will excite, and the extra oomph from the V-6 over the four-cylinder is hardly noticeable. Acceleration is a little bit better with the V-6, but the associated loss in fuel economy is hardly worth it. The Sportage rides on McPherson struts up front, with gas-filled shock absorbers at the rear, stabilizer bars at both ends, and 16-inch wheels and tires. Handling is secure and the ride smooth, but not inspiring.
The Sportage offers an interior that's just roomy enough for five adults, with reasonable seating comfort for all—provided those in back aren't wide-shouldered. Interior appointments are quite unremarkable; they aren't as delightful for the price as the new Forte and Soul small cars, but they're not disappointing either. The Sportage rides more like a car than a genuine SUV, but at the same time, its off-road prowess is lacking.
The 2010 Kia Sportage does quite nicely in federal government crash tests, although it doesn't fare as well in the insurance agency tests. The Insurance Institute for Highway Safety (IIHS) awards the compact SUV with "acceptable" ratings for front and side impacts, while the National Highway Traffic Safety Administration (NHTSA) is a little more generous, awarding the Sportage five out of five stars for front and side impact protection. Standard safety items include dual front, side, and curtain airbags; anti-lock brakes; traction and stability control; and tire pressure monitors.
Standard features on all LX models include multi-reflector headlamps, roof rails, front and rear towing hooks, and a front-end skid plate. All 2010 Kia Sportage models also come with Sirius Satellite Radio and auxiliary and USB jacks with MP3 playback capabilities as standard. Upgrading to the EX model includes a power sunroof, fog lights, and heated side mirrors, while the Sport Package, available on LX V-6 models, includes fog lights, a leather steering wheel and shift knob, a rear spoiler, a rear cargo cover, and 17-inch alloy wheels. The warranty remains a good argument for the Sportage. It has some of the best coverage in the industry: a five-year/50,000-mile basic warranty, plus a ten-year/100,000-mile powertrain warranty.
The Bottom Line: Value—not trend-setting design or class-leading performance—is the reason to keep the 2010 Kia Sportage on your list.
Other Choices
If you're interested in the 2010 Kia Sportage, also consider:
- Ford Escape
- Honda CR-V
- Nissan Rogue
- Chevrolet Equinox
Reason Why:
The Ford Escape was also updated last year and is an excellent choice if you're looking for more modern technology—just be prepared to pay a premium for it. A similar story can be told for the Chevrolet Equinox, which is much better-looking than the Sportage. Solidly built and well sorted, the Honda CR-V is similar in overall characteristics, but it also offers more cargo room than the 2010 Kia Sportage, if that's one of your concerns. The Nissan Rogue may only have a four-cylinder engine, but it matches the performance of the V-6 Sportage. The Rogue also comes close to matching the Sportage in value, and with its smooth CVT, this Nissan is certainly worth a closer look.
Buying Tip
The 2010 Kia Sportage is one of the older kids on the block in this segment, due to be replaced soon, so look for some bargains.
This story originally appeared at The Car Connection
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2010 Detroit Auto Show: 2011 Lincoln MKX
Ever since its introduction in 2006, the Lincoln MKX hasn't fully delivered on its potential. Based on the Ford Edge, the MKX offered a very generous feature list, but its appearance was deemed too conservative by some (especially the egg-crate grille) and its interior materials--as we pointed out in our Bottom Line of the 2009 Lincoln MKX--left something to be desired in a luxury vehicle. Meanwhile, its performance is good, but hardly exhilarating, and its fuel efficiency could be better.
All that appears to have been fixed for 2011, with this thorough mid-cycle refresh of the Lincoln MKX introduced at the Detroit auto show. The changes include a touched-up exterior, all-new instrument panel, greatly upgraded materials, and standout new interior tech features.
From the front alone, the 2011 Lincoln MKX now looks like a completely different vehicle, as it gets the more distinctive, "split wing" grille plus a completely new front fascia, effectively carrying the more swept-back look of the newer Lincoln MKS. Newly available HID headlamps and LED taillamps, plus the newly contoured fenders and hood, give it crisper details, and otherwise in back new four-inch-oval exhaust tips help give it a more aggressive look. New 18- and 20-inch wheel designs give the whole vehicle a little more 'pop,' even though the distinctive profile and roofline, along with the doorlines, of the MKX remain unchanged in the 2011 version.
Inside, most of what matters has been refreshed, with everything else has been refreshed, with new contours for the instrument panels and all-new materials, trims, gauges, and displays. The interior is finished off in 'signature' Lincoln white lighting. New climate-controlled leather seats have been redone with new contouring and stitching, and the steering wheel is wrapped and stitched with soft surfaces almost everywhere, including the center-console rails and console lids. Optional packages on the 2011 MKX add tuxedo stripes, black piping, or Shantung aluminum appliqués, while Olive Ash and Walnut Swirl are also offered. With acoustic glass and a sound-deadening headliner, plus more sound insulation, the interior also promises to be quieter.
A significant powertrain enhancement is also part of the rehab; the 2011 Lincoln MKX gets Ford's new 305-horsepower, 3.7-liter Duramax V-6, which has also been announced as the base engine in the 2011 Ford Mustang. It's hooked up to a six-speed SelectShift automatic transmission, which allows a full driver-selectable mode for sporty driving. Brakes have been upgraded, too. The V-6 includes Ford's new Ti-VCT variable valve timing technology along with fuel-saving strategies including aggressive fuel shut-off and smart charging, which engages the alternator during optimal times. Ford promises 25 mpg on the highway--a significant improvement, despite the additional power--and the MKX will remain offered with either front- or all-wheel drive.
The centerpiece of the interior will be a new touch-sensitive instrument panel. More precisely, several of the center-stack controls have been replaces with touch-sensitive ones. For instance, fingertip touch sliders--incorporating ten small cells in a band--allow you to simply drag from left to right to raise or lower volume or adjust climate control. Three full swipes bring the volume from low to high.
Today In Tech: Ford Launches HD Radio And iTunes Tagging
Digital radios are much like the standard sets that many people have in their cars today, except they offer access to free, crystal-clear, digital programming that's hidden from analog units. iBiquity's digital HD Radio sets have been around for a few years now, working to make up market share lost to subscription services like Sirius, but they haven't made their way into new vehicles -- until now. Next year, Ford will be the first automaker to provide HD Radio sets as a factory-installed option, and via Ford Sync, the units will offer iTunes Tagging capability -- that is, the ability for owners to press a button when they hear a song they like and tag the song for later purchase from iTunes. Music buffs and Appleheads, rejoice (and skim though the full press release below).
Ford first to enable iTunes song tagging with launch of new HD radio capability in its lineup
· Ford is the first auto manufacturer to offer HD Radio technology with iTunes® Tagging capability; this new functionality will be available next year
· HD Radio technology captures free digital radio broadcasts, which eliminate static, fadeout and other problems associated with conventional analog radio signals; the result is FM audio that's comparable to near-CD quality and AM audio that sounds like today's FM broadcasts
· HD Radio digital technology provides a number of advanced services not available with an analog radio. Extra FM channels, called HD2/HD3 channels, are delivered, as well as useful on-screen Program Service Data such as artist name and song title
DEARBORN,Mich., Dec. 29, 2009 - iTunes Tagging and crystal-clear radio sound through HD Radio technology are the latest features on Ford's growing list of factory-installed customer conveniences and technologies that will be newly available in 2010.
HD Radio receivers pull in digital radio signals and play them with dramatically improved sound. FM stations, for example, have near-CD quality, making it convenient for customers to select songs they want to download and purchase.
"iTunes Tagging and HD Radio technology are strong new additions to the growing collection of Ford convenience features and technology we're offering customers to make driving even more enjoyable," said Mark Fields, president of The Americas. "This is another example of Ford's commitment to bring the widest variety of factory-installed customer-focused technology, features and conveniences to millions of people."
In 2010, Ford vehicles will offer familiar terrestrial radio, HD Radio technology, SIRIUS®Satellite Radio as well as Internet radio through Ford SYNC® from a Bluetooth®-streaming audio-capable smartphone.
"Ford continues to lead the market in bringing advanced capabilities to popular vehicles. We are very pleased that HD Radio technology is an integral part of Ford's broad offering of new features," said Jeff Jury, COO of iBiquity Digital Corporation, the developer of HD Radio technology.
Like the song? You can tag it
The world's first implementation of iTunes Tagging in a factory-installed HD Radio receiver will launch in 2010 on select Ford vehicles. Through the SYNC system, iTunes Tagging will provide Ford customers with the ability to capture a song they hear on the HD Radio receiver for later purchase. With a simple push of the "TAG" button on the radio display, the song information will be stored in the radio's memory.
Up to 100 tags on SYNC can be stored until the iPod is connected. When the iPod is then synced to iTunes, a playlist of "tagged" songs will appear. Customers then can preview and, if desired, purchase and download tagged songs from the iTunes Store.
All HD Radio-enabled receivers in Ford vehicles also will provide Program Service Data - information that appears on the radio screen and includes song title, artist name and more.
Familiar controls with better quality
HD Radio technology enables more listening options and increased sound quality by using the same radio interface customers are used to as well as the same antennas and analog tuners with an added digital decoder inside the radio. Additionally, HD Radio-enabled receivers provide listeners with unique advanced services.
To operate, there's no difference from today's radio operations - customers just tune in your favorite station. If the station is broadcasting with HD Radio technology, the system automatically picks up the signal and will transition to digital audio once decoded.
Exclusive to HD Radio receivers are HD2/HD3 channels, which resemble mini-stations that could be spun off the "mother" station or completely new content for the local market. HD2/HD3 channels are found directly adjacent to the main (HD1) channel on the dial if available.
If additional HD2/HD3 channels are available, the radio will indicate how many on a multicast information bar. Users may tune up to the new available channels like they would tune to any other analog station. Users also may store HD2/HD3 presets, just as they do with today's radio.
HD Radio technology enables better audio and exclusive unique content choices
One significant benefit of HD Radio technology is that the sound quality of the broadcast is dramatically better because of the digital transmission - FM sounds like a CD and AM sounds like today's FM broadcasts. Also, the sound itself is much clearer and more consistent, without issues such as pops or hisses. Unlike analog broadcasts, digital broadcasts aren't susceptible to interference, fadeout and other issues.
Most stations use the additional HD2/HD3 channels to provide more unique coverage of sports, music or other niche programs often tailored for their individual markets - all for free. For example, in Dallas there is now a dedicated 24/7 Cowboys channel on 105.3-HD3. In Pittsburgh, there is a dedicated 24/7 Penguins channel on 105.9-HD2. Broadcasters may choose any genre they wish for their additional channels.
Nearly 2,000 radio stations in the U.S. currently broadcast in digital HD Radio sound, with nearly 1,000 stations also airing HD2/HD3 channels. Approximately 85 percent of the U.S. population is served by a station broadcasting with HD Radio technology.
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2010 Volvo C30
To help you find the most useful information on the 2010 Volvo C30, the experts at TheCarConnection.com have combed the Web and hand-selected some of the best, most-useful quotes and observations from other review sources. In addition, here in this authoritative Bottom Line, the editors have provided you with firsthand observations and behind-the-wheel impressions--and looked at how the C30 matches up to alternatives.
Likes
Very attractive design
Good handling and maneuverability
Strong acceleration
Impressive fit and finish
Dislikes
Odd driving position
Tiny 2+2 backseat
Disappointing cargo space
In just a decade or so, Volvo has made an about-face with respect to design, going from boxy and chiseled to sleek and rakish. One of the current models that most demonstrates that change is the Volvo C30, an attractive hatch with a unique, retro-styled rear end and lots of personality.
The 2010 Volvo C30 is, in some respects, a truncated two-door-hatchback variant of the S40 sedan and V50 wagon. The similarities to those other models really only hold from the front. In back, the neat, familiar Volvo look yields to a broad-shouldered, rakish silhouette, with a unique, blacked-out glass hatch. Large, flashy alloy wheels and lipped wheel wells with dark lower-body and window trim help give the whole design seem more like a fastback coupe from the side.
The C30 utilizes Volvo's proven 2.5-liter five-cylinder engine, here turbocharged and producing a healthy 227 horsepower, along with a more important 236 pound-feet of torque beginning at just 1,800 rpm. The turbo engine actually does very well with the automatic; the standard six-speed manual is also pleasant but a bit notchy. Because the C30 sends a lot of power to the front wheels, it can be a bit challenged for traction when accelerating hard on bumpy surfaces at low speed, but overall the C30 handles in a solid and secure way. The wheelbase, a long 104 inches, is shared with the S40 and V50--which results in a good ride and surprisingly stable, relaxed high-speed cruising. In following, the C30 has a heft that make it feel more secure but less nimble than some small cars; the suspension is quite firm, though, resulting in jarring jolts over potholes and some boominess on coarse surfaces. It's also quite economical--as high as 21 mpg city, 30 highway with the automatic.
Sophisticated and unlike most other small cars inside as well, the C30 manages to wow with its interior design. There's a "floating" center stack, a thin panel where radio and climate system controls are located, allowing an open space with storage just behind. The base sound system is quite good, with 160 watts and HD Radio compatibility, but the high-end Dynaudio system is better than you'll find in any other small hatchback. Front seats have an attractive two-tone look, with contrast stitching, and there are soft-touch areas for the elbows. However, the interior is tight; tall drivers might find themselves surprisingly short on space, as the sunroof cuts precious headroom. The rear seats--configured more as two separate contoured positions with scaled-down proportions--are snug, and adults will complain even if they can wedge in. The cargo space is a bit disappointing, too, with a narrow opening through the glass hatch and a high cargo floor. Such is the sacrifice for fashion.
Despite the racier image of the C30, Volvo's reputation for top-notch safety doesn't dip in any way. In typical Volvo fashion, safety equipment is abundant, with side curtain airbags, anti-lock brakes, and stability control standard; Volvo's lane-departure warning system is optional. Although the federal government hasn't crash-tested the C30, the Insurance Institute for Highway Safety (IIHS) has given the C30 its top "good" rating in each of its tests, along with its Top Safety Pick designation, which few small cars have typically earned.
The Volvo C30 lineup was reconfigured last year, with the addition of a style-centric R-Design model. For 2010, the C30 gets more standard features, but the custom-build program that enables various extra features and add-ons has been discontinued. For 2010, a number of features that had been optional previously are now standard; a trip computer, cruise control, and a Bluetooth hands-free calling interface are all currently included on the base C30 T5, while the C30 R-Design gets newly standard fog lamps. The C30 R-Design model offers a more aggressive look, with different front and rear aerodynamic work, along with all sorts of sporty cues, but it's also something of a real sport package, boasting dynamic chassis control and upgraded wheels with Pirelli P Zero Rosso tires. Other options on the C30 lineup include a moonroof, leather upholstery, a navigation system with real-time traffic, a climate package, and a preferred package with active HID headlamps.
The Bottom Line: The 2010 Volvo C30 offers a look and feel that's unlike any other hatchback, but it sacrifices plenty of practicality to do so.
Other Choices
If you're interested in the 2010 Volvo C30, also consider:
- Audi A3
- BMW 1-Series
- Mazda MazdaSpeed3
- MINI Cooper
- Volkswagen GTI
Reason Why:
The 2010 Volvo C30 still looks fresh and different from any other hatchback on the market. The most obvious rival to the C30 is the MINI Cooper; the turbocharged MINI Cooper S offers more satisfying performance and a sprightlier driving feel, while its interior is also more useful and real-world spacious. For even more space while still being stylish, there's the MINI Cooper Clubman S. On the more sophisticated, refined side there's the BMW 1-Series, which is dynamically superior to the C30 but can be quite pricey when well-equipped. The Volkswagen GTI has been redesigned for 2010 and offers a slightly more exciting driving feel than before, though it still looks almost exactly like the affordable Golf. That's the same issue with the MazdaSpeed3, which looks similar to the Mazda3 but offers a rorty turbocharged engine and friskier driving feel while still reserving enough comfort for day-to-day driving. The Audi A3 remains a more exciting, distinctive choice with an especially spacious, versatile interior layout and available all-wheel drive, though to some people, it's a station wagon.
Buying Tip
Want an even more aggressive performance package for the C30? If so, you might want to hold on until later in the model year as one might be on the way.
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2010 Volkswagen Golf – Golf TDI
The editors at TheCarConnection.com have driven the 2010 Volkswagen Golf to bring you this hands-on review of its styling, performance, features, safety and comfort. Along with the road test, editors researched opinions from other respected Web sites to bring you a comprehensive full review of the new Golf for 2010.
Likes
Built solidly
Cabin feels rich and upscale
Well-damped ride in most conditions
Newly available diesel option
Great visibility
Dislikes
Frumpy styling
Gas engine's fuel economy isn't great
Less passenger and cargo room than expected
The 2010 Volkswagen Golf returns with some styling changes and a name change. For the last few years, Volkswagen experimented with the old Rabbit nameplate in the United States, but it's abandoned that badge with the new model, reverting to Golf for both the three-door and five-door hatchbacks. The compact Golf comes in either body style, and with a choice of four-cylinder gas and diesel engines. Manual and automatic gearboxes are offered, along with a dual-clutch transmission in the TDI diesel. The new Golf starts from $17,490 for the two-door, with the four-door starting at $19,190, and the TDI diesel beginning at $21,990. Its primary competition? The Honda Civic, Kia Forte and Kia Soul, Mazda3, and Ford Focus.Performance enthusiasts will instead want to check out the 2010 Volkswagen GTI, which pairs the Golf's hatchback body style with more satisfying hardware and extroverted cues. TheCarConnection.com reviews the 2010 VW GTI separately.
It's a bit difficult to tell the difference between this sixth-generation Golf and the car it replaces. There are plenty of small design variations, but the overall mechanical package and the general shape of the car remain unchanged. It is conservative and boxy-but not unappealing in its own German way. There's the traditional shape, a legacy of 30 years, but it's now crisper with some interesting creases on the hood, a new front end with a wider grille and halogen headlamps, and a small spoiler at the hatchback hinge. Diesel TDI Golf hatchbacks also get oval fog lamps and optional xenon headlamps. The overall look is a little wider, a little more balanced, and mostly evolutionary. The Golf's cabin bears more of a modern imprint, thanks to a new dash with even better textures and looks than the outgoing car.
The 2010 Volkswagen Golf can be had with either a four-cylinder gas or diesel engine-and it's the diesel that gets TheCarConnection.com's nod. The five-cylinder gas engine is powerful enough for moderate use; it delivers 170 horsepower and 177 pound-feet of torque, but its response is flat and unexciting. The gas-powered two-door offers a vague-feeling five-speed manual or a fine six-speed automatic; the four-door gas-powered Golf is only available with the automatic. It will accelerate to 60 mph in about 8 seconds and hit a top speed of 120 mph, plenty fast for average drivers, and fuel economy improves to mid-pack at 23/30 mpg with an automatic transmission. The clear winner here is the 2010 Golf TDI and its clean-burning diesel engine. It offers less on paper, at 140 hp, but with its 236 lb-ft of torque, it performs only a touch slower than the gas-powered Golf, with quicker in-city feel. The TDI's very muted diesel clatter sounds a bit more engaging, even, and it delivers 30/42 mpg and a 0-60 mph time of 8.6 seconds. The TDI is offered with either a manual or dual-clutch gearbox, and the winner is the latter transmission. The paddle-shifted DSG box is a delight, with quick changes up or down the diesel's admittedly shorter powerband. Handling is a strong point of any Golf; electric power steering has a well-sorted feel, and the Golf's ride is taut, not jarring. The front strut and independent rear suspension absorb big bumps with nary a crash or bang, and braking on the cars tested feels strong and controllable.
Comfortable seats and quality feel in the cabin make up for a little less interior room than the boxy shape implies. The Golf's front seats give great support, and the driver's seat helps you get comfortable with plenty of adjustability, but the controls are in three different locations: fore/aft at the right-front corner of the seat, a lever on the left side that raises and lowers the bottom cushion, and a big knob to change the backrest angle at the left rear of the seat. The rear seats have adjustable headrests and an armrest, and they fold down almost flat to give access to the cargo area. Rear-seat legroom can be an issue when tall drivers sit up front, and there's noticeably less knee room than in the Civic or the Kia Forte. Headroom is quite good, though. Throughout the cabin, the quality of the materials is high. The view out is good, but the base of the windshield is rather high, a result of European pedestrian collision standards.
Safety equipment is extensive in the 2010 Volkswagen Golf, but the new vehicle hasn't been officially crash-tested yet. However, it's very similar to the outgoing model, which earned four-star ratings for frontal impact and five-star ratings for side impact from NHTSA (National Highway Traffic Safety Administration). Unusually, the previous Rabbit model earned the Top Safety Pick award from the IIHS (Insurance Institute for Highway Safety), with all "good" scores. Standard features include six airbags, anti-lock brakes, stability and traction control, and brake assist. Rear side airbags are an option in the four-door Golf.
With the latest edition, the 2010 Volkswagen Golf's features list has grown more competitive with the tech-happy entries from American and Korean automakers. Standard features include power windows, locks, and mirrors; air conditioning; cruise control; power locks; and an AM/FM/CD/MP3 player with an auxiliary jack. The Golf TDI diesel adds on an LCD-screen music interface, a six-disc CD changer, and Sirius Satellite Radio, along with a multifunction steering wheel. A sunroof is optional across the board, as are Bluetooth connectivity and heated seats. The TDI model can be equipped with a 300-watt Dynaudio Lite audio system that sounds crisp and clear, and worth the added premium over the base system. Lastly, Volkswagen offers a navigation system on the new Golf; it has a 30GB hard drive for music and maps, DVD playback, an SD card slot, and USB connectivity.
The Bottom Line: The 2010 Volkswagen Golf/TDI feels more upscale than its competitors, and the diesel's exceptional fuel economy is an unexpected bonus in the class.
Other Choices:
If you're interested in the 2010 Volkswagen Golf, also consider:
- Mazda3
- Honda Civic
- Kia Forte/Soul
Reason Why:
On fuel economy alone, the 2010 Volkswagen Golf/TDI makes a strong case to compact-car buyers. There are many engaging competitors, though. The Honda Civic is a perennial favorite here, though its latest design isn't a favorite. The Hybrid version has TDI-trumping fuel economy. The latest Ford Focus matches the Golf with two body styles, and buyers tend to be attracted to its powerful SYNC entertainment system, but it's styled poorly. The Mazda3 is the perennial favorite for handling, but it can't match the VW's solid feel, even after a full redesign this year that thoroughly upgrades the interior.
Buying Tip
The Golf TDI and its paddle-shifted gearbox comprise the most entertaining green car yet driven by TheCarConnection.com's editors. It's well worth a test drive against gas-powered competitors-but for real performance, check out the 2010 VW GTI.
| Permalink:2010 Volkswagen Golf - Golf TDI | |
2010 Mazda MazdaSpeed3
TheCarConnection.com's editors drove the 2010 Mazda MazdaSpeed3 to help you decide which reviews to trust and where opinions differ. We provide you with the best information, impressions, and details. TheCarConnection.com also studied other road tests of the 2010 MazdaSpeed3 to put together this conclusive review.
Likes
Robust package good for occasional track jaunts
Firm but composed ride
Lack of road noise
Strong protection and safety features
Dislikes
Controversial front styling
Unpredictable steering boost in tight corners
Pronounced turbo lag
The 2010 MazdaSpeed3 is a high-performance hatchback based on the economical, sporty Mazda3 but with a much edgier, tuner-car personality and hardware that truly qualifies it for weekend track duty.
The entire Mazda3 family has received a redesign, including a controversial snout, for 2010, but TheCarConnection.com thinks it works a bit better on the Speed3 than on the frugal-minded models of the Mazda3. While the proportions of the new 2010 MazdaSpeed3 are as good as ever, the new front-end styling better matches the hunkered-down stance and more aggressive bodywork and wheels--looking a bit like a menacing grimace. To complete an image that screams performance, there's also a body-color rear spoiler, a bright-tip sport-tuned exhaust, 18-inch lattice-design alloy wheels (a lot like those on the RX8 R3 sports car), and sticky Y-rated Dunlop SP Sport tires.
Inside, the 2010 MazdaSpeed3 gets a fresh design theme, with primarily black materials accented with a red graphic motif--a field of red dots, as we saw it--plus red stitching throughout, front seats with more lateral support, and an LED turbo boost gauge that sits between the speedometer and tach.
Specs remain unchanged from the previous Speed3 for the 2.3-liter, direct-injection (DISI) turbocharged four-cylinder engine, which produces 263 horsepower and 280 pound-feet of torque, with a six-speed manual gearbox and front-wheel drive, though drivability has improved thanks to a new functional hood scoop and intercooler duct, as well as revised gear ratios. According to several sources, the new MazdaSpeed3 is capable of accelerating to 60 mph in less than six seconds.
The MazdaSpeed3 has front-wheel drive, while some of its rivals offer all-wheel drive, yet some clever engineering makes the most of the available traction. The limited-slip front differential ensures that the inside wheel always stays composed out of corners, and the sticky Dunlop SP Sport tires provide tremendous grip while there aren't any disconcerting body motions. However, on power, emerging from a tight corner on rough pavement in the lower gears, the steering feedback from the electro-mechanical system--and the overall feel of the car--can be a little harsh and unpredictable. Torque-management electronics keep too much of a shock from being sent to the front wheels, but on rough, rippled, or uneven surfaces, you'll still have to hold on tight to the steering wheel.
Likewise, the MazdaSpeed3's powertrain is brash and sometimes a little harsh but reasonably well behaved overall. The engine has completely different tuning compared to the CX-7, where it's also used, with a focus on high-end power in the Speed3. It accelerates the 2010 Mazda MazdaSpeed3 with authority, provided you mind the boost characteristics; don't expect much torque below 2,000 rpm, and from 3,500 rpm all the way to redline, the engine works itself to a rip-roaring yet smooth frenzy. There can be a bit of a delay coming out of corners, waiting for boost, if you land in too high a gear, but most drivers will adapt quickly as the clutch is light, and shift linkage is about as good as it gets.
Otherwise, the MazdaSpeed3 is well tuned dynamically for real-world roads; the suspension is firm but has some give for larger heaves, and when pushed to the limit it rebounds in a nice, controlled way so as not to lose composure. And as TheCarConnection.com has noted with the new 2010 Mazda3, there's far less road noise and impact harshness in general. You'll still feel the bumps, but the new model won't induce as much fatigue whether on the daily commute or longer trips. Front seats in the MazdaSpeed3 are firm and supportive for most body types, while there's just enough space in the backseat for short trips.
All the expected safety features are standard in the 2010 MazdaSpeed3, including electronic stability control, anti-lock brakes with brake assist, and both front-seat-mounted side airbags and side-curtain bags. Crash-test results include five-star results from the federal government in frontal and side-impact tests and "good" results from the IIHS.
The 2010 Mazda MazdaSpeed3 comes in a single very well-equipped Sport trim. Standard equipment includes dual-zone automatic climate control, a Bluetooth hands-free interface, cruise control, leather upholstery and trim, and aluminum pedals. Options are limited to just a few items--most importantly a Tech Package that adds Bose Centerpoint surround sound, Sirius Satellite Radio, keyless start, and a compact navigation system.
The Bottom Line: Overall the 2010 MazdaSpeed3 delivers pulse-quickening thrills for the back roads--or weekend track forays--all on a tight budget, without sacrificing too much practicality for everyday commuting.
Other Choices
If you're interested in the 2010 Mazda MazdaSpeed3, also consider:
- Honda Civic Si
- Mitsubishi Ralliart
- Nissan SE-R Spec V
- Subaru WRX
- Volkswagen GTI
Reason Why:
At well below $25,000, all said, the Speed3 provides more performance than the Honda Civic Si or the Nissan Sentra SE-R Spec V, while costing significantly less than the Subaru WRX or Mitsubishi Lancer Ralliart. The 2010 MazdaSpeed3 feels a little edgy and has a tuner-car personality, so for buyers who want more frugality than sport, the Honda or Nissan might have a better overall balance. If you're willing to invest in a set of snow tires, the Ralliart or WRX might be a better bet for chilly climes, though they cost several thousand dollars more. Please note that TheCarConnection.com hadn't yet driven the new Volkswagen GTI--one of the Speed3's chief rivals--at the time of this review.
Buying Tip
Not planning to go to the track? If you like the look of the 2010 MazdaSpeed3 but aren't sure you need all the go-fast hardware, take a look at the five-door "s" version of the standard 2010 Mazda3. It feels almost as perky in ordinary driving and you'll save some dough.
| Permalink:2010 Mazda MazdaSpeed3 | |
2010 Dodge Challenger
TheCarConnection.com has driven all three models of the Dodge Challenger extensively, and editors report here on the driving experience and provide advice to muscle-car shoppers. Editors have also sifted through the range of reviews relevant to the 2010 Dodge Challenger and highlighted the most useful information in helping you make a decision.
Likes
Styling like no other
Good balance between handling and ride comfort
Nice manual gearbox
Drag-strip-worthy acceleration of SRT8
Dislikes
Ever-present V-8 exhaust sound
Tough backseat access
V-6 stuck with only a four-speed automatic
The 2010 Dodge Challenger is a sporty coupe that evokes the designs of muscle cars of the late 1960s and early '70s. Dodge aims to appeal to more than the Baby Boomer fans of the original coupes by equipping the Challenger with modern tech features along with the comfort extras of a luxury coupe.
Three distinct models of the 2010 Dodge Challenger are available: the SE, R/T, and SRT8. Despite all the differences in performance and features between the three models--and the vast price range from around $23,000 for the base SE model to about $46,000 for the SRT8--the evocative exterior style of the new Challenger remains powerful across the entire line. The SRT8 adds just enough extras for true enthusiasts to spot the difference, but with its bold nose and strong bodylines, there's no mistaking a Challenger for any other car.
The Dodge Challenger is a bit larger than the Ford Mustang or Chevrolet Camaro on the outside, and it translates to a bigger interior--at least for front-seat passengers. The seating layout is quite conventional for a large coupe, though the instruments are laid out with plenty of retro inspiration. The gauges are nestled in four pods, but unlike in other overly styled coupes, they remain easy to read and free of reflections. A big center console is included, and nice touches like the pistol-grip shifter recall the past--without looking too much like a fashion victim.
Provided you stick with one of the V-8 models, the 2010 Dodge Challenger delivers performance that supports its very authoritative styling. The base Challenger SE gets a 250-horsepower, 3.5-liter V-6, which includes a four-speed automatic and can deliver 0-60 times in the low seven-second range. It doesn't feel quite as perky in real-world driving as those numbers might indicate, but it's a refined combination and earns EPA ratings of 17 mpg city, 25 highway. Although the SRT8 is much thirstier, with ratings of 13 mpg city, 19 highway, the R/T achieves about the same as the V-6, at 25 mpg on the highway.
The Challenger R/T model upgrades to a 5.7-liter HEMI V-8, rated at 372 or 376 hp; it has a character more befitting of the overt styling and is offered with a five-speed automatic or six-speed manual. The 5.7-liter can get the Challenger to 60 mph in the mid-five-second range.
Full-on performance enthusiasts will be drawn to the go-fast SRT8, which brings a big 6.1-liter HEMI producing 425 hp. As with the R/T, a six-speed manual gearbox is available. Performance is impressive, with a top speed of over 170 mph. Compared to beasts like the Dodge Viper, the SRT8 is surprisingly drivable and docile in dense traffic even with the manual gearbox, which shifts neatly and has a smoothly engaging clutch pedal. The SRT also gets a host of serious performance upgrades for braking and suspension, along with interior accents and LED cabin lighting. New for 2010 is a Super Track Pack, which brings numerous upgrades that make the Challenger suitable for weekend track outings.
The Challenger has comfortable bucket seats as standard up front, and there are three seat belts in the rear. Two adults, with some wedging, will be able to ride in the backseat, but three would be pushing it. Those in the front may have to slide their seats forward to provide ample legroom for those in the rear. Also with the available power driver seat, when access to the rear seat is necessary, the driver's seat lacks a quick-release mechanism. The solution is to motor the seat forward or access the rear seat from the passenger side--very inconvenient. However, the folding rear seats (60/40 split) help give the Challenger excellent and flexible cargo-carrying capabilities.
With no squeaks or rattles, the quality on all the Challengers tested by TheCarConnection.com has been excellent, and interior materials are a step up from the much-maligned trims used on the cheaper models in the Dodge lineup. The Challenger is surprisingly refined overall, with very little wind or road noise, but beware that in V-8 models the engine noise is tuned to be ever-present, which might get tiring on highway trips.
Some shoppers might tend to completely overlook safety in the 2010 Dodge Challenger, favoring performance and style, but it comes with all the essentials. Front side airbags and full-length side-curtain bags are standard, as are electronic stability control and anti-lock brakes with brake assist. The Challenger gets excellent crash-test ratings, with five-star results from the federal government in frontal and side impact, although the insurance-supported IIHS hasn't yet tested this coupe.
For those who place some weight on luxury and entertainment features, the 2010 Challenger has that covered, too. Top options include heated leather seats, power heated mirrors, Uconnect hands-free Bluetooth communication, a navigation system, hard-drive media storage, and a sound system with Sirius Satellite Radio and Boston Acoustics speakers. The available Uconnect Multimedia and Uconnect Navigation systems now include enhanced steering-wheel controls.
The Bottom Line: The 2010 Dodge Challenger is the most retro of 'em all, but don't let that make you think it's disappointing in features, comfort, or refinement.
Other Choices
If you like the 2010 Challenger, also consider:
- Ford Mustang
- Chevrolet Camaro
- Hyundai Genesis Coupe
Reason Why:
The muscle-car revival is still in full force, with the Ford Mustang and Chevrolet Camaro replaying an old rivalry. Only this time, all three cars are a lot more practical and day-to-day livable. The 2010 Dodge Challenger has the most usable backseat of the three, but none of them are particularly spacious. Relative to the Mustang and Camaro, the Challenger has a bit more space for front-seat occupants and would likely be more comfortable for a road trip. The V-6 SE model matches reasonably well against the Mustang V-6, but the Camaro's V-6, now with more than 300 horsepower, easily beats them and is a step above in refinement. At the top of the range, the Camaro SS and Mustang GT match up nicely with the Challenger SRT8, but the powerful Shelby GT500 Mustang holds a huge horsepower advantage over the SRT8. One other new model to consider is the Hyundai Genesis Coupe, an all-new rear-wheel-drive coupe that has a completely different flavor but takes on V-6 models of the Mustang and Camaro.
Buying Tip
Try the backseat before you buy if you plan to carry adults, and if you're eyeing one of the V-8 models of the 2010 Dodge Challenger, be sure to take it out to cruising speed on the highway to consider engine noise.
| Permalink:2010 Dodge Challenger | |
2010 Dodge Grand Caravan
TheCarConnection.com's editors have driven several different versions of the Dodge Grand Caravan to bring you this hands-on road test. TheCarConnection.com has also researched available road tests for the 2010 Dodge Grand Caravan to provide a companion review of opinions from around the Web and to help you figure out which opinions matter when reviews differ.
Likes
Six-speed automatic transmissions
All-around storage solutions
Available DVD players and satellite TV
Overall leader in minivan practicality
Dislikes
Sometimes raw, plasticky interior
Styling is a little too pragmatic
Touch and feel of much less expensive car
The 2010 Dodge Grand Caravan is the latest example of a fundamentally sound idea that continues to resonate with families on the go, more than 25 years after its introduction. Not a full-size van, but certainly not a station wagon, the Grand Caravan minivan offers enough seats for eight passengers, a carlike ride, smooth acceleration, and reasonable fuel economy. In Dodge's opinion, it's a "family room on wheels." Redesigned completely in 2008, the Grand Caravan only gets minor drivetrain tweaks this year as Chrysler sorts out its new alliance with Italy's Fiat.
Available only as a long-wheelbase minivan, the latest look for the Dodge Grand Caravan is squared-off and edgy, compared to the Clorox-bottle shape of the previous generation. It's more integrated with the muscular look of other Dodge cars, but the T-squared lines somehow make the Grand Caravan look less impressive and less upscale than previous editions. It's also harder to tell the Dodge apart from its Chrysler Town & Country counterpart. From the front, though, it's obviously a Dodge; the sporty cross-hair grille telegraphs the family links to the Ram truck and the Charger sedan. Inside, the boxy theme prevails again, with lots of hard plastic corners and imposing rectangles dominating the cabin. Light-colored upholstery helps, along with big glass areas, but the interior's moved into a cheap-and-cheerful territory that Dodge had all but superseded with the previous Grand Caravan.
Dodge outfits the 2010 Grand Caravan with a choice of three engines, either a four-speed or six-speed automatic, and front-wheel drive. (All-wheel drive has fallen off the ordering sheet.) Besides the 3.8-liter V-6 that makes up the majority of TheCarConnection.com's experience, two other V-6s are available: a 175-hp 3.3-liter V-6 and a 251-hp 4.0-liter V-6. The two larger engines are teamed to a six-speed automatic, and the combination in either case provides more than adequate performance for this class of vehicle. Pass on the 3.3-liter V-6 and the four-speed automatic that comes with it. The Dodge Grand Caravan weighs more than two tons, so power is an important component of overall driving safety and satisfaction. If you want better acceleration while actually boosting fuel economy, take the big six; it earns 17/25 mpg in EPA testing, while the 3.8-liter six gets 16/23 mpg and the 3.3-liter six manages 17/24 mpg. Handling and ride aren't any better or worse than in most minivans, which makes the performance rating among minivans more a fuel-economy derby.
The Grand Caravan is more solidly built than before, and offers so many interior configurations, it would be the top-ranked minivan for comfort and quality-if only its plasticky interior felt and looked better. All three rows of seats in any Grand Caravan have ample head and shoulder room, with third-row seats offering acceptable space for adults, due to a long 121.2-inch wheelbase. Storage is excellent, especially with the Stow 'n Go seating system that lowers seats into the floor and the Swivel 'n Go system, with its second-row seats that swivel 180 degrees to face the third row. Order the latter and you'll also get a removable table that installs between the two rows, in-floor covered storage bins, and fold-in-the-floor third-row seating. The Swivel 'n Go option is only for use by children; adults will find the face-to-face configuration cramped. As for quality, the interior is slathered in hard plastic and carpet that's a nod to the durability needed by families-but a distinct step back from the 1996-2007 minivans that felt richer and looked better than the current Grand Caravan.
The 2010 Dodge Grand Caravan earns good safety scores, though not best in class. NHTSA (National Highway Traffic Safety Administration) gives it five-star scores across the board, and the IIHS (Insurance Institute for Highway Safety) calls its front and side-impact performance "good." In rear impacts, the IIHS says it's "marginal," which keeps it from being a Top Safety Pick. Dual front, side, and curtain airbags are standard, along with anti-lock brakes, as well as traction and stability control. Available as options are a blind-spot monitor, a rearview camera system, and rear parking sensors. Integrated child seats also can be fitted to the second-row seats.
Because of its vastly reconfigurable interior, the 2010 Dodge Grand Caravan gets a great features rating from TheCarConnection.com. It earns the best rating possible because of the long list of options offered for entertaining kids on the road-a public service that shouldn't go unsung. There's a MyGIG entertainment system with a music hard drive and navigation, if ordered; Sirius Satellite Radio and Travel Link real-time information; Backseat TV with a limited palette of kid-oriented, live satellite TV; and a rear-seat DVD entertainment system with twin screens that also rotate for viewing in the rear two rows.
The Bottom Line: The 2010 Dodge Grand Caravan puts its money on its flexible interior and entertaining features, but its performance is matched and styling bettered by newer competition.
Other Choices
If you're interested in the 2010 Dodge Grand Caravan, also consider:
- Ford Flex
- Toyota Sienna
- Honda Odyssey
- Hyundai Entourage
Reason Why:
The 2010 Dodge Grand Caravan has tough competition in the minivan class, even before factoring in the ritzier Chrysler Town & Country. First, there's a not-minivan to consider, the Ford Flex. With its MINI-esque styling and seven-passenger interior, it's a minivan in all but name and the action of its doors (they're hinged, not sliders). For value, there's the Kia Sedona and Hyundai Entourage, near-identical twins that lack the flexible seating options of the Dodge but offer nicely equipped interiors and similar performance for a bit less cash. The Toyota Sienna's getting a bit long in the tooth, but has fold-flat third-row seats and a richer interior to its credit. The Honda Odyssey is the best minivan for those who don't want to leave driving feel behind; the steering is tops in minivans, the seats offer some folding and flipping options, and fuel economy and reliability history are good.
Buying Tip
If the interior doesn't cut it, and you're unconvinced by other minivans, wait a year; the Dodge Grand Caravan will probably see an upgraded interior for the 2011 model year.
| Permalink:2010 Dodge Grand Caravan | |
