2011 Porsche Panamera, Cayenne: Greener With Auto Start Stop
When you're sitting at a stoplight or stuck in traffic—and you're lucky enough to be behind the wheel of a new 2010 Porsche Panamera or 2011 Porsche Cayenne—you might notice the engine ever so smoothly shut off.
Yes, it's supposed to do that; the feature is called Auto Start Stop. But unless you've driven a hybrid, like the Toyota Prius or Ford Fusion Hybrid, for example, you're probably not very familiar with the idea, or the sensation.
To newbies, it can be a little disconcerting. Will the engine restart quickly enough when you need it? Will the air conditioning and all the accessories work seamlessly? And is the system robust enough to handle potentially hundreds of starts and stops in a particular day? The answer to all those questions is yes.
Big in Japen, sought-after in Europe
In more fuel-economy-minded Europe and Japan, the word is out that start-stop systems can save a lot of fuel in gridlock. There, they've already become quite common, especially in upscale yet fuel-efficient vehicles, with BMW and Mazda among several brands becoming leaders in installation.
While lots of automakers have been talking about start-stop—for years, now—Porsche is the first automaker to widely deploy this green feature in the U.S. in its non-hybrid vehicles—including the high-performance Turbo V-8 variants.
It's tough argument for economics alone, as start-stop doesn't boost the Panamera's EPA fuel economy ratings, but in real-world driving in especially congested stop-and-go conditions or through long series of unsynchronized traffic lights it might reduce fuel consumption (and the emissions from idling) by five percent or more.
The U.S. version of Auto Start Stop on 2010 Panamera models defaults to the 'off' position, and each time you start the sport sedan you need to rearm the feature by pressing the button—something that very few drivers—even if they intend to use the system and save fuel—are going to remember.
2011 models will remember your preference
In the 2011 Panamera that's now already on sale, as well as in the 2011 Porsche Cayenne models, that clunky arrangement changes. Start-stop will now return to its last mode of operation—activated or deactivated—as soon as you start the vehicle, and it will remember multiple modes for different users/keys.
We had the chance to take notes on Auto Start Stop and put it through the paces in both the new Panamera V6 and Cayenne V6. But it's a difficult feature to pin down or explain simply. Sometimes you'll be at a stoplight and the engine will stop; other times in seemingly identical conditions it won't; and sometimes the engine turns off a while after you stop or a while before you take off from the light. According to Porsche, start-stop has a total of 56 variables that affect when start-stop temporarily turns the engine off, and for how long—everything from engine temperature and battery drain to recent driving style.
No matter how abruptly you lift off the brake pedal, the engine starts smoothly, almost without a shudder. How are restarts also so seamless? A Porsche official explained that the start-stop system uses data from the crank position sensor and actually primes the fuel injector for the next cylinder to help assure a quick, smooth start.
If your everyday commute involve lots of idling, yet a Hybrid doesn't quite match what you want, one of these Porsches might be just the ticket for going just a little bit greener.
This story originally appeared at The Car Connection
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Cadillac XTS To Get High-HP, High-MPG EcoBoost V-6 Rival
General Motors is working on a turbocharged V-6 that could see application in a wide range of vehicles, perhaps in place of a V-8 in the vein of Ford's EcoBoost V-6.
The new 3.0-liter twin-turbo V-6 would be heavily based on the 3.0-liter and 3.6-liter naturally aspirated, direct-injection engines that are now quite ubiquitous in GM's U.S. products (especially in its larger 3.6-liter guise).
The 3.6 made its debut in the Cadillac CTS many years ago while the larger smaller 3.0-liter V-6 is currently used in the 2010 Cadillac CTS and 2010 Buick LaCrosse, among others. GMInsidenews, citing engineering sources within GM who confirmed the project, is anticipating that the new engine will debut in the 2013 Cadillac XTS, as well as the Cadillac ATS and potentially the Chevrolet Camaro.
The XTS, which shows a different design direction for Cadillac, was previewed at this January's Detroit auto show as the XTS Platinum concept, with all-wheel drive and a hybrid powertrain, will likely replace the STS and DTS in the luxury brand's lineup.
Ford's EcoBoost 3.5-liter makes up to 365 horsepower and 350 pound feet and is installed in the 2010 Ford Taurus SHO, Ford Flex, Lincoln MKS, and Lincoln MKT, among other products, and achieves better fuel economy ratings than larger-displacement V-8 engines while producing power and torque ratings on par with them. A version of the engine is also expected soon in the Ford F-150 pickup.
This story originally appeared at The Car Connection
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2010 Suzuki Grand Vitara Bottom Line
TheCarConnection.com has driven the 2010 Suzuki Grand Vitara 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 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 Suzuki Grand Vitara to produce this hands-on road test.
Likes
Agile in-town maneuvers
Upright seating position
Serious off-road abilities
Dislikes
Bouncy ride and suspension
Tailgate-mounted spare tire
Archaic four-speed automatic
Not very fuel efficient for its size
The 2010 Suzuki Grand Vitara compact SUV holds five passengers, has civilized on-road handling, and brings more off-road capability than many of its competitors-including such features as a ladder frame and available four-wheel drive with a low range, more like a truck than a crossover. Redesigned for the 2009 model year, its unibody construction and fully independent suspension provide a kinder, gentler ride and better handling characteristics than previous truck-based Grand Vitara models could offer. Starting at a base price of $18,999 (plus $795 freight), the 2010 Suzuki Grand Vitara faces off against stiff competition from the Toyota RAV4, the Honda CR-V, the Ford Escape, the Chevrolet Equinox, and the Hyundai Tucson.
The 2010 Grand Vitara has clean if forgettable lines that are square-cut without being domineering. It was extensively upgraded last year with a new front bumper and grille design, along with some thoughtful interior enhancements: illuminated controls on the steering wheel, visor extenders, a sliding front center armrest, and an upgraded audio system.
For the 2010 model year, the Suzuki Grand Vitara is available with two engines: a four and a V-6-as are many of its competitors. The base 2.4-liter four-cylinder engine produces 166 horsepower and 160 pound-feet of torque. It delivers EPA fuel economy ratings of 19 mpg city, 26 highway with the five-speed manual, and 19 mpg city, 25 mpg highway with the four-speed automatic. The larger 3.2-liter V-6 engine, offered in the 2010 Grand Vitara XSport and Luxury models, produces 230 horsepower and 213 lb-ft of torque, and is paired with a more modern five-speed automatic transmission. It is rated by the EPA at 18 mpg city, 24 mpg highway-the mileage for either engine is bested by others in the class.
Unlike some competitors, the 2010 Suzuki Grand Vitara provides legitimate underpinnings for drivers who take their off-roading seriously. Suzuki offers a dual-range, Four Mode four-wheel-drive system that includes a two-speed transfer case, providing low-range gearing for uses like climbing rough trails. There's also fully automatic single-mode all-wheel-drive option.
Drivers sit high in the 2010 Suzuki Grand Vitara, and benefit from good forward and side visibility from the large, vertical windows. The Grand Vitara is pleasantly easy to drive, with precise, direct steering making it surprisingly maneuverable in tight urban traffic. It's easy to park, too, taking up only as much space as a compact car. The ride, while decent on smooth roads, can fall apart quickly when the pavement turns choppy. At speed, the handling and braking aren't as good as expected-partly because at 3,700 pounds, the 2010 Suzuki Grand Vitara is one heavy compact SUV. And that same high seating position makes modest body roll seem more extreme during tight turns.
The front seats hold average-sized passengers comfortably, but taller occupants may find the seat cushions short. The rear seat, however, has surprisingly good legroom-for two only, due to the narrow cabin. People buy crossovers to carry stuff, and the 2010 Grand Vitara's cargo space is a definite letdown. The floor sits higher than expected, and because the tailgate opens to one side, it's challenging to access with one hand or when parked on slopes. It's also worth noting that the heavy tailgate flips out to the street, with its hinges on the right, rather than to the curb.
The 2010 Suzuki Grand Vitara has decent safety equipment but hardly rates at the top of the class. It offers the expected anti-lock brakes, as well as stability and traction control systems as standard, along with front-side and side-curtain airbags. The Grand Vitara earns four-star ratings for driver and passenger frontal impacts, and five stars in driver and passenger side impacts, when it was tested by NHTSA. The Insurance Institute for Highway Safety (IIHS), on the other hand, rates it "good" (the top rating) for front impacts, but only "average" for side impacts.
The Base model of the 2010 Suzuki Grand Vitara comes in real-wheel drive only, but all-wheel drive is available or standard on all other models. The Premium model is the better-equipped four-cylinder, with optional four-speed automatic and four-wheel drive. The XSport and Luxury models upgrade to the V-6 engine and offer increasingly comprehensive feature sets. The 2010 Grand Vitara XSport features alloy wheels, fog lamps, roof rails, and a better sound system. The Grand Vitara Luxury model adds to that a hard-shell tire cover, wood-grain trim, and heated leather seats. All models now include remote keyless entry, a remote fuel-door release, and automatic climate control.
The Bottom Line: The 2010 Suzuki Grand Vitara offers real off-road ability and is maneuverable in town, but there are few other reasons to choose it.
Other Choices:
If you like the 2010 Suzuki Grand Vitara, also consider:
- Jeep Liberty
- Toyota RAV4
- Kia Sportage
- Ford Escape
Reason Why:
If you need the capacity to handle demanding off-roading or plan to tow something large, the Jeep Liberty is a better choice, although its interior is surprisingly cramped. As with the Grand Vitara, the RAV4, Sportage, and Escape all offer carlike handling. If you need seven seats, the Toyota RAV4 is one of the few compact crossovers to offer them-though the two rear seats are minimal. And none of those offers particularly high towing ability. The RAV4 also shares the Grand Vitara's annoying tail-mounted spare, which interferes with cargo loading and mildly handicaps visibility. The 2010 Suzuki Grand Vitara does, however, offer good value for money.
Buying Tip
Unless you plan to use your compact crossover for serious off-roading, Suzuki's own XL7 may be a better choice. It's roomier, it gets better gas mileage, and it's priced about the same as the 2010 Suzuki Grand Vitara. Based on real-world driving experience by TheCarConnection.com's reviewers, we suggest you drive the Suzuki XL7 before making up your mind.
This 2010 Suzuki Grand Vitara Review originally appeared at TheCarConnection.com where you can see more photos and news on the Suzuki Grand Vitara
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2010 Lexus ES 350 Bottom Line
To arm you with all the information to make the best shopping decision regarding the 2010 Lexus ES 350, the editors of TheCarConnection.com have selected highlights from a range of reviews, then compiled a definitive Bottom Line assessment of the ES 350, using firsthand driving impressions and observed details.
Likes
Comfortable, quiet ride
Luxurious interior
Strong but muted powertrain
The Lexus dealership experience
Top-of-the-class safety
Dislikes
Bland exterior
Doesn't have much personality
Lack of driving feedback
The front-wheel-drive Lexus ES 350 has long been the most subtle car in Lexus' already hardly overt lineup—appealing to those who want a smooth, responsive, quiet, and very comfortable luxury car, with some world-class technology features inside. What separates the ES 350 from the Toyota Camry are exterior styling and interior refinement. The two models share basic manufacturing elements, but Lexus owners enjoy elevated customer service. For 2010, the ES 350 gets a number of changes, but it doesn't deviate one bit from its formula—all the while delivering the performance to satisfy all but real enthusiasts.
While the ES 350's rear end is appealing and tasteful, the profile is rather conservative and featureless, save for out-of-place, aggressive headlamps. Although it's still quite bland on the outside, the 2010 ES 350 gets the equivalent of a 'sharpen,' in photo-editor-speak. A new grille looks a bit larger, with a lot more chrome and a slightly different headlamp design to match, while the front corners have been brought out a bit more. New fog lamps and a wide, thin lower air dam complete the new and slightly different look in front, while the tail lamp design has been modified to suit the front details. Alongside, metallic trim for the side sills bridges the wheel wells, and new wheel designs also help freshen the look. The interior takes a slightly different direction, becoming warmer and softer, yet brighter, though the overall look is also very conservative.
Nothing has changed about the way the ES 350 drives, and that's a good thing. Based on previous experiences with the ES, it's still serene and soft, but not at all bouncy, with the torquey and well-muted 272-horsepower, 3.5-liter V-6 churning through the six-speed automatic and front-wheel drive expeditiously and responsively but without undue fanfare. It propels the ES to 60 mph from a stop in just 6.8 seconds while managing fuel economy ratings of 19 mpg city, 27 mpg highway. Handling is competent and predictable, but the driver isn't involved in the process. The steering is responsive but lacks any recognizable feel of the road surface; that, combined with lots of body roll and ample tire squeal actively discourage hard cornering. While ride quality on the highway is superb, the car's steering doesn't offer enough on-center feel, which means you're constantly making minor adjustments to keep it tracking straight.
Last year's model finally shed its Toyota-esque interior cabin for the full and proper Lexus treatment, with soft-touch plastics, wood veneers, and quality leather trim on the steering wheel and shift knob. The 2010 Lexus ES 350 has exceptionally comfortable front seats, and in back ample space and a well-shaped rear bench create a relaxing place for two more adults. Trims and upholstery in the ES 350 have now been given a big upgrade versus last year, erasing any questions about whether the ES interior is much better than the top-of-the-line Camry. Contrast-stitched leather upholstery is now standard, with double stitching included with an Ultra Luxury Package, and richer-looking wood and bright-chrome trims add accents at the center stack and just above the glovebox. There's also a good deal more metallic-look trim throughout the interior and walnut and maple wood trims have been added, while leathers are supple and enveloping, with plenty of soft-touch surfaces all around. All the while, the interior is nearly silent and the ride pillowy, though the suspension is arguably a little too soft and wallowy for some country roads.
Safety is one of many good reasons to choose the 2010 ES 350; it gets a "good" rating from the Insurance Institute for Highway Safety in frontal and side protection (though it's "marginal" in the seat-based rear impact test), and NHTSA gives it five stars for front protection, five for driver side impacts, four stars for passenger side impacts, and four stars for rollover protection. Standard safety equipment includes eight airbags, anti-lock brakes with electronic brakeforce distribution, and stability control. Rear-seat side airbags have also been added for 2010, bringing the ES 350's airbag count up to 10. All ES models additionally get the Safety Connect system, which uses cellphone technology and GPS transceivers to provide Automatic Crash Notification, Stolen Vehicle Location, emergency assistance (through an SOS button), and Roadside Assistance services. A 24-hour call center aids roadside assistance.
The standard equipment list for the 2010 Lexus ES 350 is vast and includes 17-inch alloy wheels, a power-adjustable steering wheel with audio controls, ritzy Optitron gauges, 10-way power-adjustable front seats, keyless entry with push-button start, climate control, fog lamps, moonroof, a self-dimming mirror, a trip computer, and a six-CD changer. Center-console storage has been improved and rain-sensing wipers are newly standard this year. Other features include a SmartAccess key fob with push-button start/stop, power tilt-and-telescoping steering wheel, 10-way power seats, and a new multi-information display. A dramatic new panoramic glass sunroof is available as well on the Lexus ES 350. The nav system has now been updated to the latest version, with Bluetooth audio now part of the package, along with Bluetooth hands-free features, a USB port, and XM satellite radio. The Lexus Enform suite of services is newly available on the ES, adding several satellite-radio subscription services, including Destination Assist, which enables operator-assisted destination entry; the Web site-driven eDestination; and a host of information services. Top options are rolled into the Ultra Luxury Package, including Intuitive Park Assist, perforated leather with heated and ventilated front seats, a panorama glass roof, a power rear sunshade, and HID headlamps with AFS to help in dark corners.
The Bottom Line: Comfort-minded buyers who room for four in a sensibly-sized sedan—and still want the latest technology—won't be able to do much better than the 2010 Lexus ES 350.
Other Choices
If you like the 2010 Lexus ES 350, also consider:
- Acura TL
- Buick LaCrosse
- Hyundai Azera
- Lincoln MKZ
- Nissan Maxima
Reason Why:
The 2010 ES 350 is one of many conservative, front-wheel-drive sedans that favor ride and comfort over performance, to differing degrees. The Hyundai Azera and new Buick LaCrosse also tend toward the comfort end of the scale, but both have a very competitive price and the Buick in particular has an expressive new interior that's arguably better looking than that of the Lexus. Acura's TL is a bit sportier than the ES 350, though some of its styling details, like its grille, aren't to everyone's liking. The Lincoln MKZ is a sharper-edged car, with an interior that is at the same time more stylish but less rich-looking. The Lincoln's engine also has more growl, and it's available with all-wheel drive. The Nissan Maxima is also a sportier option; it has a roomy, stylish interior and more of an emphasis on performance, but it lacks the refinement and isolation of the overall experience in the Lexus and doesn't offer the excellent Lexus dealership experience.
Buying Tip
If you're not completely sure, take the sportier Lexus GS and IS models for a drive as well. Though these models have tighter interiors, they're more enjoyable to drive for those who normally encounter curvy roads.
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2010 BMW Z4 Bottom Line
TheCarConnection's editors have driven the 2010 BMW Z4 roadster to write this hands-on review. Editors have compared the Z4 with other luxury two-seat roadsters, to help you narrow your shopping choices. TheCarConnection.com also has compiled a full review of quotes from other respected auto review Web sites, to give you the most comprehensive BMW Z4 information on the Web.
Likes
Tight hardtop
Velvety, responsive engines
Excellent dual-clutch automatic
Phenomenal poise, with good ride quality
Storage bins!
Dislikes
Tight cabin and low windshield header
Steering ratio feels too quick
Unimpressive standard sound system
Bluetooth is optional
Pricey
The BMW roadster era began again in 1996 with the introduction of the South Carolina-built Z3. That rounded, Miata-esque two-seater evolved into the flame-surfaced Z4 in 2002. Now, the Z4 has been reimagined again, with a more elegant body, a tighter cabin, and much quicker performance. With a base price of $46,000, the Z4 competes against the Audi TT, Porsche Boxster, and Mercedes-Benz SLK, as well as the Infiniti G37 Convertible.
Leaner and yet more voluptuous, the newest BMW Z4 introduced in the 2009 model year and carried over for 2010 is a bit more conservative than before. The hood is long and low, with the short-deck proportions of a classic roadster. The front end's been brought up to speed with the lines of other new BMWs, and the sides have seen their aggressive creases and flares softened. The silhouette flows with far more elegance, seen in smooth, long arcs connecting the hood to the rear fenders. The rear wheel wells are pronounced in their size-and taper toward Porsche Boxster-like tail lamps. The Z4 side view shows a slim bubble when the roof is raised. Relative to the otherwise tight proportions, the long overhangs are more noticeable in back, where the Z4 needs the length for stowing its retractable hardtop. Like the sheetmetal, the cabin has a far richer, more sophisticated feel; it's the most upscale of all its competition. The rakish design divides some controls in a strong, graphic trim panel, and cants them slightly toward the driver. There's more metallic trim and choices of contrasting leather trim, all giving the Z4 a fair whiff of nostalgia among its modern controls. Overall, the look inside is a little more cluttered but much more useful. There's an iDrive controller and an electric parking brake in the center console; the navigation screen, when so equipped, pops up from the top center of the dash.
The 2010 BMW Z4 is offered in two models. The Z4 sDrive30i sports a 255-horsepower, 3.0-liter inline-six; a 300-horsepower, twin-turbo version of that engine comes in the sDrive35i. The base six has a familiar BMW growl and builds even power up to its 6,000-rpm redline; with a manual shifter, its acceleration and feel are pure classic roadster, not overwhelmingly exotic. The turbo version's more guttural and more of a high-speed hammer, with effortless high-speed passing and strong power for sinewy mountain roads. Both versions have a standard six-speed manual; the base car has an optional automatic with manual shift mode. The 2010 Z4 turbo has an option for BMW's new seven-speed dual-clutch automatic, which includes steering-wheel paddle shifters so that shifts can be ordered up at the tap of a thumb (for downshifts) or fingertips (upshifts). The dual-clutch gearbox lets drivers choose gears and then reverts to an automatic shift mode, or it can be locked in Manual mode for all-paddle control. The turbo six, with this transmission, is an exhilarating ride; shifts are quick, smooth, and without a jolt, making it easy to keep the power on boil. A 0-60 mph time of 5.0 seconds is possible (the non-turbo six can manage 5.6 seconds). Top speed with a Sport package can hit 150 mph; it's 130 mph without. Impressive fuel economy comes with any version; the base manual Z4 earns 19/29 mpg fuel economy ratings, and the turbo dual-clutch is rated at 17/24 mpg.
Handling and ride are electronically influenced with the Z4's addition of Driving Dynamics Control. Three modes-Normal, Sport, and Sport+-are programmed into the car's electronic controls for steering feel, automatic-transmission shift speed, and stability control response. In cars equipped with the optional Adaptive M Suspension with Electronic Damping Control (part of the Sport Package), it also controls the suspension damping. With the adaptive suspension, the Z4 is remarkably flexible, soaking up patchy bumps and even coarse, jiggly surfaces but tightening up for the esses and quick maneuvers. The Z4 grips and grins, but the steering does pay a price in feedback: It's a touch too quick, and there's little difference in feel as the Z4 passes over smooth to coarse surfaces. Big, smoothly modulating brakes feel responsive but not touchy, firm but not unyielding.
Prepare to downsize your life if you upgrade to the latest 2010 Z4. BMW's penned a cabin that's not very spacious-in fact, it's just adequate for most adults. The pair of seats now has longer, adjustable bottom cushions, but most passengers still will catch air under their knees. Taller drivers will have to slouch to see stoplights from behind the low windshield header. What it lacks in interior space, it makes up for in storage; there's a small cargo shelf behind the seats, a low cargo net to trap objects nearby, and a center console tray, as well as clamshell door pockets. A cold-weather package adds seatback netting, luggage straps, and a storage box at the bulkhead. Aside from a sharp edge or two, the 2010 Z4 wears quite nice interior trim in aluminum, ash, leather, and metallic-painted plastic, with an extended-leather option that hides the dash, door caps, and visors. The trunk space is big enough for a couple of carry-on suitcases, plus a camera bag or several duffel bags. Assembly quality and finish on TheCarConnection.com's test vehicles are high, and the Z4 has low wind buffeting with the top down and windows raised. With the top up, you can carry on a quiet conversation at 80 mph-which wasn't possible in the previous Z4.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the latest Z4. The previous Z4 fared rather poorly, but the new version has been reengineered. TheCarConnection.com will update this safety rating when more data is available. Standard safety equipment includes dual front airbags, as well as seat-mounted airbags that inflate to cover the head and thorax. Pop-up roll hoops are built in behind the rear seats and deploy with the airbags in a rollover. The stability control system has a sport-driving mode and simulates a limited-slip differential to help the Z4 corner more effectively. Active cruise control is standard; automatic headlamps are a new option for 2010, but lane-departure systems and a rearview camera are not offered. Compared to the previous Z4, the side windows are 40 percent larger and the back window is 52 percent larger, which means you don't get the visibility issues that make it a pain to drive in the city with the top raised.
The 2010 BMW Z4 is a far more expensive proposition than in the past. The base price is higher than the old Z4 M, at more than $46,000. It has added many standard features, including the folding hardtop, which takes about 20 seconds to lower or raise from a power switch on the console. It folds with surprising finesse-smoothly and quietly, without the unsettling graunching sounds found in other retractable hardtop cars. The available dual-zone climate control goes into a separate mode with the roof open. The standard features list includes dynamic cruise control, HD radio, and xenon headlamps with cornering lamps, but items like satellite radio and a USB port are optional, as are Bluetooth and smartphone integration. The available premium sound system gets 14 speakers and 650 watts, and the base system has 10 speakers and subwoofers, though TheCarConnection.com's editors aren't very impressed with its top-down sound. The optional navigation system includes iDrive, along with an 80-gigabyte hard drive-15 gigs of which are partitioned for personal music storage. The add-on features of the 2010 Z4 can take it from expensive roadster to near-exotic prices; tacking on the Sport Package and Cold Weather Package to the base car pushes its price to the $50,000 mark, while a completely optioned turbo Z4 zips past $70,000.
The Bottom Line: The 2010 BMW Z4 has evolved into an exhilarating sports car with a marvelous folding top, but interior space is tight and the price is dear.
Other Choices
If you like the 2010 BMW Z4, also consider:
- Audi TT
- Mercedes-Benz SLK-Class
- Porsche Boxster
- Infiniti G37
Reason Why:
The new BMW Z4 is a joy to drive, but it's not as lithe as past versions. The same is not true for the Audi TT, which has become more sports car-like in its latest edition, with a leaner body and rear-biased all-wheel drive handling its ample turbo power. The Mercedes-Benz SLK grows more masculine and composed in its current generation, and the Z4 is now in its weight class, so the BMW's handling edge has largely disappeared. Those who want a true sports car should consider the Porsche Boxster, which has direct-injection engines and a new dual-clutch transmission option to match its stellar handling. And for luxury loafing, the hefty Infiniti G37 Convertible is a great addition to the ranks, with a handsome body and quick-folding top increase appeal to its rosewood-trimmed interior-and a throaty 325-hp V-6 and seven-speed automatic or six-speed manual bringing enough performance to fit the class.
Buying Tip
There won't be a true M edition of this latest BMW Z4, but the 2011 model year will bring new versions that add more power and more features to today's six-cylinder roadsters.
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Toyota Not Planning On Many Takers For 4-Cylinder 4Runner
Toyota is bringing an economical new four-cylinder engine back to the base SR5 version of its fully redesigned 2010 4Runner. But as we recently discovered, this doesn't significantly improve fuel economy for this body-on-frame ute. Instead though, it appears to enable Toyota to offer a value-leader model at an even more affordable price.
The 2010 Toyota 4Runner starts at $27,500 for the four-cylinder, rear-wheel-drive SR5. That's an $1,140 price cut versus the base RWD 2009 Toyota 4Runner SR5 V-6. This year's base V-6 4Runner runs $29,175, however.
Once upon a time, most of Toyota's 4Runners in the U.S. were sold with economical four-cylinder engines. That was the '80s, but Toyota did offer a four-cylinder version all the way through the beginning of this decade, and just a few years later, for 2003, Toyota began offering a V-8 on the 4Runner.
This year, the V-8 is no more. The new four--the same 2.7-liter engine that's also installed in the Tacoma-- makes 157 horsepower and 178 lb-ft of torque and is only offered with two-wheel drive, in 4Runner SR5 trim. An official suggested that other models weren't offered because of concerns that the model would be underpowered with 4WD or as a Trail model.
One look at the official EPA fuel economy ratings give you another perspective--and a lesson that smaller engines don't always bring better fuel economy. The four-cylinder engine isn't likely to save you much, if any, money over the long run in the 4Runner, because even in four-cylinder form the engine hauls around nearly 4,300 pounds of curb weight.
The four-cylinder 2010 4Runner is rated at 18 mpg city, 23 highway, while the V-6 4Runner, with rear-wheel drive, does almost as well, at 17/23 (17/22 with 4WD). Towing capacity is 2,000 pounds for the four-cylinder model, versus 5,000 pounds for all the other 2010 4Runners.
Last year's 4Runner V-6 rated as low as 16/20 with 4WD--the improvements mainly attributed to revised gear ratios--and with the now-discontinued V-8 engine the 4Runner achieved just 14 mpg city, 17 highway.
A base Toyota Highlander--about the same size, and with the same size four-cylinder engine (though technically not the same unit)--weighs about 3,800 pounds and gets 20 mpg city, 27 highway.
In all, Toyota expects four-cylinder models to only make up about five percent of 2010 4Runner sales, nationwide, with total sales of 25,000 to 30,000. At one time, Toyota sold more than 100,000 4Runners per year.
Surprisingly, Toyota will only make the four-cylinder 4Runner available only in select markets. In California, where there's still a market for rear-wheel-drive sport-utility vehicles, Toyota plans to sell the vast majority of them; it will likely be offered more widely in Southern states but only special-order in Northern climes.
One thing's for sure: By getting into the four-cylinder market, Toyota has an engine option that's not offered in any of its rivals like the 2010 Nissan Pathfinder, 2010 Kia Borrego, or 2010 Ford Explorer.
Although V-6 versions of the 2010 Toyota 4Runner are already at dealerships, the four-cylinder model will be arriving this month or next. Stay tuned tomorrow as TheCarConnection.com brings you driving impressions of the brand-new 4Runner, and we'll update you on how the four-cylinder version stacks up as soon as we can get some seat time.
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Focus On Fours, Direct Injection Helps Keep Hyundai On A Roll
As shoppers remain worried about the day-to-day economics of driving, Hyundai is looking like one of the best-prepared automakers.
The automaker has a new focus, for its new and upcoming products, of keeping weight and engine size down, and it shows both in the new 2010 Tucson introduced at the LA show today and the 2011 Sonata introduced yesterday. The new Tucson is 61 pounds lighter than the Tucson it replaces, and has greatly improved fuel economy ratings of 23 mpg city, 31 highway.
According to Hyundai Motor America president and CEO John Krafcik, the automaker has been keeping a close watch over weight every step of the way, part of the weight savings can be attributed to not having to accommodate the larger engine structurally.
As with the 2011 Sonata, Hyundai will rely on the new Theta II direct-injection four-cylinder, which brings the Tucson a 20-percent fuel-economy improvement over the previous four-cylinder--along with more power than the 2.7-liter V-6 previously offered in the Tucson.
Curiously, Hyundai had made the commitment to four-cylinders and the decision to phase out the V-6 engines in mid-size offerings well before the recession. The decision might have seemed a little risky at that time, as four-cylinder models have been viewed as downmarket in the mid-size segment in the past, but it makes Hyundai especially prescient considering some automakers still are flustered, trying to manage new product mixes, more than a year later.
Krafcik said that in future products we'll see Hyundai moving to a strategy that places the emphasis on direct-injection four-cylinder engines, turbocharged versions, and hybrid powertrains. The automaker won't give up on V-6 engines for its larger models, but it's looking at ways to optimize fuel-efficiency with small-displacement turbocharged engines
| Permalink:Focus On Fours, Direct Injection Helps Keep Hyundai On A Roll | |
Preview: 2010 Hyundai Tucson
• What is it? The latest generation of Hyundai's popular compact SUV
• The basics: Front- and all-wheel drive plus four-cylinder power
• On sale: Early next year
• Price: Less than $20,000 (est.)
Hyundai only updated its Tucson compact SUV last year with a new four-cylinder engine but the next-generation model has now made its U.S. debut, showcasing the latest iteration of the automaker's “Fluidic Sculpture” design language.
The 2010 Hyundai Tucson was revealed for the first time back at September's Frankfurt Auto Show in the form of the European iX35 version. However, we now finally have the full U.S.-specs for the compact SUV.
The latest addition to Hyundai's lineup has a much more premium look than its predecessor and also comes with a few new features. Front- and all-wheel drive versions will be offered, but only one engine will be available--Hyundai's new Theta II 2.4-liter four-cylinder engine with 176 horsepower (26% more than its predecessor) and 168 pound-feet of torque.
With an overall length of 173.2 inches, a width of 71.7 inches and a height of 66.3 inches (with roof rails), the 2010 Hyundai Tucson has a great stance and road presence. It also means the Tucson has a longer wheelbase and overall width than the Honda CR-V, Ford Escape and Subaru Forester to deliver more packing efficiency.
Furthermore, at 3,203 pounds for an automatic transmission model, the Tucson is lighter than its competitors, while offering more interior room than the Nissan Rogue and Ford Escape.
Accordingly, the Tucson has one of the best fuel economy ratings in its class, with an estimated 23 mpg in the city and 31 mpg on the highway rating for the automatic model with front-wheel drive. All-wheel drive versions return 21 mpg in the city and 28 mpg on the highway.
Inside, fitted as standard is Hyundai's signature blue lighting, power windows, power door locks, fold-away mirrors and remote keyless entry with alarm and panic button. Bluetooth hands-free phone system with voice recognition and steering wheel audio and cruise controls are also available.
Other available features include leather seating surfaces, heated front seats, power driver seat with lumbar support, automatic headlights, side repeater exterior mirrors, front wiper de-icer and dual front automatic temperature control.
A total of six airbags are also positioned in the Tucson's interior. Dual advanced frontal airbags are complemented by front seat-mounted side-impact airbags and roof-mounted side-curtain airbags with new rollover sensors that cover both the front and rear seat rows.
Development for the 2010 Hyundai Tucson took more than 36 months and cost upwards of $225 million. The Tucson has remained one of the most popular Hyundai models with more than one million units sold worldwide since the launch of the original model back in 2004.
[Hyundai]
| Permalink:Preview: 2010 Hyundai Tucson | |
2010 Hyundai Elantra
TheCarConnection.com's experts have driven the Elantra and bring their firsthand driving impressions to this Bottom Line. But that's not all; it's coordinated with a full review of the 2010 Hyundai Elantra, with expert-gathered information from other sources.
Likes
Backseat legroom of a mid-size sedan
Ride quality
Cargo space
Smooth, responsive powertrains
Improved fuel economy
Dislikes
Exterior design is still a snooze
Engine too vocal when accelerating
Sedan lacks driving excitement
Mediocre Bluetooth speakerphone option
The 2010 Hyundai Elantra includes both sedan models and the sportier Touring wagon; size-wise, they slot between the bargain-basement Rio and the mid-level Sonata. For 2007, the Elantra was redesigned and became significantly larger all around; as it is, the Elantra qualifies as a mid-size car by some numbers.
Last year, the five-door Elantra Touring wagon joined the lineup. With a sportier appearance inside and out and a more premium European-influenced look and feel, the Touring almost comes across like a different vehicle from the sum of its details, even though its powertrain and basic platform are the same. Matching Hyundai's other vehicles, the interior follows a soft--not edgy--design, with rounded borders and flowing curves.
Across the model line, a 138-horsepower, 2.0-liter four-cylinder engine is quite gutsy whether you choose the automatic transmission or the five-speed manual. Although the engine is smooth and quiet for most driving, it's a bit loud and boomy--and not in a sporty way--when accelerating hard. Overall, the Elantra is quite softly sprung, which allows it to soak up bumps very well, with the ride quality of a larger sedan; Elantra Touring models get a different calibration, along with bigger stabilizer bars, with a much sportier feel overall. On either model, the electric power steering system in the Elantra works very well, light at low speed and firm yet responsive at high speed. Through some relatively simple engineering enhancements--such as a smart alternator, lower-friction components, and revised/taller gear ratios, along with revised engine calibration--Hyundai has improved fuel efficiency on the Elantra Blue base model by up to 8 percent versus last year. EPA ratings now stand at 26 mpg city, 35 highway with the standard five-speed manual transmission--up from 24 mpg city, 33 highway on last year's model. On other Elantra GLS and SE models, fuel economy ratings have gone up about 1 mpg in both city and highway ratings, to 26/34 mpg.
Interior space is a strength in the 2010 Hyundai Elantra no matter which model you go with. Seating in front is generously proportioned and comfortable, and there's enough headroom and legroom in back for two--or, in a pinch, three--normal-size adults, which is unusual among small sedans. With 97.9 cubic feet of passenger room and 14.2 cubic feet of trunk space, it has the most interior volume for a sedan in its class--and could almost be called a mid-size car. Touring models have a high roofline, which allows them almost SUV-like utility and versatility, and the split backseat folds forward flat. It's a neat, well-designed layout. Switchgear and gauges in the Elantra are straightforward and tactile, and the instrument panel's design, with the high-mounted sound and climate-control functions, is convenient. With very little road and wind noise to speak of, it's also one of the quietest cabins in its class.
Crash-test ratings for the 2010 Hyundai Elantra are just acceptable, with mostly five-star ratings in federal tests but four stars for side impact. The IIHS gives it "acceptable" ratings for rear impact and a "marginal" rating for side impact. Front, side, and curtain airbags are standard across the Elantra lineup, as are anti-lock brakes and active head restraints. Stability control and brake assist are standard on the SE and included on Touring models.
Offered for the sedan--but not the Touring wagon--is a new, fuel-economy-optimized Elantra Blue model. The base Blue includes power heated mirrors, power locks and windows, keyless entry, a split-folding rear seatback, and a tilt (though not telescopic) steering wheel. Options include air conditioning, an upgraded 172-watt audio system with MP3 compatibility, iPod and USB inputs, and cruise control. In short, it's a gas-saver but not a blue-light special. The GLS moves a bit upscale from last year, adding most of those options plus a few more minor features, such as fog lamps, while the top-of-the-line SE includes steering-wheel audio controls, leather trim, telescopic steering-wheel adjustment, sport-tuned steering and suspension, and 16-inch alloy wheels. At the top of the range you can get a sunroof and heated seats. Bluetooth is offered only as a port-installed option, and it's a mediocre headliner-speaker system rather than integrated with the audio system.
The Bottom Line: The 2010 Hyundai Elantra remains a perfectly competent and spacious--if slightly boring--sedan, while the Touring wagon gets a more exciting personality.
Other Choices:
If you like the 2010 Hyundai Elantra, also consider:
- Toyota Corolla
- Ford Focus
- Honda Civic
- Kia Forte
- Mazda Mazda3
Reason Why:
For decades, the Toyota Corolla has been the benchmark in this class, and after their respective redesigns, the Hyundai Elantra matches up well with the Corolla. Both are quite soft and not tremendously exciting. However, the Touring model of the Elantra stands as an intriguing option for those who would rather have a more distinctive, fun-to-drive vehicle. Versus the Touring, the Mazda3 five-door is the most natural rival. The Mazda3 has a little more refinement and more of an enthusiast-oriented driving feel, but the Touring has more interior space. The Elantra's long warranty is only matched by the Kia--and Kia's new Forte sedan resembles the Elantra in many respects, with a slightly sportier feel, although the Forte offers a two-door Koup model instead of a wagon. The revised Ford Focus sedan is a close competitor, with a softer, smoother ride and a quieter interior than in years past, along with a refined powertrain, but the Focus's interior just isn't as spacious and the exterior styling is odd. The Honda Civic feels sportier and tremendously refined--nicely finished inside, too--but its curvaceous exterior pays a price in a cramped backseat that's difficult to get in and out of.
Buying Tip
Make sure you test the Bluetooth interface that's offered on the Elantra--ideally at highway speeds--before you commit to it; you might be better off with an aftermarket solution in this case.
| Permalink:2010 Hyundai Elantra | |
