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
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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]
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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.
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2010 Chrysler Sebring
To assemble this comprehensive review covering the 2010 Chrysler Sebring sedan and Convertible, TheCarConnection.com has read a wide range of reviews from around the Web and include the most useful information in this full review. In addition, the editors of TheCarConnection.com lay it all out here in this Bottom Line summary, which includes their own firsthand observations.
Likes
Smooth ride
Lots of useful options
Spacious interior (sedan)
SpaceRoom for four adults (convertible)
Choice of convertible tops
Dislikes
Awkward styling
Unimpressive performance
Chintzy interior materials
Lack of refinement (four-cylinder)
For 2010, the Chrysler Sebring is again offered either as a sedan or a convertible. The sedan competes at the heart of the mid-size sedan class--including models like the Toyota Camry and Ford Fusion--but fails to wow on almost any count, while the Convertible, despite being one of the best-selling ragtops in America, is decidedly mediocre. The Sebring Convertible is neither a sporting machine nor a car to be seen in; rather, it's the kind of car you take for a cruise for ice cream on a hot summer night for the sheer experience of being in a convertible.
Overall, the Chrysler Sebring sedan is less controversially styled than its Dodge Avenger sibling, which tries to pull off a scaled-down version of the Dodge Charger's muscle-car stance. However, the Sebring ends up lookingappearing slab-sided and offers a collection of details andthat is neither look attractive nor hideous. The Convertible's styling is downright awkward, though, with a roofline that doesn't quite work. On the inside of either model, the Sebring is inoffensively styled but disappoints in the details, with the Sebring lagging behind its rivals in terms of quality.
The Sebring line now offers just two engine choices--: a standard 2.4-liter, 173-horsepower four-cylinder; or an optional 3.5-liter, 235-hp V-6 coupled with a new six-speed automatic transaxle. While we've found the four-cylinder versions of most other modern mid-size sedans to be perfectly agreeable and adequate for mostthe majority of needs, the base powertrain in the Sebring feels coarse, and sluggish to react with the four-speed automatic. The much more powerful V-6 brings a different, smoother character altogether, with a more responsive six-speed transmission and better refinement, but fuel economy ratings with the V-6 lag the competition, at 16 mpg city. Fuel economy is rated at 24/32 mpg for the four-cylinder.
Whether in sedan or Convertible form, the 2010 Chrysler Sebring isn't very responsive or satisfying to drive. Steering is direct but not at all razor-sharp, and the independent suspension is firm enough to be safe in emergency maneuvers but not at all sporty. The Convertible feels a step sloppier. Overall, the ride tends toward the absorbent side, though it's also a bit pitchy.
The 2010 Chrysler Sebring will likely continue its appearance asremain a favorite in rental fleets, because its interior is actually find foraccommodates four adults--if you're willing to lwedge yourself through a narrow opening. The sedan also has a reasonably roomy, comfortable interior, with enough space for adults in back. The plasticky interior is not wonderful to touch, but the controls are laid out logically. In the sedan, the backseats fold forward and open up to the trunk; the front passenger seat also folds flat for loading long objects inside the car.
Several different top configurations are offered on the Convertible. Base LX models get a vinyl top, which basically does what it needs to do--keep the elements outside and the cabin fairly quiet--but from the outside it looks unattractive, compared with the nicely stitched fabric top offered on midlevel Sebring Convertibles. The three-piece hardtop, engineered by Germany's Karmann, arguably cleans up the Sebring Convertible's lines, but editors find the car's lines already to be among the least attractive of convertibles on the market.
The Chrysler Sebring gets mostly five-star ratings from the government for crash protection;, and it now getsearns top '"good"' scores in every major category from the Insurance Institute for Highway Safety (IIHS), thanks to a new whiplash-averting front-seat design. That makes the sedan an IIHS Top Safety Pick for '10, although electronic stability control isn't a standard feature--it's a stand-alone $425 option.
The 2010 Chrysler Sebring doesn't wow in terms of standard features, but if you're willing to spend a little more money, there are truly some truly class-exclusive features in these value-priced mid-size vehicles. The Convertible is offered in twothree trims--LX, LXI, and Limited--while the Sebring sedan lineup now has been whittled down to a single Limited trim. The base LX Convertible is strictly for the rental-car crowd, but the LXI offers bigger 17-inch wheels and some upgraded trim inside that makes it seem less bargain-basement. On the Limited Convertible, a leather interior, automatic climate control, and Boston Acoustics sound are included, but even then the price has already passed the $35,000k mark.
The options list is extensive and one of the few ways in which the Sebring does well against rival models, but checking even a few boxes will drive the price into a range that no longer makes sense for most mid-size buyers. Standout features include an optional heated/cooled front cup holder that can warm beverages to 140 degrees or chill them to a near-freezing 35 degrees. Plus, there's a Harman Kardon information, entertainment, and safety navigation audio system with 6.5-inch touch-screen display, as well as a 20GB hard drive that includes a Music Juke Box interface for organizing music and pictures and. In addition, it comes with a USB connection for both MP3 connectivity and downloading of WMA, MP3, and JPEG files. Not all of these extras are offered on the Convertible.
The Bottom Line: An impressive feature set and a reasonable price can't keep the 2010 Chrysler Sebring Convertible and sedan from mediocrity.
Other Choices
If you like the 2010 Chrysler Sebring, also consider:
- Ford Fusion
- Mazda Mazda6
- Hyundai Sonata
- Chevrolet Malibu
- Ford Mustang
Reason Why:
If you're considering the 2010 Chrysler Sebring sedan, you'll also want to look at the Hyundai Sonata. Perhaps closest in marketing position to the Sebring, the Sonata aims to offer a few more features at a slightly more competitive price compared to other mid-size sedans. But the Sonata pulls it off a little more convincingly, especially after a design and features refresh for 2009. The Ford Fusion and the Mazda6 are both sportier-feeling rivals to the Sebring, and they perform much better in nearly every way. The Fusion is a bit larger than the Sebring, while the Mazda6 may handle more in tune with some drivers' tastes and has a distinctive new look and feel that's more luxurious. Against the Convertible, there aren't many other choices anymore, with discontinuation of the Pontiac G6 and Toyota Camry Solara. But shoppers should consider the 2010 Ford Mustang Convertible, which also offers a back seat that's tolerable for adults and offers much more head-turning potential.
Buying Tip
Especially if you're interested in the Convertible and want a longer, hassle-free test drive, consider renting one. They're quite easy to find in most major rental fleets.
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2010 Honda Fit
To put together a comprehensive full review covering the 2010 Honda Fit, TheCarConnection.com's experts looked at what's been said by a number of other critical voices. The editors of TheCarConnection.com also assembled an overall description of the Fit, along with driving impressions and comparisons to rival models, in this Bottom Line.
Likes
City-friendly steering and maneuverability
Impressive crash-test protection
Tremendously versatile backseat arrangement
High-quality interior
Substantial driving feel
Dislikes
Tall, bulbous exterior puts function over form
Where's the Bluetooth?!
The Honda Fit remains Honda's most affordable model in the U.S. market. The Fit, which comes as only a five-door hatchback, was completely redesigned last year but remained about the same size. Although the 2010 Honda Fit is the smallest model in Honda's lineup, it's about the same length and width as the Honda Civic when it was last offered in the United States as a three-door hatchback (the 2000 model year). However, the five-door Fit is significantly roomier inside due to its tall, upright body style.
To those who value style, the tall proportions arguably make it look like a scaled-down minivan in some respects, but also gives it an extremely roomy interior. What the Fit doesn't have in silhouette it makes up for partly in the finer points; with last year's redesign the Fit got a more aerodynamic, better-detailed look, with small side windows just ahead of the front doors to aid visibility, and a pair of character lines that run from the snout through the grille and hood. Inside, the rakish windshield leave a vast expanse of dashboard ahead of the driver, lending an airier feel than some other small cars. The swoopy, two-tiered instrument panel employs textured and matte-metallic plastic surfaces, along with upholstery and trim that are simple but sturdy. Overall, it's easy to conclude that the Fit has a higher-quality interior than some of its rivals.
Space-efficient interior design is one of the Fit's strengths; Honda actually allowed enough headroom and legroom for two adults--or three kids--in back, and the so-called Magic Seat folds flat by lifting a single lever and pushing the seatback forward, with no need to remove rear headrests in the process. The driving position affords a good view outward, and the steering wheel telescopes on all models. The cargo floor is especially low for easy loading, amassing an impressive 20.6 cubic feet of EPA cargo room. In addition, there are two glove compartments (upper and lower), plenty of cup holders, and many useful storage compartments and cubbies in the center console, dash, and doors.
The 1.5-liter i-VTEC four-cylinder engine in the 2010 Honda Fit makes 117 horsepower, but that's plenty to move the Fit quite quickly with the manual transmission and adequately with the automatic. Fit Sports with the automatic get paddle shifters alongside the steering wheel to aid control on curvy roads, and fuel economy ratings are as high as 29 mpg city, 35 highway.
Overall, Honda just gets it, achieving a very responsive, tossable feel that makes the Fit seem almost sports-car nimble yet also quiet and refined enough for an interstate trip. Parking and maneuverability are strengths, and despite the tall body and rather light weight, the Fit cruises confidently and relatively quietly at 80 mph.
The 2010 Honda Fit is one of the best small cars for occupant protection, achieving five stars for front occupants in both frontal and side-impact tests from the federal government (four stars for side-impact and backseat passengers), and top good ratings from the Insurance Institute for Highway Safety (IIHS) across the board. It was the only "minicar," as the IIHS designates it, to be named a 2009 Top Safety Pick from the group. Although side airbags and side-curtain bags are standard, along with anti-lock brakes, electronic stability control is optional--oddly, it's only offered with the navigation system.
Two main models are offered: Fit and Fit Sport. Air conditioning; power windows, locks, and mirrors; and an MP3-compatible CD sound system are included with the base Fit. The Fit Sport gets larger 16-inch alloy wheels, cruise control, keyless entry, a security system, and USB connectivity for the sound system, along with sporty cues throughout. Offered only on Fit Sport models is a package adding the navigation system and electronic stability control.
The Bottom Line: Look beyond the appearance of the 2010 Honda Fit, which admittedly won't quicken pulses. Honda nails the rest with the peppy, spacious, and frugal Fit.
Other Choices
If you like the 2010 Honda Fit, also consider:
- Toyota Yaris
- Scion xD
- Nissan Versa
- Kia Rio5
- Chevrolet Aveo
Reason Why:
The entry price is a bit higher for the 2010 Honda Fit compared to most of its peers in the market, but a lot of other factors might make the Fit cheaper in the long run. Consider its top crash-test ratings and good reputation for reliability and it will likely cost less to own and maintain over many years. Next to most other hatchback models its size, it feels much more substantial from behind the wheel. The automatic transmission in the Fit has five speeds, while most others still have four in this price class, which helps bring good performance and fuel economy, along with relaxed highway cruising. Anti-lock brakes, which are standard on the Fit, are optional or not available on many of its competitors. Among these competitors, all but the Rio5 have a softer ride than the Fit, but it doesn't necessarily bring more ride comfort; the Rio5 handles quite well but isn't as comfortable at high speeds, and the Versa rides and handles like a larger, heavier car, lacking the Fit's nimble feel. And none of these models matches the Fit's cargo or backseat space. Perhaps the most direct rival to the Fit is the xD, but the Scion has neither the high-quality feel nor the jaw-dropping space efficiency of the Fit.
Buying Tip
If you're drawn to the 2010 Honda Insight but love the Honda Fit better for its space-efficient package, you might want to wait another year; a Honda Fit Hybrid is on the way.
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2009 Kia Sedona
TheCarConnection.com has driven the Kia Sedona, along with other minivans, to bring you firsthand driving observations and an assessment of its safety, features, and value. TheCarConnection.com also researched reviews relevant to the 2009 Kia Sedona and included highlights that will best help shoppers looking for a good family vehicle.
Likes
Impressive standard safety gear
Practicality of seating in LWB versions
Overall spaciousness
Acceleration
Dislikes
Handling isn't at the head of the class
Options list not as robust as for rivals
Lacking in refinement
SWB version lacks handy folding third row
Kia is one of a few manufacturers still producing both short- and long-wheelbase versions of the same van (as of 2008, Chrysler dropped its short-wheelbase models). Curiously, Kia's partner company internationally, Hyundai, offers only the long-wheelbase model in its Entourage lineup.
All model Sedonas--including Base, LX, and EX--are powered by the same 3.8-liter V-6 engine found in Kia's luxury sedan, the Amanti. The engine produces 250 horsepower, which makes it at least competitive with every other minivan. The transmission is a five-speed automatic. Economy ratings are similar to those of other minivans at 16 mpg city, 23 highway.
Chrysler leads the minivan world in terms of features. Kia does not offer anything quite like Chrysler's Stow 'n Go seats, but the standard seating for seven works just fine as is. If you need maximum cargo room, the second row of seats is removable, but it's heavy. Compared to the Town & Country or Dodge Grand Caravan, the 2009 Kia Sedona feels like it's a generation behind.
Detailing is minimal in the styling of the 2009 Kia Sedona, making it a plain but well-proportioned vehicle. Inside, the Sedona is well-equipped and just as straightforward in terms of style and function. Passenger room is identical for all long-wheelbase models. The added wheelbase increases cargo volume from 12.9 cubic feet behind the third-row seat to 33.2 cubic feet. This is a significant difference that will matter to some families. However, if you put the third row into service only rarely, then you may do just fine with the short-wheelbase 2009 Sedona base model. Additionally if you're looking at the SWB Sedona, you should be aware it has a less-useful seating arrangement that requires removing, rather than folding, the third row to get a flat cargo floor.
The short-wheelbase Sedona model zips along impressively on the road. It feels quite maneuverable due to its light weight, tight turning radius, and an even slightly faster steering ratio. Competitors such as the Mazda5 and Honda Odyssey corner flatter and have more feel through the steering wheel. These vans are also more refined, but if you're going for value, it's OK to give up some refinement.
Typical for Kia, the Sedona is equipped with important safety equipment, yet priced toward the low end of its competitive set. When it comes to safety, the 2009 Kia Sedona includes anti-lock brakes, stability and traction control, plus front, side, and side curtain airbags (that cover all three rows of seats). Performance in government and IIHS crash tests is excellent.
For 2009 a few new garnishes are added to the Sedona's feature list, including Sirius Satellite Radio capability and MP3-USB connectivity, standard on all trim levels (the EX receives three months of complimentary service and an optional navigation system). There's little to choose from in available options. Generally, customers decide between the three models, Base, LX, or EX, and take what they offer. Only a handful of options (such as a DVD entertainment system, heated front seats, and so on) are available, but this helps keep the Sedona simple to build, which in turn maintains the low price.
The Bottom Line: Of the available minivans, the 2009 Kia Sedona is one of the most affordable, but it doesn't skimp on what counts for families.
Other Choices
If you're interested in the 2009 Kia Sedona, also consider:
- Toyota Sienna
- Honda Odyssey
- Dodge Grand Caravan
- Mazda5
Reason Why:
There are few minivans, crossovers, or SUVs that drive as well as the sporty Mazda5. Even the short-wheelbase 2009 Kia Sedona is larger than the Mazda5. If you don't mind a peppy four-cylinder engine, then the Mazda5 is worth a test drive. The Toyota Sienna matches the Honda Odyssey in terms of refinement, polish, and price. However, the Sienna doesn't drive with the same enthusiastic personality as the Honda or the Mazda5. If you're shopping around but know you want a refined, high-quality driving experience, then the Honda Odyssey is the minivan for you. The base Honda will be thousands of dollars more expensive than the least expensive Kia, so be prepared. For those responsible for keeping kids happy while on the road, the vast number of features on the all-new Dodge Caravan makes this minivan a standout achiever. The Dodge also offers in-floor storage and seating options not available on the Kia.
Buying Tip
The 2009 Kia Sedona is unlike most competing minivans in that it is still available in both short- and long-wheelbase models. If you don't need third-row seating, the short Sedona will probably be a better choice.
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2009 Mitsubishi Galant
The editors of TheCarConnection.com have driven the Mitsubishi Galant and bring you their expert opinion here in this Bottom Line. TheCarConnection.com has also read a range of reviews of the 2009 Mitsubishi Galant to present how other reviewers and critics see it.
Likes
Spacious rear seating
Impressive V-6 power
Sporty Ralliart model
Dislikes
Cheap-feeling interior materials
Looks behind the times
Despite a number of small refreshes over the years, the 2009 Mitsubishi Galant is essentially identical to the 2004 model, and that's one of its downfalls. It's a fine-looking car, but in the past four years the Nissan Altima, Chevrolet Malibu, and Honda Accord have raised the bar with hot new styles that make the new Galant look like, well, a used car.
Halfway through 2009 Mitsubishi will launch a refreshed Galant. Call it a 2009.5 model with "expressive new styling." The mid-year introduction includes new lower grille mesh on all ES trim levels, while the Sport and Sport V6 will roll on 18-inch machined aluminum wheels and beefier suspension.
Base model 2009 Galants are powered by a 162-horsepower 2.4-liter four-cylinder engine. The Ralliart model uses a punchy 258-horsepower, 3.8-liter V-6 engine coupled to a five-speed Sportronic automatic with manual shift capability (the automatic is pretty invisible in its shift action). The big V-6 has plenty of smooth power for a sedan of this size, but it's less growly than in other Mitsubishis. Fuel economy ranges from 20 mpg city, 27 highway with the four-cylinder versions to 17/25 mpg with the V-6.
The 2009 Mitsubishi Galant sedans are pleasant to drive. The 2.4-liter four-cylinder engine hustles the LS around, and its suspension absorbs most road impacts well. Tighten up the line into a curve and you notice more imprecision in the rear end, a little squirm, and some movement before it settles into predictable tire squeal. The Ralliart is tighter and more composed. On all versions, the steering is nicely weighted, brake modulation good, and pedal travel short.
The front seats have plenty of room, and so do the deeply set backseats. The interior is covered in industrial-looking trim, and in general, the dark, plastic-addicted cabin needs a richer look and feel.
All 2009 Galants come standard with anti-lock brakes, dual-stage front airbags, front seat-mounted side-impact airbags, side front and rear curtain airbags, and a tire pressure monitoring system (TPMS). The V-6 models feature standard traction control. The federal government rates the Galant with four stars for rollover protection, but other ratings have not been revealed.
For the so-called 2009.5 edition, hands-free Bluetooth has finally been added, though only as part of a major option package. Ralliarts with Navigation also receive rear backup cameras.
The Bottom Line: The 2009 Mitsubishi Galant does most things well, but the newest family sedans do them even better.
Other Choices
If you like the 2009 Mitsubishi Galant, also consider:
- Chevrolet Malibu
- Honda Accord
- Nissan Altima
Reason Why:
The Chevrolet Malibu has made the most dramatic transformation, from rental-car fodder to beautifully styled, taut-handling family sedan, with a strong V-6 backed by a four-cylinder and a hybrid version, too. The Honda Accord was just redesigned with dramatic new styling and a fantastic new cabin for the 2008 model year. The Nissan Altima is the closest competitor to the 2009 Mitsubishi Galant; it comes in four- and six-cylinder versions, with aggressive styling and great front-drive handling, but the Altima has more cohesive styling and a sportier feel overall.
Buying Tip
If you don't think the revised look of the 2009.5 Mitsubishi Galant is worthwhile, there might be 2008 or 2009 models still available.
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