2010 Honda Accord Crosstour
TheCarConnection.com has driven the 2010 Honda Accord Crosstour 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 Accord Crosstour to produce this hands-on road test.
Likes
Tight handling, comfortable ride
Car-like driving position
Clever load bay features
Decent gas mileage for the class
Dislikes
Oh, that styling
Rear visibility isn't great
Strut towers intrude into load deck
Think "Honda Accord" and you'll likely picture a four-door sedan or two-door coupe. Now a new variation, the 2010 Honda Accord Crosstour, is meant to bridge the gap between nimble, fuel-efficient sedans and larger, more capacious crossovers. We might call it a large five-door hatchback, except Honda shrinks from the H-word. They call it an "active grand tourer" with "premium versatility", and it's quite similar to the Toyota Venza. Regardless of how it should be classified, the Crosstour takes all the typical Honda virtues-good handling, pleasant driving, clever features, and high gas mileage for the class-and expands them into the crowded crossover market under the legendary Accord name. Against hundreds of thousands of Accord sedans, it'll always be a niche model, but it gives current Accord owners a more flexible and capable vehicle to move up to. The model lineup is simple, the pricing is competitive, and it should do well-if you don't mind the way it looks.
The "interesting and challenging feedback" to early photos of the 2010 Honda Accord Crosstour caught Honda off guard. That's a polite way of saying the Crosstour's shape is not to everyone's liking, and its hump-backed rear looks downright awkward from many angles. The front is recognizably Honda, with swept-back lights and fenders around a deeper, more garishly chromed grille. Behind the rear doors, the need to provide most of the cargo space of a crossover clashes with the stylists' desire to avoid the negative image of a large, boxy vehicle. But the Honda Accord Crosstour looks a bit better on the street than in photos; the tail is less bulbous viewed from an adult's eye level. Inside, a familiar Honda Accord dashboard and instrument cluster is updated only by the addition of blue lighting and new wood trim. A large speedometer and tachometer are flanked by smaller fuel and temperature gauges, with a display screen at the top of the center stack. Accord sedan drivers will feel instantly at home.
The 2010 Honda Accord Crosstour offers just one combination of engine and transmission, a 3.5-liter V6 with variable valve timing mated to a five-speed automatic. The engine produces 271 horsepower and 254 foot-pounds of torque. To boost fuel economy, it can operate on four or even just three cylinders under light load, and the instrument panel includes an "ECO" light to point out when the driver is using the least gasoline. The two-wheel-drive model gets 18 mpg city, 27 highway, and specifying all-wheel-drive reduces the rating to 17 mpg city, 25 highway. The transmission is tuned to maximize fuel economy, so it frequently downshifts two gears on uphill stretches, but the Crosstour never feels underpowered. The transmission also provides "downshift rev matching" on deceleration, so the engine is always in its most responsive range when power is needed. Towing capacity is 1500 pounds.
Despite its greater bulk, the Accord Crosstour drives just like a Honda Accord-and that's a compliment. It holds the road well, avoids excessive body roll, and rides smoothly without being squishy. Honda touts its exceptionally stiff structure and low center of gravity, along with a drag coefficient (unspecified) they say equals that of a sedan. For a tall vehicle, it proved impervious to side winds, although our pre-production test car suffered a bit from wind noise on a blustery autumn day.
The 2010 Honda Accord Crosstour is much taller than its sedan counterpart, but you'd never know it when you're inside the car. From the comfortable driver's seat, the cowl height is low enough that you forget you're driving something with 26 cubic feet of cargo space-at least until you look over your shoulder to see a lot more car back there. The rear seats hold two six-foot-tall passengers comfortably, and five adults will fit as long as they're relatively friendly. In addition to numerous shelves, bins, and boxes up front, Honda has taken pains to make the rear cargo area functional and convenient, with rear-seat fold-down levers just inside the tailgate, a cargo light, and a washable hidden box below the floor with a cover that flips over to swap carpet on one side for a rubber mat on the other. Cargo volume is 25.7 cubic feet, with another 1.9 in the hidden box, and a load bay that's 75.5 inches long with the seat folded down. One drawback: The rear strut towers intrude into the load area, reducing usable width to 30.7 inches between them. Material quality is as good as any other Honda, with a few added luxury touches.
On the safety front, the 2010 Honda Accord Crosstour is well equipped, including front, front-passenger side, and side curtain airbags, and active head restraints. Active safety features include anti-lock brakes with brake assist in emergencies, traction and stability control, and a tire pressure monitoring system. The front bodywork of the Accord Crosstour is also designed to reduce pedestrian injuries by deforming to absorb collision energy. The 2010 Honda Accord Crosstour has not yet been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). Rear visibility is acceptable, though a line divides the rear view in the mirror, courtesy of the horizontal bar that separates the rear window from a small vertical pane below it. A backup camera with guidance lines is available, but only as part of the navigation system package.
The new 2010 Accord Crosstour comes in EX and EX-L models, with all-wheel-drive (the first ever for an Accord) and navigation available only on the EX-L. It carries a base price of $30,380 (including delivery), and a top-of-the-line model reaches $36,930. The standard features on the Accord Crosstour make even the base version well equipped. The EX comes with a moonroof; dual-zone air conditioning with second-row vents; a compass and outside temperature readout; auto-up/down driver and passenger windows; a 10-way power driver seat with lumbar adjustment, a 60/40 split fold-down rear seat back; an auxiliary jack, and a 360-Watt 6-disc AM/FM/CD player with 7 speakers. Upgrading to the EX-L (add $1,450 for all-wheel-drive) includes leather seats, steering wheel, and shift knob; front seat heaters; memory settings for mirrors and driver seat; a cargo cover; a USB jack; and a Bluetooth hands-free phone link. And a further $2,200 provides a voice-activated navigation system that includes a backup camera with reversing guidance lines.
The Bottom Line: The 2010 Honda Accord Crosstour expands all the good points of the legendary Accord brand into the crossover market; styling is its only weak point.
Other Choices
If you like the 2010 Honda Accord Crosstour, also consider:
- Ford Edge
- Mazda CX-7
- Nissan Murano
- Toyota Venza
Reason Why:
The 2010 Honda Accord Crosstour competes most directly with the Toyota Venza, another attempt at redefining the crossover with more sedan-like lines that debuted last year. The Venza, however, offers a four-cylinder, six-speed-automatic combination that the Crosstour doesn't. The Ford Edge and Mazda CX-7 are both a couple of years older, with the Ford occupying a more sedate family hauler niche against the Mazda's flair and sporty performance and handling. Redesigned last year, the Nissan Murano is likely the most stylish of the group; all are strictly five-seaters,
Buying Tip
All-wheel-drive is only offered on the upscale 2010 Honda Accord Crosstour EX-L model, so consider carefully whether you really need it. With traction and stability control, the front-wheel-drive EX may meet your needs, and it'll save you $4,350 over the least expensive AWD option.
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2010 Dodge Challenger
TheCarConnection.com has driven all three models of the Dodge Challenger extensively, and editors report here on the driving experience and provide advice to muscle-car shoppers. Editors have also sifted through the range of reviews relevant to the 2010 Dodge Challenger and highlighted the most useful information in helping you make a decision.
Likes
Styling like no other
Good balance between handling and ride comfort
Nice manual gearbox
Drag-strip-worthy acceleration of SRT8
Dislikes
Ever-present V-8 exhaust sound
Tough backseat access
V-6 stuck with only a four-speed automatic
The 2010 Dodge Challenger is a sporty coupe that evokes the designs of muscle cars of the late 1960s and early '70s. Dodge aims to appeal to more than the Baby Boomer fans of the original coupes by equipping the Challenger with modern tech features along with the comfort extras of a luxury coupe.
Three distinct models of the 2010 Dodge Challenger are available: the SE, R/T, and SRT8. Despite all the differences in performance and features between the three models--and the vast price range from around $23,000 for the base SE model to about $46,000 for the SRT8--the evocative exterior style of the new Challenger remains powerful across the entire line. The SRT8 adds just enough extras for true enthusiasts to spot the difference, but with its bold nose and strong bodylines, there's no mistaking a Challenger for any other car.
The Dodge Challenger is a bit larger than the Ford Mustang or Chevrolet Camaro on the outside, and it translates to a bigger interior--at least for front-seat passengers. The seating layout is quite conventional for a large coupe, though the instruments are laid out with plenty of retro inspiration. The gauges are nestled in four pods, but unlike in other overly styled coupes, they remain easy to read and free of reflections. A big center console is included, and nice touches like the pistol-grip shifter recall the past--without looking too much like a fashion victim.
Provided you stick with one of the V-8 models, the 2010 Dodge Challenger delivers performance that supports its very authoritative styling. The base Challenger SE gets a 250-horsepower, 3.5-liter V-6, which includes a four-speed automatic and can deliver 0-60 times in the low seven-second range. It doesn't feel quite as perky in real-world driving as those numbers might indicate, but it's a refined combination and earns EPA ratings of 17 mpg city, 25 highway. Although the SRT8 is much thirstier, with ratings of 13 mpg city, 19 highway, the R/T achieves about the same as the V-6, at 25 mpg on the highway.
The Challenger R/T model upgrades to a 5.7-liter HEMI V-8, rated at 372 or 376 hp; it has a character more befitting of the overt styling and is offered with a five-speed automatic or six-speed manual. The 5.7-liter can get the Challenger to 60 mph in the mid-five-second range.
Full-on performance enthusiasts will be drawn to the go-fast SRT8, which brings a big 6.1-liter HEMI producing 425 hp. As with the R/T, a six-speed manual gearbox is available. Performance is impressive, with a top speed of over 170 mph. Compared to beasts like the Dodge Viper, the SRT8 is surprisingly drivable and docile in dense traffic even with the manual gearbox, which shifts neatly and has a smoothly engaging clutch pedal. The SRT also gets a host of serious performance upgrades for braking and suspension, along with interior accents and LED cabin lighting. New for 2010 is a Super Track Pack, which brings numerous upgrades that make the Challenger suitable for weekend track outings.
The Challenger has comfortable bucket seats as standard up front, and there are three seat belts in the rear. Two adults, with some wedging, will be able to ride in the backseat, but three would be pushing it. Those in the front may have to slide their seats forward to provide ample legroom for those in the rear. Also with the available power driver seat, when access to the rear seat is necessary, the driver's seat lacks a quick-release mechanism. The solution is to motor the seat forward or access the rear seat from the passenger side--very inconvenient. However, the folding rear seats (60/40 split) help give the Challenger excellent and flexible cargo-carrying capabilities.
With no squeaks or rattles, the quality on all the Challengers tested by TheCarConnection.com has been excellent, and interior materials are a step up from the much-maligned trims used on the cheaper models in the Dodge lineup. The Challenger is surprisingly refined overall, with very little wind or road noise, but beware that in V-8 models the engine noise is tuned to be ever-present, which might get tiring on highway trips.
Some shoppers might tend to completely overlook safety in the 2010 Dodge Challenger, favoring performance and style, but it comes with all the essentials. Front side airbags and full-length side-curtain bags are standard, as are electronic stability control and anti-lock brakes with brake assist. The Challenger gets excellent crash-test ratings, with five-star results from the federal government in frontal and side impact, although the insurance-supported IIHS hasn't yet tested this coupe.
For those who place some weight on luxury and entertainment features, the 2010 Challenger has that covered, too. Top options include heated leather seats, power heated mirrors, Uconnect hands-free Bluetooth communication, a navigation system, hard-drive media storage, and a sound system with Sirius Satellite Radio and Boston Acoustics speakers. The available Uconnect Multimedia and Uconnect Navigation systems now include enhanced steering-wheel controls.
The Bottom Line: The 2010 Dodge Challenger is the most retro of 'em all, but don't let that make you think it's disappointing in features, comfort, or refinement.
Other Choices
If you like the 2010 Challenger, also consider:
- Ford Mustang
- Chevrolet Camaro
- Hyundai Genesis Coupe
Reason Why:
The muscle-car revival is still in full force, with the Ford Mustang and Chevrolet Camaro replaying an old rivalry. Only this time, all three cars are a lot more practical and day-to-day livable. The 2010 Dodge Challenger has the most usable backseat of the three, but none of them are particularly spacious. Relative to the Mustang and Camaro, the Challenger has a bit more space for front-seat occupants and would likely be more comfortable for a road trip. The V-6 SE model matches reasonably well against the Mustang V-6, but the Camaro's V-6, now with more than 300 horsepower, easily beats them and is a step above in refinement. At the top of the range, the Camaro SS and Mustang GT match up nicely with the Challenger SRT8, but the powerful Shelby GT500 Mustang holds a huge horsepower advantage over the SRT8. One other new model to consider is the Hyundai Genesis Coupe, an all-new rear-wheel-drive coupe that has a completely different flavor but takes on V-6 models of the Mustang and Camaro.
Buying Tip
Try the backseat before you buy if you plan to carry adults, and if you're eyeing one of the V-8 models of the 2010 Dodge Challenger, be sure to take it out to cruising speed on the highway to consider engine noise.
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2010 Audi S5 / Cabriolet Road Test
Editors at TheCarConnection.com drove the 2010 Audi S5/Cabriolet to bring you this hands-on road test of its styling, performance, comfort, safety, and features. TheCarConnection.com's experts also compared the new S5/Cabriolet to other sports coupes and convertibles to bring you the best shopping advice and information possible. The companion full review adds a summary of opinions from other respected automotive sites to bring you the best information from around the Web.
High Gear Media accepted travel expenses to bring you this road test of the Audi S5/Cabriolet.
Likes:
Jetlike thrust from either engine
Gorgeous styling
All-wheel-drive traction
Outstanding all-around performance
Dislikes:
Cramped rear seats
Lofty price tag
Tight trunk opening
Limited rearward vision in coupe
The performance edition of Audi's A5 coupe and cabriolet, the 2010 Audi S5/Cabriolet handsomely turns on its charm from first glance. Its sculpted flanks have a Camaro-like appeal, and rumbling V-8 or supercharged V-6 power underscores that muscle car comparison. In two-door hardtop or folding soft-top form, the updated S5 range for 2010 starts from around $50,000 to top off at $58,250 for the S5 Cabriolet with Audi's S-tronic transmission.
The S5, like the milder Audi A5 that rides alongside it in Audi showrooms, infuses a standard two-door shape with subtle hints of Italian coupes and American muscle cars. There's more than a passing resemblance to the best Chevrolet Camaros in its haunches, and up front the trademark deep Audi grille is flanked by headlamps with curlicues of LED daytime driving lights, one of the brand's latest design signatures. Audi's chief designer calls it one of his best cars ever, and TheCarConnection.com's editors admire its great proportions, curves, and sheetmetal crests. The cabin aligns with Audi tradition: A wide binnacle houses the gauges and an LCD navigation and car-function screen, while hints of aluminum, wood, or woven metal are fitted to the door panels and console. The collection of buttons and switches can seem busy, but high-quality materials and high levels of fit and finish inside mute that effect.
This year, with the addition of the Cabriolet S5 comes an entirely different powertrain from the coupe. The S5 hardtop continues to draw on a 354-horsepower, 4.2-liter V-8 engine for its hearty performance. With 325 pound-feet of torque at its peak, delivered via a six-speed manual transmission or a six-speed automatic to Audi's hallmark quattro all-wheel-drive system, the S5 Coupe hits 60 mph in 4.9 seconds and reaches a top speed of 155 mph. For the S5 Cabriolet, Audi's chosen a supercharged 3.0-liter V-6 shared with a new S4 sedan and A6 four-door. The forced-induction engine also churns out 325 lb-ft of torque, but is teamed only to a seven-speed dual-clutch transmission that's a favorite of TheCarConnection.com's test drivers. The combination of plenty of low-end torque, the paddle-shifted gearbox, and all that power delivers even faster acceleration for the Cabriolet and the same top speed, while it also attains fuel economy of 17/28 mpg.
A few new hardware systems give the S5 coupe and S5 Cabriolet amazing road-holding and cornering prowess. The Audi all-wheel-drive system is set for a power bias of 40:60 to the rear wheels, giving it more of a rear-drive performance feel. When traction fails at a wheel, the quattro system shuttles torque to the wheels with more traction. And with an optional Sports Rear Differential, the S5/Cabriolet cars can "vector" torque from side to side at the rear wheels, not just from the fronts to the back wheels. As for handling and steering, Audi offers a standard setup for electronic power steering and ride quality that can be a little harsh in the Coupe. There's also an option for Drive Select, which allows drivers to choose settings for shift quality, suspension stiffness, and steering feel. The system tends to build steering weight too quickly off center, but otherwise both the coupe and cabriolet offer flat cornering and very sharp reflexes, along a hundred-mile route taken through Napa wine country, as well as stellar braking performance.
The cockpit of the Audi S5 fits driver and front passengers well. The front seats cradle you in comfort, and the dimensions are fairly generous for leg- and shoulder room. In back, it's less well endowed; the rear seats are tight and don't provide enough legroom for adults. Thanks to the thick pillars and low roofline in the Coupe, visibility out the back while driving is pretty dismal. The Cabriolet's visibility, of course, improves with the top down, but stays about the same when the roof is up. The S5's trunk is large for the class, but the trunk opening itself is fairly small. In both the coupe and cabriolet, the rear seats fold flat into the cabin to tote longer objects. There's locking storage in the glove box and console, one-liter bottle holders molded into the door panels, and other small storage spaces in the cabin.
While neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the S5/Cabriolet, Audi scores highly with TheCarConnection.com on safety for its long list of standard features and a strong crash-test score in the related Audi A4 sedan lineup. The S5 Coupe and S5 Cabriolet both offer dual front, side, and curtain airbags; knee airbags; anti-lock brakes, traction and stability control (which can be turned off for sporty driving); active roll bars that pop up in the event of a rollover accident; and a rearview camera with parking sensors. On both, the front seatbelts are "presented" to driver and passenger at the shoulder on automatically extending arms. LED daytime running lights are also standard.
The 2010 Audi S5/Cabriolet doesn't give up any conveniences in the name of high performance; expect everything that you would find in a full-fledged luxury coupe, including power and heated everything, as well as adaptive headlamps. Standard features include dual-zone climate control, leather upholstery, satellite radio, and Bluetooth connectivity. The Cabriolet's top is power-operated and thickly lined, and folds away in just 15 seconds. TheCarConnection.com's editors would absolutely opt for the expensive add-on Bang & Olufsen sound system, as well as the navigation system and iPhone integration kits. Other options pipe warm air through the seats to the front passengers to extend convertible season. Audi's MMI controller is upgraded, and it's now easier to control navigation and audio systems with its joystick controller and LCD screen.
The Bottom Line: The 2010 Audi S5 / Cabriolet might be the most handsome German luxury two-doors available-and are surely among the best performers.
Other Choices:
If you like the 2010 Audi S5 / Cabriolet, also consider:
- Mercedes-Benz E-Class Coupe / Cabriolet
- BMW 3-Series Coupe/Convertible
- Porsche Boxster
Reason Why:
The 2010 Audi S5 / Cabriolet have true rivals within Germany itself. The Mercedes-Benz E-Class Coupe used to be the CLK-Class coupe and cabriolet; this time around, it's more controversially styled but has excellent ride and acceleration with a V-8 option. The BMW 335i Convertible offers a folding hardtop roof and twin-turbo power just a few steps behind that of BMW's M3 convertible. And though it's not a four-seat convertible, the Porsche Boxster speedster deserves a mention here as most of these convertibles aren't used as four-seaters very often.
Buying Tips:
For a slightly more practical package, the Audi S4 sedan sports the Cabriolet's powertrain and also offers the Drive Select system. An RS5 Coupe, with even more horsepower, is expected soon, but it may not be offered in the U.S. market.
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2010 Jaguar XF / XFR Road Test
Editors at TheCarConnection.com drove the 2010 Jaguar XF and XFR to write this hands-on road test. In addition to editor's impressions and opinions, this review compares the 2010 Jaguar XF with other vehicles in its class. The companion full review adds a summary of opinions from other respected automotive sites to bring you the best information from around the Web.
High Gear Media obtained a press vehicle from Jaguar for the purposes of this road test.
Likes
History-be-damned styling
High-tech, high-fashion dash
Steamy performance across the range
Fuel economy is good, for the class
Dislikes
One of the crowd now?
Minuscule rear seats
Lacks all-wheel-drive option
New last year, the Jaguar XF lineup marks a clean break from the overtly traditional Jaguar shapes of the past. At the same time Jaguar changed hands itself-from Ford to India's Tata-the very essence of the cars shifted as well. So far, the XF has been a success, and for its sophomore season the XF adds a pair of new V-8 engines, one charged with 510 horsepower. Prices start from $52,000 for the base XF Luxury; perched atop an XF Premium Luxury and a Portfolio edition sits the exotic-performing $80,000 XFR.
The 2009 XF replaced the stuffy X-Type in the Jaguar lineup, and its svelte shape's an instant classic, with all the catlike cues and curves that should have been in Jaguar's styling notebook for the past decade. There still are mesh grilles and classic proportions, but you almost expect to see the Jaguar XF in an Infiniti showroom with its softly sculptured roofline, faceted hood, and smartly irregular headlamps. From the back, it's as close to an Aston Martin as any sedan comes (apart from Aston's own Rapide). XFR sedans get stronger chins, four tailpipes, and bigger wheels. If possible, the XF's cabin delights drivers even more than the exterior. It seems to have been lifted from the front desk at a chic London hotel. There's aluminum and wood trim, to be sure, as well as a groovy puck-shaped shifter knob that rises to attention when the ignition button's pressed. At the same time, vents roll open to life, and ambient lighting begins to glow. Jaguar considers it the car's "heartbeat," and it's a clever wake-up call to the reinvigorated design all around.
Stealthy, gripping performance is the new XF's calling card. The 300-horsepower, 4.2-liter V-8 carried over from the first-year sedan is joined in 2010 by two 5.0-liter V-8s. One brings with it 385 horsepower, the other a supercharger and an astonishing 510 hp. A sole six-speed automatic transmission with paddle shifters works with all three. The rear-drive XF simply gets better with each step up the performance ladder; you'll never miss a beat with the 300-hp version and its 6.3-second stomp to 60 mph-that is, until you sample the 385-hp, 5.5-second-to-60-mph V-8 or the shatteringly fast XFR, which drops the 60-mph dash in a Viper-like 4.7 seconds. The larger V-8 cars also top out at 155 mph. The drivetrains are deceptively smooth, the shifting invisibly quick, and even fuel economy is a cut above the class at 16/24 mpg, 16/25 mpg, and 15/23 mpg. Light, direct steering and capable brakes add up to a joyful driving experience, and with 20-inch tires and electronic systems like Active Differential Control and Adaptive Dynamics shuffling power between the rear wheels and adjusting suspension and steering firmness, the 5,000-pound Jaguar XF out-nimbles some of the less weighty sedans in its class.
Its luxurious cabin has ample space for front passengers, but sensible-shoes drivers will want to look past the Jaguar XF for a vehicle with more rear-seat room. In front, driver and passenger sit low in leather pockets with good side support and power adjustments that multiply with each pricier model. Behind them, the rear seats may as well be used for luggage; it's slightly larger than the four-door it replaced, but the Jaguar XF's dramatic styling cuts into backseat room with no apologies. It's packaged more like a four-door coupe than a family sedan, but the trunk is large for the class, and the rear seats fold down for access to the trunk. The console and doors have enough small-item storage, even a deep cup holder. The lavish materials inside set a new high-water mark for Jaguar. Leather trim is double-stitched, and LED lighting mixes with choice wood and metallic trim to turn the cabin into a most atmospheric space.
At this writing, the National Highway Traffic Safety Administration (NHTSA) has not yet performed crash tests on the Jaguar XF. Neither has the Insurance Institute for Highway Safety (IIHS), an insurance industry-funded research group. Six airbags are standard, along with stability control and electronic assistants like a rearview camera. Unlike other sedans in its class, the XF doesn't offer an all-wheel-drive option.
All 2010 Jaguar XF sedans are built with luxury in mind. Standard equipment on the $52,000 Jaguar XF Luxury includes a sunroof; automatic climate control; a keyless entry and ignition system; an electronic parking brake; leather upholstery and walnut trim; heated front seats; Sirius Satellite Radio, a six-CD changer, and a navigation system all controlled via a large LCD touch screen in the dash or by voice commands; and Bluetooth connectivity. The $57,000 Premium Luxury model adds the 5.0-liter V-8, blind-spot monitors, front and rear parking sensors, a rearview camera, and ventilated front seats. The Portfolio edition offers the 5.0-liter V-8 with distinct leather and suede upholstery, along with ebony dash trim. The $80,000 XFR fits the supercharged V-8; 20-inch wheels; a heated steering wheel; adaptive cruise control; and a Bowers & Wilkins audio system with HD and Sirius Satellite Radio and integration for audio players. Most of the XFR's audio offerings are options on lesser models, along with 20-inch wheels.
The Bottom Line: The 2010 Jaguar XF betters its class-leading rating at TheCarConnection.com with a sizzling XFR edition.
Other Choices
If you're interested in the 2010 Jaguar XF, also consider:
- BMW 5-Series
- Mercedes-Benz E-Class
- Lexus GS
- Audi A6
Reason Why:
BMW has long set the benchmark in this class; the 5-Series offers V-8 power and controversial styling. The Mercedes-Benz E-Class is new for 2010, and its looks have tilted in a more angular, angrier direction; a V-8 and four-wheel drive are offered. The Lexus GS probably trumps all these cars in its stellar dealership experience, and in truth the Jaguar XF bears more than a passing resemblance to it from the outside. Then there's the slightly more pedestrian Audi A6, with its wide-ranging palette of engines and drivetrains, a wagon edition, and an interior that's a step backward from the rich library-like cabins that used to distinguish the brand.
Buying Tip
While Jaguar's overall quality record has topped the industry as of late, the XF's first-year reliability record hasn't been stellar. The Bowers & Wilkins audio system is among the finest available in any car, and it's a highly recommended option.
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2010 Chevrolet Corvette
TheCarConnection.com has driven most of the Corvette range to report on editors' firsthand impressions here in this review. TheCarConnection.com's team also researched other reviews to bring you highlights so that you can have the most information possible on this iconic American sports car.
Likes
Good bang for your buck
Street cred in spades
Surprisingly compliant ride
New Launch Control system
Dislikes
Notchy, deliberate shift action
Interior starting to show its age
Still lacks curtain airbags
Chevrolet was always going to have a tough time improving on its Corvette line. Last year we saw the introduction of the mighty ZR1 supercar and a price cut for the base convertible; for the 2010 model year, the automaker brings out the big guns.
First and foremost is the introduction of a new Grand Sport model, which returns for 2010 with wide-body styling and race-bred suspension; it's available in either coupe or convertible body styles. The other major introduction is a new Launch Control system that comes standard on all manual 'Vettes and can make even the most amateur of drivers look like a pro at the traffic light.
We've tested the system on the road and track and find it to be truly impressive--no reservations, no qualifications. The new system modulates engine torque 100 times per second and is designed to give drivers optimal traction during full-throttle starts. In addition to the availability of the Launch Control system, the 2010 ZR1 gets what Chevy calls "Performance Traction Management" (PTM) technology, which holds a predetermined engine speed while the driver pushes the throttle to the floor. That allows the driver to quickly release the clutch, and the system modulates engine torque for the best traction during track driving.
But it's not just performance aspects that get our tick of approval for 2010. Side airbags now come standard on all models, as well as a range of updated colors, including the return of Torch Red.
Across the entire 2010 Chevrolet Corvette lineup, styling remains much the same as the previous year. After all, the Corvette is one of the sexiest cars on the road today, so there's no point mucking with the winning formula. The Z06 and ZR1 continue with their more muscular bodywork to cover the wider tires on those models, and the ZR1 still features a clear plastic window, which doesn't add much excitement, according to the styling gurus at TheCarConnection.com.
The Grand Sport adds a new dimension, essentially replacing the Corvette's previous Z51 package and bringing a greater degree of handling performance. Benefiting from wide-body styling, the Grand Sport also gets a Z06-style front splitter and rear spoiler, new brake ducts, and unique 18-inch wheels with 275mm tires up front and 19-inch wheels shod with 325mm rubber in the rear.
All Corvettes are pure performance inside, with a cockpit-inspired interior dominated by a large hooded gauge cluster, a high center console, and the usual dull GM plastics. An optional feature is the crossed-flags logo embroidery for seats, as well as a new cashmere trim for the Z06 and ZR1.
While the interior can be a little drab in appearance, once you floor the throttle all is forgotten as genuine excitement pours from each and every 2010 Chevrolet Corvette powertrain.
The base Corvette gets a potent 430-horsepower LS3 V-8 that displaces 6.2 liters and is good for a 0-60-mph run in just 4.1 seconds with the manual or 4.3 seconds with the automatic. An optional two-mode exhaust system (also available on the Grand Sport) brings a power rating increase to 436 horses and 428 pound-feet of torque. As the revs climb, the sound from these pipes is intense. While manual drivers get the new Launch Control system for 2010, customers picking the self-shifter will welcome a revised six-speed automatic paddle shift control that includes a "push and hold" feature to make returning to automatic mode simpler.
Sitting between the base Corvette and the sexy Z06 is the new Grand Sport. Powered by the same 430-horsepower and 424 pound-feet of torque LS3 V-8, the 2010 Chevrolet Corvette Grand Sport also gets wider wheels and tires, revised shocks, a new stabilizer bar and spring specifications, and new gearing. The equipment enables cornering capability of up to 1.0 g, as well as a 0.2-second improvement in 0-60-mph acceleration versus the standard LS3-powered models.
Grand Sport coupe models equipped with the manual transmission are outfitted for racetrack competition, too, with a dry-sump oiling system, a differential cooler, and a rear-mounted battery. The manual transmission also comes with specific gear ratios, while automatic models get a modified rear-axle ratio. The Grand Sport also gets Z06-spec brakes that include 13.4-inch rotors with six-piston calipers up front and four-piston calipers in back.
Next in line is the Z06, which brings Corvette owners into supercar territory thanks to its 7.0-liter LS7 V-8 that's capable of sending the car from 0-60 mph in just 3.7 seconds and see it reach a top speed of 198 mph. The 2010 version retains the 106-inch wheelbase of other Corvette models, as well as the short-long arm suspension and transverse spring design, but rides on all-new wheels, tires, and brakes, as well as its own rear spring and roll stabilizer. Peak output remains at 505 horsepower and 470 pound-feet of torque. Buyers opting for the top-end 3LZ package now get powered sports seats for both driver and passenger.
Thanks to the mammoth amount of torque from either the base LS3 engine or the race-bred LS7, the 2010 Chevy Corvette is enjoyable to drive with the optional automatic but really comes alive with the manual, even though the shift action tends to be overly deliberate and notchy.
Sitting at the top of the ladder is the granddaddy of all Corvettes, the world-beating ZR1 supercar. Still packing a hand-built, supercharged 6.2-liter V-8 with 638 horsepower and 604 pound-feet of torque on tap, the ZR1 will rocket to 60 mph in only 3.4 seconds and blast through the quarter-mile in 11.3 seconds and with a 131-mph trap speed.
The ride of the current six-generation Corvette is vastly superior to previous versions that could best be described as agricultural by comparison. Even the 2010 Chevrolet Corvette ZR1 (with its ultra-wide tires) rides well thanks to new tire technology and magnetic ride control. The available levels of performance combined with the compliant ride and overall refinement make these cars all the more special. For the right person, they can be daily transportation. When driven modestly on the highway, fuel economy can reach as high as 30 mpg.
In terms of comfort and quality, the 2010 Corvette has made great strides since the launch of the six-generation in 2005 and the slight update last year. Fit and finish, both inside and out, is solid, though the choice of trim and materials can leave you desiring something a little more premium. The seats are comfortable and provide good support, even on long drives, and during the several hundred miles we've spent behind the wheel, there was barely a squeak or rattle to detect.
For a sports car, visibility in the Corvette is quite good. Additionally, the rear storage provides a surprising amount of room with 22.4 cubic feet of cargo volume in the 2010 Chevrolet Corvette Coupe and a respectable 11 cubic feet of storage in the rear of the Convertible. The drop-top models use a layered fabric roof that isolates the cabin well from wet and cold but lets in a lot of road noise.
Safety is another strong point for the Corvette range. A four-channel ABS system is standard, as are stability and traction control and now front and side airbags as well. Unfortunately, the 2010 model still lacks side curtain airbags, which are usually standard on cars in the same price range as the Corvette.
The 2010 Chevrolet Corvette gets to tap into GM's deep well of tech features. High-end audio and voice-activated navigation systems are available, along with a growing list of services from GM's OnStar. In recognition of the reality of cell phones and other mobile communication devices, GM is now offering Bluetooth connectivity. An optional Bose audio system or an in-dash six-disc changer is available, while steering-wheel-mounted audio controls are standard on all models. One last highlight is that the Corvette, despite its supercar credentials, still comes with proper cup holders.
The Bottom Line: Stupendously fast yet amazingly practical, the 2010 Chevrolet Corvette is the supercar you can live with.
Other Choices
If you like the 2010 Chevrolet Corvette, also consider:
- Nissan GT-R
- Porsche Boxster
- Dodge Viper
- Porsche 911
- Nissan 370Z
Reason Why:
While it may have several formidable rivals, the Corvette's prime nemesis remains the Dodge Viper. The Dodge now boasts an 8.4-liter V-10 engine pumping out an even 600 horsepower as its sole powertrain option and is humbled only by the ZR1. Nissan's GT-R also shows that it has what it takes to topple the Corvette, even approaching the ZR1 in performance. Combined with its all-wheel-drive system and sophisticated electronics, the 480-horsepower Nissan proves itself worthy on more than one count. The next closest competitor to the Corvette would have to be the Porsche 911. With its range of models (rear- and all-wheel drive, naturally aspirated, and turbo powered), the German icon offers more choice and arguably more refinement than the American, though at a significant cost. While the Porsche Boxster lines up nicely against the base Corvette, its six-cylinder engine is no match for the Chevy's muscular V-8. The same goes for Nissan's 370Z, although the sound from the Z's tailpipes may persuade even the most loyal of 'Vette fans.
Buying Tip
Performance diehards will be clamoring for the new Grand Sport, which means there may be some deals to be had on the still-impressive base coupe.
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2010 Ford Escape Hybrid
TheCarConnection.com drives the 2010 Ford Escape Hybrid and brings you this hands-on review that covers driving attributes and other up-close, on-the-road observations. TheCarConnection.com also researches reviews from other sources and presents you with some of the most useful ones here in an adjacent Full Review on the Escape Hybrid.
Likes
Excellent gas mileage for a compact SUV
Available all-wheel drive is mechanical, not electric
SYNC infotainment system is best in class
Top-of-the-line safety ratings
Dislikes
Interior and wind noise louder than competitors
Hybrid noises not very well concealed
Displays of hybrid information not well integrated
Considering it was launched in 2004, the latest 2010 Ford Escape Hybrid compact SUV is both popular and durable. Completely redesigned for 2008, the hybrid Escape was both the first hybrid manufactured in the United States and the first hybrid SUV. Nervous about how long those hybrid motors and batteries will last? Consider that more than 1,500 Ford Escape Hybrids are in regular use as New York City taxicabs!
Ford has regularly upgraded its hybrid-electric powertrain over the years. The Escape Hybrid carries over its 2.5-liter four-cylinder engine for 2010. The dual overhead-cam engine puts out 153 horsepower, with the electric motor boosting torque as needed. The Escape Hybrid will run solely on battery power with its engine off up to 25 mph, and in some limited circumstances up to almost 40 mph.
The combination of electric motor/generators in the hybrid system acts as an electronic continuously variable transmission (CVT). The gasoline engine always runs at its most fuel-efficient speed, regardless of how fast the car is traveling. Acceleration is good if not spectacular, though the engine will howl when floored.
But hybrid buyers look for gas mileage, and the 2010 Ford Escape Hybrid comes in at 34 mpg city, 31 mpg highway, according to U.S. EPA ratings. We tested a 2009 Escape Hybrid and averaged a consistent 30 mpg on a route with substantial 75-mph cruising.
The all-wheel-drive version of the 2010 Ford Escape Hybrid has a crucial distinction from all its hybrid competitors: The AWD system drives all four wheels mechanically. Other SUV hybrids use an electric motor for the rear wheels, which may shut off under extreme circumstances. We prefer the reliability of mechanical AWD as offered on the hybrid Escape.
Ground clearance is substantial at 8.5 inches, though the Escape isn't meant to be a rock-climbing off-roader like a Jeep. It's fine on dirt and gravel roads, with excellent road-holding considering its height, thanks to a suspension that was completely retuned last year.
That height makes the 2010 Ford Escape Hybrid a square, upright vehicle that's larger than it looks from far away. The 2008 restyling takes it further into the butch-SUV mold, which may not entirely square with today's desires-but it's obviously a Ford, similar to its larger truck brethren.
Inside, seating room is decent for four adults, though the short bottom cushion of the rear seat makes it better for kids than taller adults. Visibility is good; everyone sits high up and the windows are deep and upright.
Wind noise, however, is a downside. It's higher than we expected and not as well suppressed as in competing compact SUVs. The mirrors are noisy at speed, though we like their large size and rearward visibility. Our 2009 test vehicle also suffers a moaning howl right at the 2,000-rpm mark that makes us crazy, though we've not experienced that problem on any other Escape Hybrid.
Instruments are easy to read in the 2010 Ford Escape Hybrid, with blue-green backlighting. The high-gloss black plastic surfaces on the dash and doors seem to attract dust like a magnet, though.
Ford's Easy-Fuel capless gas filler system is a nice feature that eliminates a separate gas cap. After playing with our test vehicle's optional LED interior lighting a few times, its choice of several different colors for floor, console, and cup-holder lighting begin to feel like a gimmick.
We also aren't thrilled with the lack of integration between hybrid operating info on the instrument cluster and the console screen. One gauge in the cluster shows the battery charging and discharging, but the detailed fuel consumption data is only on the central console screen. We much prefer the newer 2010 Ford Fusion Hybrid, where both parts are integrated in graphical displays right in front of the driver.
For 2010, Ford switches to electric air conditioning from an engine-driven compressor, which means the AC will run whether or not the engine is on-a major feature for buyers in hot and humid states.
The folding rear seat might prove annoying to anyone who has to frequently alternate between cargo and rear-seat passengers. It requires all three headrests to be removed-but there's no place to stow them. Once the seat bottom is folded forward and the back flipped down, the load floor is flat and the Escape Hybrid offers 66.3 cubic feet of cargo space. Still, those headrests!
Ford's SYNC interface to infotainment systems is simply better than most others, and they are justifiably proud of it. Drivers and passengers can pair (most) Bluetooth mobile phones and connect (most) MP3 players, then operate them with voice commands-improving safety significantly by keeping the driver facing forward with hands on the steering wheel. Other features and options include Sirius Travel Link, which provides real-time traffic data, weather info, navigation, and even local fuel prices.
For 2010, Ford adds several new features, including the rearview reversing camera increasingly popular among families with young children. Another is an integrated spotter mirror that overlays convex mirrors aimed at the Escape Hybrid's blind spots on the top outer corners of both outside mirrors. The MyKey system electronically limits performance and stereo volume for designated teen drivers, and Ford's remarkable (if spooky) Active Park Assist measures parking spaces and steers the car into them.
As a family vehicle, the 2010 Ford Escape Hybrid has to score well on safety, and it does. The Insurance Institute for Highway Safety (IIHS) names it a Top Safety Pick, and the National Highway Traffic Safety Administration gives it five stars in its front and side impact tests. Dual-stage front airbags and side-curtain airbags are standard, as are anti-lock brakes, electronic stability control, tire-pressure monitors, and traction control.
The Bottom Line: The 2010 Ford Escape Hybrid remains a solid, competitive entry among compact family SUVs and crossovers. Its fuel efficiency is superb, and the optional mechanical all-wheel drive sets it apart from any other AWD hybrid crossover.
Other Choices
If you like the 2010 Ford Escape Hybrid, also consider:
- Toyota Highlander Hybrid
- Lexus RX400h
- Mercury Mariner Hybrid
Reason Why:
For 2010, the pool of highly fuel-efficient crossovers and SUVs remains small. You can't get a diesel in any compact SUV this year, so the closest competitor is probably the Toyota Highlander Hybrid. But it's much larger, with optional third-row seating for seven, and pricier. The new 2010 Lexus RX450h is a lovely and luxurious crossover, but can run $10,000 to $15,000 more than the more bare-bones Escape Hybrid. It may be that the closest competitors, in fact, are the Ford Escape without a hybrid, and the universe of compact SUVs that includes the Chevrolet Equinox (new for 2010), the Honda CR-V, the Toyota RAV4, the Nissan Rogue, and others.
Buying Tip
Ford consistently makes about 25,000 hybrid SUVs a year. While most are Escape Hybrids, the 2010 Mercury Mariner Hybrid runs on the very same powertrain, but with a dressier, sleeker style. There's also the Mazda Tribute Hybrid-again, the same vehicle underneath-though they are very low volume, and hence can be hard to find.
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2010 Audi Q5 Road Test
TheCarConnection.com has researched reviews and driven the 2010 Audi Q5 to bring you this comprehensive review of its safety, performance, styling, comfort, and quality. TheCarConnection.com's expert editors also drove this and other luxury sport-utility vehicles to compare and contrast the Audi Q5 with other crossovers in its class. The companion full review brings you a condensed look at Q5 reviews from other sources to help you in the research and buying process.
Likes
Smartly styled, inside and out
Cabin and controls have high-quality feel
Standard V-6 provides ample power
All-wheel drive is standard
Dislikes
Drive Select is gimmicky
Steering feels too artificial in all modes
Among the more expensive cars in its class
The first compact luxury crossover from the brand, the 2010 Audi Q5 takes on the likes of the Mercedes-Benz GLK and BMW X3 head to head-not to mention the class sales leader, the Lexus RX 350 and RX 450h crossovers. The Q5 is, for now, available in one configuration: a five-door wagon with a V-6 engine, an automatic transmission, and "quattro" all-wheel drive. The 2010 Audi Q5 sees a very slight price increase to $38,175, including destination charges.
In a class of handsomely sculpted all-weather wagons, the 2010 Audi Q5 stands out. It's a softly sculptured piece, using height and stance to convey SUV capability. As with the Volvo XC60, it's the opposite tack taken by the Benz GLK and Land Rover LR2, which wear more straight-edged sheetmetal. If its massive grille were a little less imposing, the Q5 would be as sophisticated as Audi's sedans-which also suffer from the same prominent nose. The slope of the roofline and the sedan-like tail lamps (with LED lighting) walk the best line between sport-ute size and German-wagon efficiency. The cabin's a fine example of a well-executed driving environment. There are a few too many small buttons, but Audi frames them in metallic trim, wood, and coordinated leathers and plastics to give the somewhat cluttered dash a unified, rich look.
The 2010 Audi Q5 performs near the top of its class. A 3.2-liter, 270-horsepower V-6 is mated to a six-speed automatic with manual gear selection and all-wheel drive. The engine's fairly sweet-revving, though a little louder and more vibration-prone than you might expect-just like the six-cylinder in the latest Lexus RX. Gear changes are quick and mostly trouble-free, unless you choose a downshift manually in Tiptronic mode at the wrong power point. The Q5 will obey, so long as it doesn't frag its engine doing so. There are still no paddle shift controls, and a four-cylinder turbo option would be a welcome addition to the lineup. As it stands, though, the V-6 Q5 accelerates to 60 mph in 6.7 seconds-well into sports-sedan territory. With all-wheel drive, about 8 inches of ground clearance, and hill descent control, the Q5 can handle moderate all-terrain activity, but it's clearly not meant for anything more than casual hill climbing. Towing capacity is 4,400 pounds, and fuel economy is 18/23 mpg. TheCarConnection.com observes just over 18 mpg in mostly city driving.
Handling and ride are more satisfying than in other luxury crossovers, but not ideal. Audi sends more power to the rear wheels by design (with a 40:60 power split to the AWD system), and the Q5 clearly wants to feel responsive and sporting. But as with other Audis, most Q5s are equipped with Drive Select. The electronic-control system allows drivers to dial in choices for steering feel, transmission shift speed, and throttle quickness-but none of the settings seems as good as a sole, well-developed ride and steering setup. With Drive Select in "auto" or "sport" mode, steering feel is too heavy on-center. In Comfort mode, ride quality doesn't soften enough to justify itself. TheCarConnection.com has driven an Audi S4 without Drive Select, and ride and steering feel seem in finer tune.
The 2010 Q5 ferries passengers and baggage smartly in a comfortable, roomy cabin. The largest vehicle in its class save for the 2010 Lexus RX, the Q5 grants front passengers more than enough leg- and shoulder room; headroom is numerically mid-pack, but even with a panoramic sunroof, the Q5 still offers enough height for six-foot drivers and passengers. The seats themselves are firm and adjust for great comfort, even in back, where the passengers can recline for long-trip ease. The second-row seats split and fold to create more cargo space, but even when five people (four adults, really) are seated inside, there's enough cargo room for four roll-on suitcases and a clear view out the rear hatch glass. Small storage abounds, down to the 1-liter cup holders molded in all the doors, the console, and the fold-down armrest in the backseat, so hydration isn't an issue, unless you're a sea creature.
The Q5 has made fast work of all safety tests. It rates five stars in all ratings from the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), which also names it a Top Safety Pick. Standard front, side, and curtain airbags combine with anti-lock brakes as well as stability and traction control for those top safety ratings; Audi also offers a rearview camera and parking sensors to cut down on low-speed mishaps.
For $38,175, the 2010 Audi Q5 arrives in showrooms outfitted with standard features like three-zone climate control, 18-inch wheels, an AM/FM/CD player, Sirius Satellite Radio, leather seating, wood trim, heated power mirrors, and a tilt/telescope steering wheel. New features include 20-inch wheels, ash wood trim, and ventilated front seats. TheCarConnection.com tested a mechanically identical 2009 Q5 with a Premium Plus package, which added $4,300 for a panoramic sunroof, a power tailgate, power heated seats, Bluetooth connectivity, an iPhone/iPod interface, and a six-CD changer. Atop that, a $3,000 Navigation package tacks on a hard-drive-based GPS mapping, parking sensors, a rearview camera, and a DVD player. The $2,950 Drive Select package is the one feature editors wish had been omitted from the options list; the 14-speaker, 505-watt Bang & Olufsen stereo system would have been more welcome.
The Bottom Line: The 2010 Audi Q5 tops TheCarConnection.com's ratings, thanks to sleek lines and a weekend-worthy cabin-though the gimmicky handling features would be better left behind.
Other Choices
If you like the 2010 Audi Q5, also consider:
- Mercedes-Benz GLK
- BMW X3
- Land Rover LR2
- Infiniti EX35
- Acura RDX
- Cadillac SRX
- Lexus RX
- Volvo XC60
Reason Why:
Three distinct groups of competitors emerge for the 2010 Audi Q5. The first group comprises its fellow travelers from Germany and Great Britain; the Mercedes-Benz GLK wears angular clothes and bakes in off-roading, four-wheel drive, and a big V-6, with diesel power on the way. The BMW X3 is the senior officer in the class, substantially improved in ride and handling in 2008. Land Rover's LR2 is a square-jawed niche player in the group, with true four-wheeling bred in its blocky silhouette. The next pair, the Acura RDX and Infiniti EX35, share Japanese heritage, but feel radically different. The RDX's pulsing, turbocharged four-cylinder seems at odds with its mission, while the EX35's teensy cargo area leads to questions about its SUV classification. Lastly, the soft and comfy SUVs in this group include the Lexus RX, a luxury favorite with little driving feel and a hybrid model; the new Volvo XC60, a sleek and fairly quick-footed SUV with a marvelous interior; and the Cadillac SRX, a new entry in this size class with crisp styling and good on-road maneuvers.
Buying Tip
We're still waiting for Audi to add more fuel-efficient Q5s to the ranks. A turbo four-cylinder model is the most likely candidate, but diesel versions are offered in Europe and Audi's developing hybrid powertrains for similar model lines.
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2010 Ford Taurus
Editors at TheCarConnection.com drove the new 2010 Ford Taurus and 2010 Taurus SHO to bring you this hands-on review of its performance, styling, quality, comfort, and features. Editors also evaluated the Ford Taurus against its competition to provide you the best information and help with your shopping decision.
Likes
Interesting new lines
Revamped interior with higher-quality feel
Reborn SHO edition has 365 horsepower
Available all-wheel drive
Cutting-edge features like SYNC
Dislikes
Taurus SHO is expensive
A big car that feels big
Still not as handsome as Malibu or Altima
Rear-seat headroom is small for its size
There's a new Taurus in town--for the new model year, Ford revamps the styling and packaging of its full-size sedan and creates a more attractive, more capable competitor in a class that includes top sellers like the Honda Accord, Toyota Camry, Nissan Altima, and Chevrolet Malibu. The new 2010 Ford Taurus comes in SE, SEL, Limited, and SHO versions. It carries a base price of $25,995 and can spiral over the $37,995 base sticker for the SHO performance edition. High Gear Media drove a manufacturer-provided Taurus and a Taurus SHO to produce this hands-on road test.
All around, the 2010 Ford Taurus presents an interesting new shape. The old VW Passat-like roofline is gone, replaced with a crisper profile that hints at the smaller Ford Fusion. The front fenders are pronounced and the roof is lowered, giving the sedan a sportier stance. Up front it's less than perfect; with a broad upper chrome bar, three dissimilar painted bars below, a new grille, and wrap-around headlights, there's a lot to take in at first glance. The rear fenders are most interesting, with sculpted shoulders and firm, straight character lines playing off each other in a way no Taurus has ever seen. Inside, the Taurus is more focused; defined areas for the driver and front passenger are marked with a low, long center console. The instrument cluster presents information to the driver in three, deeply recessed gauges, and lots of blue-lit gauges and small black buttons are placed logically. Standard Tauruses wear more traditional faux-wood and plastic trim, while the SHO gets special badging, glossy black dash trim, and more metallic highlights inside and out, as well as a trunklid spoiler, twin chrome exhaust tips, and a snazzier grille.
The 2010 Ford Taurus has the moves to match its trimmer, more athletic looks. It sports a newly revamped 3.5-liter V-6 with 263 horsepower and 249 pound-feet of torque. It moves off the line smartly, and acceleration is smooth and plentiful at all sane speeds. The six-speed automatic's a smooth operator, but paddle shifters (on SEL and Limited versions) feel a little gimmicky in a big sedan like this. Fuel economy is impressive, at 18 mpg city, 28 mpg highway for the front-wheel-drive models; adding all-wheel drive subtracts 1 and 3 mpg, respectively. Road manners are the biggest improvements; the Taurus is firmer than you might expect from such a big sedan, taut but not high-strung, with a smooth ride and some natural body roll. The steering is direct and precise, and it provides plenty of feedback, a notable accomplishment since it's electronically dialed in, rather than hydraulically assisted.
The Taurus SHO benefits from a lot more power, but it's a little less transformational than in past SHO Taurus sedans. Older versions were very distinct from base cars; the new car's 365-horsepower, turbocharged EcoBoost V-6 version of the same engine breathes easily but not as dramatically as expected. Ford quotes a 0-60-mph acceleration time of 6.0 seconds for the new SHO; the curb weight of 4,368 pounds must mask some of its strength. Fuel economy, in case you're wondering, is 17/25 mpg.
As with the other paddle-shifted Taurus sedans, you can leave the SHO Taurus in manual mode and click off shifts as you please, with electronic backup in case your gear choices harm the engine and gearbox. The SHO suspension is tuned for handling, with stiffer shocks and springs, thicker anti-roll bars, and new suspension mounts, and it pays off with crisp turn-in and nicely balanced handling. Hustle it through corners, and the SHO leans a little before it takes a good set and grips the pavement as well as any competitor, save for the Nissan Altima, the handling standout in the class.
The 2010 Ford Taurus is a full-size car, and there's copious passenger room. Front seats are a little constrained by the large console, though the Taurus has great room for tall drivers. The basic seats are fine and sit high for good straight-ahead visibility. (SHO models get tighter-fitting, suede-trimmed versions.) In the rear seat, the Taurus is wide enough to sit three across, but legroom is only adequate. With the front seats in their rear-most position, things are actually a little cramped. The biggest issues with the rear seat come from tall passengers, as always; the door opening is wide for feet, but the roofline is low, which makes entry and exit a little tougher than need be. With a sunroof installed and six-footers in back, headroom is a letdown, with constant contact between hair and headliner. In contrast, the Taurus' trunk is enormous, thanks to the high profile of the rear fenders and the tall decklid. At more than 20 cubic feet, it's almost twice the size of the Acura RL trunk; a tandem stroller and a Diaper Genie could get lost in it. Along with a more stylish cabin, the 2010 Taurus has better noise damping--even though it's not tomb-like, the interior is quiet and vibration free--and nicer materials. Plastics are higher-grade and more attractive in this new model.
On the safety front, the 2010 Ford Taurus is well equipped with standards, including six airbags; anti-lock brakes; traction and stability control; automatic high beams; and rain-sensing wipers. An SOS post-crash alert system is also standard; after an impact that causes airbags to deploy, the SOS system unlocks all doors, turns on the hazard flashers, and sounds the horn. Ford offers a collision warning system and adaptive cruise control on the new sedan, as well as Blind Spot Information and Cross Traffic Alert systems; these use rear- and side-aiming radar to alert drivers to impending disaster. The Taurus SHO also offers an optional rearview camera. The sole strike against the Taurus thus far--crash-test agencies haven't tested it yet--is the poor rearward visibility that comes from its styling and big headrests on the backseats.
The long list of standard features on the 2010 Ford Taurus means even base versions are well-equipped. The $25,995 Taurus SE gets an AM/FM/CD player with MP3 playback; tilt/telescope steering; a 60/40 split-folding rear seat; a power driver seat; and power locks, windows, and mirrors. The next trim up, the $27,995 Taurus SEL includes Sirius Satellite Radio, automatic climate control, and a leather-wrapped steering wheel; the $31,995 Limited adds 19-inch wheels, ambient lighting, a six-CD changer, reverse parking sensors, leather seats and power controls for the front passenger, and the SYNC entertainment controller. The SHO starts at $37,995 and, with its unique powertrain and suspension, gets a spoiler, push-button start, sueded seats, and high-intensity discharge headlamps. On the options list, all-wheel drive adds $1,850 to the SEL and Limited; there's adaptive cruise control; keyless entry with push-button start; and Ford's keyless entry keypad with a new pad flush-mounted on the driver's side B-pillar. Also available: Ford's MyKey feature that lets parents program a specific key fob with restricted vehicle function, such as maximum speed and maximum radio volume. A navigation system and sunroof are big-ticket options, too.
With the 2010 Taurus, Ford's taken the same tack as with its other recent products, like the 2009 Flex and the 2010 Fusion and Fusion Hybrid. Advanced technical features are a huge selling point for its new products, but take-notice styling is also a new hallmark--as are its turbocharged EcoBoost engines. The Taurus isn't quite the game-changing sedan that the 1986 original was, but it's a solid step forward for the company's portfolio of high-quality four-doors--and one more way to challenge those upstarts from Honda and Toyota.
The Bottom Line: The 2010 Ford Taurus punches up Ford's reputation for quality and features, with an engaging new SHO model to boost.
Other Choices
If you like the 2010 Ford Taurus, also consider:
- Chevrolet Malibu
- Honda Accord
- Toyota Camry
Reason Why:
The 2010 Ford Taurus is a big sedan with a capable performance edge. The latest Chevrolet Malibu occupies roughly the same size class--bigger than the usual front-driver--but offers a fuel-saving four-cylinder version and a hybrid edition, though no all-wheel drive. The Toyota Camry and Honda Accord also offer four-cylinder options; the Accord's styling stretches the envelope like the Taurus and its handling is better than most full-size sedans, while the Camry appeals to other buyers who want more traditional styling and a more sedate driving experience.
Buying Tip
The 2010 Ford Taurus likely won't be sent to rental fleets as quickly as previous editions. Ford will try to avoid discounting in its first year of sale, but the dire state of the economy may force it to offer small rebates early in the new Taurus' life.
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2009 BMW 1-Series
To bring you the best possible review of the 2009 BMW 1-Series, TheCarConnection.com has combed the Web and gathered insight and opinions from other reviewers. The editors of TheCarConnection.com have also driven the 1-Series and incorporate their own experiences, combined with knowledge of the market, here in this definitive Bottom Line.
Likes
Handling and rear-wheel-drive poise
Steering sensation
Acceleration with twin-turbo
Simple, driver-oriented feel
Dislikes
Exterior styling seems abrupt
Almost as big and heavy as 3-Series
Optional iDrive interface
Still not very affordable
The 2009 BMW 1-Series represents basic BMW at its best: It has design ties to 2002 and goes all the way back to the 1960s. Over the years, BMW's 3-Series line has evolved to the point that bigwigs recognized that the brand included a big gap at the lower end of the automotive spectrum. The goal of the 1-Series is to fill that gap--with new coupe and convertible variants.
The 1-Series shares the long hood/short deck of the 3-Series, but the 1-Series is smaller. Its 104.7-inch wheelbase is 4 inches shorter than the 3-Series Coupe, but its truncated shape is shy of its bigger sibling by half a foot. Overall width is almost 3 inches narrower.
Two models are offered for each body style: 128i and 135i. Six-speed manual and automatic gearboxes are available. The main difference, then, is the engine; the 128i uses a non-turbo 230-horsepower version of the 3.0-liter inline six-cylinder, while the 135i provides 306 hp from its twin-turbo version of the 3.0-liter six (both engines are also found in 3- and 5-Series models).
The 2009 BMW 1-Series handles well, steers beautifully, and functions nicely as a 2+2. The compact folding mechanism of the convertible's soft top even ensures there is usable truck space with the top down. Unfortunately, while the 1-Series is smaller and less expensive than the popular 3-Series, it could be argued that it's neither small enough nor cheap enough.
Inside, the front dimensions are satisfactorily generous, but the rear is bit more snug compared to the 3er. There is room in the back, but what do you expect, really? It's sufficient for occasional use. In a nod to practicality, the rear seat back of the 2009 1-Series includes both pass-through and 60/40 split-folding access to the trunk.
Interior accommodations in the 2009 BMW 1-Series are what you've come to expect from BMW of late: less austere and more attractive while remaining easy to use...with the notable exception of iDrive. The revised iDrive software is better than before, but it remains stifling at first encounter and often counterintuitive with experience. The interface, however, now communicates directly with USB-based MP3 players. All other major controls make perfect sense and are well positioned for easy use and/or viewing. A navigation system is optional. 2009 brings an optional heated steering wheel and a redesigned iDrive system.
The Bottom Line: Has the 3-Series become too portly, expensive, and upscale? If you think so, the 2009 BMW 1-Series might make you happier.
Other Choices
If you're interested in the 2009 BMW 1-Series, also consider:
- Infiniti G37 Coupe
- Mustang GT
- Mazda RX8
- BMW 3-Series
Reason Why:
Beyond the more expensive 3-Series, there aren't many direct model-per-model competitors to the 1-Series. In terms of body styles (2+2 coupe and convertible), the Ford Mustang GT comes closest, but because of its domestic roots, we doubt there will be much cross-shopping between these two. A more realistic competitor is the V-6-powered Infiniti G37 Coupe, although the G37 is not offered as a convertible. Those looking for a track-worthy car that has head-turning potential and a truly unique driving experience might consider the RX8, though this little Mazda isn't that practical or fuel-efficient. Finally, a 135i Coupe roughly aligns in price with a 328i Coupe--it's worth considering whether you'd trade a more comfortable driving experience and better styling overall for less power.
Buying Tip
Watch those options, and stick to the 128i if you want to keep your budget down. It's easy to option up a 2009 BMW 1-Series to the levels of BMW's larger 3-Series, so sample both before your pen hits the paperwork.
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2010 Kia Soul
TheCarConnection.com's car experts researched Web reviews for the 2010 Kia Soul to compile this full review. TheCarConnection.com's editors also drove the 2010 Kia Soul in order to sort through the opinions they found on the Web, to find a consensus among online car-review Web sites, and to get to the truth where reviewers had differing opinions.
Likes
Adorable, angular shape
Fun and spacious interior
Standard safety equipment
Well-equipped, even in base trim
Dislikes
Manual shifter has long travel
Drivetrain thrum at highway speed
Not quick
The 2010 Kia Soul brings a new attitude to the Korean automaker's lineup. A far cry from the likes of the stuffy Amanti sedan, the Soul is a five-door urban wagon that neatly outsmarts the likes of the Scion xB and the Nissan Cube with a catchy style; a sharp, roomy, and well-fitted cabin; and a comprehensive list of safety and fun features.
The 2010 Soul wins on styling, hands-down. The reverse boomerang of the rear end reminds some of the In-N-Out burger logo; to others, it's simply a crisp, rakish shape with a little bit of busy detailing up front. The front wears the new Kia corporate grille and friendly-feeling headlamps; the rear is less tidy, but the square, tall taillamps frame a light and lofty hatchback that's nearly vertical--a nice punctuation to the Soul's casual leaning stance. Inside, it's a refined blend of round shapes and embossed plastics--and a variety of colors and textures if you like, from red plastic covering the dash to houndstooth-check material swathing the seats.
Two engines and two transmissions give Soulsters agreeable choices for city driving, if not much beyond that. The base Soul comes with a 1.6-liter four-cylinder making 122 horsepower and 115 pound-feet of torque. With the sole transmission, a five-speed manual, it's rated at 26/31 mpg. TheCarConnection.com did not have the opportunity to drive this model; Kia estimates only 5 percent of shoppers will order it, anyway.
Most 2010 Soul wagons will sport a four-cylinder engine with 2.0 liters of displacement, 142 horsepower, and 137 pound-feet of torque. With either the light but long-throw manual shifter or the smooth-shifting four-speed automatic, this combination delivers 24/30 mpg. It's the standard powertrain on the three top Soul models: the typographically challenging Soul+, Soul!, and Soul Sport. Kia doesn't provide performance estimates, but at a few hundred pounds less than the similarly sized Scion xB, 0-60 mph times of less than 9 seconds seem possible. That moderate acceleration comes with an engine note that develops a bit of thrum at higher highway speeds.
All Souls ride atop a conventional MacPherson strut front and torsion-beam rear suspension, and they have four-wheel disc brakes. Base and mid-line Souls wear 15- and 16-inch wheels. The Soul Sport leads the performance pack with 18-inch wheels and different suspension tuning. Across the board, handling is as tidy as any compact's, though most testers find that the 18-inch wheels on the Sport make the ride less comfortable on city streets. Ride quality and steering feel are otherwise the highlights of this conventional small-car package.
The 2010 Soul interior has seats for five adults, Kia stresses. In front, the driver finds easy-to-use controls at hand and cheery gauges framed by the steering wheel--which is not the case with the Scion, for example. Knee and legroom are good, seat comfort is good, and headroom is great--even in the backseat, where the middle passenger may be compressed for shoulder room. The second-row seats fold forward to boost cargo area over 53 cubic feet, and the cargo floor lifts to expose more storage area; an optional compressed-foam cargo organizer also fits in there. The Soul also has a two-tier glove box capable of holding a 15-inch laptop, a center console, an iPod-sized bin atop its center stack, and lots of cup holders. Dimensionally it checks in at 161.6 inches overall, 70.3 inches wide, 63.4 inches high, and it has a 100.4-inch wheelbase.
In terms of safety, the 2010 Kia Soul exceeds the class standard with six airbags, anti-lock brakes, traction and stability control, and tire pressure monitors. Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has tested the Soul, but Kia hopes to receive five stars for all relevant crash tests. This section will be updated as test results are made available.
The 2010 Soul also handily beats its older competitors in standard and optional features, with only the Scion xB nearing its offerings. Standard features on the base $13,300 Soul include tilt steering, air conditioning, Sirius Satellite Radio (the first three months of service are free), USB and auxiliary inputs for music players, and power windows. Lacking on all models are auto-up power windows and telescoping steering. The $14,950 Soul+ adds cruise control, steering-wheel audio switches, Bluetooth connectivity, and dual 12V outlets. The $16,950 Soul! gets a leather-wrapped steering wheel, a tan-and-houndstooth interior trim package, and a 315-watt audio system with speaker lighting, which illuminates according to music beat or "mood." The $16,950 Soul Sport has the same features as the Soul! but adds 18-inch wheels, sport suspension, metal pedals, and a red-on-black interior scheme. Options on various Soul models include a sunroof, the 315-watt audio system, and more than 60 accessories, from styling add-ons to interior trim. A navigation system isn't offered, nor is a hard-drive-based audio system, a notable omission. Kia's 10-year/100,000-mile limited powertrain warranty extends to the Soul.
The Bottom Line: The 2010 Kia Soul outsmarts fun urban wagons like the Scion xB and Nissan Cube with uniquely kicky styling, more room, and an easygoing attitude.
Other Choices
If you like the 2010 Kia Soul, also consider:
- Nissan Cube
- Scion xB
- Chevrolet HHR
- Chrysler PT Cruiser
Reason Why:
The 2010 Kia Soul takes on a trio of popular, hip-styled wagons and one just arriving in showrooms. The Chrysler PT Cruiser and Chevrolet HHR are kissing American cousins, both offering four-cylinder engines and formerly nifty retro styling that has simply not aged well. The PT Cruiser has been cancelled, so deals are exceptional. The Scion xB is the newer version of the compact wagon that launched Toyota's youth brand; the current version has sold more slowly, as it's grown larger and heavier and lost its Japanese flair. The Nissan Cube is the other newbie in the group; with a smaller overall size, a less functional interior, and an unusual tailgate shape, its appeal lies mostly in its softer, feminine style.
Buying Tip
Kia promises that a range of performance options are being studied for the 2010 Soul; if it's not quick enough for you now, the future may hold turbochargers, suspension bits and pieces, and more performance-minded accessories.
| Permalink:2010 Kia Soul | |
