2010 Lexus LX 570 Bottom Line
TheCarConnection.com's editors drove the 2010 Lexus LX 570 to bring you this concise overview in the Bottom Line. TheCarConnection.com also distilled the best information from the best reviews around the web to give a conclusive look at the new LX 570, even when opinions differ.
Likes
Quality materials
Simple, clean instrument panel
Real towing capability
Off-road electronics
Dislikes
Hefty handling
Not-so-comfy ride quality
Dismal fuel economy
Third-row seating doesn't completely stow away
The 2010 Lexus LX 570 is the third year of the new design first released in 2008. With exterior styling cues that'll let observers know it's a Lexus without hitting them over the head with its size, the LX 570's exterior design strikes an organic balance. Inside, excellent materials complement a luxurious yet functional layout, with controls well at hand.
Sharing its core underpinnings with the Toyota Land Cruiser, the LX 570 has body-on-frame construction for durability and off-road performance, plus a 381-horsepower 5.7-liter V-8 engine that does the job on the highway and off. Passing and acceleration are a snap, but the nearly 6,000-pound weight is never far out of mind when maneuvering or braking. Visibility, while good forward, can be difficult to the sides or rear as with many large SUVs, particularly on city streets.
A six-speed automatic transmission and Torsen limited-slip differential system deliver the power to the ground, helping the big Lexus tow up to 8,500 pounds. Despite the six-speed gearbox, the LX 570 returns a disappointingly low 12 mpg city.
Getting in and out of such a big vehicle can be a challenge for smaller adults and children, but Lexus has an available active height control system that lowers the vehicle about 2 inches to ease ingress and egress. It also pays attention to the speed, raising the vehicle at low speeds to aid ground clearance and lowering it again at high speeds to help reduce aerodynamic drag. A Crawl Control setting in the off-road electronics equipment aids in negotiating tricky passages.
Inside, the 2010 LX 570 has three rows of seating. While it shares a basic layout with the Toyota Land Cruiser, the LX 570 is more opulent and ornate. Wood trim, matte-metallic surfaces, leather, and high-grade plastics abound. There are a few shortcomings, however: While the front seats are spacious and comfortable, the third-row seating is too small for full-size adults, and it doesn't stow flat in the floor.
"Loaded" is an apt descriptor for the average LX 570, and there are even more optional upgrades if you choose. Standard equipment highlights include four-zone climate control, power sliding second-row split seating, voice-activated navigation system with Bluetooth, sound system, XM Satellite Radio, and new for this year, Enform and Safety Connect, Lexus' new in-house telematics and emergency roadside services. If that's not enough, optional extras include a rear-seat entertainment system, radar-adaptive cruise control, and a 19-speaker Mark Levinson audio system. African Bubinga wood trim, heated and ventilated seats, and custom wheels are also available.
Safety is no place to scrimp, and Lexus doesn't with the LX 570, equipping stability control, ABS with all-terrain mode, front and second-row side airbags, side impact airbags for the second and third rows, and front knee airbags all as standard.
The Bottom Line: The 2010 Lexus LX 570 won't turn heads like a Range Rover or an Escalade, but it is a high-tech and worthy choice.
Other Choices
If you like the 2010 Lexus LX 570, also consider:
- Cadillac Escalade
- Infiniti QX56
- Land Rover Range Rover
- Mercedes-Benz GL-Class
- Toyota Land Cruiser
Reason Why
For a less-frills approach to the same basic vehicle, the Toyota Land Cruiser offers about $10,000 in savings over the price of the LX 570, though you'll have to do without the excellent Lexus dealership experience. Towing is another area where the LX 570 excels, but that bulk and power come at the expense of fuel efficiency, so folks with less need to haul and more demand for mileage might look at the Mercedes-Benz GL350 BlueTec diesel, rated at a strong (for the class) 17/23 mpg. For those with a desire for more stylish and dazzling looks, the Range Rover and Cadillac Escalade make good alternatives. Infiniti's QX56 isn't as refined as the Lexus and can't keep pace with the LX 570's plush interior.
Buying Tip
Lexus dealers regularly score high in customer satisfaction and quality of experience, outstripping Toyota's own dealerships, and as an ongoing part of vehicle ownership, that might be worth a premium to some.
This 2010 Lexus LX 570 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Lexus LX 570
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2010 Tesla Roadster Bottom Line
TheCarConnection.com's editors prepared this review from hands-on experience with the new 2010 Tesla Roadster. There are few competitors to the Tesla Roadster, but editors have pointed out some other sportscars that might be considered by green-minded enthusiasts along with the electric convertible. 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.
Likes
Acceleration as good as any supercar
Clean, green image and awareness
Smooth rush of power at any speed
Improved interior amenities
Dislikes
Range below 200 miles when driven hard
Little storage space in cockpit
Fees up to $3,000 for recharging cord
The 2010 Tesla Roadster delivers on its promise: It's the first green alternative to a century of gasoline sportscars. Its classic, primitive two-seat soft-top shape offers kick-ass electric performance: minimal eco impact for maximum driving pleasure. Just getting the car into production guarantees the Tesla Roadster its place in history.
The 2010 Tesla Roadster is the second model year for the two-seat sportscar powered only by electricity. Based on some components of the Lotus Elise, the all-electric Tesla Roadster was unveiled in 2006 and began volume deliveries early last year at a price of $109,000. For 2010, Tesla has modified the interior to address some criticisms of its first-year model.
Compared to the Lotus Elise, the 2010 Tesla Roadster is longer, has a sleeker snout, and sports smoother, more contoured sides-minus the prominent side air intakes found on the Elise-for a low-slung, racy, and revealing style. The look is part futurism, part work in progress-it's handsome, but there's not much brand character yet, and few details are as memorable as its battery-powered drivetrain. Inside, the instrument cluster of the 2010 Tesla lights up when the car is powered up, with a "bong" tone indicating the car is ready to roll. The driver now faces a combined 150-mph speedometer and rev counter for the electric motor (since the two move in sync) plus a slew of warning lights. A road speed of 70 mph corresponds to 8,000 rpm, and the motor turns slightly over 11,000 at 100 mph. The Roadster's electric motor is redlined at 13,000 to 15,000 rpm, for a quoted top speed of 125 mph. The center of the dash holds a small navigation screen and JVC stereo.
With the maker quoting 0-to-60-mph acceleration of just 3.9 seconds, the Tesla's awesome acceleration comes from a 185-kilowatt (248-horsepower) electric motor. It's powered by a 990-pound battery pack, housed behind the driver, that holds 53 kilowatt-hours of energy. It contains 6,831 lithium-ion "commodity" cells-the ones used in laptop computers-and sits just in front of the electric motor that drives the rear wheels. Electric motors deliver maximum torque at 0 rpm and give a very flat torque curve thereafter. In performance mode, the quoted 3.9-second time for 0 to 60 mph was entirely believable, though we couldn't conduct formal timing tests. But the 2010 Tesla Roadster has so much raw, relentless power that you have to make sure it's pointed where you want to go before you floor it. At full acceleration, it straightens abruptly and poses the risk of accelerating right through the outside of a curve. Tesla has also added an even higher-performance model, the Roadster Sport, starting at $125,500. Its 215-kilowatt (288-horsepower) motor rockets it from 0 to 60 mph in just 3.7 seconds. Drivers can specify one of 10 different suspension settings, and it includes forged wheels with higher-speed tires.
Drivers used to gasoline cars must reprogram their habits for the Tesla Roadster. The aggressive regenerative braking feathers in so well that you can drive it almost wholly by modulating the accelerator. Push for speed; lift off to slow the car. It's just like engine braking, only quieter. Drivers learn to plan ahead enough so they only use the Brembo brakes below about 5 mph, to counter the simulated "idle-creep". But the Tesla Roadster isn't silent. Behind the driver, the battery cooling system whirs, and on acceleration, the motor hums like a flying scooter from "Star Wars". Wind noise drowns out all other sound above 30 mph. As for range, TheCarConnection.com drove a 2010 Tesla Roadster deliver with an indicated range of 202 miles. After a drive covering 58 road miles, the Roadster's meters indicated the range had fallen to 110 miles. Aggressive driving drains the batteries far quicker than steady-speed cruising.
For 2010, the battery charge monitor, formerly above the driver's left knee, is now mounted atop the central spine just below the dash. Its touch screen lets the driver select among five modes of operation: Standard, Maximum Performance, Maximum Range, Valet, and Storage. Also for 2010, illuminated buttons on the tunnel replace the previous "gear lever" and offer five choices: neutral, drive, reverse, park, and traction control. It's easier to get in and out of the Roadster's larger passenger compartment than the Elise's, but don't expect spaciousness. The seating area is narrow, and the driver's right knee rests uncomfortably against the hard central spine. Most irritating, the Tesla Roadster has no storage space, save for one very slippery curved metal lip running along the underside of the dash above knee level. We don't expect cup holders, but a bin or door pockets for maps and sunglasses would help.
The rear decklid covers a wide, shallow storage space in the tail that holds two pieces of soft luggage. Inside sits the $600 charging cord for standard 110-Volt power, which can take up to 8 hours for a recharge. Owners who install the $3,000 high-voltage system in their garages can cut that to 3.5 hours, less for a partial "fill". But we think Tesla exploits its customers by making them pay for any type of recharging cord.
Tesla is now in the second year of a three-year waiver from the National Highway Traffic Safety Administration (NHTSA) that lets it offer Roadsters without new occupant-sensing airbags. Instead, Tesla fits older, less expensive standard front airbags for driver and passenger; side airbags are not available. Standard equipment includes traction control, anti-lock brakes, tire-pressure monitors, and both airbags and seat belt pre-tensioners. And for owners willing to let others park their car, the Valet mode cuts acceleration in half and restricts range and speed.
For 2010, the base Tesla Roadster costs $109,000. The faster Sport model starts at $128,500. Either can be accessorized with forged wheels, leather interior, premium seats, a hardtop, metallic paint, and more. A heavy hand on the option list can add $25,000.
The Bottom Line: The 2010 Tesla Roadster provides spectacular performance and handling in a classic open two-seater with a green tinge, but the speedy driving it elicits can cut range to well under 200 miles.
Other Choices
If you like the 2010 Tesla Roadster, also consider:
- Audi R8
- Ferrari F430 Spider
- Porsche 911 Turbo
Reason Why:
It may be all-electric, but the 2010 Tesla Roadster competes against some impressive high-performance sportscars. On the lower end of the scale, the Audi R8 carries a sticker price equal to the Tesla Roadster's, but with its standard V-8 engine, is more than a second slower to 60 mph. An R8 Spyder is on the way too. The closest comparable production car may be the Porsche 911 Turbo, which is faster to 60 mph by 0.2 seconds, but costs $25,000 more. You can get the Tesla's time down to 3.7 seconds as well by adding the Sport option, but that fifth of a second will cost you $19,500. The Porsche offers a much higher level of amenities, far more dealers and service points, plus more space for people, stuff, and luggage. It's also better built. And on the high end, the Ferrari F430 Spider costs $75,000 more for roughly equal performance.
Buying Tip
Want a Tesla Roadster-like, right now, today? Too bad. The company is working its way through a backlog of more than 1,000 orders. At the current delivery rate, signing up today will get you a Tesla within a few months. The occasional used Tesla has shown up on eBay, too. Caveat emptor.
This story originally appeared at The Car Connection
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2010 Ford Explorer Sport Trac Bottom Line
In order to arrange the attached Full Review covering the 2010 Ford Explorer Sport Trac, the editors of TheCarConnection.com read a wide range of reviews and bring you highlights. But here, in this Bottom Line, the editors sum up all the attributes of the Sport Trac, with firsthand driving impressions, to give you the best advice on how it matches up against other trucks.
Likes
Tough, rust-proof bed
Almost full-size towing ability
SYNC interface
Dislikes
Outdated interior
V-6 gets worse mileage than V-8
Engine noise (V-6)
At first sight, the new 2010 Ford Explorer Sport Trac can be a bit of a mystery. Is it an SUV with a pickup bed or a pickup with an especially large cab?
Technically, it is an SUV (Ford lists it as such on its Web site), but it does deliver the best of both worlds. Although based on the Explorer—and with no real styling surprises inside or out—it's actually 17 inches longer; the passenger compartment is nearly identical to that of the Explorer, but the rear cargo area of the Explorer is replaced with a 4.5-foot cargo bed made from a dent-proof and rust-proof plastic compound. The interior has a similar look and feel to the Ford Explorer, which isn't a bad thing.
Overall, the Sport Trac changes very little for 2010, save for some minor modifications. The standard drivetrain for the 2010 Ford Explorer Sport Trac is a 210-horsepower, 4.0-liter V-6 mated to a five-speed automatic, but there's an optional 292 -horsepower, 4.6-liter V-8 matched with a six-speed automatic transmission available. There's a choice of the standard rear-wheel drive or Ford's ControlTrac four-wheel drive if you want extra traction. Unlike an AWD system, ControlTrac is a true 4WD system, with a two-speed transfer case that features a low range just in case the Sport Trac heads off-road. The design is inherently useful for hauling, and with the optional V-8, the Explorer Sport Trac can tow more than 7,160 pounds.
Considering that the 2010 Ford Explorer Sport Trac is a mid-size SUV/pickup with truck roots, it drives pretty much as you might expect from such a vehicle. You won't find ride quality particularly pleasant, and the SportTrac doesn't handle especially well on curvy roads, squealing the tires around moderately sharp corners, especially on rough surfaces. But it should be fine for most everyday needs. Between the standard V-6 and optional V-8, we would almost unconditionally recommend the V-8; although the V-6 has enough power for a light load, it can get noisy and coarse when loaded, and surprisingly the V-8 rear-wheel-drive Explorer Sport Trac is more fuel-efficient.
The cabin of the 2010 Explorer Sport Trac is spacious and quite comfortable; five will fit, if three are willing to be elbow-to-elbow in back. The quality of the interior, including materials and fit/finish, is acceptable but not up to the level of some of Ford's newer products that are focused at passengers, like the Edge and Flex crossovers.
The Sport Trac has performed quite well in government crash tests, indicating that it's a safe vehicle to be in if you're in a collision. Keep in mind, however, that the federal government has given the rear-wheel-drive version of the Sport Trac only three stars in its rollover rating, which means it's more likely to roll if tripped in an accident. Aiding security is Trailer Sway Control, which helps warn the driver of instability when towing and keep the trailer in line.
The Explorer Sport Trac comes very well equipped compared to compact pickup trucks. Standard features, even on the base XLT, include full power accessories, cruise control, air conditioning, and Sirius Satellite Radio. The Limited loads the Sport Trac with such things as fancier wheels, heated leather seats, an upgraded center console, and Ford's SYNC entertainment/navigation system. Adrenalin models add a more aggressive appearance to the Limited's equipment, including 20-inch polished aluminum wheels, dual exhaust tips, black fascias, and monotone perforated leather seats. A moonroof, a premium sound system with subwoofer and six-disc changer, and a next-generation voice-activated navigation system from Sirius Travel Link are among the most desirable options.
The Bottom Line: If you're torn between an SUV and a pickup and cutting-edge styling isn't important, the 2010 Ford Explorer Sport Trac might be the answer.
Other Choices
If you're interested in the 2010 Ford Explorer Sport Trac, also consider:
- Honda Ridgeline
- Nissan Frontier
- Toyota Tacoma
- Chevrolet Colorado
- Dodge Dakota
Reason Why:
The 2010 Ford Explorer Sport Trac competes with four-door variants from both compact and mid-size pickup segments, although its size is definitely mid-size. The Chevrolet Colorado and its nearly identical sibling, the GMC Canyon, now have an available V-8 that makes them much more competitive, as their rough five-cylinder engine isn't recommended. The Nissan and Toyota mid-size trucks are not earth-shattering in terms of performance or versatility, but they are worth a look, as they provide nearly even competition to the 2010 Ford Explorer Sport Trac in most every area of consideration. The Dodge Dakota was updated in 2008, and its longer traditional steel bed might be an advantage for some buyers. Honda's Ridgeline is an interesting alternative. Though the Explorer Sport Trac outdoes the Ridgeline in real truck tasks like towing, hauling, or off-roading, it's clearly better for on-road duty with passengers, offering superior ride and handling.
Buying Tip
This is the final production year for the Explorer Sport Trac, so you should be able to land a pretty good deal.
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2011 Ford Fiesta
TheCarConnection.com brings you this preview of the 2011 Ford Fiesta, which will go on sale in the summer of 2010. As soon as TheCarConnection.com's editors can drive a production model of the 2011 Fiesta, we will bring you our hands-on review, which will cover styling, performance, safety, utility and features from on-the-road observations. Equipment and specifications were provided by the manufacturer for the purposes of this review, and may change before production.
Likes
Edgy, sophisticated styling
High level of equipment
Sophisticated transmission
Cutting-edge features like SYNC
Dislikes
Engine power only adequate
Fewer interior configurations than Honda Fit
Styling may not be for everyone
Ford hasn't offered a subcompact in more than a decade. Now, it is responding to steady sales of the Toyota Yaris, Honda Fit, and Nissan Versa by bringing us an adapted version of the well-received and very successful European 2011 Ford Fiesta. Starting at $TK, and rising to $TK for top-of-the-line versions, the Fiesta sedan and five-door are likely to be strong competitors when they go on sale in the summer of 2010.
Ford calls the styling of its new 2011 Fiesta "expressive" and "vibrant," with a strong side accent line that dips toward the front, a large trapezoidal front opening below a small grille, and pronounced arches over the 15-inch wheels. The headlights sweep well back into the fenders, and the rear, with its high-mounted taillights, is blunt but not blocky. The "energy in motion" theme is meant to target buyers for whom style is important, and the 2011 Ford Fiesta stands out among subcompacts. Even the colors draw attention to the car; two of the most startling are called Lime Squeeze and Bright Magenta, although the inevitable silver is also available. But the Ford Fiesta is far from the bland econoboxes that other makers offer, and we think it brings a new sense of dynamism to a class whose lines more often range from the bland (Nissan Versa) to the odd (Toyota Yaris). Inside, the center of the Fiesta's dash is deliberately modeled on mobile-phone keypads, with angled keys in the sculptured center stack as well as controls for the sound system, heating, cooling, and ventilation, and other switches. Drivers can choose among seven "mood lighting" colors to illuminate areas like the cup holders and foot wells. Interior colors on higher trim levels aren't limited to standard black, but include hues like plum and cashmere, definitely distinctive for the class.
The 2011 Ford Fiesta uses a peppy engine and sophisticated transmissions to achieve fuel economy that's projected to lead the class, at 30 mpg city, 40 mpg highway. The 2600-pound car comes with a single engine option, a1.6-liter four-cylinder that develops an estimated 119 horsepower and 109 foot-pounds of torque. Matched to a five-speed manual gearbox, it delivers an estimated 29 mpg city, 38 mpg highway. But with the unique six-speed PowerShift direct-shift automatic transmission, mileage rises to 30 mpg city, 38 mpg highway-and a special SFE package bumps the highway fuel economy up to 40 mpg. In effect, the innovative PowerShift automatic is a pair of manual transmissions that operate automatically via one of two clutches, with the next gear up or down always ready to engage as soon as the current gear is disengaged. The design is both more efficient and more expensive to make. The entire unit-clutches and all-is sealed for life and will need no maintenance over 100,000 miles.
The projected fuel economy of 30 mpg city, 40 mpg highway bests the other subcompacts it competes against, including the Toyota Yaris, Honda Fit, and Nissan Versa. With a 12-gallon fuel tank, the Fiesta could offer a cruising range as high as 500 miles. Electric power steering helps achieve that number, reducing the drag on the engine that comes from a conventional hydraulic power-steering pump. Ford's European models are known for tight handling and good roadholding, and it claims to have maintained that character while adapting the car to satisfy U.S. tastes and regulations. The company touts the car's "European driving dynamics," far from the predictable understeer of mainstream competitors like Toyota and Nissan. We expect the sporty Honda Fit to pose the biggest threat to the Fiesta's handling claims.
The 2011 Ford Fiesta has two bucket seats up front, and a standard 60-40 split rear seatback. Cloth is standard, with leather and contrasting piping on higher-end models. Four passengers will fit comfortably, though adults over six feet may find the rear seats tight, and front and rear passengers may have to negotiate over how far the seats go back. The sedan offers 12.8 cubic feet of cargo space in its trunk; Ford hasn't released capacities for the five-door, with or without the rear seat folded down. Towing is not recommended for the 2011 Fiesta. Ford worked hard to give the Fiesta's materials a high-quality look and feel, and they have largely succeeded; the interior certainly doesn't say "grim and inexpensive subcompact" in the way that some competitors do. Ford also put enormous effort into sound damping. Components from the specially laminated windshield and the headliner to a sound blanket under the hood were all designed to suppress noise and vibrations, banishing the "cheap" feel from its smallest car.
On the safety front, the Ford Fiesta is equipped to meet standards that won't take effect until the 2011 model year. It comes standard with seven airbags: front and side bags for driver and passenger, rear side curtain bags, and also a knee airbag for the driver. Ford spent considerable time outlining the structural changes it made to the European model to pass stringent U.S. impact tests, which include building more than 50 percent of the car's shell out of high-strength steels. Electronic stability control is standard, as are seatbelt pre-tensioners. The electric power steering incorporates two electronic safety features not found in other subcompacts: Pull-Drift Compensation, which keeps the Fiesta tracking properly despite angled road surfaces or side winds, and "active nibble control" to even out any unbalanced wheels and tires. Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has yet rated the 2011 Ford Fiesta for crash-test performance.
The 2011 Ford Fiesta may be a subcompact, but it's been designed, engineered, and equipped to offer the ambience and amenities of a much larger car. Ford touts no fewer than 15 separate features not found on any other competitor, among them the PowerShift automatic transmission, the popular Sync infotainment system, a push-button starter, an adjustable steering wheel that both tilts and telescopes, and Ford's EasyFuel capless fuel filler system. Ford also points out that the adjustable cup holders can accommodate containers from a Red Bull can to a Big Gulp. The Fiesta can be ordered in four trim levels: base, SE, SES Sport, and SEL, and a staggering variety of options and packages are available either within the trim levels or as separate line items. The SE adds a several options, including remote keyless entry, an AM/FM/CD/MP3 stereo, power windows and automatic door locks, an instrument cluster message center, visor mirrors, metallic interior accent trim and additional interior lighting. The SES Sport and SEL add a premium 80-Watt sound system with six speakers, LED driving lamps, European-style side indicators integrated into heated door mirrors, a 12-Volt auxiliary power point for rear passengers, and 16-inch aluminum wheels. A 17-inch Ford Racing wheel package and a power-operated moonroof can be ordered with several trim levels.
The Bottom Line: The 2011 Ford Fiesta should add to Ford's lineup of impressive new models, though the adventurous styling and youthful interior may not please everyone.
Other Choices:
If you like the 2011 Ford Fiesta, also consider:
- Honda Fit
- Kia Rio5
- Nissan Versa
- Scion xD
- Toyota Yaris
Reason Why:
The 2011 Ford Fiesta is Ford's attempt to plant a first-rate competitor into a garden dominated by Asian brands. While the Honda Fit is priced a bit higher than other entries, it remains the car the Fiesta has to beat; the Fit gets good ratings for its spritely handling, uber-flexible and spacious interior, and a solid feel behind the wheel. While the Nissan Versa is priced quite low, it sacrifices features to get there. It also rides and handles like a larger, heavier car, lacking the nimble handling that's a pleasure of the best subcompacts. The Kia Rio5 handles well but isn't particularly comfortable at high speeds. Finally, while the Toyota Yaris formerly led the class in fuel economy, it lacks interior space and refinement. And Toyota's other contender, the Scion xD, feels sporty and offers features galore, but lacks the Fiesta's jaunty styling. Avoid the aging Chevrolet Aveo, which will be replaced next year.
Buying Tip
The 2011 Ford Fiesta takes the route pioneered by Scion, offering dozens of dealer accessories and options that let buyers personalize their cars. Tick the boxes with care, as those options can quickly lift the price of a base Fiesta by thousands of dollars.
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2010 Chevrolet Avalanche
TheCarConnection.com's editors have driven the Chevrolet Avalanche to write this hands-on road test. The 2010 Avalanche review is based on driving impressions culled from the past three model years. Editors have compared the Avalanche to other trucks and SUVs to help you narrow your shopping choices, and have edited a companion Full Review that condenses other Web reviews for the most concise review available online.
Likes
Easy-to-use controls
V-8 and automatic are a happy couple
Midgate flexibility
Dislikes
Down to a single powertrain
Fuel economy's just OK
Midgate's niche appeal
It's GM's Transformer truck-since 2002 the Chevrolet Avalanche has taken the full-size pickup for an interesting ride by offering a flexible cabin and bed that trade places when needed. There's a Midgate in the middle, and when it's up, the Avalanche seats five and carries a short bed full of stuff; when it's down, the 'Lanche seats up to three across the front, and opens the bed into the cabin for more than eight feet of linear bed space. With a base price of about $36,000 and rising to more than $47,000, the Avalanche has few competitors save for GM's own Cadillac Escalade EXT, the four-door Ford F-150 and Dodge Ram 1500 Crew Cab, and the Honda Ridgeline.
The latest Avalanche joined the GM lineup in 2007, and it's changed very little in terms of styling. Compared to the first-generation Avalanche, the new truck is significantly less plasticky, without the big add-on trim that gave the original a gaudy look. Trim and with a bit of the off-roading look built into the sail panels behind the cabin windows, the Avalanche has a nicely brief truck bed, pronounced fenders, and a big twin-grille front end that cues up like the noses on the new Chevrolet Malibu and Traverse. The cockpit's very well designed and fitted, and the six- and five-passenger versions have distinct interiors. Ordering twin bucket seats in front leaves the 'Lanche with a wide center console that can be trimmed in wood grain; in six-seat form, the console goes away, leaving a higher, plainer dash in its place. The door panels echo the fenders, and the gauges are big and clearly laid out, with minimal fuss.
A single powertrain couples to rear- or four-wheel drive on the 2010 Chevrolet Avalanche. With the optional 6.0-liter V-8 dropped, the only engine offered is a 5.3-liter V-8 with flex-fuel capability, 310 horsepower, 330 pound-feet of torque, and cylinder deactivation to help fuel economy. It's a workhorse of an engine, able and torquey and pleasant to hear from inside the truck, and it's coupled to a great six-speed automatic that works very well to generate acceleration as good as some passenger cars. Fuel economy isn't wonderful, but 14/20 mpg is respectable for a truck of this size and capacity. The latest generation of GM trucks has well-sorted steering, ride, and handling, thanks to independent suspensions up front and coil springs in the rear. The 2010 Dodge Ram may ride a bit better, but the Avalanche is quite smooth on most road surfaces, with a measure of steering feel that's untrucklike in a good way-and it tows up to 8,100 pounds and hauls 1,350 pounds of payload.
With an interior like that in the latest Chevy Silverado and Tahoe, the Avalanche has comfortable seats front and back, with a high-quality look and feel. Comfort and controls are first-rate and simple to use. Seats are generously proportioned in front especially, and there's plenty of space in back for adults. Some drivers will opt for the optional rear camera system, though, as rearward vision can be obscured. With the exception of a couple of cheap bits, you'll find little to gripe about. The big center console on five-passenger versions is wide and deep, and all versions have good storage in the glove box and the door panels, but it doesn't have the flat floor of the Ford F-150 or the flexible storage bins of the latest 2010 Dodge Ram. The truck's hallmark-the Midgate-is either a blessing or not useful enough. The bed expands from 5' 3" to 8' 2", giving it more full-size capacity, and there's not much of a downside to the Midgate for body structure. If you truly need long-bed hauling all the time, a four-door Silverado's a better bet, and if you only use a truck occasionally, the smaller Ford Explorer might be more practical as a daily driver. In between, the Avalanche is a singularly reasonable solution.
The 2010 Chevy Avalanche earns five-star crash ratings from NHTSA (National Highway Traffic Safety Administration), but hasn't been tested by the IIHS (Insurance Institute for Highway Safety). It's fitted with a comprehensive set of safety features, including front, side, and curtain airbags; anti-lock brakes; and stability and traction control. Safety options include a rearview camera; rear parking sensors; a blind-spot warning system; power-folding tow mirrors; and an integrated brake controller for towing systems.
The Avalanche offers more technology features than most buyers might expect, which is also the case with GM's other full-size trucks. Standard equipment includes power windows, locks, and mirrors; an AM/FM/XM/CD player with MP3 capability; a USB port for iPod/MP3 players; and the Midgate. Options include a navigation system; a rear-seat DVD entertainment system; Bluetooth; and a Bose Centerpoint audio system. Also offered: leather seats; ventilated front seats; and packages like the Z71 Off-Road option, which loads on fog lamps, special trim, and big recovery hooks, in case you're caught in deep slop.
The Bottom Line: The 2010 Chevrolet Avalanche flexes its midsection to show off a versatile Midgate, but you'll notice its luxe features and nicely trimmed cabin, too.
Other Choices
If you're interested in the 2010 Chevrolet Avalanche, also consider:
- Cadillac Escalade EXT
- Honda Ridgeline
- Ford F-150
- Dodge Ram
Reason Why:
The 2010 Chevy Avalanche offers a rare combination of six-passenger comfort and an eight-foot pickup bed when you need it (though not at the same time). The Cadillac Escalade EXT is structurally identical to the Avalanche but carries a stiff luxury premium. The Honda Ridgeline is a cheaper choice, but not by much-and the light-duty truck only has a short pickup bed, offering no flexibility with cabin and bed space. The Ford F-150 and Dodge Ram both come in four-door versions with fixed beds and fixed rear seats, but often at a much lower base price than the highly featured Avalanche.
Buying Tip
The Avalanche hasn't been a strong seller, and in this year of auto-industry depression, it's fairly easy to find one with significant discounts.
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2010 Cadillac CTS Sport Sedan / CTS Sport Wagon
TheCarConnection.com drove the Cadillac CTS Sport Sedan and CTS Sport Wagon to write this review from firsthand driving impressions. Editors compared the CTS to its European and Japanese competition to help you narrow your car-shopping choices. TheCarConnection.com also assembled a companion Full Review, to bring you a condensed look at the opinions and comments found on other respected car-review Web sites.
Likes
Distinctive styling, especially Sport Wagon
Excellent handling and braking
Top tech features, including Bluetooth
World-class quality levels
Dislikes
Class-topping weight impedes performance
Busy interior design
Notchy manual transmission
The 2010 Cadillac CTS is General Motors' entry-level luxury sedan in the U.S. market. Redesigned in 2008, the CTS lineup gets a new Sport Wagon model for 2010 (and a CTS Coupe is coming in 2011). With a base price of about $37,000, the CTS lineup can run up to $54,000 for the premium all-wheel-drive wagon-and the related CTS-V supersedan costs far more (it's reviewed separately). Though the CTS is a little longer and wider than its competitors, the Cadillac goes up against the BMW 3-Series, the Infiniti G37 / EX35, the Audi A4, and the Mercedes-Benz C-Class.
The 2010 CTS is, in some eyes, the most distinctive of all the vehicles in this set.
Sharply folded edges, a chunky stance, and lots of chrome details give the sedan a stubby, sporting look. The huge Cadillac wreath-and-crest logo in front isn't subtle, but then, not much about the CTS is. This latest version is less tall and awkward than the prior version, and it projects a uniquely American look that's appealing from most angles. The 2010 CTS Sport Wagon is a little visually kinkier; the rear end intentionally rises out of skew to the rear side windows, and the V-shaped tailgate narrows cargo room a little for a brand-underscoring styling moment. There's a subtle motion along the body that emphasizes, rather than subdues, the big rear end. If you're no fan of Cadillac's "Art & Science" styling theme, it doesn't get any softer with the added wagon back. The interior design is attractive, but it might not suit everyone's tastes, especially those used to the Teutonic design approach of less is more. It's smooth and flowing in its contours, but far glitzier than any Audi you may have sampled, and some plastic pieces seem to stand front and center for attention-a trend we're also noticing in other high-end brands.
Either body style in the 2010 CTS lineup can be ordered with a smaller or a larger V-6, with a choice of rear- or all-wheel drive. A manual transmission is of-fered on the sedan, but it's automatic-only for the CTS Sport Wagon. The base engine is a 3.0-liter V-6 with direct injection and 270 horsepower. Fuel economy hasn't been released, but it's not expected to be any more efficient than the larger V-6-just less expensive to order. For that reason alone, TheCarConnec-tion.com would recommend the larger 3.6-liter V-6. It's also the better choice be-cause of its zippy acceleration and ample power. With 304 hp on tap, Cadillac says the manual sedan will accelerate to 60 mph in 6.7 seconds; the base auto-matic Sport Wagon, in 7.0 seconds. The manual shifter's fine, but GM six-speed automatic changes gears sweetly, and in the Sport Wagon it gets paddles for a more sporting flair. Cadillac tunes in great steering feel in the CTS, and with four different suspension choices, it can be suited to most drivers. TheCarConnection.com prefers the FE3 setup, which helps produce entertaining handling and a firm ride that's still smooth enough for everyday driving, even on the upgraded 19-inch wheels and summer tires.
The 2010 CTS is a snugly fitting machine, especially in sedan form. In front, firm sport seats give good support, with a little skimping of knee room where the elaborate center console flares. The sedan's shorter rear door openings and slighted legroom make the CTS Sport Wagon the clear choice for anyone trans-porting more than two adults at a time. The Sport Wagon's relatively easy to en-ter and exit, and that makes all the difference for those extra passengers. Their luggage can ride in back or maybe your pets or, possibly, the effects of a binge at Costco. It's useful in back, in that the CTS Sport Wagon adds 25 cubic feet to the passenger space, and lets owners flip down the rear seats for a total of 53.4 cu-bic feet of room. It's easily accessed, with a power tailgate as standard and a roof system that adds uncovered capacity to its cargo-hauling profile. Under the flat cargo floor and built into its sides are trays, hooks, and a little basement-style storage area, all of which give the Sport Wagon a definite advantage over the CTS Sport Sedan's decently roomy trunk and its relatively smaller cargo opening. Quality mavens may quibble over the CTS' liberal use of plastic, but the interior boasts high-quality upholstery and trim that's certainly the equal of the other ve-hicles in the class, if more attention-grabbing.
The 2010 Cadillac CTS Sport Sedan / Wagon earns four stars for driver-side front impacts from NHTSA (National Highway Traffic Safety Administration), and five stars in the front-passenger and in both side-impact tests. The IIHS (Insurance Institute for Highway Safety) gives the CTS "good" ratings for impacts front and side, and the CTS is on their Top Safety Pick list. Standard safety equipment in-cludes six airbags, as well as traction and stability control; all-wheel drive is an option on CTS Sport Sedans, standard on CTS Sport Wagons. OnStar is stan-dard; adaptive lighting and parking sensors are available.
With the addition of the CTS Sport Wagon, Cadillac's touched up the standard features on the lineup for 2010. The base sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; Bluetooth connectivity; a particularly advanced, easy-to-use entertain-ment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires.
The Bottom Line: The 2010 Cadillac CTS takes an edgy, American approach to European performance-and style, with the stunning CTS Sport Wagon.
Other Choices
If you like the 2010 Cadillac CTS, also consider:
- Mercedes-Benz C-Class
- BMW 3-Series
- Audi A4
- Infiniti G37
- Lexus IS
Reason Why
The luxury brands have converged on a model for success, and for all the vehicles mentioned here, there's a choice of engines, transmissions, drivetrains, and body styles. The Mercedes-Benz C-Class and the Lexus IS are the most conservatively styled in the group, with sedate, well-finished interiors-and a wild side in their respective C63 and IS-F forms. The BMW 3-Series is a perennial here, with everything from diesel power to ripping M3 acceleration in the cards. The Infiniti G37's not far off the BMW benchmark of ride and handling, and it looks better to many eyes, too. The Audi A4 has grown into a larger body, and spins off coupe and crossover versions as the A5 and Q5. Meanwhile, the sedan and wagon bring highly detailed cabins and all-wheel drive to the party, though Audi's fantastic S-tronic dual-clutch gearbox is nowhere to be found.
Buying Tip
The CTS Sport Wagon's a winner for a few reasons-the easier access to the rear seats renders it more useful than the sedan-but it's also fitted with lots of hooks and tiedowns, and GM offers pet accessories to give it even broader appeal.
| Permalink:2010 Cadillac CTS Sport Sedan / CTS Sport Wagon | |
2010 Mazda Mazda6
In order to bring you one of the best, most comprehensive reviews on the Web for the 2010 Mazda Mazda6, TheCarConnection.com has driven this sporty sedan in both its four-cylinder and V-6 variants, then read competitive write-ups from a range of other review sources. Altogether, we'll help you make the right purchase decision.
Likes
Responsive, agile handling
Sporty, classy styling
Strong acceleration (V-6)
A backseat for adults
Cargo space
Dislikes
Lack of contrast on uplevel instruments
No rear-seatback release in trunk
Bluetooth not offered on more affordable models
The Mazda6 was completely redesigned last year, becoming significantly larger and more refined, with a more powerful V-6 option. This new Mazda6 was designed expressly for the North American market, and it continues for 2010 unchanged.
Even though the 2010 Mazda Mazda6 is now about as large as the Toyota Camry and Honda Accord, it appears leaner and more purposeful. It's attractive from any angle, but the sculpted front fenders and broad wheel arches give it an especially aggressive look from the front. There's a clear family resemblance to the high-performance Mazda RX-8 and the Mazda3, though the 3's front-end styling is more controversial. Inside, the Mazda6 has flowing lines and a sporty feel throughout, with hooded instruments and a smaller-size three-spoke steering wheel. White-on-black instrumentation is standard on the Mazda6 Sport, while red-on-black gauge faces are used on Touring and Grand Touring editions.
The 2010 Mazda6 is offered in "i" and "s" variations. Models with an "i" (base SV, Sport, and Touring) get a 2.5-liter four-cylinder engine that makes 170 horsepower. It's the most economical choice and actually feels quite peppy with either the six-speed manual or five-speed automatic transmission--if you haven't driven the V-6. With 272 horsepower, Mazda doesn't mess around this time, bringing a big 3.7-liter V-6 as the top-of-the-line Mazda6 engine. It churns out the torque and makes the Mazda6 feel like a muscle car from a standing start. Gas mileage isn't great, at 17 mpg city, 25 highway, but it uses regular, not premium, and it's a hoot to drive. Ratings are much better with the four-cylinder, up to 21/30 mpg, but that's not as good as most other equivalent sedans in this class.
The Mazda6 is, for all practical purposes, as large as a Toyota Camry inside, with a backseat that now has plenty of space for adults and a trunk that's actually the largest in its class at 16.6 cubic feet. The rear seatbacks can also be folded forward to dramatically increase cargo space; however, there are no releases within easy reach of the trunk--you'll need to climb around.
Materials in the 2010 Mazda6 echo those used on other newer Mazda models like the fashionable Mazda3 and the more luxurious CX-9 utility vehicle--that's to say, very tasteful and stylish, with a look and feel that's not opulent, but sporty and upscale. The standard cloth upholstery feels sturdy yet comfortable, while the available leather will help satisfy luxury cravings to a degree. About the only complaint involves the electroluminescent gauges included on uplevel models; on brighter days they prove hard to read.
The safety assessment of the 2010 Mazda Mazda6 is mostly positive. According to the Insurance Institute for Highway Safety (IIHS), the Mazda6 has "good" frontal impact protection, yet this mid-size sedan scores a low "marginal" in the seat-based rear-impact test--indicating a higher-than-normal chance of whiplash or neck injuries. Yet the Mazda6 is awarded top five-star scores across the board from the federal government. Front side airbags, side-curtain bags, anti-lock brakes, traction control, and dynamic stability control are all standard, as they are among most mid-size sedans. Mazda's blind-spot monitoring system is available too.
Mazda positions the Mazda6 to take on all the best-selling mid-size sedans, such as the Honda Accord and Nissan Altima; like those models, the 6 covers a wide range in terms of pricing and equipment. A base SV stickers for less than $20,000, while a loaded "s" Grand Touring rings in at more than $33,000. All the requisite options are available: push-button start, an audio system with satellite radio and a built-in hard drive, a navigation system, rain-sensing wipers, and a Bluetooth interface. But if you want those features, it can get pricey; the nav system is only available on top Grand Touring models, and Bluetooth is only for those who splurge on the Touring Plus or Grand Touring.
The Bottom Line: The 2010 Mazda Mazda6 is the choice for driving enthusiasts who are also compelled to make a practical, family-friendly selection.
Other Choices
If you like the 2010 Mazda6, also consider:
- Toyota Camry
- Nissan Altima
- Nissan Maxima
- Honda Accord
- Hyundai Sonata
Reason Why:
In this group of vehicles, the Mazda6 arguably has the freshest appearance. But those looking only at the top-of-the-line V-6 Mazda6 "s" Grand Touring should also consider the Nissan Maxima. The Maxima has an aesthetically appealing package, with an especially well-sculpted exterior, but the driving experience is a bit disappointing with the CVT automatic--as it is with the Altima. Mazda has a gem in its 3.7-liter V-6, which feels stronger than virtually any of its peers. Overall, the Toyota Camry rides more softly. It is the Buick of this group. The Honda Accord and Nissan Altima are also quite fun to drive, but the Mazda feels the part, with a more cockpit-like interior. The Hyundai Sonata was given a minor styling refresh for 2009, along with improved refinement, and it's worth a look if you're strictly seeking comfortable, reliable, or even luxurious transportation. But like the Camry, the Sonata probably won't raise your pulse.
Buying Tip
Beware that the base SV model doesn't include cruise control--a feature that's now almost taken for granted by sedan buyers. It's not as easy as it once was to add, either.
| Permalink:2010 Mazda Mazda6 | |
2010 Suzuki Kizashi
TheCarConnection.com's editors have driven the new 2010 Suzuki Kizashi on a variety of roads and even on the racetrack, and they have included a host of observations and road-test driving impressions in this Bottom Line. TheCarConnection.com will also compile a Full Review, including some of the most useful comments from other reputable review sources.
Likes
Pleasant materials and trims
Quiet, well-isolated cabin
Handling and maneuverability
Premium feel at a bargain price
Dislikes
Tight headroom with sunroof
Engine is gruff when worked hard
Reflections in shiny center stack
The 2010 Kizashi is the all-new flagship of Suzuki's U.S. lineup, a sedan focusing on performance, all-weather capability, and upscale interior appointments. It's sized right between what we consider compact and mid-size in the U.S. market, though with a long 106-inch wheelbase, its cabin is almost as spacious as that of mid-size mainstays like the Toyota Camry or Nissan Altima.
The overall design of the 2010 Suzuki Kizashi doesn't bear much likeness to the concept cars of the same name that precede it, though it borrows a host of details and promises way more excitement--in terms of design and performance--than bread-and-butter segment leaders like the Toyota Camry. In the production Kizashi, there are also a number of styling details seemingly borrowed from other vehicles, but after taking it all in, the Kizashi looks like one of the better-proportioned sedans. The profile itself is elegant and a bit conservative, but it's more daring from other angles, particularly the back. Like nearly every other sedan today, it has character lines that follow from the grille and headlights, through the hood, to the beltline. And its smooth, uncreased flanks are contoured just enough to avoid being called slab-sided.
On the inside, the 2010 Kizashi feels upscale and stylish--and far from the Spartan interiors of some other four-cylinder mid-size sedans. The swoopy instrument panel design of the Kizashi could very well be that of a sports coupe. The instrument panel has two tiers, with the upper tier culminating in a hood over the gauge cluster and the lower tier curving downward toward the center console and accented with tasteful bright trim. The hooded tach and speedometer gauges ahead of the driver are simple but classy, with a now-typical multifunction trip display between the two, and heavily bolstered sport seats with a coarse cloth or ventilated leather round out the sport-sedan impression.
A gutsy 2.4-liter four-cylinder engine is the only choice in the Kizashi for now. It makes 185 horsepower (180 hp with the continuously variable transmission, or CVT) and 170 pound-feet of torque. The engine provides quite spirited acceleration either with the six-speed manual transmission or continuously variable (CVT) automatic. The manual transmission is the best choice of the two. The shift action of the gearbox is a little imprecise, but the clutch takeup is smooth and overall the Kizashi feels especially lively in the low gears of the manual, which also has a rather tall, relaxed fifth and sixth gear. The engine feels at its perkiest from 2,500 rpm up to 5,000 and there's little reward for revving it all the way to redline; at higher revs, it tends to become coarser and slightly boomy, though always isolated and smooth. With the CVT, the Kizashi is a less exciting car overall; it doesn't feel nearly as responsive, even if it can accelerate quickly. In Drive, the CVT takes too long to ramp up revs for brief passes or squirts of power. But paddle-shifters alongside the steering wheel allow access to six simulated ratios on all but base S models, and pre-ordering one of those ratios allows better responsiveness. With the CVT, the Kizashi comes either with front-wheel drive or the new i-AWD system, which is configured for enhanced cornering and managed via the stability control system. In a Kizashi with the six-speed manual, TheCarConnection.com observes 27 miles per gallon over more than 150 miles of varied driving, much of it quite spirited. CVT models of the 2010 Kizashi are actually easier on gas; EPA ratings for the Kizashi range up to 23 mpg city, 31 highway for the base CVT S model.
The 2010 Suzuki Kizashi has a firm yet very absorbent ride; on coarse surfaces, it soaks up irregularities, and even minor bumps don't boom into the cabin as in other sporty sedans. The Kizashi handles very well overall, with nicely weighted electric-boost steering that lends some feel of the road--though it tends to come across as a bit lifeless on center. The brakes, which are larger than those in rival vehicles and incorporate Akebono calipers, impart a firm, confidence-inspiring sensation, and they don't fade appreciably even with heavy use out on the racetrack.
Though the Kizashi's exterior is smaller than mid-size, its cabin manages to feel nearly as spacious as most true mid-size interiors. There's lots of legroom in front--this very tall editor didn't even need the seat back all the way--and reasonable legroom in back. The tallest drivers will want to avoid the sunroof, which cuts into precious headroom in front, and those riding shotgun might be a little disappointed that the passenger perch doesn't adjust for height. In back we found headroom just fine thanks to good seat contouring, though the position is a bit low and the back of the front seats is covered with hard plastic that isn't delightful against knees.
When there's no middle passenger, backseat occupants of the 2010 Suzuki Kizashi have a folding armrest with a sturdy double cup holder, where there's also a pass-through to the trunk. Rear-seat heating and A/C outlets are included. The backseats are split 60/40, and each side folds easily forward with the flick of a lever. No need to worry about headrests either--they get out of the way.
Overall, the Kizashi feels a little more sophisticated and detail-oriented than other mainstream mid-size sedans (or at least their base versions). Throughout the 2010 Kizashi, materials are a pleasant surprise. Nicely grained plastics pair with soft-touch and padded surfaces in most of the places you'd brush against--except for the hard side of the center stack (knees), and controls are backlit in a soft red hue, with gauges lit in a pale blue, matching the vacuum fluorescent audio and climate control displays. Controls for audio and climate have a positive, high-quality feel with a textured grip, as well as slightly angled buttons that remind us of Mercedes-Benz interiors; they wouldn't be out of place on a car costing twice as much. The USB input, for iPods or other media players, is located inside the large storage bin just ahead of the shifter, so you can close the lid and leave the electronics out of view. All trims of the Kizashi--not just the more expensive models--get sport seats that are everyday-comfortable, with enough side support for taking on mountain switchbacks. Only one factor interrupted this feeling of refinement: The pre-production test car we spent the most time in also had pronounced wind noise around the passenger-side mirror above 70 mph.
Although the 2010 Suzuki Kizashi hasn't yet been crash-tested, it comes with a class-leading eight airbags, including front side airbags, side curtain bags, and rear side bags. Anti-lock brakes and electronic stability control are also standard across the model line. In Kizashi models with AWD, the stability control system can momentarily send more power to the rear wheels and help counter a skid, whether or not AWD is currently engaged. The stability control system also enables stronger steering boost in these situations for quick countersteering.
Suzuki typically offers few if any options on its U.S. vehicles, instead including a strong list of standard features, and the 2010 Suzuki Kizashi takes that to a new level. It's offered in four different trims. The base S includes a surprisingly high level of standard-feature content, such as push-button start, sport seats, dual-zone climate control, and steering-wheel audio controls. Next up is the SE, which adds a power memory driver seat, cruise control, 17-inch alloys, and upgraded trim. A 425-watt Rockford Fosgate sound system, Bluetooth hands-free calling, Bluetooth audio streaming, fog lamps, a moonroof, and 18-inch wheels are all part of the GTS, while the top-of-the-line SLS includes leather upholstery, heated front seats, rain-sensor wipers, rear parking sensors, heated mirrors, an auto-dimming mirror, and a garage-door opener. Later in the model year, an in-dash nav system will be optional.
The 2010 Kizashi is made by Suzuki in Japan and is covered by a seven-year/100,000-mile powertrain warranty, with three years or 36,000 miles for the vehicle warranty and roadside assistance.
The Bottom Line: If you can get past the Suzuki badge itself, you'll be pleasantly surprised. The 2010 Suzuki Kizashi is sophisticated, well designed, and a lot more fun to drive than most other four-cylinder mid-size sedans.
Other Choices:
- Ford Fusion
- Mazda Mazda6
- Nissan Altima
- Subaru Legacy
- Kia Forte
Reason Why:
With dimensions that are closer to mid-size sedans like the Toyota Camry in looking at its cabin but closer to compacts like the Corolla when considering overall dimensions, the 2010 Suzuki Kizashi lands in an underrepresented part of the U.S. sedan market. But it doesn't take on those bread-and-butter family sedans like Accord, Camry, and Malibu. Instead--even though Suzuki succeeds in making the Kizashi a lower-budget alternative to the likes of the Audi A4 or Acura TL (both about the same size as the Suzuki)--its main rivals are the sportier mid-size sedan models, along with a few of the most attractive, spacious compacts. The Kizashi has a little more style and personality than the Ford Fusion, although the Fusion handles surprisingly well; it also feels more nimble than the Mazda6 and feels considerably firmer and sportier than the new Subaru Legacy, which has standard all-wheel drive. Both the Legacy and Altima have cheaper-feeling interior appointments and less-supportive seats but share the choice of manual transmission or CVT. Finally, for those considering the base Kizashi S model, the stylish new Kia Forte is one of many compacts that starts at a considerably lower price--with an interior that might feel almost as spacious--but it doesn't have the refinement and sophisticated driving feel offered by the Kizashi.
Buying Tip
Consider that all models but the base 2010 Suzuki Kizashi S trim include steering-wheel paddle shifters. If you live in a hilly or mountainous area and want the CVT, it's a useful feature that helps you keep your hands on the wheel.
| Permalink:2010 Suzuki Kizashi | |
2010 Mazda MazdaSpeed3
TheCarConnection.com's editors drove the 2010 Mazda MazdaSpeed3 to help you decide which reviews to trust and where opinions differ. We provide you with the best information, impressions, and details. TheCarConnection.com also studied other road tests of the 2010 MazdaSpeed3 to put together this conclusive review.
Likes
Robust package good for occasional track jaunts
Firm but composed ride
Lack of road noise
Strong protection and safety features
Dislikes
Controversial front styling
Unpredictable steering boost in tight corners
Pronounced turbo lag
The 2010 MazdaSpeed3 is a high-performance hatchback based on the economical, sporty Mazda3 but with a much edgier, tuner-car personality and hardware that truly qualifies it for weekend track duty.
The entire Mazda3 family has received a redesign, including a controversial snout, for 2010, but TheCarConnection.com thinks it works a bit better on the Speed3 than on the frugal-minded models of the Mazda3. While the proportions of the new 2010 MazdaSpeed3 are as good as ever, the new front-end styling better matches the hunkered-down stance and more aggressive bodywork and wheels--looking a bit like a menacing grimace. To complete an image that screams performance, there's also a body-color rear spoiler, a bright-tip sport-tuned exhaust, 18-inch lattice-design alloy wheels (a lot like those on the RX8 R3 sports car), and sticky Y-rated Dunlop SP Sport tires.
Inside, the 2010 MazdaSpeed3 gets a fresh design theme, with primarily black materials accented with a red graphic motif--a field of red dots, as we saw it--plus red stitching throughout, front seats with more lateral support, and an LED turbo boost gauge that sits between the speedometer and tach.
Specs remain unchanged from the previous Speed3 for the 2.3-liter, direct-injection (DISI) turbocharged four-cylinder engine, which produces 263 horsepower and 280 pound-feet of torque, with a six-speed manual gearbox and front-wheel drive, though drivability has improved thanks to a new functional hood scoop and intercooler duct, as well as revised gear ratios. According to several sources, the new MazdaSpeed3 is capable of accelerating to 60 mph in less than six seconds.
The MazdaSpeed3 has front-wheel drive, while some of its rivals offer all-wheel drive, yet some clever engineering makes the most of the available traction. The limited-slip front differential ensures that the inside wheel always stays composed out of corners, and the sticky Dunlop SP Sport tires provide tremendous grip while there aren't any disconcerting body motions. However, on power, emerging from a tight corner on rough pavement in the lower gears, the steering feedback from the electro-mechanical system--and the overall feel of the car--can be a little harsh and unpredictable. Torque-management electronics keep too much of a shock from being sent to the front wheels, but on rough, rippled, or uneven surfaces, you'll still have to hold on tight to the steering wheel.
Likewise, the MazdaSpeed3's powertrain is brash and sometimes a little harsh but reasonably well behaved overall. The engine has completely different tuning compared to the CX-7, where it's also used, with a focus on high-end power in the Speed3. It accelerates the 2010 Mazda MazdaSpeed3 with authority, provided you mind the boost characteristics; don't expect much torque below 2,000 rpm, and from 3,500 rpm all the way to redline, the engine works itself to a rip-roaring yet smooth frenzy. There can be a bit of a delay coming out of corners, waiting for boost, if you land in too high a gear, but most drivers will adapt quickly as the clutch is light, and shift linkage is about as good as it gets.
Otherwise, the MazdaSpeed3 is well tuned dynamically for real-world roads; the suspension is firm but has some give for larger heaves, and when pushed to the limit it rebounds in a nice, controlled way so as not to lose composure. And as TheCarConnection.com has noted with the new 2010 Mazda3, there's far less road noise and impact harshness in general. You'll still feel the bumps, but the new model won't induce as much fatigue whether on the daily commute or longer trips. Front seats in the MazdaSpeed3 are firm and supportive for most body types, while there's just enough space in the backseat for short trips.
All the expected safety features are standard in the 2010 MazdaSpeed3, including electronic stability control, anti-lock brakes with brake assist, and both front-seat-mounted side airbags and side-curtain bags. Crash-test results include five-star results from the federal government in frontal and side-impact tests and "good" results from the IIHS.
The 2010 Mazda MazdaSpeed3 comes in a single very well-equipped Sport trim. Standard equipment includes dual-zone automatic climate control, a Bluetooth hands-free interface, cruise control, leather upholstery and trim, and aluminum pedals. Options are limited to just a few items--most importantly a Tech Package that adds Bose Centerpoint surround sound, Sirius Satellite Radio, keyless start, and a compact navigation system.
The Bottom Line: Overall the 2010 MazdaSpeed3 delivers pulse-quickening thrills for the back roads--or weekend track forays--all on a tight budget, without sacrificing too much practicality for everyday commuting.
Other Choices
If you're interested in the 2010 Mazda MazdaSpeed3, also consider:
- Honda Civic Si
- Mitsubishi Ralliart
- Nissan SE-R Spec V
- Subaru WRX
- Volkswagen GTI
Reason Why:
At well below $25,000, all said, the Speed3 provides more performance than the Honda Civic Si or the Nissan Sentra SE-R Spec V, while costing significantly less than the Subaru WRX or Mitsubishi Lancer Ralliart. The 2010 MazdaSpeed3 feels a little edgy and has a tuner-car personality, so for buyers who want more frugality than sport, the Honda or Nissan might have a better overall balance. If you're willing to invest in a set of snow tires, the Ralliart or WRX might be a better bet for chilly climes, though they cost several thousand dollars more. Please note that TheCarConnection.com hadn't yet driven the new Volkswagen GTI--one of the Speed3's chief rivals--at the time of this review.
Buying Tip
Not planning to go to the track? If you like the look of the 2010 MazdaSpeed3 but aren't sure you need all the go-fast hardware, take a look at the five-door "s" version of the standard 2010 Mazda3. It feels almost as perky in ordinary driving and you'll save some dough.
| Permalink:2010 Mazda MazdaSpeed3 | |
2010 Audi TT / TTS
TheCarConnection.com has driven the Audi TT / TTS lineup of coupes and convertibles for this review of its safety, performance, styling, comfort, and quality. TheCarConnection.com's editors have also compiled a companion review that brings you a condensed look at opinions from other respected auto Web sites to help you in the research and buying process.
Likes
Great turbo and S-tronic drivetrain
Urbane cabin with understated style
Plenty of cargo space-in a sports car?
Compact, quick-folding convertible top
Dislikes
Latest body lacks original's Deco flair
MMI controller seems wrong in a roadster
Minuscule rear seats in TT coupes
Starts expensively, and stays up there
When Audi first introduced the TT coupe and convertible in 1999, its Art Deco-inspired style made a much deeper impression than its less impressive performance. With the 2008 redesign, Audi turned the tables; the TT's exterior style was muted to match more of the cues found on its other cars. The latest TT, basically unchanged for 2010, fits more with the new R8 thanks to its side sculpting, low nose, and LED detailing. The cockpit loses its grabby circular theme, and now faces the driver and passenger with a flight-inspired set of knobs, switches, and LCD screens bearing a distinctly masculine appeal. It's sleeker for sure, though less distinctive. Either as a TT or a TTS, there are two body style choices: coupe and roadster.
The 2010 TT returns with familiar engine, transmission, and drivetrain choices. The 200-horsepower, 2.0-liter turbo four-cylinder comes only with Audi's fantastic six-speed dual-clutch transmission, which eliminates the clutch pedal and lets twin interlocking transmissions handle blink-quick gearchanges. It's only offered with all-wheel drive. The previously available 250-hp V-6 version has been deleted. The four-cylinder engine gets good fuel economy, with EPA ratings of up to 23 mpg city, 31 highway. It's nimbler at handling than before, and the TT has the feel of a speedster-it's low to the ground and corners with flat but eager determination. The high-performance, 265-hp turbo TTS comes only with the dual-clutch transmission and all-wheel drive. It also upgrades to a magnetic ride suspension with standard and Sport settings-Sport mode lowers its ride by 0.39 inch-plus larger vented disc brakes and a tuned exhaust system. Audi claims the TTS can hit 62 mph in just 5.2 seconds and reach a top speed of 155 mph.
As you might expect, there's no extravagant space to be found inside, but the TT does have adequate foot and shoulder room for two, either in the coupe or the roadster. The console and glove box are on the tiny side, but the trunk space is more than roomy for a car of its size. The tight convertible top of the Audi TT is available with manual or power actuation, and it creates a quiet cruise when raised. The trunk space stays mostly intact, since the Audi's fabric roof doesn't require the folding space of a hardtop convertible. Audi's reputation for high-quality materials and fit and finish is evidenced in the TT's tight panel gaps and well-matched plastics.
Neither the NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the Audi TT. All models have standard hill-hold assist, anti-lock brakes, side airbags, and electronic stability control.
The Audi TT can be ordered in Premium, Premium Plus, or Prestige trim. All versions come well-equipped with Sirius Satellite Radio, cruise control, power features, and an auxiliary jack for audio players. Prestige models add a navigation system, rear parking assist, LED interior lighting, xenon headlamps, rain-sensing wipers, heated sport seats, a Bose premium sound system, and a trunk pass-through. An S-Line package dresses up the TT's appearance to look a bit like the TTS from a distance; the TTS has a Silk Nappa leather and Alcantara interior with aluminum trim.
The Bottom Line: With its uprated edition and more muscular styling, the 2010 Audi TT edges closer to the border between sporty cars and true sports cars.
Other Choices:
If you like the 2010 Audi TT, also consider:
- Mercedes-Benz SLK-Class
- Nissan 370Z
- Porsche Boxster
Reason Why:
The 2010 Audi TT's versatility in body styles is matched by a few sports coupes, though none can top its variety of drivetrains. The new Nissan 370Z cuts length to gain in style, handling, and ride quality, but it's still rough and noisy compared to the TT. The Mercedes-Benz SLK has a folding hardtop, a technically interesting style, and a hot AMG performance edition, but the Audi TTS has a lighter, nimbler feel. It's probably out of the question for badge snobs, but if a base Porsche Boxster is still too expensive, a fully optioned TTS still checks in below $50,000.
Buying Tip
Given the choice of a TT or the TTS, TheCarConnection.com's editors would opt for the TTS. It may not be as affordable, but its sporty feel is complemented by a rorty exhaust note and flamboyant styling add-ons.
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