Test-Drive Sedans, Don’t Buy A 2010 Suzuki Kizashi, And Get $250?
If you're in the market for a sporty family sedan, go drive the 2010 Suzuki Kizashi, then take several of your other prospects on a test-drive.
Within three days of the original Kizashi test-drive, if you purchase one of several competing vehicles, Suzuki will give you a $250 prepaid debit card.
The deal is part two of Suzuki's "Kizashi Test Drive Challenge" program and runs through the month of July. There's really no other hitch, other than you need to fill out a registration form when you first drive the Kizashi at a Suzuki dealer.
Among the qualifying competing models are the four-cylinder versions of the 2010 Chevrolet Malibu, Ford Fusioni, Mazda6, Nissan Altima, or Toyota Camry.
The offer doesn't include all mid-size sedans; affordable mid-sizers that Suzuki didn't include were the 2011 Hyundai Sonata, Kia Optima, and Volkswagen Passat.
Though it's definitely odd, the campaign makes more sense when you look at the uphill battle Suzuki faces in just proving itself and getting the brand on shopping lists—and stoking traffic at oft-neglected Suzuki dealerships. As we summed in our review of the 2010: "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."
We're not the only ones; the Kizashi has been a bit of a critics' favorite all year, with high marks from a wide range of sources. The Car Connection gave the 2010 Kizashi an Overall Rating of 8.2 and praised its pleasant materials and trims, quiet cabin, handling and maneuverability, and "premium feel at a bargain price." The only drawbacks we've seen, now over several drives, is that the engine can get a little gruff when worked hard, particularly with the CVT automatic, and headroom is a little tight with the sunroof. And we'd love to get all-wheel drive with a manual transmission (the combination isn't offered).
Suzuki has at times referred to the Kizashi mid-sized, but because it was designed to match up in size with international sport sedans like the BMW 3-Series, Audi A4, and Acura TSX, it ended up at least a half-size smaller than our U.S. mid-size sedans.
In our opinion, the 2010 Volkswagen Jetta is a more direct rival to the Kizashi, and the roomy packaging of the upcoming 2011 Chevrolet Cruze will also make it a top rival.
That said, if you like to drive, you'll probably enjoy the Kizashi more than any of those larger rivals.
Perhaps a sign of effective marketing, it could prove harder than it sounds to simply take the money and run.
This story originally appeared at The Car Connection
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2010 Acura RL Bottom Line
We bring you the key facts on the 2010 Acura RL-what expert reviewers liked, disliked, other choices, and buying tips at TheCarConnection.com.
TheCarConnection.com's luxury-car experts drove the Acura RL for this hands-on Bottom Line review. Editors surveyed the rest of the reviews of the 2010 RL to compile this conclusive overview of Acura's biggest sedan. TheCarConnection.com also compares reviews to help you make a better buying decision.
Likes
Big, silky V-6
Solid ride quality
Comfy seats
Standard all-wheel drive (AWD)
Reliability
Dislikes
Lack of V-8 engine, rear-wheel drive
Five-speed transmission
Busy front-end styling, bland body
Not much more interior room than the smaller TL
Finding a car loaded with more high-tech gear than the 2010 Acura RL is a tough task. An array of electronics helps it deliver brisk, comfortable transportation for four or five adults. Priced to start at around $47,000, the RL is up against more expensive and more luxurious sedans from BMW, Lexus, Mercedes-Benz, and Audi, but is most fairly pitted against the likes of the Audi A6, Volvo S80, and Infiniti M37x. The Acura isn't the best looker or performer in the bunch, but it's reliable and comfortable according to nearly all sources.
Last year, the large Acura RL received a front and rear fascia restyling, which carries forward for 2010. Unfortunately, the rest of the body remains rather plain in comparison, leading many to note a mismatched appearance. The large grille and wide, metallic trim with LED tail lamps at the rear contrast sharply with the sides and roofline. Inside, the story is much the same, with a blander interior than the updated face and tail would indicate. It's attractive and well-styled, though restrained. An available wood-trim package improves the appearance further.
The 2010 Acura RL's 3.7-liter V-6 engine, 300-horsepower output, and 271 pound-feet of torque put it right on par with the competition on paper. Peaky power delivery, with max power coming above 5,000 rpm, gives the car a high-strung feel, though off-the-line performance is still brisk. The five-speed paddle-shifted automatic is responsive, but lacks a sixth gear found in many competing cars. Overall performance is less than impressive, however, due to the car's 4,000-pound weight, computer-controlled all-wheel drive, and electronic throttle tuning. Imprecise in response to inputs and ponderous in quick driving, the RL doesn't have the zest for speed you'd expect from a luxury sport sedan. Ride quality, however, is smooth and refined, and fuel economy is on par for the class at 16 mpg city and 22 mpg highway.
There's no shortage of comfort inside the Acura RL, though it's fit for only four adults. Rear-seat space is unimpressive, considering the 2010 Acura RL's 110.2-inch wheelbase and 72.7-inch width. Up front things are much better, with the 10-way power-adjustable front seats providing soft yet supportive seating. Headroom is good, and the controls are all easily within reach, if somewhat confusing to comprehend at first. Cargo capacity in the trunk is a bit on the small side, offering considerably less trunk space than similarly sized cars, such as the 2010 Ford Taurus SHO. The Acura RL's real strong suit is quietness in the cabin, thanks to thicker glass and more insulation than rivals, while high-quality materials, including glossy, rich wood and solid, pleasant-feeling plastics, provide a relaxed, premium feeling.
Safety is a highlight of the 2010 RL's spec sheet, with five stars across the board from the National Highway Traffic Safety Administration (NHTSA). The 2009 model won an Insurance Institute for Highway Safety (IIHS) Top Safety Pick award, but the 2010 model doesn't manage to follow up with another, despite carrying forward the same safety features. Those standard safety features include a strong body structure, six standard airbags, all-wheel drive, anti-lock brakes with stability and traction control, plus tire pressure monitors, and optional radar-based cruise control and automatic curve-following headlights.
As alluded to earlier, the 2010 Acura RL is a technological bonanza, offering a plethora of features, including a standard navigation system, 10-speaker Bose stereo system with six-disc DVD-Audio changer, AM/FM/XM tuner, MP3 input, USB input, Bluetooth, and keyless entry. A sunroof is also standard equipment, as are xenon headlights. The navigation system features real-time traffic data from XM, but getting the most out of the full-features system is tough due to the knob-based control system. Leather upholstery, power sunshades, and dual-zone climate control further swaddle occupants in luxury.
The Bottom Line: The 2010 Acura RL offers lots of features and strong safety. Performance takes a backseat in the 2010 RL-but technology and durability certainly don't.
Other Choices
If you like the 2010 Acura RL, also consider:
- Cadillac STS
- Volvo S80
- Audi A6
Reason Why:
Buying a larger entry-level premium sedan offers a taste of power and style-two areas where the Acura RL comes up a bit short. The Cadillac STS offers a sharper look, though it suffers from an even more crowded backseat than the RL. The Volvo S80 is roomier and brighter inside, with Scandinavian styling and lighter handling. Audi's A6 has an overworked front end to match the Acura, but a roomier backseat and a more coherent overall appearance.
Buying Tip
Even as Toyota continues to struggle with its recall woes, Honda isn't moving huge numbers of cars either. With Audi, Cadillac, and Mercedes-Benz seeing strong sales, Acura dealers may be willing to bargain on price, letting you secure a better-than-average deal.
This 2010 Acura RL Review originally appeared at TheCarConnection.com where you can see more photos and news on the Acura RL
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2010 BMW 7-Series – 750i – 750Li – 760Li – ActiveHybrid 7 Bottom Line
Likes
Much improved, aesthetically
Startling V-8 power
Syrupy V-12 option
Sharper handling than expected
Huge backseat
Dislikes
Electronic aids can overwhelm
Improved iDrive still isn't Playskool-easy
Not sure the V-12 is necessary
The 2010 BMW 7-Series has come in from the cold. Last year brought the newest edition of the bigger Bimmer-and in its fifth generation, the luxury sedan got a style-ectomy that reversed the awkward proportions and surfaces of the 2002-2008 model. The quintessential BMW driving feel remains intact, despite a horde of new electronic interventions and a big uptick in size. This year, with the addition of a V-12 version, the 2010 7-Series is priced from about $82,000 for the V-8-powered 750i. The price tag rises to more than $132,000 for the V-12 760Li. The most frequently named competitors include the Mercedes-Benz S-Class, Audi A8, Jaguar XJ, and Lexus LS; we'll add the new Porsche Panamera to that list.
Last year, the 7-Series went from being one of our least-favorite luxury sedans to one of our most coveted. Mostly it's because of the styling. BMW had a mission to make the 7er look different-and that 2002-2008 7-Series took it to extremes. The greenhouse grew tall, the fenders drooped, and the trunklid sprouted a vestigial double deck. Now, the newest 7-Series looks much more relaxed and much happier. The glass areas are slimmer, the shoulders are tailored just right, and the decklid's been smoothed over, with the trunk and taillights more tightly integrated. The Hofmeister kink, at the junction of its D-pillar and rear doors, is sublimely sporty. Even the grille looks pleased-it splits into a wider grin, and the front aero dams dip low for a grounded look. The long-wheelbase versions don't tip the shape out of balance at all, with a small stretch in glass areas in the rear doors.
We give a "well done" to the cockpit, too. We didn't like the almost chaotic mix of buttons, screens, and knobs in the last version. Here, BMW organizes the clutter and streamlines the shapes so that the 2010 7-Series' cabin "reads" more easily and more cleanly. The instruments can be completely blacked out when needed; otherwise, they glimmer softly amid densely grained wood trim, ceramic-finished knobs, and the futuristic controllers that direct the transmission and driving dynamics, as well as the iDrive system (more on that later).
The V-8 engine in the standard 7-Series delivers the kind of power you used to expect from BMW's M cars. The 400-horsepower, 4.4-liter twin-turbo V-8 develops most of its torque as early as 1,750 rpm, and it pushes the 7er almost as well as the old V-12 did-with just a faint whistle from the turbochargers. Hooked into a cooperative six-speed automatic transmission with sport-shift mode, the 750Li can claim a 0-60 mph time of about 5.0 seconds and a top speed of 155 mph. Fuel economy checks in at a middling 15/22 mpg for the 750i and 14/21 mpg for the 750Li.
This year, BMW adds more driving hardware to the existing 7-Series sedans. Its xDrive all-wheel-drive system is available on V-8 sedans. It's a sophisticated system that can send up to 80 percent of torque to the rear wheels to improve traction. The 750i xDrive and 750Li xDrive models earn EPA ratings of 14/20 mpg. There's also a new M Sport package for rear-drive vehicles; it adds a body kit, 19- or 20-inch wheels, a special steering wheel, and Active Roll Stabilization (more on this later). New this year, a brake-regeneration system captures braking energy to run the alternator for slight fuel savings.
And we'd be remiss if we didn't mention the new uber-Bimmer, the long-wheelbase $136,000 BMW 760Li. Fitted with a 537-hp twin-turbo V-12, a new eight-speed automatic, and rear-wheel drive, and weighing in at 4,800 pounds, this version teleports drivers from 0-60 mph in 4.6 seconds. Fuel economy is rated at 13/19 mpg. We haven't driven the V-12 edition yet, but when we do we'll add to this review.
One last word on the 2010 BMW 7-Series lineup: BMW had planned on introducing an ActiveHybrid 7 for the 2010 model year, and we've previewed it across High Gear Media as a 2010. The 7-Series Hybrid's still coming, but it's been switched to the 2011 model year (you can read our initial impressions here). Also, the 7-Series will add six-cylinder and V-8 Alpina trim editions in the 2011 model year. We'll bring you the 2011 review just as soon as cars are available.
No matter whether it's short or long, the 7-Series feels unbelievably nimble for a car so lengthy and heavy. It's stable and feels planted at the 135 mph on the Autobahn, as our first test drive back in 2008 proved. While it weighs plenty, the 7-Series' lightweight control-arm independent suspension front and rear gives its responses an airier touch. BMW has fitted optional active rear steering, which turns the rear wheels opposite the fronts in some situations to enhance turn-in; variable steering assist; Active Roll Stabilization, which engages anti-roll bars to limit excessive body motion; and on the 750Li, an air suspension. The somewhat maddening Driving Dynamics Control is also in charge of shock firmness, transmission shifts, steering heft, and throttle response-but drivers can twiddle with the settings to fit their habits. In our experience with the 750Li, it's best to leave the 7-Series in automatic modes and to trust the transitions to its transistors. Braking is exceptionally strong, as we've come to expect, with many electronic controls to prepare, dry, control, and unlock brakes in extreme circumstances.
Prepare to be astounded inside the 2010 7-Series, especially in long-wheelbase versions. The cabin's just astounding, with so much passenger room, it's close to the long-wheelbase-only 2010 Mercedes-Benz S-Class. We've settled into the multi-adjustable front seats for hours-long drives with just a few quick clicks of the seat controls, and found plenty of headroom, shoulder room, and legroom. The long-wheelbase version adds 5.5 inches of rear-seat legroom, not that you'd complain about the more compact version. We've been able to cross legs in back, with front passengers reclined, and still have room to move. The backseat can be equipped with heating, ventilation, and massaging controls, along with four-zone climate control. The wood and leather trim is easily the equal of a Rolls-Royce quality-fitting since BMW has owned Rolls-Royce for a decade. We do think the techno-driven styling of some controls draws down the cabin's serene statement, but wind and engine noise are extremely low, and all cars we've examined up close had faultless build quality.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 BMW 7-Series. We're giving it the benefit of the doubt, but our high safety score will change as new data becomes available. The 7-Series' safety gear earns the big number. It includes front, side, and side-curtain airbags; rear-seat head protection airbags; active head restraints on the front seats; and knee airbags. Stability and traction control are standard, along with anti-lock brakes. On the options list, there's a Driver Assistance Package with blind-spot detection; a lane-departure warning system that vibrates the steering wheel when the car drifts from its lane; and automatic high beams. A 180-degree camera, a rearview camera, and parking sensors help the 7-Series steer out of parking spots. We're less sold on the 7-Series' head-up display, which projects speeds, navigation instructions, and other functions into the driver's view. And you too might be surprised that the big sedan has Hill Descent Control standard-for those downhills in icy, messy weather, not for off-roading-with an option for night vision and active cruise control.
Every 2010 BMW 7-Series comes with luxury features that seem appropriate and a heady dose of electronic gadgets that border on overwhelming. Chief among them is iDrive. We've complained about its complexity, but it's been reprogrammed and augmented with memory presets and direct-to-function buttons that ease your way through navigation, climate, and audio functions-but dial back the intention of clearing the dash of dozens of buttons. The navigation system stores maps on an 80GB hard drive and displays them on a gorgeous 10.2-inch LCD. You can zap destinations to your car via Google Maps (in Europe, the 7er has wide-open access to the Internet). DVDs work in the head unit, which also includes HD Radio; a six-DVD changer, satellite radio, and iPod connections can be fitted. There's also a rear-seat entertainment system optional on V-8 cars. Almost everything is made standard on the V-12 760Li-as it should be for its nearly $140,000 price tag.
The Bottom Line: Call us converts: The latest 2010 BMW 7-Series turns our eyes more than ever and drives with real big-guy brio.
Other Choices
If you like the 2010 BMW 7-Series, also consider:
- 2010 Mercedes-Benz S-Class
- 2011 Audi A8
- 2011 Jaguar XJ
- 2010 Aston Martin Rapide
- 2010 Porsche Panamera
Reason Why:
The BMW 7-Series is smart to pick its fights mostly with the Mercedes S-Class and Audi A8. Today's S-Class looks imposing, but doesn't quite have its styling act honed. Its AMG-gone-wild editions one-up the BMW's lightly done Alpina edition. The next Audi A8 gains some distinction, but we have serious reservations about its Palm Pilot-like controller for audio and navigation. The Jaguar XJ is the sexy alternative, radically removed from its stuffy past with an aero body, a swinging new interior, and amazing backseat room. Remove the backseat, make it even more gorgeous and expensive, and you have the utterly fantastic but impractical Aston Martin Rapide. Want tire-smoking performance and backseat space, but don't care much about aesthetic perfection? The Porsche Panamera hits all those notes, with a 0-60 mph time of about 3.3 seconds for Turbo models.
Buying Tip
There's not much fuel-economy penalty with the long-wheelbase 750Li, so you have our permission to go long. The V-12? We're not sure the $50,000 extra on the tab is worth its scant increase in speed.
This 2010 BMW 7-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 7-Series
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2010 Audi A6 – Avant – S6 Bottom Line
Likes
Still good-looking in its last year
S6 has the V-10 heart of a Lamborghini
Sharp, light feel of major controls
All-wheel drive optional
Dislikes
Love-it-or-leave-it grille
A less luxurious interior
Less than spacious rear seat
Breathtaking price tag on S6
The 2010 Audi A6 shows how brutal competition can be in the luxury-sedan world. In its twilight years, the A6 finds itself competing against brand-new sedans from BMW, Mercedes, and Infiniti, each with invigorating new styling and major dynamic improvements. It's still attractive, and attractively priced, but the Audi A6 is less spacious and less distinctive than these newbies. Priced from about $42,000 for the A6 sedan to well over $77,000 for the S6, the Audi A6 meets its match in sedans like the latest Infiniti M37 and M56, the Mercedes-Benz E-Class, and the BMW 5-Series and 5-Series GT.
As a four-door sedan or five-door Avant wagon, the Audi A6 still has a svelte shape with relatively little fuss—from the side and rear, that is. At the nose, the A6 sports Audi's latest grille theme, a gaping maw that's easily the car's biggest styling misstep. It's a major distraction from the otherwise clean lines of both body styles. We think the Avant wagon's easily the most handsome family vehicle you can find in showrooms today; the sleek wagon back flows like few others we've seen. Inside, the A6 mixes up the old Audi recipe of plain shapes, simple controls, and lots of wood. There's more going on here, and there's less wood trim than there used to be, but the A6's interior still is a functional and cleanly designed place to work. The performance S6 edition carries on the sedan's classic roofline arc and "tornado" line that trails along the lower sills, but it sits lower and has side skirts and air dams that amp up the graceful shape. The S6 also adds shiny carbon-fiber trim to the cabin, and it's not as rich-looking as you might hope—but as with the A6, the S6's cabin is flawlessly assembled.
Last year Audi split the difference between its V-6 and V-8 engines with a new supercharged V-6 powerplant—and now, there's almost no reason to choose the other engines, since the 300-hp "super" six has the performance of the V-8 and nearly the economy of the less-powerful six. The base engine's a smooth but unremarkable 3.2-liter V-6 with 265 horsepower, coupled to a continuously variable transmission (CVT) with seven pre-programmed "gears" to give it a more conventional shift feel. Audi promises a 0-60 mph time of 6.9 seconds and fuel economy of 18/28 mpg. The 3.0T gets the new supercharged V-6 and quattro all-wheel drive tuned for rear power bias of 40:60; it's teamed to a responsive six-speed automatic available with paddle shifters. This is the only powertrain offered on the Avant wagon; in both body styles, it's rated at 18/26 mpg, with a 0-60 mph time of about 6 seconds. The 350-hp, 4.2-liter V-8 also sports the six-speed automatic with paddle controls and all-wheel drive. Audi rates its 0-60 mph times at 5.8 seconds, and fuel economy at 16/23 mpg. With any of the engines, the A6 lineup has a distinctly light touch to its controls, and it steers as deftly as the new Mercedes-Benz E-Class and better than the electric-steering BMW 5-Series lineup. It's responsive from its wheel to its brake pedal and feels lighter on its feet than most cars in this class. A Sport package adds 18-inch all-season or 19-inch performance treads and paddles for the automatic shifter to V-6 cars, but its settings give the A6 a harsher ride.
The supercharged V-6 A6 is competitive, even with the $77,000 Audi S6. That supersedan spits out 435 horsepower from a 5.2-liter V-10 derived from Lamborghini's engines, and it channels the high-revving engine's power through a six-speed automatic transmission and quattro all-wheel drive. A "sport" driving mode holds gears at redline, so you savor the throaty, muffled roar of the V-10—but you'll extract a 0-60 time of only about 5.1 seconds, less than a second faster than the 3.0T. The EPA rates the S6 at 14/19 mpg. The dollar-to-speed equation may not make sense, but the S6's steering is perfectly weighted and responsive, the brakes powerful and sure, the ride motions beautifully damped as the big tires grip, the suspension takes a set, and your thumbs call up exactly the right gear to power through each corner, whether slow, fast, or ruggedly rough.
Interior space is a mixed bag for the 2010 A6 lineup. The sedans don't have much more space than the lesser A4 Audi wagon and sedan; they're less roomy by a wide margin than the Infiniti M, the latest BMW 5-Series, and the Mercedes-Benz E-Class. The A6's front seats are supportive enough, but rather flat and firm compared to the grippy seats in the sporty S6. Rear-seat riders won't have as much room in the A6 or S6 as they will in the class leaders, and the rear bench is sculpted for two butts; hump riders won't get far in comfort. Trunk space in sedans is ample, though, at 15.9 cubic feet, and the rear seats fold down for better storage space. The A6 Avant wagon can transport 20 cubic feet of cargo with the seats in place and 58.6 cubic feet with the rear seats folded. A power-operated tailgate is standard on wagons, along with roof rails.
Safety ratings have changed in the A6 lineup since it was revamped for the 2009 model year. Formerly a Top Safety Pick as rated by the IIHS (Insurance Institute for Highway Safety), the 2010 A6 still scores "good" ratings for front and side impact safety. The organization has changed its ratings system to account for roof-crush safety and hasn't tested the A6 against the new standards. NHTSA (National Highway Traffic Safety Administration) has not tested the latest A6 lineup. Dual front, side, and curtain airbags are standard, along with anti-lock brakes, traction and stability control, active headrests, and tire-pressure monitors. A blind-spot alert system is optional, along with active cruise control, a lane-departure warning system, parking sensors, and a rearview camera. Visibility is mostly good.
Standard equipment includes leather upholstery; power front seats; a multifunction steering wheel; cruise control; power windows, locks, and mirrors; Bluetooth connectivity; an AM/FM/six-CD changer; iPod integration; tilt/telescoping steering; a sunroof; dual-zone automatic climate control; 17-inch wheels; and a trip computer. Supercharged 3.0T wagons add roof rails and a power tailgate. The V-8 edition gets shift paddles; a power-adjustable steering column; keyless entry and push-button start; Bose audio; and a navigation system. The S6 adds sport seats, new instruments, a new sport steering wheel, and heated rear seats. Some of the features found in the Audi A6 will frustrate casual drivers and technophobes—yep, we're looking at you, Multi-Media Interface (MMI). It's easier to use than systems like BMW's iDrive and has beautiful 3D mapping and iPod integration, but MMI looks and feels outdated compared to touch-driven systems from Jaguar and, especially, Ford, with its new MyFord and MyLincoln touchscreen systems, which adopt Apple's finger-swipe gestures.
The Bottom Line: The Audi A6 still has elegance and agility in its corner, though 0-60 mph times and rear-seat room continue to lag the competition.
Other Choices:
If you like the 2010 Audi A6 and S6, also consider:
- 2011 Infiniti M37 M56
- 2010 Jaguar XF - XFR
- 2010 Mercedes-Benz E-Class
- 2011 BMW 5-Series
- 2010 BMW 5-Series GT
Reason Why:
Among $50,000 luxury sedans, we're most impressed by the 2011 Infiniti M37 and M56. Formerly anonymous, the M&Ms have ripened into major sex objects this year; the cabin's subtly gorgeous and the V-8 has thundering power. So is the V-6, but it's noisier and harsher than you'd expect. The Jaguar XF is utterly captivating, inside and out, but the backseat is the smallest of all these cars, and early reliability hasn't been stellar. Both the E-Class and the 5-Series are reinvented this year; the E-Class' shape is controversial, but handling's improved and so are fit and finish. Meanwhile, the 5-Series gets a much cleaner set of lines and better interior space as BMW junks most of the excesses of the Bangle era of design. The 5-Series GT is specifically aimed at the Audi A6 Avant; its flexible cargo space borders on brilliance, though there's a visual penalty to be paid in the form of a tall, heavy rear end.
Buying Tip
Sibling rivalry? Serious A6 shoppers should test-drive Audi's smaller, less expensive A4 to see if the interior space and performance meet their needs. The cars are close in styling, performance, and comfort—maybe too close.
This 2010 Audi A6 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Audi A6
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2010 Mercury Mariner – Mariner Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Mercury Mariner and Mariner Hybrid 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 2010 Mercury Mariner and Mariner Hybrid to produce this hands-on road test.
Likes
Good power, surprising gas mileage
Available hybrid version
Modern six-speed automatic transmission
Excellent safety package
SYNC infotainment system second to none
Dislikes
Noise and refinement only average
Marginal comfort in rear seat
Rear-seat folding complex, awkward
Hybrid information displays not well integrated
The 2010 Mercury Mariner and Mariner Hybrid are solid, stylish five-passenger compact SUVs that were completely updated for 2009. Although they're nearing the end of a model life that began a decade ago, Ford continues to add features. New for 2010 are five driver aids: blind-spot warnings in the mirrors, the MyKey programmable key, a rearview camera, Ford's well-reviewed Active Park Assist, and an upgraded version of the SYNC infotainment system. In the highly contentious compact-SUV class, they compete against the Toyota RAV4, the Honda CR-V, the Hyundai Tucson, and the new-for-2010 GMC Terrain. The base Mariner starts at $23,560, and the Mariner Hybrid at $30,105.
The traditional, upright lines of the 2010 Mercury Mariner and Mariner Hybrid disguise their actual personas: They're carlike crossovers. A Mariner makes no attempt to soften its lines, unlike such competitors as the Honda CR-V; it's an SUV from any angle. But the tasteful chrome grille and other fashion-forward design elements set it apart from the more pedestrian Ford Escape, with which it shares a platform. Inside, materials and appointments were extensively upgraded a few years ago, giving the Mariner pair both matte metallic accents and a two-tiered instrument panel.
All three powertrains for the the 2010 Mercury Mariner were overhauled last year to deliver better fuel economy and more power. The standard engine on the 2010 Mariner is a 2.5-liter four-cylinder that produces 171 horsepower. For more heft, a 3.0-liter V-6 makes 240 horsepower; this is the choice if you need towing ability. Both engines come with a responsive and fuel-efficient six-speed automatic, and the smaller engine can also be paired with a five-speed manual.
On-demand four-wheel drive is available with either engine, but don't be confused-the Mariner is hardly designed for off-road use. The added traction is meant for gravel driveways, muddy parking lots, and snowy suburban streets.
Gas mileage varies among versions, depending on which engine and transmission are fitted and whether the Mariner comes with front-wheel drive or four-wheel drive. The four-cylinder paired with the automatic (we expect few orders for the five-speed manual) is EPA-rated at 21 mpg city, 28 mpg highway. With the V-6, six-speed automatic, and four-wheel drive, it returns a respectable 18 mpg city, 23 mpg highway.
If maximum economy is your goal, the 2010 Mercury Mariner Hybrid is fitted with Ford's sophisticated hybrid-electric powertrain. Its durability has been proven over many years of use, including combat duty in New York City taxi fleets. It pairs a specially tuned version of the 2.5-liter four with a hybrid transmission incorporating electric motors that both power the car and recharge the nickel-metal-hydride battery pack over the rear axle.
The Mariner Hybrid is rated at 34 mpg city, 31 mpg highway, though gas mileage falls to 30 mpg city, 27 mpg highway if four-wheel drive is specified. For 2010, the hybrid model's air-conditioning compressor is now electric, so cool air continues to flow even when the engine switches off to let the Mariner Hybrid run in all-electric mode.
The 2010 Mariner and Mariner Hybrid provide ample room for four adults, but getting three across into the rear bench seat is best confined to shorter trips. The front seats are comfortable, and the view through the tall, vertical windows lets driver and passengers see well above sedan-roof height. While the rear seats are adequate, their bottom cushions are a bit short for taller adults. With total passenger volume of 100 cubic feet, the Mariner is smaller than some other compact SUVs, including the Honda CR-V and the seven-passenger Toyota RAV4.
On-road handling and ride quality are good in both the 2010 Mariner and Mariner Hybrid. They ride and handle much better than earlier models, due to a suspension that was completely retuned last year to refine the ride, with new struts, shock absorbers, and sway bars.
Not all is perfect inside, however. TheCarConnection.com's experts find folding the rear seats to be a challenging and convoluted chore. First, all three headrests have to be removed. Then the rear cushions are folded up on hinges at their leading edge. Each seatback must be released with an individual latch before it can be folded forward. The resulting flat load floor provides up to 66.3 cubic feet of cargo area, but you're still left with three headrests sliding around the load bay.
The 2010 Mercury Mariner and Mariner Hybrid get decent marks for safety. Four front airbags are standard, as are side-curtain airbags that extend into the second row. The Mariner earns five stars for frontal and side-impact NHTSA crash tests, and the IIHS gives it "good" ratings (its highest) for front offset and side impact crash safety. Anti-lock brakes, traction control, and electronic stability control are also standard, as is a tire-pressure monitoring system. An available Rear View Camera System is a new option for 2010.
The 2010 Mercury Mariner and Mariner Hybrid are at the leading edge in the features race, though many of them are available only as pricey options. Perhaps most important is the SYNC interface and infotainment system that Ford developed with Microsoft. Even beyond the iPod interface is its ability to let drivers operate Bluetooth mobile phones in hands-free mode. SYNC comes with real-time traffic, weather, and information like fuel prices via Sirius Travel Link, another option, integrated into the navigation system, all easily controlled by voice commands. The blue-green instrument lighting is pleasantly easy to read, and some Mariner trim levels offer LED-powered ambient lighting that can be set to one of several different colors. The only feature Mariner lacks is a factory-fitted rear-seat DVD player.
The Bottom Line: The 2010 Mercury Mariner and Mariner Hybrid have aged well, remaining attractive, capable, and fuel-efficient with more than a little style.
Other Choices:
If you like the 2010 Mercury Mariner, also consider:
- GMC Terrain
- Honda CR-V
- Hyundai Tucson
- Nissan Rogue
- Toyota RAV4
Reason Why
The compact SUV category is so competitive, there are perhaps a dozen strong alternatives to the 2010 Mercury Mariner and Mariner Hybrid. The most popular are the Toyota RAV4, which offers a seven-seat model, and the Honda CR-V, with its excellent driving dynamics and a softer, more fluid design. The CR-V lacks a V-6, however-as does the Hyundai Tucson, which benefits from a long warranty and low price. The GMC Terrain, new for 2010, is even squarer, butcher, and more SUV-like, with none of the Mariner's nicer design flourishes. Another radically styled alternative is the Nissan Rogue, at the opposite end of the design spectrum from the upright Mariner.
Buying Tip
If you're used to a V-6 but want better fuel economy-and prefer not to spring for the higher-priced Mariner Hybrid-try the four-cylinder Mariner with the six-speed automatic. You'll be pleasantly surprised at the performance, and you'll enjoy the mileage.
This 2010 Mercury Mariner Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercury Mariner
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2010 Mercury Mariner – Mariner Hybrid Bottom Line
TheCarConnection.com has driven the 2010 Mercury Mariner and Mariner Hybrid 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 2010 Mercury Mariner and Mariner Hybrid to produce this hands-on road test.
Likes
Good power, surprising gas mileage
Available hybrid version
Modern six-speed automatic transmission
Excellent safety package
SYNC infotainment system second to none
Dislikes
Noise and refinement only average
Marginal comfort in rear seat
Rear-seat folding complex, awkward
Hybrid information displays not well integrated
The 2010 Mercury Mariner and Mariner Hybrid are solid, stylish five-passenger compact SUVs that were completely updated for 2009. Although they're nearing the end of a model life that began a decade ago, Ford continues to add features. New for 2010 are five driver aids: blind-spot warnings in the mirrors, the MyKey programmable key, a rearview camera, Ford's well-reviewed Active Park Assist, and an upgraded version of the SYNC infotainment system. In the highly contentious compact-SUV class, they compete against the Toyota RAV4, the Honda CR-V, the Hyundai Tucson, and the new-for-2010 GMC Terrain. The base Mariner starts at $23,560, and the Mariner Hybrid at $30,105.
The traditional, upright lines of the 2010 Mercury Mariner and Mariner Hybrid disguise their actual personas: They're carlike crossovers. A Mariner makes no attempt to soften its lines, unlike such competitors as the Honda CR-V; it's an SUV from any angle. But the tasteful chrome grille and other fashion-forward design elements set it apart from the more pedestrian Ford Escape, with which it shares a platform. Inside, materials and appointments were extensively upgraded a few years ago, giving the Mariner pair both matte metallic accents and a two-tiered instrument panel.
All three powertrains for the the 2010 Mercury Mariner were overhauled last year to deliver better fuel economy and more power. The standard engine on the 2010 Mariner is a 2.5-liter four-cylinder that produces 171 horsepower. For more heft, a 3.0-liter V-6 makes 240 horsepower; this is the choice if you need towing ability. Both engines come with a responsive and fuel-efficient six-speed automatic, and the smaller engine can also be paired with a five-speed manual.
On-demand four-wheel drive is available with either engine, but don't be confused-the Mariner is hardly designed for off-road use. The added traction is meant for gravel driveways, muddy parking lots, and snowy suburban streets.
Gas mileage varies among versions, depending on which engine and transmission are fitted and whether the Mariner comes with front-wheel drive or four-wheel drive. The four-cylinder paired with the automatic (we expect few orders for the five-speed manual) is EPA-rated at 21 mpg city, 28 mpg highway. With the V-6, six-speed automatic, and four-wheel drive, it returns a respectable 18 mpg city, 23 mpg highway.
If maximum economy is your goal, the 2010 Mercury Mariner Hybrid is fitted with Ford's sophisticated hybrid-electric powertrain. Its durability has been proven over many years of use, including combat duty in New York City taxi fleets. It pairs a specially tuned version of the 2.5-liter four with a hybrid transmission incorporating electric motors that both power the car and recharge the nickel-metal-hydride battery pack over the rear axle.
The Mariner Hybrid is rated at 34 mpg city, 31 mpg highway, though gas mileage falls to 30 mpg city, 27 mpg highway if four-wheel drive is specified. For 2010, the hybrid model's air-conditioning compressor is now electric, so cool air continues to flow even when the engine switches off to let the Mariner Hybrid run in all-electric mode.
The 2010 Mariner and Mariner Hybrid provide ample room for four adults, but getting three across into the rear bench seat is best confined to shorter trips. The front seats are comfortable, and the view through the tall, vertical windows lets driver and passengers see well above sedan-roof height. While the rear seats are adequate, their bottom cushions are a bit short for taller adults. With total passenger volume of 100 cubic feet, the Mariner is smaller than some other compact SUVs, including the Honda CR-V and the seven-passenger Toyota RAV4.
On-road handling and ride quality are good in both the 2010 Mariner and Mariner Hybrid. They ride and handle much better than earlier models, due to a suspension that was completely retuned last year to refine the ride, with new struts, shock absorbers, and sway bars.
Not all is perfect inside, however. TheCarConnection.com's experts find folding the rear seats to be a challenging and convoluted chore. First, all three headrests have to be removed. Then the rear cushions are folded up on hinges at their leading edge. Each seatback must be released with an individual latch before it can be folded forward. The resulting flat load floor provides up to 66.3 cubic feet of cargo area, but you're still left with three headrests sliding around the load bay.
The 2010 Mercury Mariner and Mariner Hybrid get decent marks for safety. Four front airbags are standard, as are side-curtain airbags that extend into the second row. The Mariner earns five stars for frontal and side-impact NHTSA crash tests, and the IIHS gives it "good" ratings (its highest) for front offset and side impact crash safety. Anti-lock brakes, traction control, and electronic stability control are also standard, as is a tire-pressure monitoring system. An available Rear View Camera System is a new option for 2010.
The 2010 Mercury Mariner and Mariner Hybrid are at the leading edge in the features race, though many of them are available only as pricey options. Perhaps most important is the SYNC interface and infotainment system that Ford developed with Microsoft. Even beyond the iPod interface is its ability to let drivers operate Bluetooth mobile phones in hands-free mode. SYNC comes with real-time traffic, weather, and information like fuel prices via Sirius Travel Link, another option, integrated into the navigation system, all easily controlled by voice commands. The blue-green instrument lighting is pleasantly easy to read, and some Mariner trim levels offer LED-powered ambient lighting that can be set to one of several different colors. The only feature Mariner lacks is a factory-fitted rear-seat DVD player.
The Bottom Line: The 2010 Mercury Mariner and Mariner Hybrid have aged well, remaining attractive, capable, and fuel-efficient with more than a little style.
Other Choices:
If you like the 2010 Mercury Mariner, also consider:
- GMC Terrain
- Honda CR-V
- Hyundai Tucson
- Nissan Rogue
- Toyota RAV4
Reason Why
The compact SUV category is so competitive, there are perhaps a dozen strong alternatives to the 2010 Mercury Mariner and Mariner Hybrid. The most popular are the Toyota RAV4, which offers a seven-seat model, and the Honda CR-V, with its excellent driving dynamics and a softer, more fluid design. The CR-V lacks a V-6, however-as does the Hyundai Tucson, which benefits from a long warranty and low price. The GMC Terrain, new for 2010, is even squarer, butcher, and more SUV-like, with none of the Mariner's nicer design flourishes. Another radically styled alternative is the Nissan Rogue, at the opposite end of the design spectrum from the upright Mariner.
Buying Tip
If you're used to a V-6 but want better fuel economy-and prefer not to spring for the higher-priced Mariner Hybrid-try the four-cylinder Mariner with the six-speed automatic. You'll be pleasantly surprised at the performance, and you'll enjoy the mileage.
This 2010 Mercury Mariner Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercury Mariner
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2010 Volkswagen Jetta – Sportwagen – TDI Bottom Line
In order to bring you the most useful review information covering the 2010 Volkswagen Jetta, TheCarConnection.com's editors have gathered excerpts from other reputable resources in a full review, then compared and contrasted them with their own firsthand driving impressions, authoring a Bottom Line take that sums it all up. This review also covers the new TDI Jetta, with its economical clean-diesel engine, and the Sportwagen body style.
Likes
Spacious, high-quality interior
Excellent dual-clutch automatic transmission (TDI)
Fuel economy (TDI)
Handling (GLI, especially)
Dislikes
Low-mpg five-cylinder engine
Conservative styling
Fewer options for 2009
Volkswagen's compact sedans and wagons are called the Jetta and Jetta SportWagen, respectively, and carry over to 2010 with just a few new features and interior revisions, prior to being completely redesigned for 2011.
The 2010 Volkswagen Jetta doesn't stand out from the pack, as it once did, for styling alone—it's pleasant, inside and out, but by no means bold. At nearly 180 inches long, the Jetta is almost a mid-size sedan now. The roomy interior has a handsome, upscale look, with better materials in general than you'd find in an entry sedan, though the layout appears quite conservative, upright, and businesslike. To put it bluntly, the new Jetta more closely resembles a large Toyota Corolla than its own crisply European ancestors.
Last year Volkswagen reintroduced its TDI clean-diesel engine to the Jetta lineup—this time, it makes 140 horsepower and is 50-state emissions-legal. With fuel economy ratings of 30 mpg in the city and 41 on the highway, the Jetta TDI and SportWagen TDI models might make more economic sense than the gasoline versions if you plan to do a lot of driving over many years of ownership—further sweetened, potentially, by a $1,300 federal tax credit that still might apply. The TDI engine is TheCarConnection.com's clear pick of the three engines offered. At the top of the range (though priced lower than the TDI) is the Wolfsburg (formerly GLI), which brings a 200-horsepower, 2.0-liter turbocharged four-cylinder gasoline engine; it's strong and torquey and more fuel-efficient in real-world driving than its 21/31 EPA ratings suggest. Each version can be matched with a manual or automatic, and both the TDI and the 2.0T engine are served well by the excellent dual-clutch automatic transmission. The only other option is the base 2.5-liter inline five-cylinder engine. The five makes 170 horsepower and a robust 177 pound-feet of torque—and it functions very well with the optional six-speed automatic (unfortunately no dual-clutch here), but it's one of the thirstiest engines in a base compact sedan, achieving just 22/30 mpg or 23/30 mpg in the EPA figures.
The story is much better with respect to handling. The Jetta offers a sportier alternative to the compact sedans from Honda, Toyota, GM, and Ford, and its steering is among the best electric power-steering units in the business. The Wolfsburg model gets a sport suspension that yields a slightly crisper turn-in without much affecting ride comfort.
The interior of the 2010 Volkswagen Jetta is precisely Volkswagen, with sophisticated looks and feel, switches that work smoothly, and grab handles that are well damped. It's roomy, too, with nearly as much backseat space as the slightly larger Passat. The tall ceiling helps afford a feeling of spaciousness, and there's more shoulder room than your average compact. In back, the trunk is quite cavernous at 16 cubic feet with fold-down rear seats for even more storage. Ride quality is firm but absorbent enough to be comfortable, and overall the cabin is considerably quieter than most budget-minded shoppers would expect. For 2010, all the Jettas get a revised instrument cluster and new steering-wheel design. Jetta Sportwagen models have an almost identical feature set to the sedan but come with a wide-opening back hatch and fold-flat backseat cargo area, allowing a lot more utility and flexibility.
The 2010 Volkswagen Jetta is especially strong with respect to occupant protection and safety features. Electronic stability control and anti-lock brakes are optional, as are front side-impact airbags, full-length curtain/head airbags, and supplemental rear side bags (they're usually not at all offered in this class). The Jetta gets four stars from NHTSA for front-impact protection and five stars for side impacts, but it's an IIHS Top Safety Pick, with top "good" scores in frontal offset, side, and rear impact tests, along with the new roof-strength test.
The Jetta's option and feature lineup has been pared down in recent years; automatic climate control and leather seats are no longer offered, but it's still very well equipped. A new touch-screen radio replaces the old unit in SE and SEL models. A sunroof is optional, Bluetooth connectivity is now available on all 2010 Volkswagen Jetta models, and the price of the navigation-system option (which includes a 30-gigabyte hard drive, SD memory slot, and iPod connectivity) has been reduced.
The Bottom Line: "Farfegnugen" no longer applies to the entire 2010 Volkswagen Jetta line, but with an excellent interior and an available TDI engine, the Jetta sedan or SportWagen makes a lot of sense for budget-conscious or even eco-conscious families.
Other Choices
If you like the 2010 Volkswagen Jetta, also consider:
- Ford Fusion
- Mazda3
- Honda Civic
- Kia Forte
- Subaru Impreza
Reason Why:
The Mazda3 and Kia Forte are probably the most direct rivals for the Jetta. Both the Mazda and Kia are redesigned for 2010, and they make the VW seem a little dated, but its ahead-of-its-time interior still stands up well today. Also, the Mazda3 and the Forte aren't offered in wagon form, but the Mazda3 can be had as a five-door hatchback and the Forte is available in new Koup form. The Mazda is definitely the best handler in the group, but the Kia stands out for having an especially nice, roomy interior and good fuel economy. The Honda Civic Hybrid is a good alternative to the TDI version of the Jetta, achieving fuel economy that's better than the TDI in the city. Another rival is the Impreza, which comes as a roomy sedan or hatchback, with a comfortable ride and good handling; all-wheel drive is standard on the Impreza. The Ford Fusion (and Ford Fusion Hybrid) is a slight step up in size; it has a nicely creased style, available all-wheel drive, and a big V-6 engine, though its base four-cylinder engine is just fine.
Buying Tip
An all-new Jetta is due for 2011. That said, TDI models remain in demand, so don't expect much of a deal.
This 2010 Volkswagen Jetta Sedan Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volkswagen Jetta Sedan
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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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