Mercedes-Benz ESF Safety Car: More, Better, Smarter Airbags!
Last summer we wrote briefly about the Mercedes-Benz ESF-2009 experimental safety concept vehicle, including its remarkable under-car airbag, which deploys only during a crash to help slow it down.
It's a 2009 Mercedes-Benz S400 Hybrid full-size luxury sedan that's been fitted with several new and experimental devices to increase the car's passive safety during an accident.
Almost all of the technology shown will make its way into production cars at some point.
First since 1974
Yesterday, we spent two hours interviewing project manager Michael Fehring and climbing all over the car, which was built to revive the company's long tradition of high-tech safety prototypes, lapsed since 1974.
Some of the technologies aren't particularly visible, like automatic headlights that adjust the brightness of a "partial high beam" to compensate for oncoming vehicles.
But the most notable thing about the ESF may be its use of inflation technology in new and different ways. Not only does it have a full suite of airbags, plus some new ones, it uses gas cylinders to inflate both steel door beams and a large bag under the car.
Some highlights:
INFLATABLE METAL DOOR BEAMS
Looking at ways to reduce the weight of the car, the ESF team created a new type of side-intrusion beam inside the door skin. Current beams must fit within the door skin, meaning they are heavily engineered to be strong within a very narrow space.
The startling innovation here was to create an inflatable steel beam, using the same gas cylinder that inflates current thorax airbags. By increasing the beam's diameter as much as 2 inches, the beam becomes structurally stronger using much lighter weights of steel.
The inflation is triggered by side-looking radar sensors, part of Pre-Safe 360, an all-around accident detection system. Only 20 to 30 milliseconds is needed to inflate the beam, which bulges out the door skin significantly--unimportant if a side impact is pending.
According to Fehring, each of the four new inflatable beams was 0.5 kilogram (1.1 pound) lighter than the current design, cutting almost 5 pounds of total vehicle weight.
WEIGHT- and SIZE-ADAPTIVE AIRBAGS
While front-passenger airbags are now standard in new cars, they're less than perfect. Unlike the driver's seat, where the need to steer keeps the driver a predictable distance from the steering wheel, passengers can adjust their seats far forward or aft--and they do.
The ESF team sought to make the passenger airbag smarter by using the seat position sensor to control how much the bag inflates. Four straps inside the bag control its thickness, keeping it smaller when the seat is far forward, but letting it fully inflate if the seat is back.
And this appears to be one ESF innovation that's close to showing up in Mercedes-Benz vehicles. Although he wouldn't say when, Fehring said the size-adaptive airbag "will come very quickly" into production cars.
An even nearer-term innovation is adjustment for the passenger's weight, based on a seat-compression sensor, by opening or closing a supplemental vent in the bag. Heavier passengers need "harder" bags, so the vent stays shut; lighter riders are cushioned by a "softer" bag whose gas escapes more quickly through the open secondary vent.
2010 Scion xB And 2010 Toyota Corolla Are Top Safety Picks
We have some good—actually some excellent, award-worthy—Toyota-related news! Both the 2010 Toyota Corolla and 2010 Scion xB have earned the Insurance Institute for Highway Safety's Top Safety Pick award.
Both cars just emerged from the new IIHS roof-crush (rollover) test with flying colors. In the test, the roof must support the equivalent of four times its curb weight. The current federal standard is just 1.5 times the vehicle weight.
The IIHS measures this not by actually rolling the vehicle over but by pressing a metal plate against one side of the roof, at a constant speed. Testers then look at the ratio of how much force it will withstand (until it deforms into headroom), relative to the total weight of the vehicle.
In the new round of tests, the roof of the 2010 Scion xB could withstand an impressive 6.8 times its weight—an indicator, along with the xB's already plentiful headroom, that the chances of traumatic neck or head injury might be lower in a rollover than other vehicles its size. For the 2010 Toyota Corolls, the test found that its roof could support an also-commendable 5.1 times its weight.
The two models have nothing but top 'good' ratings from the IIHS in frontal offset and side impact crash tests, as well as the seat-based rear impact tests.
The Scion xB and Toyota Corolla do share some mechanical components, but they appeal to completely different types of shoppers. While the Toyota Corolla is pretty much the epitome of the affordable compact sedan, the xB has a special sort of breadbox appeal that's at once stylish and utilitarian. As John Voelcker reports in our Bottom Line on the 2010 Scion xB, its styling can be polarizing. Nevertheless, Voelcker says, "It provides good value for those on a budget, trendy or not."
Visit our model pages on the 2010 Toyota Corolla and 2010 Scion xB for more information, including specs, photos, pricing, and more.
This story originally appeared at The Car Connection
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GM Recalls Chevrolet Cobalt, Pontiac G5 For Power Steering Problem
General Motors has issued a recall for the 2005 - 2010 Chevrolet Cobalt, the 2007 - 2010 Pontiac G5, the 2005 - 2006 Pontiac Pursuit (Canada), and the 2005 - 2006 Pontiac G4 (Mexico). GM cites a potential failure of the models' power steering motor as the cause for the recall. In all, 1.3 million vehicles are affected, making this GM's largest single recall in recent years.
The announcement comes after the National Highway Traffic Safety Administration opened a federal probe into the matter. The NHTSA received 1,132 complaints of power steering failures in the Cobalt, which allegedly resulted in 14 crashes and one injury.
According to Jamie Hresko, GM's vice president of quality, the problem develops over a number of years: "It tends to occur in older models out of warranty." GM has said that even in the event of a power steering failure, the cars would be safe to drive, and that warning lights would still come on. However, controlling the vehicles at speeds below 15 mph would take more effort than normal.
It's important to note that the NHTSA doesn't seem to have pressured GM to take action, and the recall appears voluntary. As Hresko said: "Recalling these vehicles is the right thing to do for our customers' peace of mind." It sounds as if GM might've learned a thing or two by watching Toyota working damage control. Still, it's good to see General Motors getting in front of a potentially damaging event.
GM says that it is working on a fix for the problem, and that owners will be notified when a solution has been determined. We've pasted GM's complete press release below.
* * * * *
GM Recalls Compact Cars to Fix Power Steering Assist
Safety Recall Covers 1.3 Million Chevrolet and Pontiac Models
·2005 - 2010 Chevrolet Cobalt
·2007 - 2010 Pontiac G5
·2005 - 2006 Pontiac Pursuit (Canada)
·2005 - 2006 Pontiac G4 (Mexico)
DETROIT -- General Motors will conduct a safety recall of 1.3 million compact cars to replace a motor in the power steering system. Vehicles affected are the 2005-2010 Chevrolet Cobalt; 2007-2010 Pontiac G5; 2005-2006 Pontiac Pursuit sold in Canada, and the 2005-2006 Pontiac G4 sold in Mexico.
GM told the National Highway Traffic Safety Administration about the voluntary recall on Monday after concluding an investigation that began in 2009. NHTSA opened an investigation Jan. 27 into approximately 905,000 Cobalt models in the United States after receiving more than 1,100 complaints of loss of power steering assist, 14 crashes and one injury.
"After our in-depth investigation, we found that this is a condition that takes time to develop. It tends to occur in older models out of warranty," said Jamie Hresko, GM Vice President of Quality. "Recalling these vehicles is the right thing to do for our customers' peace of mind.
"While greater steering effort under 15 mph may be required, if the customer experiences loss of power steering assist, it is important to note that the vehicle can still be safely controlled because the customer can still steer the vehicle," Hresko said. "When the condition occurs, both a chime will sound and a 'Power Steering' message will be displayed."
Plans for the remedy are being developed. Customers will be notified when the plan is finalized.
This story originally appeared at The Car Connection
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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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2011 Hyundai Sonata Bottom Line
Likes
Zoomy new styling
Fuel-conscious
Well-damped ride
Entertainment features
Dislikes
Stylish cabin isn't everyone's style
Inconsistent steering feel
If you have to have a V-6, you're out of luck
It's true in cars as it's true in politics—to rise above the clutter, you need to make a dramatic statement. While Hyundai won't be telling anyone it can "see Russia from its house!" anytime soon, it is giving its mainstream, mid-size Sonata a refreshing new look and a new mission. The goal: dislodge some Nissan Altima and Ford Fusion buyers (along with shoppers considering the Camry, Malibu and Accord) and bring them into the Hyundai fold.
In four previous generations of sedans (five, if you count one version not sold in the U.S.), the Sonata's been a conservatively styled piece. For the 2011 edition, Hyundai's chucked caution out the driver's window and endowed the Sonata with an intriguing blend of crests and curves. They call it "fluidic sculpture" design language. We think it's a daring look for a family sedan, with lots of curves and arcs accentuated by a deep sculptural strake in its side. There's lots of movement implied in the side view, and the grille has some of the "wave" look of the latest Infinitis. In all, it's exciting and engaging, particularly parked next to the more utilitarian 2010 Sonata—and with the Altima and Fusion, it's among our favorite sedans to see. There are some imperfect details, though. You might notice the gathering of cutlines where the mirror meets the front fenders, and the unusual arrow of chrome that rolls down the front fenders. Overall, though, the Sonata's handsome, jazzy, and a visual standout in its class.
The cabin takes its own chances, winning most of its bets, but it's a little out there, on the edge of cutting edge for traditional family-sedan shoppers. The interior shares some themes with the big Hyundai Genesis sedan, including the vents that flank a big LCD screen atop the dash. The new Sonata has even more dramatic sculpturing in its steering wheel and dash cap than the Genesis, and gets cut-tube-style instruments as well as an iconographic climate control shaped like a human. It's adventurous and functional, and maybe a little more dramatic than some families will want—especially in contrast with the 2010 Sonata's sedately good-looking dash. The Sonata can be had with a variety of dash trim: the SE gets metallic, grained plastic trim that will wear well, but painted plastic trim on the steering wheel, which won't. The Sonata Limited has piano-black trim, save for beige-interior cars, which get woodgrain.
Styling's a noticeable departure from the norm, and the 2011 Sonata will take its chances with powertrains, too. For 2011, the Sonata will be offered with only a four-cylinder engine, leaving buyers to move up to a Hyundai Azera if they want a V-6. The 2.4-liter four-cylinder will make 198 horsepower, thanks to direct injection and other advanced engine technology; PZEV versions with cleaner emissions are rated at 190 hp, while the Sonata SE's nearly identical engine gets a boost to 200 hp. Because this Sonata weighs a bit less than the competition, it's a bit swifter than, say, the Camry or Malibu four-cylinders; between highway passes and switchback curves, we rarely felt the Sonata straining for power, even with three adults in tow. A six-speed manual will actually be offered, but almost all Sonatas will be outfitted with a new six-speed automatic that gets a sport-shift mode on Limited cars and slightly flimsy-feeling paddles on SE versions. It's Hyundai's own transmission and it's a smooth-shifting unit, mated well with the quiet, balanced hum from the engine.
The manual, the lack of a V-6--it's all in the name of fuel economy. The Sonata GLS manual scores the best-in-class overall fuel economy with a 24 mpg city/35 mpg highway fuel economy rating, with all other Sonata models achieving 22 mpg city/35 mpg highway--not bad considering power output tops the base Honda Accord, Toyota Camry, Nissan Altima, Chevrolet Malibu and Ford Fusion.
Will the Sonata please enthusiasts along with the EPA? Probably. Its well-sorted ride quality is its best feature, while steering feel is inconsistent. For a family sedan, the engine-speed-sensitive electric power steering actually feels better the faster you go. On switchbacks during our test drive, the Sonata's steering felt hefty on center and meaty through a string of medium-speed curves. In town it got more nervous, at the transition point where the steering effort had been programmed to lighten up. The result makes the Sonata a little wandery on the highway as well. The Sonata rides very well, though, with a light touch to its damping, lower road noise, and on SE versions, monotube shocks that seem to snuff out body roll without costing the Sonata too much compliance. Braking felt fine—we encountered an emergency stop and the Sonata responded ably—and the base 16-inch wheels grow to 19-inch wheels on some trims.
You'll find plenty of room even for large adults in the Sonata, as we did during a driving route that curled through the hills east of San Diego. Already a big car, the 2011 Sonata is officially a "large" car by EPA rules, with 120 cubic feet of interior and trunk space. In the class, only the Honda Accord passes that hurdle. The driver and front passenger have plenty of knee and head room; we liked the Sonata's cloth seats for their bolstering better than the optional leather buckets, and the textured fabric's almost Nike-sportswear feel probably will be durable. The leather seats in front feel a bit flatter up front. The back seat sits at a good angle of recline, and only the tallest passengers will touch heads against the fabric headliner and the hard-plastic front seatbacks. The 16.4-cubic-foot trunk is about as large as that in the Ford Fusion, and the trunk gets larger when the rear seats are flipped forward. In the cabin, a deep center console and glovebox hide valuable goods; there's a niche near the audio controls for cellphones, a flat open bin in front of it for clutter, and a bin hidden behind a flip-down lid to conceal other goods—perhaps a radar detector? The Sonata also has dual power points, eight cupholders for those frequent cross-Sahara side trips, and coat hangers to keep your blazer looking sharp.
The 2011 Sonata arrives in showrooms wearing one big safety badge—a Top Safety Pick award from the IIHS (Insurance Institute for Highway Safety). No NHTSA (National Highway Traffic Safety Administration) tests are available yet but Hyundai is hoping for five-star scores across the board (we'll update you when results are released). Standard safety equipment includes dual front, side, curtain airbags; anti-lock brakes, stability and traction control; and active headrests. Visibility from inside the Sonata is good, even to the rear quarters where minuscule triangular windows seem to be in place just to keep the side view flowing—even rear-seat passengers won't see much through them. A rearview camera is available only on the top trims, though.
The Sonata nearly matches the Ford Fusion's array of entertainment features. Standard equipment on all models includes Bluetooth connectivity and steering-wheel audio controls; an MP3-CD player with iPod and USB connectivity; daytime running lights; a tilt/telescoping steering wheel; cruise control; and power windows, locks and mirrors. The Sonata SE adds paddle shifters, a sport-tuned suspension, and some slight trim differences. Both the Sonata SE and Sonata Limited have parking sensors and push-button start. The Limited also gets standard heated front and rear seats; a sunroof; a backup camera; automatic climate control; and an automatic dimming rearview mirror.
Options are kept simple, bundled in packages. The base GLS can be upgraded to include a power driver seat and alloy wheels; the SE's options include a nicely executed navigation system packaged with a sunroof. There's also a new "Dimension" speaker package for some audio systems. The Sonata Limited adds on a CD changer and HD Radio, and can be equipped with an Infinity 400-watt audio system, bundled with the touchscreen-driven navigation system and the rearview camera. The nav system includes XM NavTraffic and Bluetooth streaming audio, as well as 8GB of flash memory for music storage.
Pricing for the Alabama-built 2011 Hyundai Sonata will start at just $19,195 for the base GLS model equipped with a 6-speed manual transmission. Adding an automatic, the price rises to $20,915. Moving up to the SE model will run up a bill of $22,595, while the range-topping Limited model is available from $25,295.
The Bottom Line:The 2011 Hyundai Sonata takes some smart styling and performance risks to raise its profile.
Other Choices:
If you like the 2011 Hyundai Sonata, also consider:
- 2010 Ford Fusion
- 2010 Nissan Altima
- 2010 Honda Accord
- 2010 Toyota Camry
- 2010 Chevrolet Malibu
Reason Why:
The new Sonata banks on swoopy lines and fuel economy to draw shoppers away from the class leaders. Of all its competitiors, it seems geared the most at the highly-rated Ford Fusion, which was refurbished for 2010 with a new interior, a bolder grille and neater dynamics. The Nissan Altima's also close kin, with big interior room and probably the best handling of all these four-doors, though its interior lacks the panache of the Sonata. The large Honda Accord still has an elusive quality feel that few cars can match, though its styling has not aged as well as Honda may have hoped. Finally, the Camry and Malibu are the conservative choices here, with an emphasis on quieter, more luxurious transportation.
Buying Tip:
Want more distinction? The Sonata gets a new pair of powerplants later this year. A turbocharged 2.0-liter version of the same four-cylinder will be added to the Sonata lineup next year, with a hybrid version outfitted with lithium-polymer batteries arrives late in the year.
This 2011 Hyundai Sonata Review originally appeared at TheCarConnection.com where you can see more photos and news on the Hyundai Sonata
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2011 Hyundai Sonata: An IIHS Top Safety Pick
The all-new 2011 Hyundai Sonata has been named a Top Safety Pick by the Insurance Institute for Highway Safety (IIHS)—indicating that it's among the safest mid-size sedan choices on the market.
Beginning with 2010, it became tougher than before to get the much-vaunted bragging right, as the Institute added a top score in its new roof-strength (rollover) test as a new requirement—that's in addition to top 'good' scores for frontal offset and side crash tests plus the seat-based rear-impact test. Top Safety Picks also need to have electronic stability control.
The new IIHS roof-strength test requires that they withstand more than double the current federal standard. Tougher U.S. standards that roughly parallel the test requirements are in the works won't go into full effect until 2016.
It's a significant improvement, as the previous generation Sonata carried 'good' ratings for frontal and rear impact, 'acceptable' for side impact, and just 'marginal' in rollover.
The Sonata has been completely redesigned for 2011, with a new four-cylinder-only powertrain, 35-mpg highway ratings, and improved refinement.
Standard safety features on the Sonata include—in addition to electronic stability control—seat-mounted side-impact airbags, front and rear side-curtain bags, front-seat active head restraints, and anti-lock brakes with brake assist.
Both our own Marty Padgett, as well as Motor Authority editor Nelson Ireson, have driven the new Sonata but we're holding our impressions close for a few more days; be sure to return to TheCarConnection.com next week for our First Drive of the 2011 Hyundai Sonata. In the meantime, you might also enjoy this
[Hyundai]
This story originally appeared at The Car Connection
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2010 HUMMER H3 H3T Bottom Line
The 2010 HUMMER H3 offers impressive off-road capabilities and a tough-truck look.
Likes
All-American styling
Totally owns off-roading
Alpha dog's V-8
Dislikes
Hazy brand future
Slow, no matter what
Handles on road like an off-roader
What, a four-speed automatic?
Rear visibility is lousy
HUMMER's a flashpoint for controversy. It's a brand so reviled by tree huggers, its dealerships have been firebombed. Of course, that's a badge of honor to its die-hard fans, who'll gladly give up their HUMMERs-and you can pry them from their cold, dead hands. The partisanship blurs the big issue with the small HUMMERs. Even if you're politically inclined to love them, the H3 pickup and SUV just aren't good enough at their everyday missions to recommend them over more useful utility vehicles like the Nissan Frontier and Xterra, our favorites in this class.
At their best standing still, the HUMMER H3 and H3T are the picture of unadulterated swagger. They have less in common with the Schwarzenegger-style H1 military vehicle than they do with GM's own Chevy Colorado/GMC Canyon trucklets, but they ape the look so well, you might confuse them for the larger H2. The windows are slits, the fenders have blocky protrusions that will make Transformers turn to steroids in jealousy, and the big seven-bar grille remains a huge reminder to Jeep that it shares some history with the estranged GM brand. There's just nothing else out there that looks like a HUMMER, and in its carefully constructed butch-patriotic frame, it looks swell. Inside there's less of the rugged individualism to go around. The instrument panel styling is remarkably generic, with rounded edges that contrast with the exterior. It doesn't scream "HUMMER" in any way except for the badges.
It's the same story on the road. HUMMER gives the H3 anemic performance in base versions. The nearly 5,000-pound H3 struggles with a base 3.7-liter inline five-cylinder engine that has only 239 horsepower. Worse, it's hooked to a four-speed automatic that feels outdated enough to consider the five-speed manual. The manly option is the Alpha edition; its 300-hp, 5.3-liter V-8 and four-speed automatic have more on-road authority. Fuel economy with either drivetrain is terrible, at 14/18 mpg for the five-cylinder and 13/16 mpg for V-8s, but the V-8 will tow 6,000 pounds.
If you're an average driver who will never set a tire on anything so dirty as dirt, this (or any) HUMMER is not for you. On-road feel is vague and disconnected, and the big tires dull any sensations from the tires through corners, though it rides fairly softly and fairly well. The H3 excels at off-roading, thanks to an electronically controlled four-wheel-drive system with off-road-tuned traction control, underbody shielding, an optional rear locking differential, and the buyer's choice of two tire packages, Goodyear 32-inch all-terrain tires or Bridgestone 33-inch off-road tires. All H3s have plenty of ground clearance, as well as tight approach and departure angles for maximum rock-crawling capability.
Extreme off-duty talent should have taught the cabin a lesson or two, but the tight, confining H3 feels less roomy than other mid-size trucks and SUVs. With a short pickup bed and the same cabin space, the H3T pickup is marginally more useful than the H3 ute-but neither will win awards for packaging, interior room, or comfort. Inside, the front seats are fine, but the cabin feels claustrophobic, thanks to the low roof and the tall dash. The rear bench seat on both models is high, doesn't have much legroom for big adults, and isn't particularly easy to climb into. On the H3 truck, the rear seat folds up to open up floor space for cargo, and in all, the H3 HUMMERs will carry up to five passengers. Cargo space inside the H3 SUV is fine for light duty, but you'll never mistake it for the gargantuan spaces inside GM's own similarly priced GMC Acadia.
It looks safe, and the HUMMER H3 and H3T have proven their mettle in crash tests. The SUV version earns a mix of five and four stars from NHTSA (National Highway Traffic Safety Administration) for front- and side-impact safety, with three stars for rollover protection; the IIHS (Insurance Institute for Highway Safety) has rated the H3 "acceptable" in the past. Each H3 has standard front, side, and curtain airbags; stability control; and four-wheel drive. Don't skip the optional rearview camera and rear parking assist; with all the blind spots it offers, driving an H3 can feel like piloting a tank.
Every HUMMER H3 and H3T comes with power windows, locks, and mirrors; air conditioning; cruise control; an AM/FM/XM/CD player; and Bluetooth. GM offers a navigation system as an option, along with a rear-seat entertainment system, leather trim, and pickup-only features like a bedrail accessory kit. Locking differentials are optional, too, in case your H3 is headed off-road, and HUMMER provides a range of off-road accessories if you're so inclined.
With all the political backwash, a HUMMER's not an easy vehicle to swallow. It's about to get worse: Chinese investors are angling to buy the brand, which will neatly undercut its "buy American!" bona fides. It doesn't matter much, though-there are better choices out there, like the Nissan Xterra and Frontier twins, and even a Jeep Wrangler if you want your jingoism minus the "Mission Accomplished" aftertaste.
The Bottom Line: Even if you crave a red, white, and blue look in an SUV package, think twice before buying the cramped, thirsty HUMMER H3.
Other Choices
If you like the 2010 HUMMER H3 - H3T, also consider:
- 2010 Toyota Tacoma
- 2010 Toyota 4Runner
- 2010 Nissan Frontier
- 2010 Nissan Xterra
- 2010 Jeep Wrangler Unlimited
Reason Why
The 2010 HUMMER H3 and H3T may make the competition look pale and girly, but in truth they're much more useful than the short-sided, expensive H3. The Toyota and Nissan trucks and SUVs come with four-cylinder engines that are much more frugal, and they still sell rear-drive versions for the on-road enthusiasts in the buying pool. The Jeep Wrangler comes close to matching the HUMMER H3's on-road feel, but two-door versions top the HUMMER on the trails.
Buying Tip
GM is selling the HUMMER brand to a Chinese truck company. The deal's been in the works for so long, we won't be surprised if it never happens. If it fails, HUMMER will be shut down.
This 2010 HUMMER H3 SUV Review originally appeared at TheCarConnection.com where you can see more photos and news on the HUMMER H3 SUV
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2010 Volvo XC90 Bottom Line
At TheCarConnection.com, the editors have test driven the 2010 Volvo XC90 to bring you their expert opinion here in the Bottom Line. TheCarConnection.com has also researched available road tests on the latest Volvo XC90 to bring you the most useful information.
Likes
Stylish interior
Superior safety scores
Standard all-wheel drive
Acceleration (V-8)
Comfortable, supportive seats in first two rows
Dislikes
Poor fuel economy
Feels heavy from behind the wheel
Tight third-row seating
The Volvo XC90 was first unveiled back in 2003 when vehicles combining SUV capabilities with carlike dynamics were just starting to gain popularity. Catering to U.S. tastes with an optional V-8 engine and packing the latest in Volvo safety gear, the XC90 quickly became popular with safety-conscious families who wanted a little bit of power.
The 2010 Volvo XC90 is styled essentially the same as when it was launched, but its lines are aging well, inside and out. The interior is dressed in conservative-looking but expensive-feeling trim and switchgear, and it's well laid out. The only quibble is the limited space in the third row, which relegates this section to smaller children only.
One of the major trump cards of the XC90 is its towing capacity of up to 5,000 pounds, which is impressive for an SUV with such refined handling and carlike dynamics. The steering is responsive, and the ride is well controlled. Power in the 2010 Volvo XC90 comes from a 235-horsepower, 3.2-liter six-cylinder engine or a 311-horsepower 4.4-liter V-8. This latter is shared with the S80 sedan and is quiet and well refined, though a little uninspiring for rev heads. Both engines come mated to a smooth-shifting six-speed automatic transmission. The V-8 has a fuel economy of 13 mpg city and 19 mpg highway, while the six-cylinder musters just 14 mpg city and 20 mpg highway.
Capable of carrying up to seven, the 2010 Volvo XC90 is the ideal alternative to trucklike SUVs and boring minivans. Its second-row seats can be adjusted to maximize cargo space or passenger room, and along with the front row, it's spacious and comfortable. Unfortunately, the third row, which has been made standard for 2010, is cramped and should be used as a last alternative.
According to the Insurance Institute for Highway Safety (IIHS), the XC90 is a Top Safety Pick, and it has a five-star crash rating from the National Highway Traffic Safety Administration (NHTSA). It includes front, side, and side curtain airbags; anti-lock brakes with Electronic Brake Distribution and Brake Assist; stability and traction control; roll-stability control; a tire pressure monitoring system; and a rollover protection system as standard.
Another change for the 2010 Volvo XC90 lineup is that the R-Design trim is no longer available with the V-8, which means only six-cylinder XC90 buyers can pick this option. R-Design XC90s are distinguished by a host of exterior and interior styling cues, including 19-inch Vulcanis diamond-cut alloy wheels, an R-Design grille, leather seating surfaces with embossed R-Design logos, a sports steering wheel, watch dial instruments, and custom floor mats. Other features available on the 2010 Volvo XC90 include rear park assist as standard, and the recently launched Convenience Package. This features Volvo's Blind Spot Information System (BLIS), power retractable rearview mirrors, Interior Air Quality System (IAQS), and the enhanced Volvo Navigation System II with remote control and Real Time Traffic.
The Bottom Line: The 2010 Volvo XC90 has aged gracefully and now is more feature-packed than ever; however, its poor fuel economy tarnishes an otherwise superb vehicle.
Other Choices:
If you like the 2010 Volvo XC90, also consider:
- Acura MDX
- BMW X5
- Mercedes-Benz M-Class
- Volkswagen Touareg
Reason Why:
The 2010 Volvo XC90 has some strong competition from rivals that have been updated in the past year or two. Like the Volvo, the BMW X5 offers a small third-row seat and excellent dynamics, but suffers from a confusing interior. The Volkswagen Touareg and Mercedes-Benz M-Class are limited to just two rows of seats, but the Mercedes-Benz offers more powerful engines if you are willing to pay the steep premium. The Acura MDX has Honda's enviably smooth engine and transmission, along with a relatively new shape, while the Volkswagen Touareg has great off-road capability.
Buying Tip
If you're set on the XC90, you might as well go with the V-8. It's just as refined as the six-cylinder engine and suffers from only marginally worse fuel economy despite being much more powerful and capable of towing so much more.
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2010 Mitsubishi Outlander Bottom Line
To get you the most useful information regarding the Mitsubishi Outlander, TheCarConnection.com has driven the refreshed 2010 Outlander GT, then selected highlights—including firsthand observations and comparisons to other models here in this Bottom Line—from reputable reviews from other sources.
Likes
Styling—especially new front end
Smooth, strong performance from V-6
Superb steering and handling
GT feels like a sport sedan
Dislikes
Boomy, slow four-cylinder
Road noise
Nearly useless third-row seat
Steering wheel doesn't telescope
Mitsubishi's Outlander compact crossover vehicle goes into 2010 with an all-new front end, a refreshed interior, and the introduction of the top-of-the-line Outlander GT model, plus next-generation technology features.
A subtle set of design changes takes the Outlander in a more carlike direction on the outside for 2010, with fewer rugged SUV cues and the sharklike "jet fighter" snout inherited from the Evo. Along with the front-end changes, the 2010 Mitsubishi Outlander gets new aero work in front, a mesh grille, a new rear fascia, redesigned hood and fenders, and on most models, chrome-accented side-sill extensions. Inside there are some much-needed soft-touch materials, including, for the top trims, soft double-stitched synthetic leather padding where elbows go and for some of the dash. The vents and dials also get new bright accents, and all but the base model gets a new multicolor LCD instrument display. Altogether, the Outlander now looks sportier on the outside and doesn't feel nearly as cut-rate inside.
A 2.4-liter four-cylinder engine, making 168 horsepower, is standard on ES and SE models of the 2010 Outlander, but we'd probably discourage it for most buyers as it brings barely adequate performance with its continuously variable automatic transmission (CVT) and generates too much engine noise while accelerating. The 3.0-liter V-6 engine that's featured on XLS and GT models has a completely different personality, producing 220 horsepower delivered through a responsive, easy-shifting six-speed automatic with steering-wheel paddles. It has a lot more power to spare and gets fuel economy approaching that of the four on the highway. ES, SE, and XLS models of the Outlander remain offered with a choice of front-wheel drive or 4WD (with a center diff lock), while the new GT is the first Outlander to inherit an application of the Super-All Wheel Control (S-AWC) system used in the Evo and Ralliart. The system includes Tarmac, Snow, and Lock modes, selected with a knob on the center console, to cater the system's responses to specific conditions, with an Active Front Differential and electronically controlled center diff, for more seamless distribution of torque between the wheels.
No matter what the model, the Outlander has good, communicative steering. And like the Lancer, with which it shares some of its underpinnings, the Outlander handles better on the road than some of the more trucklike or rugged utility vehicles, with the nice, firm braking of a performance car. But the ride is quite firm, and it can be choppy over railroad tracks and the like. Also, at 3,780 pounds, the GT is just too heavy to be called agile (even though aluminum roof panels and other measures help keep the center of mass low). We also like the Outlander GT's paddle shifters, which are mounted alongside—rather than on—the steering wheel, making them easier to locate in tight hairpins, for instance.
About a foot shorter in overall length than most mid-size sedans, the 2010 Mitsubishi Outlander has good space for five, though its available seven-passenger seating—including a small third row—is a little optimistic. Even small children will feel the squeeze in back, but the second row slides fore and aft and reclines for good comfort, and the third and second rows fold to create an impressive, continuous cargo space of nearly 73 cubic feet behind the front seats. Cargo space is plentiful behind the second row, at 36.2 cubic feet but limited behind the third, at 14.9 feet. In front, several testers find the Outlander's driver's seat and seating position to be about right, though the steering wheel doesn't telescope, which might be an issue for shorter drivers. The backseats feel a little thin and flat, as they do in most other vehicles in this class, but they fold and tumble to a flat cargo floor. The Outlander has a rear tailgate configuration that's somewhat complex and clunky, but we can see owners finding it handy; the fold-down tailgate can support 440 pounds. Materials remain a bit of a disappointment, even though they're again improved for 2010. Up close, there's quite a lot of hard, dull plastic, though the upper dash now includes soft coverings and chrome-finished controls in some trims.
The Outlander has done extremely well in crash tests; it gets nearly perfect "good" scores from the IIHS for frontal offset and side impact, as well as in the seat-based rear-impact test. Its only blemish is an "acceptable" score in the new IIHS roof-strength test. It earns top five-star ratings in the federal government's frontal impact and side impact exams. All Outlanders come with front side airbags, side curtain bags covering the first two rows, front active headrests, electronic stability control, and anti-lock brakes.
The base 2010 Mitsubishi Outlander ES model has the four-cylinder and keeps it simple, though it includes air conditioning, keyless entry, and a 140-watt, six-speaker sound system. At the top of the lineup, the luxurious XLS picks up fog lamps, steering-wheel audio controls, remote start, cruise control, and automatic climate control, plus the new FUSE hands-free link system, controlling audio and calling functions with voice commands. The GT includes, along with other appearance extras, rain-sensing wipers, heated mirrors, leather seats, bi-xenon HID headlamps, and a more powerful 710-watt Rockford Fosgate premium sound system with nine speakers and a huge 10-inch subwoofer. The only major option is the $3,000 Premium Navigation and Leather Package, which adds a power driver's seat, heated front seats, leather upholstery, a rearview camera system, and a 40GB hard-drive nav system with music server, real-time traffic, and carpool lane guidance.
The Bottom Line: The Mitsubishi Outlander has a sportier look and feel than most crossover utes—and it gets better for 2010.
Other Choices
If you like the 2010 Mitsubishi Outlander, also consider:
- Honda CR-V
- Mazda CX-7
- Subaru Forester
- Toyota RAV4
Reason Why:
The most direct rival to the 2010 Outlander is likely the Toyota RAV4 Sport, which, like the Outlander, can be equipped with a small third-row seat. The RAV4 is much more refined and agreeable with the base four-cylinder engine, while its optional V-8 is even more powerful. The Forester is another top rival; in this case, too, the standard four in the Outlander doesn't seem nearly as strong as the standard flat-four in the Subaru, even though their power figures are close. The Mazda CX-7 seats only five, but it's perceived as a more complete performance package, with very comfortable seating, sporty suspension tuning, and a rorty turbocharged engine; for 2010 there's also a new base version, with a still-adequate 2.5-liter four, that costs a bit less. The Forester and CR-V remain the best for those who are safety-minded; they're both IIHS Top Safety Picks. For those who don't need a third row but want a roomy, comfortable interior, the Honda CR-V is probably the best pick, though it's not nearly as engaging to drive.
Buying Tip
If you want a hatchback but aren't sure you need the height and weight of the 2010 Mitsubishi, you might consider the new Sportback versions of the 2010 Mitsubishi Lancer GTS and Ralliart.
This story originally appeared at The Car Connection
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2010 Nissan Frontier: Only Small Pickup With Strong Roof Safety
The Insurance Institute for Highway Safety (IIHS) has rated five small and mid-size pickups and found that roof-crush protection isn't so good overall.
The only truck of the five tested to earn the top rating of 'good'—just barely—was the 2010 Nissan Frontier (also sold, structurally similar, as the 2010 Suzuki Equator).
In order to earn that 'good' rating, the roof must be more than twice as strong as the current federal minimum. Safety advocates have long argued that the current minimum doesn't adequately protect occupants, especially in rollovers; finally in April 2009 the federal government rolled out a new standard—not in full effect until 2016—that effectively doubles the standard for vehicles under 6,000 pounds and introduces new standards for heavier ones. Most of these small pickups are built on aged designs, and most of them will likely be completely redesigned by then.
Good roof-crush test results are especially important for small pickups as they have a higher chance of rollover than most cars, crossovers, and even SUVs. According to the IIHS, nearly 10,000 people are killed annually in accidents that involve rollover, and roofs that collapse can not only lead to more injuries but also to a greater chance of ejection from the vehicle when occupants aren't properly belted in. Nearly half of all fatalities in pickup crashes were in trucks that rolled over.
Electronic stability control has in recent years helped reduce the chances of rollover, especially in single-vehicle incidents, and side airbags have helped protect those who do roll.
In the roof-crush test, a metal plate is pushed against one corner of the roof at constant speed. IIHS ratings correspond to the level of deformation corresponding to a particular force. For instance, a 'good' rating requires that the roof must withstand four times the vehicle weight before crushing five inches.
For this latest batch of trucks, the Nissan Frontier withstood more than four times its weight before reaching five inches of crush, while the 2010 Ford Ranger, 2010 Dodge Dakota, and 2010 Toyota Tacoma each took a bit more than three times their respective weights. The 2010 Chevrolet Colorado (and likely its near-twin, the 2010 GMC Canyon) was in last place, with just 2.86 times its weight.
The 2010 Dodge Dakota also fared poorly in a side test, in which its curtain side airbags failed to deploy. The IIHS notes that side airbags remain optional—not standard—on the 2010 Dodge Dakota, and it's one of few passenger vehicles to not include the feature on every spec.
Institute senior vice president David Zuby assesses that the 2010 Nissan Frontier is "really good for front side and rollover crash protection." He continues to say, "If Nissan were to upgrade the seat design, Frontier could be a Top Safety Pick." Currently the Frontier achieves an 'acceptable' score in the IIHS's seat-based rear impact test.
"As a group, small pickups aren't performing as well as small cars or small SUVs in all of the Institute's safety tests. None of the ones we tested is a top-notch performer across the board. In fact, no small pickup earns our Top Safety Pick award," said Zuby, in a release accompanying the results.
[IIHS]
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