2011 Subaru WRX Gets STI’s Wide Body Look And A Wider Stance
In advance of its New York Auto Show debut, Subaru has previewed the 2011 Impreza WRX, which will be distanced even further from basic Impreza models, adopting an aggressive wide-body look that bears more in common with the top-performance Impreza STI model.
The wide stance matters, too. With about an inch and a half of extra track front and back, plus wider 17-inch wheels and firmer rear subframe bushings, the 2011 WRX should have significantly improved grip and poise, as well as a more authoritative presence.
As before, the WRX will be powered by a 2.5-liter horizontally opposed ('flat') four-cylinder engine, still making 265 horsepower and 244 pound-feet of torque, and hooked up to a five-speed manual transmission.
Cosmetically, the WRX gets a more assertive, aggressive look that closely resembles that of the top-performance STI model, with carved-outward fenders and flared wheelwells, sharpened bumper corners, and racier-looking air ducts, and in front blacked-out fog lamps plus a new lip spoiler and grille that again serve to emphasize the width. Alongside, the gentle fold of the sheetmetal just below the beltline in the 2010 model has been turned into a sharp crease in the 2011 WRX.
The new WRX gains 33 pounds, according to Subaru, but the design changes together improve the model's drag coefficient.
There are more changes to the 2011 Impreza WRX on the inside. Carbon black checkered upholstery with red stitching is included, with 'performance design' front seats and aluminum-alloy pedal covers and dead pedal. A new sound system now accommodates Bluetooth audio streaming and hands-free calling, plus a USB port, iPod compatibility, and an input jack. It's also ready for an XM or Sirius satellite radio subscription.
Specifically, the WRX's standard wheel size goes from 17x7 inches to 17x8 inches, with the tire size going from 225/45R17 to 235/45R17.
Since the 2011 Subaru WRX hasn't structurally changed, we expect it to retain its excellent safety reputation—including top results in all tests and IIHS Top Safety Pick status. Electronic stability control, front side and full-length side-curtain airbags, and anti-lock brakes with Brake Assist will remain standard—including of course all-wheel drive.
The new 2011 Subaru Impreza WRX models—in four-door sedan or five-door hatchback form—are set to arrive at dealerships beginning this summer.
This story originally appeared at The Car Connection
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Frugal Shopper: Five Most Miserly Models
Run all the numbers for overall ownership costs—including depreciation, insurance, repairs, maintenance, and the like—and you'll almost always find that holding on to that used car, or getting a 'new' used one, is going to be cheaper.
But sometimes even cheapskates want a new car.
If you simply want the most affordable new car possible, and to assure relatively low running costs as well, getting one of the lowest-priced cars on the market is a decent option. Though the list of offerings (and features) gets a lot more exciting if you're willing to spend more than $14,000, there are still a few models that ring in under the $13,000 mark.
With these lowest-priced new models—many of them pitched to those who are penny-pinching to the max—you're likely to find that they're strictly no-frills. Air conditioning is unlikely, power steering isn't common, and performance might be slightly worse due to taller gear ratios. And sound systems? You'll probably be packing a boom box or making a stop at Pep Boys. The plus side, of course, is that there's less to break. But you shouldn't expect much out of the interior appointments either as they're likely to have drab, basic trim and upholstery and a number of caps and plugs for the instrument panel, constantly reminding you of controls and features that your base model doesn't have.
Another one of the caveats with these bargain-basement models is that availability is limited, and since profit margins are so low it's unlikely that dealerships will be as willing to whittle the price down as much as with more expensive models.
However, if a quick survey of TrueCar market pricing—featured here at TheCarConnection.com alongside our reviews, pictures, and detailed model information—is any indication, in today's car-shopping environment, you're still likely to strike a deal on some of these models, thanks in part to various incentives. And it's still possible to get a new car for less than $10,000. For instance, TrueCar says that a 2010 Hyundai Accent Blue, which stickers at $10,690, has been selling for a national-average $9,738.
Whether you call it an econobox, a stripper, or el cheapo, a no-nonsense, no-frills miser of a vehicle is worth considering sometimes as a second or third vehicle.
Click through to see our frugal five—models that currently sticker at less than $13,000.
2010 Nissan Cube Bottom Line
TheCarConnection.com brings you this comprehensive Bottom Line review, including firsthand driving impressions, then supplements it with an adjacent Full Review that draws from a range of reviews and road tests from other expert sources.
Likes
Very distinctive styling inside and out
Perky and economical powertrain
Overall refinement
Space for four tall adults
Bargain base price
Dislikes
Rear seats don't tumble forward
Light, disconnected steering feel
Susceptible to crosswinds
Unimpressive highway fuel economy
Is the 2010 Nissan Cube a new kind of utility vehicle, a city-friendly microvan, or an especially tall compact wagon? It's tough to say; the quirky new Nissan Cube fits into several existing categories but ends up being the odd one out—in a positive sense.
The previous-generation Scion xB—sold in the United States from 2004 through 2006—turned into a cult hit for urbanites for its sharp, boxy look. But the newer, larger model introduced for 2008 hasn't been received quite as well, partly because its new styling just wasn't as crisp and distinctive. Shoppers are fickle in the area, but TheCarConnection.com thinks that the new 2010 Nissan Cube will hit the right buttons for those motivated by styling and fashion, as well as those who need a healthy dose of practicality in their next vehicle.
Snout aside, the Cube is almost cubical, but the details make the design feel special. Perhaps what makes the 2010 Cube stand out so prominently is that it has one of the most overtly asymmetrical vehicle designs seen in recent years. The rear hatch opens at the side and is hinged at the left; the rear window curves continuously—almost uninterrupted—around the right rear corner and right side of the vehicle. The windows are bordered all around by a beveled "frame," and the middle pillar on either side tapers at the middle. Yet especially from the front, the Cube has a surprisingly macho stance, enhanced by the wide-set headlights and strong horizontal themes in front and in back; designers call the inspiration "Bulldog in Sunglasses." The overall design has rounded corners everywhere, but with the asymmetry and flared sheetmetal for the wheel wells and rear fascia, it's far more distinctive than the xB.
The 2010 Nissan Cube is just as distinctive inside, but a lot more functional than the weird exterior might suggest; designers follow a "Casual Lounge" theme in the cabin and give it the curves of a Jacuzzi tub—with a rounded, recessed instrument panel running through to the door panels and carving out areas for the front occupants, along with water-ripple styling cues that echo throughout. The dash has two scooped shelf areas, and trim pieces and other styling cues show off prominent oval designs.
A 122-horsepower, 1.8-liter four-cylinder engine powers the front-wheel-drive Cube, and it's offered with either Nissan's Xtronic CVT automatic or six-speed manual transmission. Nissan continues to improve the CVT's calibration and drivability, so it's smooth going and there's none of the lurching feeling on moderate acceleration that we still observe on other CVTs. At the time of writing, Nissan expects EPA ratings of 28 mpg city, 30 highway with the CVT—the low highway rating probably the consequence of the tall, boxy design. In especially rapid stop-and-go on a short driving loop, TheCarConnection.com saw 24 and 25 mpg in two different CVT Cubes. The six-speed manual has a nice linkage, but the slow-to-react electronic throttle doesn't encourage spirited driving.
While the Cube displays tremendous personality in terms of styling, design, and function, it doesn't exhibit much of a driving personality. The Cube handles decently in ordinary driving, and it feels maneuverable but not especially nimble. Because it has such a short wheelbase, there's more fore-and-aft pitching over bumpy sections of road than there is for longer vehicles. The steering wheel brings no feel of the road, and it stays almost fingertip light whether parking or cruising at expressway speeds. It's a bit susceptible to crosswinds, so we found ourselves overcorrecting sometimes when thrown off course. That said, the Cube accelerates adequately, with enough reserve power for passing on two-laners, and brakes have a nice, firm feel, even though under it they're just drums in back. The soft suspension is a smart setup for most city driving, as it soaks up jarring expansion strips and even modest potholes without drama.
Refinement in the 2010 Nissan Cube is way beyond what most buyers in this price class will expect. The engine is luxury-car smooth at idle and has none of the roughness or vibration transmitted through to the floor or pedals while accelerating as we've observed on some competing models. Wind and road noise are also notably muted, and we didn't sense any of the boomy resonance that's common in other small-car models at high cruising speeds.
The Cube's interior feels more spacious for passengers than the exterior design suggests. Front seats are soft and supportive, and they're a step up from those offered in Nissan's Versa and Sentra models, while the bench in back has plenty of space for two tall adults, with a pull-down center armrest. In a pinch, three can fit across, and the rear bench not only slides fore and aft but the backrest reclines somewhat (though not flat).
Cargo-wise, the Nissan Cube isn't quite as stellar. The backseats fold forward, but they don't provide a flat, continuous cargo floor by flipping forward. There are, however, plenty of places to put smaller items, including door pockets, dash cubbies on either side of the steering wheel, and cup holders up high and down low. The side doors even have bungee hooks.
Visibility is surprisingly good through the large side mirrors—and the expanded corner window when parking. What the 2009 Nissan Cube lacks, due to a seating space that's so far back from the windshield header, is good upward visibility from the driver's seat. It's not a safety issue but a minor annoyance; you'll find yourself bowing down and craning your neck upward to see street signs and to watch stoplights turn green—although shorter drivers won't be as affected.
Most small cars skimp on standard safety equipment to some degree—whether it means not offering electronic stability control or making anti-lock brakes optional—but the 2010 Cube comes with all the safety features that a shopper gets on most crossover SUVs costing twice as much. Six airbags are standard—including front side airbags and side-curtain bags for front and rear occupants—along with front-seat active head restraints. And in the way of accident avoidance, electronic stability control and anti-lock brakes with Brake Assist are standard, even on the base S model.
The 2010 Nissan Cube is offered in four different models: base 1.8, 1.8 S, 1.8 SL, and 1.8 Krōm. Even the base model is better equipped than most vehicles in its low price range; it includes remote keyless entry, power windows, air conditioning, a trip computer, and a sound system with auxiliary input. The 1.8 S gets cruise control, map lights, and a host of upgraded interior appointments, while the 1.8 SL is only offered with the CVT and includes alloy wheels, automatic climate control, and an upgraded sound system with iPod connectivity. The Krōm model gives the Cube a dressed-up appearance—including a roof spoiler, a chrome grille with horizontal bars, bright painted alloy wheels, interior accent lighting, aluminum pedals, and a different front and rear fascia, plus various extras, such as Bluetooth, steering-wheel audio controls, and a Rockford Fosgate subwoofer. There's only one factory option package, the SL Preferred, which brings push-button ignition, Intelligent Key, fog lamps, rear parking sensors, XM Satellite Radio, an upgrade to Clarion speakers, and the subwoofer.
Like Toyota with its Scion models, Nissan offers more than 40 dealer-installed accessories to customize the 2010 Cube. They're not all appearance-related; the list includes several cargo-organizing options, and a Garmin nav system.
The Bottom Line: The spacious, refined 2010 Nissan Cube makes a whole lot of sense for city dwellers, and it'll get you more attention than many sport coupes.
Other Choices
If you like the 2010 Nissan Cube, also consider:
- Scion xB
- Scion xD
- Kia Soul
- Chevrolet HHR
Reason Why:
At about 157 inches long, the 2010 Nissan Cube lands, size-wise, with the last-generation Scion xB. The xB introduced for 2008 is quite a bit larger and heavier than both the Cube and the last xB, but it doesn't feel any roomier. The xB does, however, feel heftier and might be a bit more stable on the highway, but its fuel economy isn't as good as the Cube's. Visibility is also an issue in the xB. Scion's smaller xD is sized very closely with the Cube, but it doesn't have nearly as much backseat space or cargo room. Then there's the new 2010 Kia Soul, which has a boxy but slightly more conventional appearance that many might prefer to the Cube's especially quirky look. Relative to the Cube, the Soul is the driving enthusiasts' choice; it handles well even if it doesn't have a lot of power. The Soul isn't as refined as the Cube, though. Yet another option is the Chevrolet HHR; though larger than the Cube, the HHR feels more cramped inside, and the HHR's tired retro design and rental-car interior is less likely to appeal to young fashionistas.
Buying Tip
Can't make up your mind on which dealer-installed accessories to get? Opt for the Ginormous Package, which adds the works, at a cost of $2,500.
This 2010 Nissan Cube Review originally appeared at TheCarConnection.com where you can see more photos and news on the Nissan Cube
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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 Buick Lucerne Bottom Line
TheCarConnection.com's editors have taken the wheel of the Buick Lucerne to bring you their expert opinions on the 2010 model, and supplemented that with extensive research from the most useful road tests available to help deliver you a complete, conclusive picture on the 2010 Buick Lucerne.
Likes
Roomy interior
Comfortable and quiet cabin
Abundant standard features
Clear and clean instrument panels and displays
Dislikes
Lukewarm V-6 performance
Stale styling
Large turning radius
Lack of standard stability control on base CX
As part of the "old" Buick-as differentiated from the new 2010 LaCrosse and 2011 Regal-the Lucerne retains conservative styling and a focus on comfort above all. Classic, if somewhat dated, lines and abundant chrome accents are characteristic of the 2010 Lucerne. Alloy wheels with optional polished upgrade versions, plus a wide range of exterior colors and interior upholstery materials, allow the buyer to style the Lucerne to suit their taste. The Lucerne Super gets some unique elements, including integrated exhaust tips, and "Super" badges on the rear decklid. A unique grille and front and rear bumper treatments finish the exterior differences. Inside, the Super builds on the 2010 Buick Lucerne's restrained yet premium interior design with real walnut accents, additional leather elements, French stitching on the dash, suede door panel inserts and seat trim, and upgraded floor mats.
For 2010, the Buick Lucerne retains its previous drivetrain options, with engine choice divided among the three available trim levels:; the CX, CXL, and CXL Premium get a standard 3.9-liter V-6 rated at 227 horsepower, and the Super gets a 4.6-liter Northstar V-8 rated at 292 horsepower. The V-6 is FlexFuel-capable, meaning it can run on either gasoline or hard-to-find E85. Both engines deliver lots of low-end torque, helping the big sedan accelerate from a stop with relative ease. Electronic throttle control logic helps improve engine response and fuel economy across the range.
The Super also adds magnetic ride control technology, which employs magneto-rheological shocks that automatically adjust to minimize body roll while delivering cushy ride. Large aluminum-alloy wheels and all-season tires boost traction and handling in most conditions, without compromising ride quality.
As we've noted, the Lucerne focuses largely on comfort, so it's not surprising that the Lucerne features large seats and a quiet cabin. Ample storage space can be found in the cabin and trunk, while materials are generally good throughout, particularly in the Super. Fit and finish aren't quite up to European standards, but buyers interested in a classically- styled car likely won't mind. CXL, CXL Premium, and Super models feature standard leather upholstery, while the CX comes standard with cloth seating. Both the CX and CXL can also be configured with six-passenger seating via a front bench seat.
The 2010 Buick Lucerne features a wide range of protection, offering two-stage front-impact driver and front-impact passenger airbags with passenger sensing system, plus driver and right-front passenger side impact and front and rear outboard head curtain airbags standard on all models. ABuick cuts a few corners are cut, however:; though traction control is standard on all models, stability control isn't available at all on CX models and is an optional upgrade on the standard CXL. The CXL Premium and Super feature stability control as standard, however. Similarly, Buick's lane departure warning system and blind-spot obstacle detection are only equipped on the two upper-end models.
Despite the classic styling, there are many high-tech features and options available on the 2010 Buick Lucerne. While the CX and CXL feature a standard AM/FM/MP3 stereo system, an optional upgrade includes touch-screen navigation with a 280-watt, nine-speaker Harmoan Kardon audio system, or for those that don't need navigation, there's an intermediate six-disc CD changer stereo upgrade. XM Satellite Radio is standard across all models, and a real-time traffic feature is available on the CXL Premium and Super. A sunroof, a lane departure warning system, and side blind-spot detection are also available. The Lucerne Super also adds heated and cooled driver and front passenger seats.
Two available options packages up the features even further:. tThe Comfort & Convenience package adds dual-zone air conditioning, a Universal Home Remote, a trunk cargo convenience net, Bluetooth phone connectivity, 16-inch steel spare wheel and tire (for CX and CXL models), or a 17-inch compact aluminum spare wheel and tire for the Super; the Driver Confidence package adds a number of safety and convenience features, including an anti-theft alarm system, remote vehicle starter system, Rear Parking Assist, and GM's StabiliTrak stability control system with brake assist.
The Bottom Line: Comfortable and roomy with classic styling, the 2010 Buick Lucerne is still a valid choice as a premium sedan.
Other Choices
If you're interested in the 2010 Buick Lucerne, also consider:
- Chrysler 300
- Hyundai Azera
- Lexus ES 350
- Mercury Sable
- Toyota Avalon
Reason Why:
As the more luxurious cousin to the Ford Taurus, the Mercury Sable offers a similar range of features and safety offerings, plus the strong customer service of Lincoln-Mercury dealerships. The Toyota Avalon and Hyundai Azera offer similarly sedate styling and well-appointed and comfortable interiors, though they don't offernot the V-8 option available on the Lucerne Super. Chrysler's 300C does offer a V-8, and it adds all-wheel drive to the mix, plusand a more youthful appearance to the mix, though it isn't as spacious or as plush-riding as the Lucerne and isn't as plush-riding.
Buying Tip
The Buick Lucerne V-6's FlexFuel capability adds an attractive alternative to regular gasoline for those in the Midwest, perhaps addingproviding some insulation from unsteady fuel prices.
This story originally appeared at The Car Connection
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2010 Infiniti EX35 Bottom Line
TheCarConnection.com's editors have driven the Infiniti EX and have written this review from their road-test impressions. Editors have compared the EX35 to other luxury compact crossover vehicles to help you narrow your shopping choices. Finally, editors have written a summary of opinions from other trusted Web sources as a full review-to give you the most comprehensive look at the Infiniti EX possible.
Likes
Attractive coupelike shape
Sporty dynamics
Snug-fitting front seats
Top-drawer interior quality
Dislikes
Very small cargo space
Tight-fitting backseats
Dim visibility to the rear corners
The 2010 Infiniti EX35 returns for its third model year with few changes and with a much larger group of compact luxury crossover vehicles sharing the limelight. Among them, the EX35 is one of the best in terms of handling and sporty feel, but it's among the least practical for carrying adults and cargo. The base price begins at $33,800, with the most expensive all-wheel-drive version starting at $37,400. The Infiniti EX competes against the Audi Q5, BMW X3, Benz GLK, Cadillac SRX, Acura RDX, Land Rover LR2, and Volvo XC60.
With styling cues on loan from the larger FX crossover and other Infiniti models, the 2010 EX35 has a handsome, sporting stance that just barely looks like a utility vehicle. Big wheel wells and widely flared fenders taper into an arching roofline, all blending together to give the EX more of a four-door coupe look-more Panamera than Explorer. The tall roofline is tamed with subtle sculptural surfaces on the body, and few cutlines and few unneeded details give the EX an especially clean look for its class. The cabin is just as sophisticated, with a more technology-friendly look as with the Acura RDX. The cockpit-style layout wraps into a wide center stack a big LCD screen and secondary controls. The instruments look elegant and refined in soft-white lighting, and the wood and leather wear matte finishes and a noticeable lack of metallic trim that echoes the subtle, tasteful design-without the excessive detailing that plagues some other vehicles in this class.
While other Infiniti and Nissan vehicles have moved into a larger V-6 drivetrain, the 2010 Infiniti EX hangs on to a slightly less powerful version of the same engine, and keeps a transmission with fewer gears. A smooth-revving 3.5-liter V-6 spins out 297 hp in the EX, and it's teamed with a five-speed automatic with a sport-shifting mode. It's not as sharp as the newest seven-speed Infiniti automatics, but it's quick to respond to calls for higher revs. Since it's related to the G37 and Z lineup, good handling's almost a given with the EX; it's more buttoned down than any other crossover in its class, and truly comes across like a sports sedan, from steering full of feel to its taut, controlled ride and big, progressive brakes. Fuel economy is competitive, too; it's rated at 17/24 mpg on rear-drive EX crossovers, 16/23 mpg on all-wheel-drive versions.
Infiniti's utility vehicles span a huge gulf of size-the titanic QX56 and the compact EX35 have no family member in between, which makes the EX35 seems even smaller than it is. In its class, its wheelbase (110.2 inches) and key interior dimensions (18.6 cubic feet of space behind the rear seats) are among the smallest, which translates into a tight backseat and not much cargo area. Front-seat passengers will feel coddled, though the wide center console restricts some space. In back, adults will feel cramped, and both headroom and legroom are down significantly from the likes of the Cadillac SRX and Volvo XC60. The cargo area is one-third as large as that in the Acura RDX, even smaller yet than the cargo hold in the Audi Q5 or Cadillac SRX.
The Infiniti EX35 scores well in crash tests. NHTSA (National Highway Traffic Safety Administration) awards the EX four stars for front-impact protection and five stars for side impacts; the IIHS (Insurance Institute for Highway Safety) gives the EX "good" ratings for its more stringent front- and side-impact tests. Standard safety equipment in the EX includes dual front, side, and curtain airbags; anti-lock brakes; traction and stability control; and a rearview camera. The 2010 EX35 also has a host of safety-related options that may warrant more of your attention: Lane Departure Warning and Lane Departure Prevention, which nudge the car gently into its lane when cameras and other sensors detect it's gone out of its lane; and Around View Monitoring, which uses cameras around the vehicle to generate a wide-angle view of obstacles when in reverse gear.
Standard features on the 2010 Infiniti EX35 include a leather interior; cruise control; push-button start; power windows, locks, and mirrors; power front seats; heated side mirrors; AM/FM/CD sound with an auxiliary jack; USB connectivity for music players; and automatic headlights. Journey models add a moonroof, Bluetooth, and automatic climate control. Available as options are Bluetooth connectivity; a Bose premium audio package; DVD navigation; XM Satellite Radio; real-time traffic; 18-inch wheels; a power-folding rear seat; and an air purifier. TheCarConnection.com's editors count the EX's audio interface among the simplest and easiest to use in all vehicles.
The Bottom Line: The 2010 Infiniti EX35 drives as well as any compact crossover, but rear-seat room and cargo space are serious drawbacks.
Other Choices
If you're interested in the 2010 Infiniti EX35, also consider:
- Acura RDX
- Cadillac SRX
- Volvo XC60
- Audi Q5
- BMW X3
- Land Rover LR2
- Mercedes-Benz GLK
Reason Why:
The EX35 occupies the sporty end of the compact-luxury crossover spectrum. Nearest to it are the Mercedes-Benz GLK, with tight cargo space and clean steering to match its angular styling, and the Acura RDX, with its whizzy turbo powertrain and new front-drive edition making up for somewhat sparse interior space. The bigger vehicles in this class don't have the same driving engagement; from the off-road specialist Land Rover LR2 to the capable but Spartan BMW X3, some are aimed more at all-weather adventure. Others like the Cadillac SRX, Audi Q5, and Volvo XC60 put the emphasis on pure luxury and safety, with advanced technology and rich interiors with the latest DVD, GPS, and Bluetooth technology.
Buying Tip
If you hold your horses, you'll get even more power in the Infiniti EX. An upgraded EX37 has already been introduced in Europe and is expected in the United States soon.
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2010 Land Rover LR2
TheCarConnection.com's editors have driven the Land Rover LR2 to produce this road test summary. Editors also have compared the LR2 to other compact SUVs and crossovers to give you a better sense of the options in this vehicle's class. TheCarConnection.com's companion full review condenses quotes from other respected Web sites into a comprehensive look at the 2010 LR2 to provide you with the best advice possible while you shop for your next car.
Likes
Agile handling
Sized right, and easy to park
Second row has adult-size room
Can handle moderate off-roading
Dislikes
Low fuel economy
Visibility's an issue
An angular look in a sea of "soft-roaders"
Land Rover has attained its place in the world primarily due to a single model: the Range Rover. The British brand sells a whole range of vehicles, though, and in 2008 it added the Land Rover LR2 to a lineup that also includes the Range Rover Sport and the seven-seat LR4. For 2010, the LR2 returns to the lineup with very few changes. For a base price of $36,350, it competes with the likes of the Volvo XC60, BMW X3, Audi Q5, and Mercedes-Benz GLK-Class.
New in 2008, the Land Rover LR2 carries into the new model year with only a couple of new colors to change its look. The design is angular-appealingly so, though you may notice it stands out in a sea of less capable "soft-roaders" like the sculpted Volvo XC60 and Audi Q5. The front fender vents, the big squared-off headlamps, and the linear shapes all play off Land Rover heritage. And even with its urban-sized body, the theme plays out well-it's more practical and rakish at the same time. The two models have some distinguishing features-the base SE adds black bumpers, while the HSE gets body-color pieces, as well as a rear spoiler-and an appearance package bestows a distinct grille and other trim distinctions to the base version. Inside, the LR2's interior is a lookalike for the larger Range Rovers in some ways, but it's less rich and doesn't have the lavish wood fittings of the more expensive vehicles in the Land Rover lineup. Vertical elements like the vents and door handles keep the interior from looking too low, and a strip of wood on the dash touches on Range Rover tradition.
There's a single powertrain offered in the 2010 LR2, and it provides adequate acceleration and poor fuel economy. The LR2 shares a 3.2-liter inline-six with the Volvo XC60, in fact. It propels the LR2 to 60 mph in 8.4 seconds. The gearbox is a responsive, smooth-shifting six-speed automatic that includes a manual-shift mode and a sport mode for more engaged drivers. While it's not terribly quick off the line, the LR2 does feel responsive at highway speed and when passing. It's tuned well for some off-road torque, too, though the throttle is faster than that of most of the bigger, dirt-plugging Rovers. The steering isn't quick or particularly communicative, but the 2010 Land Rover LR2 maneuvers very easily in parking lots, tight city streets, and narrow country roads alike, and it corners with little of the lean or drama of larger, heftier, and more trucklike SUVs. It also has a balanced ride quality.
Another key difference from its bigger brethren: The LR2 doesn't have a low range for its four-wheel drive. Hard-core off-roaders might see this as heresy, but since it's geared for on-road driving, the LR2 defers to street comfort. Its Haldex all-wheel-drive system does have Terrain Response and Gradient Release controls to help it work through inclines and grades safely, even those involving the winter elements, rocks, or sand. According to Land Rover, the LR2 can traverse nearly 20 inches of water and has 8.3 inches of ground clearance, and its angles of approach and departure are 29 and 32 degrees, respectively.
The LR2 may be a small Rover, but it has enough room for adults to sit in front and in rear seats comfortably. The seats themselves don't have much side-to-side support, and knee room is a little constricted by the dash. Space is abundant enough for three children or small adults to sit across the back row, and behind the rear seat, there's enough cargo space for a few roll-on suitcases. The center console's large enough for two cup holders mounted a little too far back, but there's a decent-sized glove box and door-panel storage. The driving position is lower and more carlike than in larger Land Rover models, and visibility is more of an issue, since the rear roof pillars are wide and block some of the view.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has tested the LR2 for crash safety. It does offer plenty of safety equipment. Among the standard features are dual front, side, side curtain, and a driver's knee airbag; anti-lock brakes; stability and traction control; and a suite of electronics controls to make its all-wheel-drive system more user-friendly. It does not offer some of the more tech-driven safety features found on other crossovers like automatic braking, a rearview camera, or lane-departure and blind-spot warning systems.
The list of standard and optional equipment on the 2010 Land Rover LR2 leans strongly toward the luxury side of its brand. All LR2s offer standard adaptive headlamps; xenon headlights; air conditioning; power features; leather upholstery; and an AM/FM/CD/MP3 player with an auxiliary port. Option packages add features such as a panoramic sunroof; DVD navigation; HD Radio; Dolby surround sound; Bluetooth; heated mirrors; a garage door opener; a CD changer; satellite radio; a heated windshield; and 19-inch wheels.
The Bottom Line: The 2010 Land Rover LR2 has the hallmarks of SUV styling, with a much more street-friendly driving feel than other big Rover utes.
Other Choices
If you like the 2010 Land Rover LR2, also consider:
- Audi Q5
- BMW X3
- Mercedes-Benz GLK
- Volvo XC60
Reason Why:
You might compare the LR2 to the Acura RDX, Infiniti EX35, and even the Lexus RX, but they have less off-roading in mind. More close competitors include three German utes and a Swedish cousin. The Audi Q5 is a leader in the class with its refined look and interior, but its optional electronic steering and suspension need work. The BMW X3 has been refined with a much better ride and steering, but it's missing the off-road cachet of the LR2. The Benz GLK echoes the Land Rover's angularity but deletes an off-road package offered to European buyers. Lastly, there's the car that shares a lot of its engineering with the LR2: the Volvo XC60. With a common powertrain and safety system, the Volvo XC60 looks softer, rides a bit more sweetly, has a wonderful interior with plush seats, and comes with a City Safety feature that applies brakes if the driver is distracted.
Buying Tip
If you're shopping for off-road ability, try the Audi Q5 and Benz GLK first. Both come close to the 2010 LR2 for trail riding, and you may prefer the Audi's interior or the Mercedes' light, swift steering.
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2010 Porsche Panamera
TheCarConnection.com drove the new 2010 Porsche Panamera to bring you this hands-on road test review. Editors at TheCarConnection.com also compared the Panamera with other sedans and researched reviews from a wide range of reputable sources to bring you a comprehensive look at the new vehicle.
High Gear Media accepted travel from Porsche to bring you this hands-on road test of the 2010 Panamera.
Likes:
Neck-grabbing Turbo power
Paddle-shifted gearbox
Unaccustomed light touch
Real rear-seat room
Dislikes:
Baby got back
Busy, half-plastic cockpit
Pervasive electronic controls
Really, the ultimate Audi
Porsche builds sports cars-but with the Cayenne SUV, the German automaker put the world on notice that it had more in mind. Now with the 2010 Panamera sedan, Porsche fills out its lineup with a truly spacious four-door that makes few compromises in its search for buyers seeking shattering power, great handling, and real room for four adults. It's no four-door coupe, like the Aston Martin Rapide or the Mercedes-Benz CLS, but a true "gran turismo." On sale in October 2009, the 2010 Panamera starts from a base price of $90,750 for the rear-drive Panamera S sedan, moving up to $94,750 for the all-wheel-drive Panamera 4S, and to $133,550 for the turbocharged, all-wheel-drive Panamera Turbo.Like no other Porsche before it, the Panamera aims for a traditional sedan silhouette, for better and for worse. As the unconfirmed story goes, former Porsche CEO Wendelin Wiedeking mandated the Panamera would have room in the backseat for his 6' 3" frame. It does-but the resulting roofline takes a compelling shape and knocks it off balance. The usual Porsche front and rear fenders frame the shape and help create a low drag coefficient, and rounded headlamps and tapered tail lamps render traditional details handsomely. The front end is low-but the rear roofline isn't, which makes the Panamera seem out of proportion, even in darker tones. As with the Bugatti Veyron, the rear end has a fastback feel that may take a few years to grow familiar. It's simply not as sleek as a Benz CLS or even four-doors like the new Jaguar XJ, and the proportions play much better on the Maserati Quattroporte. The Panamera's cabin is a blend of leather, wood, and plastic, with a little too much of the last. Porsche's ignition sits to the left of the steering wheel, which itself comes from the 911, but most of the rest of the dash touches on new styling themes that aren't always successful. Wide flanks of buttons surround the console and overhead controls, giving them gills-a strange touch when the wood and leather lend an appealing 1970s flair that's executed even better in the console separating the rear seats. The control stalks on the column feel wiggly and out of touch with the rest of the quality pieces, too.
The Panamera's ignition sits to the left of the wheel-part of Porsche tradition-and it fires up direct-injection engines related to those in the Cayenne SUV. The 4.8-liter V-8 comes as is with 400 horsepower and 369 pound-feet of torque, or with twin turbos, 500 hp and 516 lb-ft. There's scalding performance at hand-the base engine in the Panamera S and 4S vaults the sedan to 60 mph in either 5.2 or 4.8 seconds (better traction in the 4S shows up on the stopwatch). The Turbo charges to 60 mph in 4.0 seconds. With an optional Sport Chrono pack and its launch-control feature, acceleration times drop to a claimed 5.0 seconds, 4.6 seconds, and 3.8 seconds-and enthusiast magazines have clocked 3.3 seconds, equal to times in the Nissan GT-R or Porsche's own 911 Turbo. Top speed is a lofty 175 mph on non-Turbo cars, 188 mph on the Turbo.
A seven-speed, dual-clutch automatic is the sole transmission, and it has right and left paddles that act identically, allowing drivers to choose down- and upshifts by hand, if they prefer. Like the units in Audi and Volkswagen cars, it uses nested clutch packs to pre-select gears in alternating order, so shifts are quick and invisible. The Panamera will operate in manual mode with the Sport Chrono package, allowing drivers to push right to its 6,700-rpm redline and stay there through difficult corners. With the combination of the PDK gearbox and engines, Porsche says it avoids gas-guzzler taxes as it nets 16/24 mpg with non-Turbo cars, and 15/23 mpg in the Panamera Turbo. There's also a stop/start function that can be enabled to save a little more fuel. Winding around road courses at 140 mph, the Panamera doesn't generate the flat-six ripple of the 911; instead, it's more of a machined whir that's still distinctly Porsche.
The Panamera's a hefty car at more than 4,000 pounds, but Porsche dials in electronics and light steering feel to give it a different, more nimble sensation than traditional Porsches. The basic setup has the Porsche Active Suspension Management (PASM) system to tailor the suspension from softer to firmer settings. Turbos also get air suspension (optional on other models) to further aid ride control. The Porsche Dynamic Chassis Control (PDCC) system has active anti-roll bars for handling prowess, and a rear differential lock that improves traction in wet weather. With the dynamic assists, the Panamera lowers itself 0.8 inch at speeds and deploys an active spoiler to boost its grip-and still, the suspension and electronics are configured to allow a little slip and to preserve the Panamera's sporty credentials. With the Sport Chrono package, the Panamera can be set up as a real track performer, with the tautest engine, transmission, and suspension settings-though the variable steering setup remains light and nicely weighted in all versions. The electronic systems feel less direct in non-AWD cars-there's a definite level of faith to be placed in them since they react more quickly than a driver can. In all-wheel-drive cars, the Panamera simply claws its way around corners with endless enthusiasm in a predictable, game-changing way. It may not be classically 911, but it is almost without equal in sedans unless Bugatti builds one. The Panamera wears massive six-piston front and four-piston rear brakes, with optional carbon ceramic rotors. To match, Porsche fits 245/50-ZR18s front and 275/45s on back in non-Turbo cars; the Turbo wears 255/45-ZR19 front tires, and 285/40-ZR19 rears, for awesome traction. Ride quality is comfortable in most modes, with a distinct sense of tire motion and reactions making its way through the steering. It's akin to the ride quality of the tightest BMWs, and it's well suited to the Panamera's stunning capabilities.
It sounds a bit unusual, but the rear seats are more comfortable than the front chairs in the 2010 Panamera. There's plenty of room and support in either set of buckets-and the driver's seat is the one you'll arm-wrestle for-but the rears have more width, thanks to the slimmer center console, and plenty of headroom and foot room, too. It's a little amazing to have more headroom in a Porsche rear seat than in a 2010 Ford Taurus, but it's true here. The front seats ride 4 inches above the ground and feel tightly cocooned, but the rear seats sit higher and have a great view of the road, thanks to narrow front seatbacks. The rear seats have power adjustments and ventilation like those in front, though on some versions leather is applied just to the seat surface, not the sides. Behind the backseats is a cargo area that's roomy enough for four roll-aboards, and it can be easily accessed from a power tailgate with a rear window shaped like those on Porsche sports cars. All four doors have unique holders that maintain a set position on any incline, for easy exits and entries. The backseats also flip down to expose 44.6 cubic feet of cargo space, enough for two bicycles with front wheels still attached, Porsche says.
Porsche goes to other extremes to guarantee the Panamera's performance in accidents. The four-door comes with standard dual front, side, knee, and curtain airbags, as well as an active hood that pops up to mitigate injuries in car-pedestrian accidents. Rear side airbags are an option. Rearview cameras assist when backing up, and the multifunction display in the gauges allows drivers to toggle through car functions and displays, including navigation, while keeping more focus on the road ahead. All-wheel drive is a safety benefit on its own, even more so in the ferociously powerful Panamera Turbo-and Porsche permits drivers to cycle through various traction and stability control modes for all kinds of driving situations. A hill-holder feature keeps the car from rolling back on inclines when starting.
The exhaustive list of features fitted to the Panamera include cruise control; dual-zone climate control; leather seating; a panoramic sunroof; a navigation system also used in the Cayenne that has crisp displays and customizable maps; Bluetooth control for hands-free phone operation; and roller controls on the steering wheel that set the standard for tuning audio and entertainment features on the go. Among the options are a choice of wood, carbon-fiber, aluminum, or piano-black trim (the matte wood finish is particularly fine); a rear-seat entertainment system; custom-fitted luggage; four-zone climate control; a 16-speaker, 1,000-watt Burmeister audio system; XM Satellite Radio; and the Sport Chrono package, which adds another dash-mounted gauge and lets drivers watch their cornering and speeds improve via a special display on the dash screen. Adaptive cruise control is available, as are sport seats and heating and ventilation for all seating positions. While other German car companies have moved to centralized functions and a balky controller, Porsche uses lots of buttons for vehicle functions-a decision to be applauded.
The Bottom Line: The 2010 Porsche Panamera weds astonishing performance to remarkable interior space, but its styling doesn't quite gel.
Other Choices
If you like the 2010 Porsche Panamera, also consider:
Maserati Quattroporte
Aston Martin Rapide
Jaguar XJ
Mercedes-Benz CLS63 AMG
Reason Why:
The 2010 Porsche Panamera bridges a gap between traditional four-door sedans and the "four-door coupes" currently in vogue. Of all cars, it's most like the Maserati Quattroporte, which has marvelous Ferrari-inspired power and tractable handling to go with its bespoke looks. The Aston Martin Rapide and Jaguar XJ bracket the Panamera's performance with truly stunning looks and lighter-weight aluminum bodies and possibly, with the Aston, more cachet. Of all, the Panamera behaves most like the Mercedes-Benz CLS63 AMG, with scalding power, inspired comfort, and in the case of the Mercedes, a sleekly reformatted body with running gear donated by the stodgier E-Class sedan.
Buying Tips:
Without a doubt, the Panamera to lust for is the Turbo edition. With a Sport Chrono package, a matte-wood finish, the Burmeister audio system and an interesting light-brown paint job, the $133,000 sedan feels like the ultimate Citroen-Maserati--in the best possible way.
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2010 Audi S5 / Cabriolet Road Test
Editors at TheCarConnection.com drove the 2010 Audi S5/Cabriolet to bring you this hands-on road test of its styling, performance, comfort, safety, and features. TheCarConnection.com's experts also compared the new S5/Cabriolet to other sports coupes and convertibles to bring you the best shopping advice and information possible. The companion full review adds a summary of opinions from other respected automotive sites to bring you the best information from around the Web.
High Gear Media accepted travel expenses to bring you this road test of the Audi S5/Cabriolet.
Likes:
Jetlike thrust from either engine
Gorgeous styling
All-wheel-drive traction
Outstanding all-around performance
Dislikes:
Cramped rear seats
Lofty price tag
Tight trunk opening
Limited rearward vision in coupe
The performance edition of Audi's A5 coupe and cabriolet, the 2010 Audi S5/Cabriolet handsomely turns on its charm from first glance. Its sculpted flanks have a Camaro-like appeal, and rumbling V-8 or supercharged V-6 power underscores that muscle car comparison. In two-door hardtop or folding soft-top form, the updated S5 range for 2010 starts from around $50,000 to top off at $58,250 for the S5 Cabriolet with Audi's S-tronic transmission.
The S5, like the milder Audi A5 that rides alongside it in Audi showrooms, infuses a standard two-door shape with subtle hints of Italian coupes and American muscle cars. There's more than a passing resemblance to the best Chevrolet Camaros in its haunches, and up front the trademark deep Audi grille is flanked by headlamps with curlicues of LED daytime driving lights, one of the brand's latest design signatures. Audi's chief designer calls it one of his best cars ever, and TheCarConnection.com's editors admire its great proportions, curves, and sheetmetal crests. The cabin aligns with Audi tradition: A wide binnacle houses the gauges and an LCD navigation and car-function screen, while hints of aluminum, wood, or woven metal are fitted to the door panels and console. The collection of buttons and switches can seem busy, but high-quality materials and high levels of fit and finish inside mute that effect.
This year, with the addition of the Cabriolet S5 comes an entirely different powertrain from the coupe. The S5 hardtop continues to draw on a 354-horsepower, 4.2-liter V-8 engine for its hearty performance. With 325 pound-feet of torque at its peak, delivered via a six-speed manual transmission or a six-speed automatic to Audi's hallmark quattro all-wheel-drive system, the S5 Coupe hits 60 mph in 4.9 seconds and reaches a top speed of 155 mph. For the S5 Cabriolet, Audi's chosen a supercharged 3.0-liter V-6 shared with a new S4 sedan and A6 four-door. The forced-induction engine also churns out 325 lb-ft of torque, but is teamed only to a seven-speed dual-clutch transmission that's a favorite of TheCarConnection.com's test drivers. The combination of plenty of low-end torque, the paddle-shifted gearbox, and all that power delivers even faster acceleration for the Cabriolet and the same top speed, while it also attains fuel economy of 17/28 mpg.
A few new hardware systems give the S5 coupe and S5 Cabriolet amazing road-holding and cornering prowess. The Audi all-wheel-drive system is set for a power bias of 40:60 to the rear wheels, giving it more of a rear-drive performance feel. When traction fails at a wheel, the quattro system shuttles torque to the wheels with more traction. And with an optional Sports Rear Differential, the S5/Cabriolet cars can "vector" torque from side to side at the rear wheels, not just from the fronts to the back wheels. As for handling and steering, Audi offers a standard setup for electronic power steering and ride quality that can be a little harsh in the Coupe. There's also an option for Drive Select, which allows drivers to choose settings for shift quality, suspension stiffness, and steering feel. The system tends to build steering weight too quickly off center, but otherwise both the coupe and cabriolet offer flat cornering and very sharp reflexes, along a hundred-mile route taken through Napa wine country, as well as stellar braking performance.
The cockpit of the Audi S5 fits driver and front passengers well. The front seats cradle you in comfort, and the dimensions are fairly generous for leg- and shoulder room. In back, it's less well endowed; the rear seats are tight and don't provide enough legroom for adults. Thanks to the thick pillars and low roofline in the Coupe, visibility out the back while driving is pretty dismal. The Cabriolet's visibility, of course, improves with the top down, but stays about the same when the roof is up. The S5's trunk is large for the class, but the trunk opening itself is fairly small. In both the coupe and cabriolet, the rear seats fold flat into the cabin to tote longer objects. There's locking storage in the glove box and console, one-liter bottle holders molded into the door panels, and other small storage spaces in the cabin.
While neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the S5/Cabriolet, Audi scores highly with TheCarConnection.com on safety for its long list of standard features and a strong crash-test score in the related Audi A4 sedan lineup. The S5 Coupe and S5 Cabriolet both offer dual front, side, and curtain airbags; knee airbags; anti-lock brakes, traction and stability control (which can be turned off for sporty driving); active roll bars that pop up in the event of a rollover accident; and a rearview camera with parking sensors. On both, the front seatbelts are "presented" to driver and passenger at the shoulder on automatically extending arms. LED daytime running lights are also standard.
The 2010 Audi S5/Cabriolet doesn't give up any conveniences in the name of high performance; expect everything that you would find in a full-fledged luxury coupe, including power and heated everything, as well as adaptive headlamps. Standard features include dual-zone climate control, leather upholstery, satellite radio, and Bluetooth connectivity. The Cabriolet's top is power-operated and thickly lined, and folds away in just 15 seconds. TheCarConnection.com's editors would absolutely opt for the expensive add-on Bang & Olufsen sound system, as well as the navigation system and iPhone integration kits. Other options pipe warm air through the seats to the front passengers to extend convertible season. Audi's MMI controller is upgraded, and it's now easier to control navigation and audio systems with its joystick controller and LCD screen.
The Bottom Line: The 2010 Audi S5 / Cabriolet might be the most handsome German luxury two-doors available-and are surely among the best performers.
Other Choices:
If you like the 2010 Audi S5 / Cabriolet, also consider:
- Mercedes-Benz E-Class Coupe / Cabriolet
- BMW 3-Series Coupe/Convertible
- Porsche Boxster
Reason Why:
The 2010 Audi S5 / Cabriolet have true rivals within Germany itself. The Mercedes-Benz E-Class Coupe used to be the CLK-Class coupe and cabriolet; this time around, it's more controversially styled but has excellent ride and acceleration with a V-8 option. The BMW 335i Convertible offers a folding hardtop roof and twin-turbo power just a few steps behind that of BMW's M3 convertible. And though it's not a four-seat convertible, the Porsche Boxster speedster deserves a mention here as most of these convertibles aren't used as four-seaters very often.
Buying Tips:
For a slightly more practical package, the Audi S4 sedan sports the Cabriolet's powertrain and also offers the Drive Select system. An RS5 Coupe, with even more horsepower, is expected soon, but it may not be offered in the U.S. market.
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Preview: 2010 Nissan Altima
- What is it?: Nissan's sporty mid-size coupe and sedan
- The basics: A choice of four- and six-cylinder engines or hybrid drive means this is one flexible car.
- Price: $19,900-$29,600
- On sale: October 5th.
Last week the 2010 Nissan Altima was revealed prematurely revealed thanks to, oddly enough, a product recall. In the process of recalling 26,398 Nissan Maximas and Altimas, an image of the 2010 Altima was released. While a recall before the car has left the factory may not be an auspicious start to sales, the car's official reveal today shows it has a feature set that's sure to win some fans over.
Available in both Coupe and Sedan body styles with a Hybrid version of the sedan. The sedan, starting at $19,900, gets a choice of three trim levels, while the Coupe, priced from $22,440, gets four; the Hybrid, at $26,780, is only available in one well-equipped trim level.
Mechanically, the 2010 Altima Coupe gets a six-speed manual transmission available with either the 175-horsepower 2.5-liter four-cylinder or the 270-horsepower 3.5-liter V-6 engine. The only alternative is Nissan's Xtronic CVT (continuously variable transmission). The sedan is only available with the Xtronic CVT, doing away with last year's available manual. The Hybrid gets a special version of the four-cylinder engine for a combined power rating of 198 horsepower together with the electronic motor, piped through an eCVT, which isn't the same CVT as in the other models.
The Hybrid's rated 35 mpg city and 33 mpg highway is a significant upgrade over the CVT four-cylinder sedan's 23 mpg city/31 mpg highway rating. The Coupe manages an identical score to the sedan with the four-cylinder, with the manual adding 1mpg highway to the Coupe's rating. Both Sedan and Coupe also rate 19 mpg city and 26 mpg highway when equipped with the V-6 and CVT. The manual-V-6 option on the Coupe changes its figures to 18/27 mpg.
An upgraded 4.3-inch display with rear-view monitor, XM satellite radio and Bluetooth and USB inputs is now available as an option, while the Nissan Hard Drive Navigation System upgrade brings the screen to 6.5 inches and adds a 9.3-gigabyte hard-disk music/navigation system.
The front end of the 2010 Altima lineup is interestingly devoid of the hook-like headlights found on the 370Z and Maxima, giving the Altima a new design direction--or a return to the previous one. Notably bolder than the 2009 Altima, the 2010 Altima carries over many of the same styling cues, but in more extreme form. The strong character fold, following back down the side of the car from the fender, for example, was present on the 2009 model, but the new car's looks to be sharper and more expressive.
The blacked-out fog light surround and lower fascia element have been replaced by a body-colored surround and vent as well, and the wheels get a split-spoke design in place of the solid spoke of the current model. Revised interior materials freshen the look and feel.
As for the recall, several models including the 2009 and 2010 model year Nissan Maximas and Altimas have been recalled due to a faulty strut insulator located in the suspension assembly.
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