2011 Subaru Outback, 2011 Subaru Legacy Pricing Stays Put
Most of a year after their launch, the redesigned 2010 Subaru Outback and 2010 Subaru Legacy are selling like hotcakes. Subaru is on a roll, it seems, and we've noticed it in the brand's seemingly recession-proof sales figures. It was the only brand to post sales gains in 2008, and built on those numbers by another 15 percent in 2009 with no sign of slowing down in 2010.
Smartly, Subaru is mostly holding the line on pricing for its Legacy sedan and Outback crossover wagon. The base 2011 Subaru Legacy remains offered with a starting price of less than $20,000. But that base model isn't so barren. For $19,995—or $20,720 including the slightly higher $725 destination charge—you get power windows and locks, remote keyless entry, cruise control, air conditioning, tilt/telescope steering, a split fold-flat back seat, and a CD/MP3 sound system with auxiliary input and four speakers. New for 2011 are fold-in side mirrors.
For 2011, equipment hasn't changed significantly, but models with the harman kardon sound system now include XM Satellite Radio and a trial subscription.
Further upscale, the 2011 Legacy 2.5i Premium and 3.6R are unchanged, at $20,995 and $24,995, respectively, while the top Legacy 3.6R Limited starts at $28,295. Limited models come loaded with heated mirrors, upgraded wheels and tires, Bluetooth, special perforated-leather power heated seats, dual-zone climate control, a voice-control system, and more.
Subaru has eliminated the Legacy 2.5GT Premium trim and instead offers the sportier turbocharged model only in 2.5GT Limited guise, with its price up $405 to $31,395. Equipment now includes a standard moonroof as well as new carbon-fiber-look dash trim.
The 2011 Subaru Outback is up just $200 from 2010; it now starts at $23,195, or $23,920 including destination. Base sticker of the Outback 2.5i Premium is now at $24,495, while the top Outback 3.6R Limited starts at $31,495.
Plus of course both of these models have IIHS Top Safety Pick Status, which this year requires top scores for the new rollover (roof crush) test, along with front, side, and rear tests. ABS, Brake Assist, electronic stability control, front active headrests, and side and side-curtain airbags are also included across both model lines.
As for 2011, 2.5i models include a 170-horsepower, 2.5-liter horizontally opposed ('flat') four-cylinder engine, while 2.5GT models (Legacy only) get a 265-hp, 2.5-liter turbocharged four and 3.6R models have a 256-hp, 3.6-liter flat-six. A six-speed manual is standard on all four-cylinder models, but a CVT is available on 2.5i variants; all 3.6R models come with a five-speed automatic.
For both models, TheCarConnection.com appreciates the roomier, quieter cabin and more refined driving feel versus pre-2010 models, along with acceleration for 2.5GT and 3.6R models. Based on Subaru's astounding sales trajectory, we're betting that shoppers are liking what they see, too.
[Subaru]
This story originally appeared at The Car Connection
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Honda And Subaru Lead Consumer Reports’ Honor Roll For 2010
Subaru (TSE: 7270) and Honda (NYSE: HMC) are tied for the number one spot from Consumer Reports this year, based on the average of its vehicles' overall road-test scores and predicted reliability ratings.
Subaru's overall score was aided by the excellent evaluations given to the new 2010 Subaru Legacy and 2010 Subaru Outback, even though the non-profit testing organization no longer recommends the 2010 Subaru Impreza WRX. Honda and Acura models are altogether the most reliable vehicles, CR says, but its most recent models, including the new Honda Insight, were disappointing in the areas of emergency handling and backseat space.
Hyundai and Kia were most improved, thanks to the new Genesis sedan, plus the Elantra sedan and Santa Fe crossover. The Kia Optima sedan was another high-scoring model, while CR said that the Sedona minivan is the only Kia model that's shown below-average reliability.
Consumer Reports notes that Ford (NYSE: F) vehicles now rival some Honda and Ford models for reliability, and the organization now recommends 75 percent of the new Ford models it's tested, up from 70 percent last year—punctuated by CR's high ratings for the 2010 Ford Fusion and 2010 Ford Flex. GM's overall reliability still lags, but the organization notes that a number of the automaker's newer models—like the Cadillac CTS, Buick LaCrosse, Chevrolet Equinox, and GMC Acadia—score well.
Chrysler has hit rock bottom, according to CR, with even lower scores than last year and the organization saying, "Most models from the manufacturer have noisy, inefficient, unrefined powertrains; subpar interiors; and poor visibility." However Chrysler did have one Recommended vehicle this year: the new 2010 Dodge Ram—now known only by Ram—pickup.
CR has also suspended its recommendations for eight Toyota models currently affected by recall dealing with sticky accelerator pedals, though Toyota vehicles do continue to do well.
Consumer Reports points out that if performance, comfort, and safety were all that mattered, Mercedes-Benz and Volkswagen would have the top grades. However the Mercedes-Benz GLK320, Volkswagen Golf/Rabbit, and Volkswagen CC buck the trend and have earned excellent reliability ratings.
The results are part of Consumer Reports' Annual Auto Issue, which arrives in print March 2 or is now available on ConsumerReports.org.
This story originally appeared at The Car Connection
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2010 Suzuki Kizashi
TheCarConnection.com's editors have driven the new 2010 Suzuki Kizashi on a variety of roads and even on the racetrack, and they have included a host of observations and road-test driving impressions in this Bottom Line. TheCarConnection.com will also compile a Full Review, including some of the most useful comments from other reputable review sources.
Likes
Pleasant materials and trims
Quiet, well-isolated cabin
Handling and maneuverability
Premium feel at a bargain price
Dislikes
Tight headroom with sunroof
Engine is gruff when worked hard
Reflections in shiny center stack
The 2010 Kizashi is the all-new flagship of Suzuki's U.S. lineup, a sedan focusing on performance, all-weather capability, and upscale interior appointments. It's sized right between what we consider compact and mid-size in the U.S. market, though with a long 106-inch wheelbase, its cabin is almost as spacious as that of mid-size mainstays like the Toyota Camry or Nissan Altima.
The overall design of the 2010 Suzuki Kizashi doesn't bear much likeness to the concept cars of the same name that precede it, though it borrows a host of details and promises way more excitement--in terms of design and performance--than bread-and-butter segment leaders like the Toyota Camry. In the production Kizashi, there are also a number of styling details seemingly borrowed from other vehicles, but after taking it all in, the Kizashi looks like one of the better-proportioned sedans. The profile itself is elegant and a bit conservative, but it's more daring from other angles, particularly the back. Like nearly every other sedan today, it has character lines that follow from the grille and headlights, through the hood, to the beltline. And its smooth, uncreased flanks are contoured just enough to avoid being called slab-sided.
On the inside, the 2010 Kizashi feels upscale and stylish--and far from the Spartan interiors of some other four-cylinder mid-size sedans. The swoopy instrument panel design of the Kizashi could very well be that of a sports coupe. The instrument panel has two tiers, with the upper tier culminating in a hood over the gauge cluster and the lower tier curving downward toward the center console and accented with tasteful bright trim. The hooded tach and speedometer gauges ahead of the driver are simple but classy, with a now-typical multifunction trip display between the two, and heavily bolstered sport seats with a coarse cloth or ventilated leather round out the sport-sedan impression.
A gutsy 2.4-liter four-cylinder engine is the only choice in the Kizashi for now. It makes 185 horsepower (180 hp with the continuously variable transmission, or CVT) and 170 pound-feet of torque. The engine provides quite spirited acceleration either with the six-speed manual transmission or continuously variable (CVT) automatic. The manual transmission is the best choice of the two. The shift action of the gearbox is a little imprecise, but the clutch takeup is smooth and overall the Kizashi feels especially lively in the low gears of the manual, which also has a rather tall, relaxed fifth and sixth gear. The engine feels at its perkiest from 2,500 rpm up to 5,000 and there's little reward for revving it all the way to redline; at higher revs, it tends to become coarser and slightly boomy, though always isolated and smooth. With the CVT, the Kizashi is a less exciting car overall; it doesn't feel nearly as responsive, even if it can accelerate quickly. In Drive, the CVT takes too long to ramp up revs for brief passes or squirts of power. But paddle-shifters alongside the steering wheel allow access to six simulated ratios on all but base S models, and pre-ordering one of those ratios allows better responsiveness. With the CVT, the Kizashi comes either with front-wheel drive or the new i-AWD system, which is configured for enhanced cornering and managed via the stability control system. In a Kizashi with the six-speed manual, TheCarConnection.com observes 27 miles per gallon over more than 150 miles of varied driving, much of it quite spirited. CVT models of the 2010 Kizashi are actually easier on gas; EPA ratings for the Kizashi range up to 23 mpg city, 31 highway for the base CVT S model.
The 2010 Suzuki Kizashi has a firm yet very absorbent ride; on coarse surfaces, it soaks up irregularities, and even minor bumps don't boom into the cabin as in other sporty sedans. The Kizashi handles very well overall, with nicely weighted electric-boost steering that lends some feel of the road--though it tends to come across as a bit lifeless on center. The brakes, which are larger than those in rival vehicles and incorporate Akebono calipers, impart a firm, confidence-inspiring sensation, and they don't fade appreciably even with heavy use out on the racetrack.
Though the Kizashi's exterior is smaller than mid-size, its cabin manages to feel nearly as spacious as most true mid-size interiors. There's lots of legroom in front--this very tall editor didn't even need the seat back all the way--and reasonable legroom in back. The tallest drivers will want to avoid the sunroof, which cuts into precious headroom in front, and those riding shotgun might be a little disappointed that the passenger perch doesn't adjust for height. In back we found headroom just fine thanks to good seat contouring, though the position is a bit low and the back of the front seats is covered with hard plastic that isn't delightful against knees.
When there's no middle passenger, backseat occupants of the 2010 Suzuki Kizashi have a folding armrest with a sturdy double cup holder, where there's also a pass-through to the trunk. Rear-seat heating and A/C outlets are included. The backseats are split 60/40, and each side folds easily forward with the flick of a lever. No need to worry about headrests either--they get out of the way.
Overall, the Kizashi feels a little more sophisticated and detail-oriented than other mainstream mid-size sedans (or at least their base versions). Throughout the 2010 Kizashi, materials are a pleasant surprise. Nicely grained plastics pair with soft-touch and padded surfaces in most of the places you'd brush against--except for the hard side of the center stack (knees), and controls are backlit in a soft red hue, with gauges lit in a pale blue, matching the vacuum fluorescent audio and climate control displays. Controls for audio and climate have a positive, high-quality feel with a textured grip, as well as slightly angled buttons that remind us of Mercedes-Benz interiors; they wouldn't be out of place on a car costing twice as much. The USB input, for iPods or other media players, is located inside the large storage bin just ahead of the shifter, so you can close the lid and leave the electronics out of view. All trims of the Kizashi--not just the more expensive models--get sport seats that are everyday-comfortable, with enough side support for taking on mountain switchbacks. Only one factor interrupted this feeling of refinement: The pre-production test car we spent the most time in also had pronounced wind noise around the passenger-side mirror above 70 mph.
Although the 2010 Suzuki Kizashi hasn't yet been crash-tested, it comes with a class-leading eight airbags, including front side airbags, side curtain bags, and rear side bags. Anti-lock brakes and electronic stability control are also standard across the model line. In Kizashi models with AWD, the stability control system can momentarily send more power to the rear wheels and help counter a skid, whether or not AWD is currently engaged. The stability control system also enables stronger steering boost in these situations for quick countersteering.
Suzuki typically offers few if any options on its U.S. vehicles, instead including a strong list of standard features, and the 2010 Suzuki Kizashi takes that to a new level. It's offered in four different trims. The base S includes a surprisingly high level of standard-feature content, such as push-button start, sport seats, dual-zone climate control, and steering-wheel audio controls. Next up is the SE, which adds a power memory driver seat, cruise control, 17-inch alloys, and upgraded trim. A 425-watt Rockford Fosgate sound system, Bluetooth hands-free calling, Bluetooth audio streaming, fog lamps, a moonroof, and 18-inch wheels are all part of the GTS, while the top-of-the-line SLS includes leather upholstery, heated front seats, rain-sensor wipers, rear parking sensors, heated mirrors, an auto-dimming mirror, and a garage-door opener. Later in the model year, an in-dash nav system will be optional.
The 2010 Kizashi is made by Suzuki in Japan and is covered by a seven-year/100,000-mile powertrain warranty, with three years or 36,000 miles for the vehicle warranty and roadside assistance.
The Bottom Line: If you can get past the Suzuki badge itself, you'll be pleasantly surprised. The 2010 Suzuki Kizashi is sophisticated, well designed, and a lot more fun to drive than most other four-cylinder mid-size sedans.
Other Choices:
- Ford Fusion
- Mazda Mazda6
- Nissan Altima
- Subaru Legacy
- Kia Forte
Reason Why:
With dimensions that are closer to mid-size sedans like the Toyota Camry in looking at its cabin but closer to compacts like the Corolla when considering overall dimensions, the 2010 Suzuki Kizashi lands in an underrepresented part of the U.S. sedan market. But it doesn't take on those bread-and-butter family sedans like Accord, Camry, and Malibu. Instead--even though Suzuki succeeds in making the Kizashi a lower-budget alternative to the likes of the Audi A4 or Acura TL (both about the same size as the Suzuki)--its main rivals are the sportier mid-size sedan models, along with a few of the most attractive, spacious compacts. The Kizashi has a little more style and personality than the Ford Fusion, although the Fusion handles surprisingly well; it also feels more nimble than the Mazda6 and feels considerably firmer and sportier than the new Subaru Legacy, which has standard all-wheel drive. Both the Legacy and Altima have cheaper-feeling interior appointments and less-supportive seats but share the choice of manual transmission or CVT. Finally, for those considering the base Kizashi S model, the stylish new Kia Forte is one of many compacts that starts at a considerably lower price--with an interior that might feel almost as spacious--but it doesn't have the refinement and sophisticated driving feel offered by the Kizashi.
Buying Tip
Consider that all models but the base 2010 Suzuki Kizashi S trim include steering-wheel paddle shifters. If you live in a hilly or mountainous area and want the CVT, it's a useful feature that helps you keep your hands on the wheel.
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2009 Saab 9-3
To bring you this inclusive review on the 2009 Saab 9-3, editors scoured the Web for input and insight from reviewers and combined them with their own firsthand driving impressions, so you can feel confident that you have all the information.
Likes
Base turbo engine is both strong and fuel-efficient
Crisp steering and great handling
Nice interior design
Dislikes
Pricey, even compared against luxury competitors
Too-firm ride in Aero and Turbo X
Cut-rate GM switchgear is obvious in a few cases
The Saab 9-3 is a roomy compact model that borders on mid-size, despite the fact that it's now the smallest model in Saab's lineup. The 9-3 comes in sedan and versatile wagon (SportCombi) body styles, as well as a convertible.
The 2009 Saab 9-3 comes in two models: base and Aero. A 210-horsepower, 2.0-liter turbocharged inline four-cylinder engine propels the base model, while the high-performance Aero model gets a 280-hp, 2.8-liter turbocharged V-6 engine (the figures represent a new boost in horsepower for 2009). At the top of the range is the Turbo X model, which brings a stronger, 280-hp version of the turbo V-6 and an all-wheel-drive system. Both models come with a six-speed manual transmission, with an automatic transmission optional on each: five-speed for the base, six-speed for the Aero. For 2009, Saab's XWD all-wheel-drive system is optional on 2.0T models.
Saab's electronic limited-slip differential manages power from side to side to help maintain grip and poise in very enthusiastic on-the-road driving. For 2009, it's standard on the Aero V-6 XWD, as well as the Turbo X.
A lowered sport-tuned suspension is added to the 2009 Saab 9-3 Aero models to take advantage of the added power, and the Turbo X gets an even more aggressive setup, along with upgraded brakes, Y-rated tires, and rear body leveling. Inside, it also garners carbon-fiber trim and a different steering-wheel design, and it's available in only Jet Black Metallic.
Handling is a strong suit; the 9-3 has better steering than most front-wheel-drive sport sedans, with good road feel, and the 9-3 feels more agile and tossable than most cars its size. The base model of the 2009 Saab 9-3 has a firm ride that's absorbent enough for driving on rough, urban highways, but the Aero models have a stiffer tuning that's less comfortable and transmits some coarser surfaces as road noise.
Inside, the 2009 Saab 9-3 models have Saab's traditionally stark appearance, which was spiced up a bit with an interior redesign for 2007. Nice, well-bolstered seats bring an upright driving position with a good view outward, but the backseat is very cramped and lacks the legroom necessary for adults. The trunk, however, is quite spacious.
In the 9-3 SportCombi wagon, the 60/40-split backseats fold forward to create a large, continuous space for cargo. A hidden, underfloor storage area provides added room for valuables.
The often-overlooked 2009 Saab 9-3 Convertible has an especially roomy trunk, yet it can stow away its soft top in just 20 seconds. The 9-3 Convertible remains one of TheCarConnection.com's favorite convertibles for practical everyday driving and cruising.
The 9-3 achieves only middle-of-the-road four-star results for frontal and side impact in the federal government's tests. It is, however, rated "good" in all of the insurance-affiliated IIHS tests. Electronic stability control is standard on all 2009 Saab 9-3 models, as are active head restraints, front side airbags, and side-curtain bags for outboard passengers.
The options list on the 2009 Saab 9-3 is quite short but includes a navigation system and a Cold Weather Package of headlamp washers and heated seats. The options list is brief in part because the standard features list is long; even base 9-3 models come equipped as luxury cars, with most commonly expected conveniences standard. Aero models add upgraded leather sport seats, xenon cornering headlamps, a moonroof, fog lamps, and a Bose Centerpoint surround-sound system. New for 2009 is upgraded OnStar 8.0, which includes turn-by-turn navigation and Bluetooth.
The Bottom Line: Despite rather conservative styling, the 2009 Saab 9-3 is one of the boldest performers in its class.
Other Choices
If you like the 2009 Saab 9-3, also consider:
- Volvo S60
- Subaru Legacy GT
- BMW 3-Series
- Audi A4
Reason Why:
The Saab's other Swedish rival, the Volvo S60, is worth consideration; the S60 has more passenger comfort but doesn't feel nearly as sporty. At the top end of the 9-3's range, the BMW 3-Series might also be taken into account, especially in top 335xi trim. This is where the less recognized 9-3 seems priced a little high, at about the same as the BMW. The base 2009 Saab 9-3 2.0T sedan competes with the A4 2.0T, which also comes with a torquey, turbocharged four-cylinder engine. Next to the 9-3, the A4's interior is simply more stunning and opulent than that of the 9-3, even though the Saab's cabin feels pleasantly different. The Subaru Legacy GT, with its 250-hp turbocharged version of the automaker's flat-four engine, is priced about the same as the base 9-3 and offers similar performance, though it comes with standard all-wheel drive, a feature only offered on the top 9-3 Turbo X. Wagon shoppers looking at the SportCombi should also consider the Volvo V50, the BMW 3-Series Sports Wagon, or the Audi A4 Avant, while convertible shoppers might also look at the Volkswagen Eos.
Buying Tip
If you're looking for exclusive luxury-style service at the dealership, you might be slightly disappointed, as Saab dealerships are rarely standalone facilities and more often sold alongside other brands.
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2009 Subaru Outback
Experts at TheCarConnection.com know that your next car-buying decision is sure to be an important one. For this reason, editors have scoured the Web to bring you highlights of some of the Web's most thorough reviews of the 2009 Subaru Legacy Outback. Editors also include their own driving opinions, along with their no-nonsense Bottom Line take, so that you can make the best decision possible.
Likes
Tough suspension is smooth-riding but ready for light off-roading
Handles well
Safety record
Feature set can be basic or lavish
Dislikes
Base engine can be coarse
Stark interior
Road noise
The 2009 Subaru Outback lineup includes several versions, including a wagon body style. All receive the rugged treatment, picking up a raised heavy-duty suspension and body-side cladding that hints at greater brawn. The Outback is otherwise mechanically similar to the Legacy sedan, which is covered by a separate review.
The Outback is offered in a wide range of models, now ranging from the basic 2.5i up to the sporty XT Limited and luxurious 3.0R Limited. The 2.5i and 2.5i Limited models get a 168-horsepower, 2.5-liter horizontally opposed ("flat") four, while the 2.5 XT and XT Limited upgrade to a high-performance turbocharged 2.5-liter flat-four making 243 hp. And at the top there's a 245-hp, 3.0-liter flat-six powering the 3.0R.
With the base engine, the 2009 Subaru Outback has adequate power with a light load, but if you plan on hauling a lot of stuff or driving in the mountains, the engine can feel taxed. It's made worse by the four-speed automatic, which can shift abruptly and has rather widely spaced gears. The turbocharged engine in the XT is the most responsive, with none of the lag that sometimes plagues turbos, but the six is the smoothest and most refined.
Across the line, the Outback models get all-wheel drive and have up to 8.7 inches of ground clearance, which may prove very useful in deep snow or mud. Subaru models with the base engine have either a five-speed manual or four-speed automatic transmission, while XT models get either a six-speed manual or five-speed automatic, which includes Sportshift paddle shifters. At the top, the six-cylinder engine comes with just the five-speed automatic.
Models with the turbocharged four or the six-cylinder engine get SI-Drive, a system that has three different modes allowing throttle response, transmission shift, and other characteristics to change from smooth to sharp as desired in the 2009 Subaru Outback.
Despite having the heavy-duty suspension, Outback models handle very well on the road, with crisp, rather communicative steering and not much body lean; ride comfort is quite good as well, but road noise can be an issue inside.
Overall, the interior is rather basic but attractive with matte-metallic materials and mid-grade plastics. There are no overt luxury pretenses here, except in the top models, which pile on the convenience features and upgrades. Seating in the 2009 Subaru Outback is comfortable for five normal-sized adults, though front-seat occupants might find headroom tight with the available moonroof. A 440-watt Harman-Kardon premium audio system is standard across the line for 2009.
Anti-lock brakes, front-seat side airbags, and active front head restraints are all included. For 2009, Subaru's electronic stability system is standard across the line. The Subaru Outback receives top five-star results from the federal government in both frontal and side impact tests.
Top 2009 3.0R Limited models get a navigation system, upgraded heated seats, dual-zone climate control, leather trim, and a six-speaker sound system. Some of the latest expected tech features, such as a Bluetooth interface, an iPod interface, and live traffic updates, aren't available.
The Bottom Line: The 2009 Subaru Legacy Outback boasts more toughness than most wagons and is a good, practical alternative to tall, ungainly SUVs.
Other Choices
If you like the 2009 Subaru Outback, also consider:
- Volkswagen Passat Wagon
- Volvo XC70
- Audi A6 Avant
Reason Why:
If you like the 2009 Subaru Outback, you might also consider the Volvo XC70, Audi A6 Avant, or Volkswagen Passat Wagon. Although a number of the more upscale compact SUVs might be a substitute for the 2009 Subaru Outback, all of the rugged wagon alternatives are somewhat pricier. The Passat wagon is a spacious and safe alternative; its 2.0T engine is both more fuel-efficient and more powerful than the Outback's standard engine. But the 4Motion all-wheel-drive system is no longer available; the VR6 engine option is gone, too. The Volvo XC70 costs just a few thousand more than a fully loaded Outback, yet it has a much more refined, distinctive interior that also feels a bit roomier. The Volvo also excels in safety and safety features. The Audi Avant wagon model is another possibility that's about the same size as the Outback, though it comes only in V-6 form, with all-wheel drive, and is priced well over $50,000.
Buying Tip
Watch the bottom-line price on the Outback, as top-of-the-line 3.0R models can quickly approach luxury-brand prices; the best value is at the bottom of the price list.
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2009 Infiniti G37 Sedan
TheCarConnection.com surveyed a wide range of reviews and road tests on the new 2009 Infiniti G37 Sedan to bring you some of the prevailing opinions. TheCarConnection.com's editors have also driven the G37 Sedan and bring you more details and impressions, along with an overall assessment, in this Bottom Line.
Likes
Excellent handling and poise
Great steering feel
Awesome braking
Sport seats
Dislikes
Road noise
Backseat
Ride clearly sacrificed for handling
New 7AT sometimes shifts roughly
Infiniti completely redesigned its G35 sport sedan for 2007; now for 2009 the G gets an even more powerful 3.7-liter engine and seven-speed automatic and is appropriately renamed the G37 Sedan.
Appearance-wise, the G Sedan has changed very little for 2009, and that's a good thing. The 2009 Infiniti G37 Sedan has a rakish silhouette that shouts rear-wheel-drive sport sedan, and its styling involves clean expanses of sheetmetal--a nice departure from the excessive body creases in many models' flanks nowadays. It contrasts nicely with crisp contour lines around the headlights and grille, and a trunklid spoiler is subtle. The overall effect is at once tasteful and conservative, yet also aggressive and sporty.
Inside, the G37 has the cockpit feel of a sports coupe in front, with narrow footwells, a rather low seating position, and a prominent center console that wraps back between occupants. Big round dials are set directly in front of the driver, and a strong beltline wraps around to the door panels. A screen mounted top and center accesses audio and climate functions, while supplemental controls are just under the screen.
The new 3.7-liter V-6, which debuted on the G37 Coupe last year, makes 328 horsepower and 269 pound-feet and is mated to an all-new seven-speed automatic transmission or a six-speed manual. All-wheel drive is available, but only with the automatic. Underneath there's a firm, sport-tuned four-wheel independent suspension, and power steering adjusts effort according to vehicle speed.
Despite the bump in power, the new Infiniti G37 Sedan gets better fuel economy than the old G35; with the automatic transmission it now rates at 18 mpg city, 26 highway. TheCarConnection.com failed to meet these estimates, seeing mid-teens around town and 24 mpg over an exceptionally gentle highway run.
The G37 Sedan is one of the most responsive, communicative, and fun-to-drive sport sedans in its class. The larger V-6 feels stronger throughout the rev range and has enough thrust to satisfy most rabid performance enthusiasts, though it's more obtrusive than former 3.5-liter versions of this engine and not as smooth through the rev range as BMW's excellent turbocharged six in the 335i. Its character is a bit raspy, turning raucous when revved upward to its 7,600-rpm redline.
The new seven-speed automatic transmission in the 2009 Infiniti G37 Sedan pulls off snappy and smooth shifts when accelerating hard, but shifts become lumpy when light on the throttle, and it seems indecisive right after making sharp right-hand corners at intersections. The transmission feels more in its element when driving aggressively on a tight, curvy road, as the solid-magnesium steering-wheel paddle shifters (included on G37 Journey and G37x AWD models) command a quick downshift that includes a throttle blip. Those who like a manual transmission will find the six-speed very satisfying.
For those who value steering and handling above all else, the G37 Sedan is TheCarConnection.com's pick of the sport-sedan stable--even, quite possibly, better than the BMW 3-Series. But also be aware that the G37 isn't the right choice for those who expect a lot of refinement and silence in their luxury sport sedan. The G37's ride isn't downright jarring, but it's quite firm, and road noise is more prominent inside than it is in most other sport sedans. That said, the G37 Sedan can bring all the capability and thrills of most top-echelon sport coupes.
Optional on the rear-wheel-drive Sport models is the new Four-Wheel Active Steer system, which helps make quick changes of direction a little crisper and more stable. 2009 Infiniti G37 Sedan Sport models also include a Viscous Limited Slip Differential, in addition to a host of track-worthy upgrades like larger vented disc brakes, sport steering gear, W-rated performance tires, and more aggressively bolstered sport seats with active head restraints and thigh extensions.
The G37 Sedan offers decent space in front; even the standard seats have good support, though others might find it a bit narrow and snug. Headroom is somewhat scarce but good enough for most. The backseat is hardly a place for adults to spend long periods of time. Headroom is OK, but the lower cushions are short, legroom is tight for the tallish, and seatbacks feel more reclined than they should be. Trunk space is a pleasant surprise, but instead of folding forward, the backseats only include a pass-through good for skis and such. The overall look and feel of the G37's cabin is impressive; it's put together tightly and the materials have more in common with those in Infiniti's upscale M. The standard metallic finish has a nice look, but the available African rosewood makes it feel like a warmer luxury sedan.
The 2009 Infiniti G37 is offered in four different models for 2009: Base, Journey, Sport, and the G37x AWD. The Base, Journey, and AWD models are very well equipped, with only slight differences in equipment; Journey models include dual-zone climate control and a six-disc changer, while AWD models get heated seats and mirrors in addition to the Journey upgrades. The Journey isn't that much pricier, but you'll need to step up to it to add any of the G37's impressive options, including a navigation system with XM NavTraffic and a 9.3-gigabyte Music Hard Drive, Adaptive Front Lighting, and Intelligent Cruise Control with a Preview Braking safety feature.
Crash-test ratings for the G37 Sedan have been respectable, with four- and five-star results from the federal government and top "good" scores from the IIHS for frontal and side impact. The only concern is a "marginal" rating from the IIHS in its seat-based rear-impact test. Electronic stability control is standard on the G37, as are anti-lock brakes with Brake Assist, front side airbags, and side-curtain airbags that cover front and rear outboard occupants.
Bottom Line: The 2009 Infiniti G37 is a true sport sedan; it may be a little harsh for poseurs, but true driving enthusiasts will love it.
Other Choices
If you're interested in the 2009 Infiniti G37 Sedan, also consider:
- Acura TL
- Audi A4
- BMW 3-Series
- Lexus IS
- Subaru Legacy GT
Reason Why:
The BMW 3-Series is the G37 Sedan's model natural rival; like the G37, it has head-of-the-class handling ability, with a poise and balance that builds confidence. TheCarConnection.com's editors dare say they like the steering feel of the 2009 G37 Sedan even better than that in the latest 3-Series. But compared to the G37, the 3-Series comes across as a more refined, more composed car in such respects as ride and noise. The new Audi A4 is an even more refined competitor; its beautiful interior leads the group, with top-notch materials and a cohesive design inside and out. With its new rear-biased Quattro all-wheel-drive system and a greatly improved weight balance, it's a blast to drive as well. The Lexus IS is competent, but just not up to the lofty standards of the other vehicles in this group; its interior is a bit cramped and lacking in personality, and it just doesn't feel as spirited overall. The Subaru Legacy is another alternative; in track-worthy Legacy GT Spec.B trim, the Legacy has the goods to keep up with the G37 on a twisty road. But with 85 more horsepower, the G37 will leave it in the dust on straightaways. The Spec.B also isn't any cheaper than the Infiniti, and you get much better dealer service from the luxury marque.
Buying Tip
Unless you plan to spend your weekends at the track working on lap times, you probably won't be able to detect the difference from the Four-Wheel Active Steer system, which is a $1,300 option on the G37 Sport model.
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2007 Acura TSX
At TheCarConnection.com, experts have pulled together reviews of the 2007 Acura TSX from across the industry to cull the best possible input for buyers. Editors from TheCarConnection.com have also added their own firsthand experiences with the car to provide a complete overview.
Likes:
Fun to drive with manual transmission
Smooth and rev-happy engine
Excellent, supportive front seats
Classy design will age well
Dislikes:
More road noise than typical
Tight backseat
Recalcitrant automatic transmission
The 2007 Acura TSX is the lowest-priced Acura, a front-wheel-drive compact sport sedan with a 2.4-liter i-VTEC four-cylinder engine making 205 horsepower. The 2007 TSX offers a choice of a close-ratio six-speed manual transmission or the five-speed Sequential SportShift automatic transmission.
Overall, the TSX is more enjoyable to drive with the manual transmission than the automatic. The manual has one of the nicest linkages in the market, but the automatic can be hesitant at corners and grades.
Although the appearance of the TSX is conservative, it feels anything but that behind the wheel. The brakes respond firmly and confidently; the suspension brings a good combination of nimble control, yet soaks up potholes; and the steering is responsive and communicative, thanks in part to a great variable-assist power steering system. It gets good fuel economy of up to 31 mpg on the highway, but the '07 Acura TSX does drink premium unleaded fuel.
Inside, the 2007 Acura TSX remains far from cutting-edge in look and feel, but it maintains the updates of 2006 (including the multi-info display, matte-metallic surfaces, and a revised steering wheel and gauges). The switchgear is simple but solid. The seats feel good in the front, but backseat legroom is a problem for adults.
Despite the fact that the Acura TSX is the entry-level rung of the 2007 Acura line, the convenience features are good. Look for a power moonroof, a rearview mirror that dims automatically, and a Bluetooth setup for hands-free calling. Leather upholstery is also standard.
The 2007 Acura TSX can't boast a strong overall showing in the battery of U.S. crash tests. In IIHS trials, the 2007 TSX scores well for frontal impact (a rating of "good"). Federal test scores give the TSX five stars for frontal impact, and four to five stars in side impact. Other tests aren't as resoundingly positive; side impacts score "acceptable," and rear impacts score "poor." Regardless, features include anti-lock brakes, electronic stability control, and front side and side-curtain airbags.
The Bottom Line: For drivers seeking a fun-to-drive sport sedan and don't mind a conservative look, the 2007 Acura TSX is a smart choice.
Other Choices
If you like the 2007 Acura TSX, also consider:
Audi A4 2.0T
Nissan Maxima
Saab 9-3
Subaru Legacy GT
Reason Why
The key features that draw most buyers to the 2007 Acura TSX are price and the positive associations of the Acura name itself. The TSX is also a front-wheel-drive sedan in a category that includes many all- and rear-wheel-drive models. The BMW 3 Series and Infiniti G35, for example, have rear-wheel drive and will probably feel different to drivers who like the ride of the TSX. One good option might be the Saab 9-3, which has a base price close to that of the 2007 TSX. Horsepower is similar (210 hp in the Saab), the manual transmission is a good match, and the cabin design is very much the same, with spacious front seats and a tight backseat. Another option might be the Audi A4 2.0T, which has a 200-hp, 2.0-liter turbocharged engine. The Audi comes with a turbocharged, direct-injection four-cylinder that feels a bit more powerful than rivals while offering better fuel economy. Drivers might also consider the larger, roomier Maxima if they want something with a sporty feel like the TSX but with more backseat space. The engine is bigger (V-6 with 255 hp). Last but not least, drivers might consider the Subaru Legacy GT, which adds a more powerful engine (250 hp turbocharged flat-four), but lower gas mileage. The GT throws in the bonus of all-wheel drive.
Buying Tip
Those who like enthusiastic driving on curvy roads might want to upgrade the standard Michelin all-season tires on the 2007 Acura TSX with some stickier summer-performance treads.
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2008 Dodge Magnum
TheCarConnection.com's editors yelled "Wagon hoooooo," and tested the 2008 Dodge Magnum station wagon, including the car's V-6- and V-8-powered models. To these evaluations, TheCarConnection.com's editors have integrated the opinions and findings published by the latest reviews on the new 2008 Dodge Magnum. All of this research has gone into this comprehensive review.
Likes
-Wagon practicality
-SUV capabilities, sedan handling
-Improved instrument panel design
-V-8 engine rumble and power
-Muscle-car attitude
Dislikes
-HEMI is thirsty
-Stiff ride
-Anti-lock brakes and side airbags optional
-Interior materials not as nice as in Chrysler 300
-Discontinued
You've heard the saying about saving the best for last? Well, Chrysler has done that with the 2008 Dodge Magnum station wagon. After improving the car for 2008, the decision was made to axe the model from the 2009 roster due to budget cuts--too bad more people didn't discover how good this car was, especially in comparison to oversized and underutilized SUVs that so many drivers are living with today.
The Magnum, a true Motor City hauler, was introduced in 2005 alongside the Chrysler 300 and benefited hugely from the then-current ownership of Chrysler by Mercedes-Benz. Like the 300, the Magnum rides on a Mercedes-Benz-designed suspension, and its chassis remains one of this car's strongest assets.
As noted, Dodge's 2008 Magnum wagon shares its architecture with the Chrysler 300 and the Dodge Charger sedans, but its tapered roofline and chopped stance give it a unique silhouette. The wagon's exterior has been updated for 2008, and changes include a new crosshair grille, more chrome, and new fog lamp details, along with a more angular hood. TheCarConnection.com team has (mostly) liked the look of the Magnum, and these changes have refined its appearance.
Under that long, low hood, 2008 Dodge Magnum models have a 2.7-liter V-6 rated at 190 horsepower; next up is a 3.5-liter V-6 and 250 horsepower, available in the mid-level SXT, with or without all-wheel drive. Both V-6 engines come with four-speed automatic transmissions. Anti-lock brakes and electronic stability control are optional on the base SE, but are standard on all other models. A group option including front/side airbags and two-row side curtain airbags is availale. Referencing safety, the Magnum crashes pretty well according to government test data.
The all-wheel-drive system adds weight, and in the opinion of testers from TheCarConnection.com, the V-6 isn't quite powerful enough to keep the Magnum hustling with that option. In the standard rear-drive setup, the V-6 is perfectly adequate. To step up to the V-8, you need to move to the 2008 Dodge Magnum R/T models, which are powered by a 5.7-liter HEMI V-8 that offers 340 horsepower and comes with a five-speed automatic and cylinder deactivation technology to improve fuel efficiency. All-wheel drive is available with the V-8 and also gets you 19-inch wheels standard. With the HEMI, the extra weight of the all-wheel drive is inconsequential.
If you're lusting after a serious Boss Wagon that will trounce all manner of performance cars, Dodge offers an SRT8 version of the Magnum. It sports a 6.1-liter HEMI V-8 and 425 horsepower. It comes with 20-inch wheels, a sport-tuned suspension, huge track-tested brakes, and other substantial performance upgrades. A backseat DVD entertainment system with Kicker Mobile Surround Sound is available in SRT8 models.
Regardless of which 2008 Dodge Magnum you choose, inside, the instrument panel has been redesigned with a new set of gauges, a center console, and new door trim panels. The changes are welcome improvements, as the Dodge's interior isn't its strongest asset. Editors from TheCarConnection.com have often griped about the short-thrifting Dodge interiors seem to get compared to their Chrysler counterparts (the Chrysler 300's interior is quite nice when compared to the Magnum's). The cup holders now have nifty LED lighting, so you can see where to put your drink when it's dark out (very important, eh?), and the seats wear new cloth for '08. Also, the poorly located cruise control stalk has been repositioned to the 4 o'clock place behind the steering wheel.
Options include a filter for cabin air; heated front seats; a power passenger seat; dual-zone automatic climate control; express-up and -down power front windows; and an auto-dimming rearview mirror. For Dodge, 2008 also made an AM/FM/CD player with MP3 capability standard; audio systems can include the MyGIG hard-drive entertainment package and Sirius Backseat TV.
The Bottom Line
The 2008 Dodge Magnum still is a much better alternative than the SUVs and crossovers most people choose over it.
Other Choices
If you're interested in the 2008 Dodge Magnum, also consider:
- Ford Taurus X
- Chevrolet Traverse
- Subaru Legacy Wagon
Reason why
If you're considering a 2008 Dodge Magnum, there are a couple of other near-wagon alternatives worth looking at. The Ford Taurus X is a crossover (really a tall-roof wagon) built on the same platform as the previous-generation Volvo XC90. The Taurus X is bigger than the Magnum, but offers none of the Dodge's handling or V-8 performance potential.
The new Chevrolet Traverse is another crossover. The Traverse is significantly larger than the 2008 Dodge Magnum and can seat up to eight comfortably. However, the Chevy's heavy curb weight and the crossover's 3.6-liter V-6 can't deliver nearly the performance of the Magnum.
Another alternative is the new Subaru Legacy Wagon. The Legacy is dwarfed by the Dodge Magnum, and accordingly offers much better mileage from its four- and six-cylinder engines. The Legacy features all-wheel drive as standard equipment.
Buying Tip
Once a model has been identified as going out of production, it becomes something that the manufacturer and dealers want to clear from their inventories as soon as possible. Use this truth to your negotiating benefit.
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2008 Nissan Maxima
As the experts at the TheCarConnection.com put together this review covering the 2008 Nissan Maxima, they incorporated opinions from a number of reviews and their differing viewpoints. And to make this especially useful, TheCarConnection's editors included their own experience driving the Maxima.
Likes
-Supportive front seats
-Steers and handles responsively
-Very quiet, comfortable cabin
Dislikes
-Outside styling doesn't stand out from the Altima
-V-6 doesn't feel sporty with CVT automatic
-No standard stability control in a top-of-the-line model
The flagship sedan of the line, the 2008 Nissan Maxima, carries over with few changes after a major update for the 2007 model year. In that update, the Maxima received a new front end and grille, new headlights, a restyled rear end, and a freshened interior layout with a new design center stack.
The 2008 Nissan Maxima is powered by the 255-horsepower, 3.5-liter 24-valve V-6 engine, which ranks as one of the smoothest and most responsive engines its size. All Maxima models now have a "gearless" CVT automatic, with a manual gearbox no longer offered. The CVT works very well with the V-6, with plenty of power on command, and it has a manual mode with simulated gears, but the omission makes the Maxima feel like less of a sport sedan. Otherwise, the Maxima handles crisply and is quite entertaining to drive on a curvy road, while the ride is firm yet supple.
Inside is where the 2008 Nissan Maxima proves that it's a premium sedan, versus just a gussied-up Altima. The front seats are quite aggressively contoured to help hold you in place in corners, and the instrument panel and dash follow an aggressive styling theme. Trim and materials are a step up from the norm, and the interior is as hushed and refined as many luxury-brand sedans. There's a so-called Elite Package that commands dual heated sport bucket seats in back instead of the standard bench--along with a rear sunshade, upgraded sound system, heated steering wheel, xenon headlamps, and other goodies.
Nissan's panoramic SkyView glass sunroof is a standout feature of the 2008 Nissan Maxima. Though it doesn't open like a sunroof, it replaces a huge section of roof with open-to-the-sky glass, like a skylight.
There are two basic trim lines on the 2008 Nissan Maxima: the SE and the more luxury-oriented SL. The two models have different suspension calibrations, with the SL being more comfort-oriented. DVD-based navigation is available, as is Bluetooth wireless communication capability and an upgraded stereo with MP3 player.
For 2008, Nissan will offer a Platinum Edition Package on both trim levels. It features a memory function for the outside mirrors, the steering wheel, and the driver seat; lumbar support for the driver seat; xenon headlamps; auto-dimming rearview mirror; rear parking assist; a heated steering wheel; and Bluetooth connectivity. Both XM and Sirius Satellite Radio are also on the options list.
The 2008 Nissan Maxima has an unimpressive set of safety features and below-average crash-test results for its class of vehicles, which tend to do quite well. In the federal government's tests, the Maxima got four- and five-star results, but it got four stars in side impact, and in the more demanding IIHS tests, it only received "marginal" ratings for side-impact and rear tests. Front side airbags, side-curtain bags, active front headrests, and anti-lock brakes are standard on the 2008 Nissan Maxima, but stability control remains optional for '08.
The Bottom Line
The 2008 Nissan Maxima is a bit more aesthetically appealing than a top-of-the-line Altima or Accord, but it doesn't perform any better.
Other Choices
If you like the 2008 Nissan Maxima, also consider:
-Acura TSX
-Audi A4
-Subaru Legacy GT
-Volkswagen Passat
Reason why
The 2008 Nissan Maxima is very comfortable and refined inside, with especially attractive appointments, but it doesn't have the exterior styling or the performance of other sport sedans in its price range, like the Acura TSX and Audi A4--and both of those bring the better dealership experience associated with luxury brands. The Subaru Legacy GT doesn't compete with the Maxima on the level of refinement, as it's quite a bit louder inside and its powertrain is coarser, but it rivals the Maxima for performance and has standard all-wheel drive. Then there's the Passat, which in V-6 form feels especially refined and comfortable, also with a standout interior.
Buying Tip
The base 2008 Nissan Maxima SE actually starts slightly lower in price than the top-of-the-line Altima V-6.
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2008 Mazda6
To put together this comprehensive review on the new Mazda6, the automotive experts at TheCarConnection.com searched to find some of the best reviews on the Web. Then the experienced editors at TheCarConnection.com included their driving impressions of the Mazda6 to help yield an especially useful review.
Likes
-Still one of the best-handling affordable sedans
-Base engine and manual transmission are a peppy combination
-Hatchback model makes a lot of sense
-Fuel efficiency (with the four-cylinder)
Dislikes
-Styling looks quite dated, especially inside
-Cramped back seat, and for some, tight headroom
-More road noise than typical
-Sluggish throttle can hamper V-6 experience
-Electronic stability control not offered
Mazda's mid-size sedan, the Mazda6, returns for 2008 with some changes to the lineup; the 2008 Mazda6 is still also available as a five-door hatchback, but the Sport Wagon has been discontinued. In addition, the Mazda6 loses its hot sports version, the Mazdaspeed6, for 2008.
The standard 2.3-liter four-cylinder engine is rated at 156 horsepower; the optional 3.0-liter V-6 makes 212 horsepower. A five-speed manual gearbox is standard on the base 2008 Mazda6 model, with a four-speed automatic transmission available optionally; V-6s can be mated to a six-speed automatic gearbox.
The Mazda6 is several hundred pounds lighter than most mid-size sedans, so don't let its unimpressive horsepower figures scare you away. The 2008 Mazda6 has peppy performance with the nice, refined four-cylinder engine and manual transmission, while the V-6 feels torquey and responsive from just about any speed, with either the manual or automatic. A sluggish throttle calibration on the V-6 keeps it from being as much fun as it should be, though, and with better fuel economy of 21 mpg city, 29 mpg highway, the four-cylinder is the best choice if you prefer the manual.
Handling is one of the Mazda6's strongest selling points. It has very crisp, direct steering, and the Mazda6 has great poise in corners, with very little body lean. The ride is quite smooth and absorbent, though there's an underlying firmness, so railroad tracks and potholes can be jarring.
The Mazda6's interior styling, considered among the best five years ago, is now becoming quite dated, but it still manages to look attractive. However, the climate and audio controls are quite low in the driver's field of vision, and the controls are unnecessarily odd (buttons that appear to be knobs), while the display is mounted higher. Front seats in the 2008 Mazda6 are very firm, supportive, and comfortable, with better lateral support than most mid-size sedans--headroom can be right for taller drivers, though--but the backseat is downright cramped unless the front seats are quite far forward. In the hatchback mode, loading and unloading is a bit easier, and the seats fold forward to create a more useful cargo area than in the sedan.
In the 2008 Mazda6 lineup, four-cylinder models are designated 'i,' while V-6 models are designated 's.' Both come in VE, Touring, and Grand Touring models, while the sedan also comes in a base model. VE models come quite well equipped, with steering-wheel audio controls, a six-disc changer, cruise control, and an alarm system, but top Grand Touring models upgrade to a host of upscale features including a moonroof, HID headlamps, heated mirrors, leather-trimmed heated seats, and automatic climate control. Sirius Satellite Radio is available; other options on the list include remote engine start and a voice-activated navigation system.
The 2008 Mazda6 has crash-test results that are respectable but not at the top of its class. In the federal crash tests, the Mazda6 was rated five stars for frontal impact but four stars for side impact, with a Good rating for frontal impact and a Marginal rating for rear impact from the IIHS. The Mazda6 now has most of the standard safety features that are expected in the mid-size class, including front side airbags, side curtain airbags, and anti-lock brakes. However, electronic stability control, a lifesaving feature that is rapidly becoming expected in this class, is not offered.
The Bottom Line:
The 2008 Mazda6 lags behind the competition in terms of space and practicality, but it's still among the most fun-to-drive affordable sedans.
Other Choices
If you like the 2008 Mazda Mazda6, also consider:
-Ford Fusion
-Nissan Altima
-Subaru Legacy
-Volkswagen Passat
Reason why
The Ford Fusion, which is loosely based on the Mazda6 and shares some components, is also a lot of fun to drive, but it feels more contemporary than the 2008 Mazda6 with more aggressive, upright styling and options that include the SYNC communications and entertainment interface. The Fusion also has a roomier backseat than the Mazda6, though it's still not best-in-class for space. Then there's the Altima, which is somewhat cramped in back but is considerably larger--about the size of the Camry, Accord, and Malibu--on the outside. Like the Mazda6, the Altima favors a sporty feel at the slight expense of ride comfort. Sized more closely to the Altima is the Volkswagen Passat, which in base 2.0T form is quite quick yet more fuel-efficient than the Mazda6. It also has a more spacious backseat, with increased legroom throughout for taller folks. The Subaru Legacy might also be a competitor to the Mazda6; it's about the same size as the Mazda and rides firmly, favoring handling, but it has standard all-wheel drive.
Buying Tip
An all-new version of the Mazda6--expected to improve upon some of the inadequacies of the current model, such as its lack of interior space, but maintain its responsive driving feel--is anticipated as a 2009 model.
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