Ford’s New 5.0 V-8: Back In Black, And Ready For The Track
The 5.0 is back, and Ford didn't take the opportunity lightly. The 2011 Ford Mustang GT will pack a 412-horsepower, 5.0-liter V-8 that for all practical purposes is an all-new engine. A very stoutly built, race-ready one at that.
Along with the 3.7-liter V-6 that will also be introduced in the 2011 Ford Mustang, Ford suddenly has a completely refreshed powertrain lineup for the pony car and nothing to be ashamed of. Considering weight, in fact, the 'Stang now has a leg up on its rivals.
It's an about-face from the past several years, when Ford has seemed a step behind other automakers with respect to V-8 engines—especially if you take a look at power output. Even with the Mustang's lighter weight than the Camaro and Challenger, Ford's current 315-horsepower, 4.6-liter V-8 in the 2010 Mustang GT is no match for the larger Chevy and Chrysler V-8s.
With the '5.0' badge, the 2011 Mustang GT approaches the power output of those big-displacement engines while promising both stout construction and race-ready performance plus better fuel economy in everyday driving.
Bore is 92.2 mm (3.63 inches), with a 92.7-mm (3.65-inch) stroke, calculating out to just over 302 cubic inches and—this time—properly rounding up to 5.0 liters. And the new engine in the 2011 GT makes 412 horsepower, which should be enough for the lighter Mustang to beat both the 2010 Chevrolet Camaro SS and the 2010 Dodge Challenger R/T. In the Camaro SS, GM installs a huge 6.2-liter V-8, making 426 horsepower, while Chrysler puts its 372-hp, 5.7-liter Hemi V-8 in the Challenger R/T, among other vehicles, and the 425-hp, 6.1-liter V-8 in the Challenger SRT8.
At the same time, Ford projects an estimated 17 mpg city, 25 highway for the new engine (with the automatic) in the Mustang. The Camaro SS gets 16/25, while the Challenger SRT8 is rated at just 13/19.
The new engine will require just 87-octane gasoline, though 91-octane will be recommended for peak performance.
2010 Mercedes-Benz M-Class ML-Class — ML450 Hybrid ML350 BlueTEC ML350 ML450 Bottom Line
Likes
Two good gas-engined performers
Two great fuel-conscious alternatives
One stunning AMG-powered edition
Handsome, inside and out
A safe performer, too
Dislikes
Poor fuel economy (ML550, ML63)
Way more expensive than it used to be
The original Mercedes-Benz M-Class gave the automaker its foothold in the SUV market and in America. Legally branded the ML-Class, to avoid problems with BMW and Infiniti, the M-Class was the first vehicle to come from the company's Alabama factory back in 1998. More than a decade later, the ML-Class is in its final years of the current body style, but it's still among the most desirable utes in its class. Priced from about $47,000 up to more than $92,000, it's also the only SUV we know that's available with a choice of gas, diesel, or hybrid powertrains. Originally conceived as an Explorer/Grand Cherokee fighter, the M-Class' competition at its current price point comes from all continents. The challengers include the BMW X5, the Infiniti FX, the Volkswagen Touareg, the Porsche Cayenne, and even the Jeep Grand Cherokee.
The current M-Class bowed in 2006, and it's still fresh and attractive today-with far more visual staying power than the first-generation model. Semi-circular fenders and the long arc of the roofline mash up with an arrow-straight shoulder line and crosshatched grilles. The floating glass around the cargo area is wedged between a sloping roofline and an upturned rear fascia. It's jumpy and almost quirky, but the M-Class look works. It's mated with a more conventional cabin: Oval air vents are embossed on a dash that's very similar to that in the smartly styled GL-Class (they're mechanically related, and built alongside each other, too). You'll look into cut tubes to see big, white-on-black gauges-and maybe take a second to absorb the off-note touches of chrome on the steering wheel. Polished wood trim panels line the bottom of the center stack, the console, and the dash. Most "off-roaders" have grown prettier and more varnished, and the M-Class is, in that way, the biggest transformer of them all.
Bear with us while we walk you through all the different power choices offered by the 2010 M-Class. It's the only sport-ute we know of that offers three V-8 engines-as well as tech-savvy hybrid and diesel variants. The basic ML350 gets a gas-fueled 3.5-liter V-6 with 268 horsepower, ample acceleration times of about 8 seconds to 60 mph, a top speed of 130 mph. It's the only ML-Class ute to come with either rear- or all-wheel drive; the former version earns a 15/20 mpg rating from the EPA, the latter a 16/21 mpg nod. A step up the scale brings you to the ML550 and its 382-hp 5.5-liter V-8. It leaps to 60 mph in 5.6 seconds, tops out at 130 mph, and drinks gas to the tune of 13/18 mpg. Both of these models share a seven-speed automatic that ushers out the power urgently and smoothly. Performance is nearly the opposite of what you might expect: The ML-Class utes have communicative steering, a well-controlled ride, and strong braking feel. With the all-wheel-drive system in place (it uses three mechanical differentials and anti-lock braking to maximize traction), the ML-Class can easily handle light off-roading and even tackle some of the more hardcore duties you'd find in Jeep legend and lore.
Drop almost $100,000 and Mercedes will infuse your M-Class with AMG goodness to create the 503-horsepower Mercedes-Benz ML63 AMG. Largely unchanged, it's distinct from other gas-powered versions for its much stiffer ride, its unapologetic 11/15 mpg fuel economy, and-oh, did we mention?-its Cayenne-fighting supercar performance. The dramatic horsepower boost drops 0-60 mph times to 4.8 seconds, and lifts top speed to 155 mph. Like the Porsche Cayenne Turbo and Jeep Grand Cherokee SRT8, it's a breathtaking performer-clearly the product of engineers with lots of talent and time on their hands.
For a quick boost in fuel economy, we'd recommend the diesel-powered ML350 BlueTEC. With a "clean" diesel underhood, it brings 210 hp and 400 lb-ft of torque to the SUV game. It can run upward of 600 miles on a tank, securely devouring interstate at impressive rates in virtually any weather. The diesel feels just as strong as the V-6 in most cases, while also being the best choice out of all the engines for towing. Fuel economy checks in at 18/24 mpg; performance is almost no different from that of the gas-engine ML350.
Finally, if you're especially keen on technology and gas mileage, you'll want to lease-not purchase-the 2010 ML450 Hybrid, which combines the gas V-6 with two electric motors and nickel-cadmium batteries mounted under the cargo floor. The pairing delivers 335 hp and 381 lb-ft of torque, and delivers 21/24 mpg fuel economy with nearly the same acceleration and top-speed numbers as the V-6 and diesel MLs. We've driven the Hybrid edition and, as with other hybrid SUVs, marvel at the technology at work. The Hybrid's regenerative braking blends seamlessly into the friction brakes, with imperceptible engine starts and stops, and there's silent starting and electric-only mode up to 34 mph. Even the Hybrid's CVT offers a Shift mode that imitates an eight-speed automatic transmission; drivers using "S" mode may literally never know they're driving a hybrid. Fuel economy is the best of the lineup at 21/24 mpg; while other versions can tow 7,200 pounds, the ML450 Hybrid is down-rated to 5,000 pounds towing.
In overall size and room, the 2010 ML-Class is more than competitive with the likes of the X5, Cayenne, and FX. Its wheelbase is 114.7 inches and overall length is 188.5 inches. All versions of the 2010 ML-Class share a common five-seat cabin layout-and standard vinyl seating, a noticeable dent in its equipment list, in our opinion. The front and backseats have good headroom. There's plenty of adult-sized space even in back, though a third person wedged in the middle might have good reason to complain about the lack of shoulder room. There is no third-row seat option; that's the job of the larger GL-Class ute or the hefty-looking R-Class crossover, which also shares its architecture and assembly line with the ML-Class. With the rear seats folded down, cargo volume is 72.4 cubic feet; it's 29.4 cubic feet with the seats upright.
Safety hasn't changed much with the 2010 edition of the ML-Class, but the SUV has lost its Top Safety Pick rating from the IIHS (Insurance Institute for Highway Safety). Chalk that up to the insurance group's changes to its criteria-and the addition of a roof-crush standard that hasn't been tested yet with the ML-Class. The M-Class still has a five-star crash rating and a four-star rollover rating from NHTSA (National Highway Traffic Safety Administration). Stability control, anti-lock brakes, and traction control are standard, along with front, side, and curtain airbags. PRE-SAFE, a safety system that senses collisions before they happen, is also now a standard feature on M-Class models. New this year are a standard tire pressure monitoring system and POST-SAFE, which unlocks doors and shuts down the fuel and powertrain after an accident. Options include a set of parking sensors and a rearview camera.
For 2010, the ML-Class carries over a long list of standard and optional features. Vinyl seats are standard on the ML350, along with a power driver seat; cruise control; power windows, locks, and mirrors; dual-zone automatic climate control; an AM/FM/CD player with MP3 capability; an auxiliary audio jack; and COMAND voice or knob-driven control for Bluetooth phone and audio controls. The COMAND system is one of the shuttle-jog-style setups that infuriate most test drivers and take an inordinate amount of time to learn. Given what we've seen from the 2011 Ford Edge and its new touchscreen displays, we're ready to call COMAND-and BMW's iDrive and Audi's MMI, too-hopelessly out of touch.
Most ML350s are built with a premium package that includes a hard-drive navigation system with music storage; an iPod connection kit; a power liftgate; a power steering column; a power passenger seat; driver-side power seat memory; a rearview camera; and Sirius Satellite Radio. Heated front and rear seats, a wood-trimmed and heated steering wheel, and a cargo tray are also available. ML550s and ML63 AMGs add most of these features to the standard-equipment list. An optional 610-watt digital Harman Kardon Logic7 audio system and a rear-seat entertainment system with two 8-inch screens, wireless headphones, and an integrated DVD player with dual-source capability are also available on 2010 M-Class models. There's also an available towing package for all versions.
The Bottom Line: Though it's far from cheap, the 2010 Mercedes-Benz M-Class earns our kudos with hip styling riffs, shock-and-awe AMG power, and your choice of earth-saving powertrains.
Other Choices
If you like the 2010 Mercedes-Benz ML-Class, also consider:
- 2010 Volkswagen Touareg
- 2010 Porsche Cayenne
- 2010 Infiniti FX
- 2010 BMW X5
- 2010 Jeep Grand Cherokee
Reason Why:
The 2010 M-Class has our favorite blend of dynamic style and performance, but it's tough to overlook the Infiniti FX50 for drama at first sight and behind the wheel. It's quick and sexy in a way the Volkswagen Touareg and Porsche Cayenne simply aren'tl those kissing cousins appear dowdy, but their five-seat cabins feel sturdy and they're great off-roaders-plus, the Cayenne Turbo comes with scalding amounts of thrust. The BMW X5 is the Mercedes-Benz M-Class's closest competitor-in fact, just the state of Georgia separates the Mercedes factory in Alabama from the BMW factory in South Carolina. The X5 offers a third-row seat, but it has more sedate styling and lacks the performance character of BMW's cars. The Jeep Grand Cherokee won't satisfy anyone seeking status or richly rendered build quality, but its throbbing HEMI-powered SRT8 edition will lay a scorching stripe down any street-or trail.
Buying Tip
Big families should turn to the closely related Mercedes-Benz R-Class or GL-Class for their seven-seat configurations-and their very smart diesel-engine options.
This 2010 Mercedes-Benz M Class Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercedes-Benz M Class
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2010 Volvo S80 Bottom Line
TheCarConnection.com has driven the S80 sedans with inline six-cylinder and V-8 engines to bring you a full collection of driving impressions and an assessment of how they match up against rivals. TheCarConnection.com has also researched other reviews from reputable sources and handpicked highlights from some of them for an information-packed full review.
Likes
Emphasis on safety
Excellent seats
Rip-roaring available V-8
Strong brakes
Dislikes
Not much steering feel
Disappointing fuel economy
Stark, love-it-or-hate-it interior
Staid exterior
As the flagship model and largest sedan in Volvo's lineup, the 2010 Volvo S80 places a clear priority on comfort, safety, and technology over outright sportiness. However, it's still possible to imbue the S80 with a performance edge with either the turbocharged T6 model or the V-8 model.
The S80 has a conservative look from the outside; its profile and details play it a little too safe, in the opinion of the editors. A new grille, more chrome accents, and a more visible dual exhaust system help update the outside look for 2010, while inside the S80 gets other minor changes, such as silk-metal inlays and new door panel stitching. The interior is a little more overtly stylish, with a thin center stack that resembles a high-end audio system, including extra storage just behind for smaller items. While the design might be a bit stark and Scandinavian, the materials have verged more to the realm of traditional luxury cars in recent years, with chrome trims and real wood as well.
With a 235-horsepower, 3.2-liter inline six-cylinder engine and front-wheel drive, the base 2010 Volvo S80 has plenty of power and a somewhat perky feel overall, and it sounds nice and refined. However, it's not nearly as exciting as the available 311-horsepower V-8, which comes with all-wheel drive and can get to 60 mph in about 6.5 seconds. In between there's a T6 model, also with AWD, plus a twin-turbocharged 3.0-liter inline six-cylinder engine making 281 horsepower and 295 pound-feet of torque. The all-wheel-drive system that comes in T6 and V-8 versions sends nearly all torque to the front wheels during normal driving but can reapportion up to 50 percent to the rear wheels as needed. Across the board, the S80's powertrains are way too thirsty, and this is one of the S80's chief failings. The base six-cylinder version gets an acceptable 18 mpg city, 37 highway, but both the turbo six and the V-8 will rarely break 20 mpg in real-world driving, with ratings of 16/24 mpg and 15/22 mpg, respectively. With any of the versions, the six-speed automatic transmission is quick to respond and quite smooth-shifting. In T6 or V-8 trim, the Volvo S80 offers an active suspension system that continually adjusts the S80's shocks from Comfort, Sport, and Advanced to fit varied types of driving; it can also tie in with the variable-assist power steering, which ranges from light to firm. TheCarConnection.com's editors strongly prefer the V-8 version, which brings thrilling acceleration, but it's hard to get excited about the S80's handling, which feels safe but too disconnected for a sport sedan.
Throughout the line, ride comfort is great, but the suspension in the V-8 could be firmer yet; even in Advanced mode with the automatic suspension, it could be tighter. The S80's seats are among the best in this class of vehicle, and they're better than those in some sport sedans costing more. The nicely contoured backseat is large enough for three petite folks or two American-sized adults, and the climate-control system has vents built into the B-pillars for better comfort in back. The front seats now have optional heating and cooling with fan-driven ventilation.
The S80 has an excellent safety record going many years back, and the 2010 version is no exception. The 2010 S80 retains top "good" ratings from the Insurance Institute for Highway Safety in every category and is named a Top Safety Pick. Front, side, and curtain airbags, as well as anti-lock brakes and stability control, are standard. In addition to all the usual accident avoidance and occupant safety items such as front, side, and side curtain airbags, anti-lock brakes, and electronic stability control, a new system primes the brakes before an accident; blind-spot detectors send audible alerts. There's also Volvo's Personal Car Communicator, a keyfob-connected in-car sensor that tells you if your security system has detected a break-in—or even a heartbeat.
The 2010 Volvo S80 comes with a lot of traditional luxury features, but there are also plenty of extras—many of them the stuff of ultraluxury cars—on offer, if you're willing to pay quite a bit more for it. Base and V-8 models of the Volvo S8 offer a good list of features, and the Climate Package, Convenience Package, and Technology Package provide plenty of opportunities for add-ons. A newly enhanced Executive Package brings classic wood inlays, plus extras like massage seats and softer leather, while a power moonroof and backseat refrigerator are offered as stand-alone options. Also new this year is a Multimedia Package that pairs the excellent Dynaudio audio system with a DVD navigation system, rear headphone jacks, and Sirius Satellite Radio.
The Bottom Line: Safety and comfort—and advanced tech features—never get short shrift in the 2010 Volvo S80, but not even a V-8 and all-wheel drive makes it a serious sport sedan.
Other Choices:
If you like the 2010 Volvo S80, also consider:
- Acura RL
- BMW 5-Series
- Jaguar XF
- Mercedes-Benz E-Class
Reason Why:
The 2010 Volvo S80, at the base level with front-wheel drive and a large, comfortable interior, competes with a wide range of luxury sedans. The Mercedes E-Class and the BMW 5-Series both offer V-8 versions and all-wheel drive, as well as extensive safety features, while the new Acura RL is a good competitor, and perhaps the closest to the S80. But oddly, the RL feels sportier than base-model S80. For those who wish to be a little more flamboyant, the V-8-powered Jaguar XF is worth a serious look; the Jag's interior is warm and smooth, while the Volvo is a bit cold and stark in its interior design especially. We're not saying either is better for design—it's really a matter of personal taste.
Buying Tip
The editors of TheCarConnection.com consider the optional Dynaudio sound in the S80 one of the best of any premium system. It avoids the overprocessed, all-bass-and-treble effects of some other high-end surround systems.
This 2010 Volvo S80 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volvo S80
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Eyes On The Road: New Tech Developments Diminish Distractions For Drivers
Here at TCC, we spend a lot of time reading and writing about roadway safety. In recent years, we've provided extensive coverage of distracted driving issues -- especially texting behind the wheel and more recently, in-car internet. Both are serious concerns (phone-related distractions caused 6,000 deaths and 500,000 injuries on U.S. roadways in 2008 alone), but it's become clear that banning the technology isn't the best solution to the problem. Instead, individuals and automakers have to adapt to this new, internet-everywhere environment through (a) driver education and (b) tech developments to minimize distractions. We're happy to report that progress is being made on at least one of those fronts.
Curtailed functionality, voice interaction
Ford's Sync system isn't perfect, but it does represent some of the smartest in-car technology we've seen to date. Not only does Sync offer a range of functions to drivers, but later versions also have built-in safety features that disable some of those functions (like playing videos) when the car is in gear. Those safeguards didn't stem from the request of some regulatory agency; they came from within the Sync team itself. That confirms what we'd already suspected: that companies can occasionally opt to curtail their offerings in the interest of consumer safety.
Sync and other telematics systems also offer voice interaction, which limits the amount of time that drivers have to take their eyes off the road when answering calls and changing the music on their MP3 players. Take a look at this chart (from Ford, via Mashable) that demonstrates how much more time voice-enabled systems allow drivers to focus on driving.
As software evolves and telematics systems become commonplace in automobiles of all types, we hope to see these statistics improve. Apart from Ford, many other automakers like Jaguar and Volvo offer in-dash systems that integrate with cell phones and MP3 players -- and that's to say nothing of the countless aftermarket devices lining the shelves. Even better (for Ford's competitors anyway): Ford's exclusive development contract with Microsoft ended at the close of 2008, and competing Sync systems will soon be available in Kia, Hyundai, and other models.
Caveats
However, as much as we like features like self-limiting telematics systems and voice control, there are a couple of safety-related caveats:
1. Voice interaction is still dangerous. Studies have shown that talking on the phone while driving isn't any safer when the driver uses a hands-free system. The problem with taking a call at the wheel isn't the physical act of holding the phone to your ear; its the fact that your focus shifts to the person on the other end of the line -- even when your eyes are glued to the road. Voice control may look safer, but looks can be deceiving.
2. Some applications just don't belong behind the wheel. Take a look at this terrible/terrifying video of Ford's attempt to wrap Twitter functionality into Sync. For starters, the integration between phone and Twitter app and Sync and Bluetooth seems really iffy. (We've had more than a few problems just pairing our handhelds, so this demo seems like crazy talk.) Furthermore, the Sync window is lousy for Twitter management, and the voice readout of tweets is flat-out creepy. Ford should probably ditch this approach altogether and develop an app comparable to the one for Pandora. But more to the point, if drivers are so addicted to Twitter that they have to tweet behind the wheel, they probably shouldn't be behind the wheel in the first place. Is there a Twitter-addiction camp like that sex-addiction place Tiger Woods went to in Mississippi? If not, we smell a big business opportunity.
In sum
Drivers have always had to deal with one sort of distraction or another. Not so long ago, we were concerned with eating and/or drinking and driving (which are both stills problems, obviously). Today, it's cell phones, iPods, and satnavs. We cringe at the thought of what's next.
Although telematics technology is far from perfect, it's encouraging to see that manufacturers are building in safety controls on their own, rather than being mandated to do so by government agencies. We expect such oversight will eventually be legislated -- likely after a particularly grave incident -- but for now, developers seem to be on the right track. How quickly drivers will adapt to this new, internet-immersed driving environment, however, remains to be seen.
[Mashable]
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2010 Nissan Maxima Bottom Line
To create a review that will be extremely useful to shoppers, TheCarConnection.com has consulted with a range of professional reviews covering the 2010 Nissan Maxima. The editors of TheCarConnection.com have also included their own firsthand experiences with the Maxima in creating this Bottom Line summary.
Likes
Responsive handling and great steering
Stylish interior
Quiet, absorbent ride
Excellent (optional) sport seats
Dislikes
V-6 doesn't feel sporty with CVT automatic
Lacks headroom in back
For the 2010 model year, the Nissan Maxima remains relatively untouched, although Bluetooth capability is now standard on all Maxima models. Nissan's flagship sedan, the Maxima, was completely redesigned last year. Built on the same platform as the Altima mid-size sedan, the front-wheel-drive 2010 Nissan Maxima takes a sportier and more luxurious direction than the Altima.
Redesigned for 2009, the Maxima got an exterior to match its sport-sedan reputation, with curvier sheetmetal, an aggressive front-end design, and an overall stance that makes it seem like it could have rear-wheel drive. The Maxima's interior design carries the look and feel of a vehicle with a luxury-brand badge, thanks to a mix of matte-metallic and soft-touch surfaces along with two different grades of available leather. The Super Cockpit instrument panel design in the 2010 Nissan Maxima especially stands out, and it resembles that offered in several vehicles from Infiniti, Nissan's upmarket brand.
The 290-horsepower, 3.5-liter V-6 engine that propels the 2010 Nissan Maxima is extremely smooth, and it allows relaxed acceleration in normal driving with the automatic continuously variable automatic transmission (CVT). Fuel economy is good with the setup, at 19 mpg city, 26 mpg highway. The CVT also includes a manual sport mode and available steering-wheel paddle shifters to access a series of simulated gear ratios for high-performance driving. However, no manual transmission is offered on the Nissan Maxima, and the CVT doesn't allow the level of control in high-performance driving that conventional transmissions do. The Maxima still has one of the sportiest suspension calibrations for a front-wheel-drive sedan, and Nissan retains last year's improved suspension geometry that reduces torque steer—the tendency for high-powered front-drivers to pull to the side on hard acceleration. Overall, the Maxima has a firm yet supple ride, allowing good handling response without sacrificing comfort. Stabilizer bars are included front and back, and a new Twin Orifice Steering System helps provide good feedback from the road in spirited driving, while remaining rather light around tight corners.
Front occupants get great seats—especially with the Sport Package—but backseat occupants will likely find headroom tight. The sculpted interior of the 2010 Nissan Maxima is designed to seat five, but the interior dimensions mean that in practice, it seats only four average-sized adults. Otherwise, interior refinement, materials, and build quality are quite good.
The Nissan Maxima impresses in NHTSA tests, where it earns the highest possible rating of five stars in every impact category. That includes five-star ratings for front and side impacts, as well as a perfect five-star rollover protection rating. In IIHS tests, the Nissan 2010 Maxima performs equally well, earning the highest rating of "good" for the IIHS's frontal offset impact test. Electronic stability control is now standard, as are front side airbags, side curtain bags, active front headrests, and anti-lock brakes.
Two different models of the 2010 Nissan Maxima are offered—S and SV—with the SV modestly expanding the standard equipment list to include leather upholstery, fog lamps, and a Bose premium audio system, among a few other items. Both models have a standard-equipment list that also would be fitting for a luxury car, including a power moonroof, dual-zone climate control, power front seats, keyless entry, an Intelligent Key entry and starting system, a six-disc changer, and steering-wheel audio controls. New for 2010 is standard Bluetooth on all Maxima models. The list of available options in the 2010 Nissan Maxima doesn't disappoint either, as it includes such comforts as a heated steering wheel and cooled front seats. Other technology options include a Bose premium audio system, a navigation system with 9.3GB Music Box hard drive, XM NavTraffic, XM Satellite Radio, and iPod interfaces. Just keep in mind that most options are only available in the more expensive SV.
For 2010, Nissan adjusts the way these options are sold as packages. Rather than offering three different Technology packages like last year, the 2010 model sees just one available Technology package. There is also a new Monitor package that allows buyers to option a 7-inch monitor system in the Maxima. Especially of note in the 2010 Nissan Maxima is a Sport Package, which brings firmer suspension tuning, larger 19-inch wheels, paddle shifters, upgraded front seats, and a host of other upgrades. We recommend the package for enthusiasts, despite its $2,300 price, because of its superior seats and crisper handling response without significant effect on the ride.
The Bottom Line: The 2010 Nissan Maxima might look like a sport sedan, but it lacks the edgy, high-performance feel necessary to complete the package.
Other Choices
If you like the 2010 Nissan Maxima, also consider:
- Acura TL
- Dodge Charger
- Toyota Avalon
- Volkswagen Passat
Reason Why:
The 2010 Nissan Maxima is more of a perky, smooth, and stylish V-6 luxury sedan than an outright sport sedan. The Dodge Charger R/T doesn't have an interior that's as stylish as the Maxima's or one that offers the same level of appointments and tech options. At the opposite end of the scale, for those who might want even more comfort and interior space, there's the Toyota Avalon, although the Avalon is less exciting to drive and look at. In between, the Volkswagen Passat VR6 offers similar performance and a very attractive, comfortable interior, along with available all-wheel drive, but it's quite a bit more expensive. The relatively fresh 2010 Acura TL is also a formidable rival to the Maxima thanks to its sharp looks and similar characteristics—and the Acura's a step ahead as it does offer a manual transmission.
Buying Tip
If you can't find enough "sport" in the 2010 Nissan Maxima, or you're thinking about adding the Sport Package, you should definitely look to the only slightly more expensive Infiniti G37 sedan. Plus, the G37 comes with the superior service of the Infiniti dealership.
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2010 Audi A8 A8 L Bottom Line
TheCarConnection's editors have driven the latest Audi A8 to deliver firsthand driving impressions, along with a comparison of the A8 to other full-size luxury sedans. TheCarConnection also compiles a full review of quotes and opinions from other respected Web sources, to bring you a comprehensive guide to the A8.
Likes
Nimble handling
Great front seats
Vast rear-seat room (A8 L)
Quattro all-wheel drive is standard
Dislikes
Looks a bit stale
No more high-performance S8
Lacks brand presence
The 2010 Audi A8 is Audi's largest luxury sedan, and it's available for a final year in its current body style. A major redesign is coming for the 2011 model year, and will bring with it new V-8 engines, both gas and diesel, as well as a much more sophisticated interior with touchpad technology for audio and communications systems. In its current body style, the A8 comes in a single powertrain combination, with a V-8 engine, automatic transmission, and all-wheel drive-though it's sold in standard and extended-length body styles. With a base price of $75,000, the A8 competes with the Mercedes-Benz S-Class, BMW 7-Series, Lexus LS range, and the new Jaguar XJ.
It's long, and it's lithe, but the 2010 Audi A8's exterior shape is somewhat forgettable. It predates the era of Bangle-designed BMWs and follow-up Benzes that turned Germany's automakers into purveyors of style-and it's outshaped by the lovely new 2011 Jaguar XJ, which renders all these cars in somber shades of grey. The A8 doesn't suffer for its sedate looks, and the large Audi grille up front has begun to grow on TheCarConnection.com's editors-if only on large vehicles that can handle its overbearing size. Elsewhere, the cues echo those of older Audis-the gentle downward drape of the roofline, squared-off tail lamps, and discreetly creased fenders. The A8's interior reads exceptionally clean and simplified, thanks to the Multi-Media Interface (MMI), which brings a single tactile controller to access a range of audio, climate-control, and navigation functions. Fewer buttons collect on the A8's dash and armrests, and high-dollar finishes add more than a veneer of rich look and feel. Audi's interiors have always looked a bit brighter and friendlier than other German sedans, and even at its advanced automotive age, the A8's cockpit shines.
Performance has been an asset of the Audi A8 since its current form took shape in the early 2000s. Drivers will enjoy its V-8 whir and the subtle shifts of its six-speed automatic transmission-though in this final year, the high-performance S8 and the 12-cylinder versions have been dropped from the U.S. product lineup. Soldiering on is the 350-horsepower, 4.2-liter V-8, which has plenty of muscle for the lighter, more agile, aluminum-frame A8. The lightweight body contributes to its energetic feel, giving the biggest Audio less baggage to carry around and lending it a nimble overall handling and steering feel, particularly for its class. It simply handles sharp curves better than most other large sedans its size, due to weight savings and the confidence its naturally weighted steering and all-weather traction bring. Ride quality is another high point, with the A8's air suspension delivering a well-balanced ride that's far from springy or tight. Fuel economy is rated at 16/23 mpg, a mild surprise in this class.
Passenger comfort is a strong suit of the latest big Audi. The 2010 A8 sports some of the most comfortable front seats in any vehicle at any price. The multi-adjustable chairs are large enough for big adults, for instance. They're firm enough to hold front passengers in place during brisk driving maneuvers, yet superbly cushioned for long-haul drives. The backseat in the standard-wheelbase model is more than spacious enough for average-size adults; the extended-wheelbase A8 L offers near-limousine legroom to please even the longest-limbed passengers. Trunk space is good for the class, and the quality of the interior is exceptionally high even in the class, with soft-touch surfaces, tightly fitted trim pieces, a sueded headliner, and custom wood trim among the highlights.
Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 A8. Its vast list of safety features earns TheCarConnection.com's relatively high safety rating. That list includes dual front airbags; separate front and rear side airbags; side-curtain airbags; front knee airbags; front active head restraints; and electronic stability control. All-wheel drive is standard, as are LED daytime running lights. The older A8 does not lack for advanced safety features; an optional Technology Package includes a rearview camera, as well as lane-departure and blind-spot alert systems.
The 2010 Audi A8 sports the expected, lengthy list of standard luxury and convenience features. Among them a navigation system is standard, as are heated front and rear seats, 19-inch wheels, a trunklid spoiler, and adaptive bi-xenon headlamps. Ventilated, massaging sport seats are standard on long-wheelbase A8 sedans and optional on the short-wheelbase car. A Sport Package brings big 20-inch polished alloy wheels, summer performance tires, the adaptive air suspension, and steering-wheel shift paddles. Other options include rear dual-zone climate controls, an awe-inspiring Bang & Olufsen sound system, a solar-powered ventilation system, and a power rear sunshade. Audi's Multi-Media Interface (MMI) uses a roller wheel and buttons to provide control over audio, climate, and entertainment systems while leaving the driver's eyes on the road. Compared to BMW's iDrive or Mercedes-Benz's COMAND, MMI is much easier for newbies to figure out, and TheCarConnection.com's editors feel that it's less distracting overall-particularly in the new software adopted for the 2010 model year.
The Bottom Line: The 2010 Audi A8 and A8 L wear its subtle suit well-and outhandles some of its more exotic-looking competition.
Other Choices:
If you like the 2010 Audi A8, also consider:
- BMW 7-Series
- Mercedes-Benz S-Class
- Lexus LS460
- Jaguar XJ
Reason Why:
The A8 feels substantially lighter than its big-sedan rivals-likely because of its aluminum construction-and can be hustled along a tight, curvy road at higher speeds than you might think; although competing models might have more horsepower, the 2010 Audi A8 has impressive passing ability. The interior in the Mercedes-Benz S-Class looks more modern and sophisticated than that of the Audi A8, while the BMW 7-Series and Lexus LS 460 also stand out for offering high-tech features. Both the 7-Series and S-Class have available night-vision systems and seats, and seating comfort in both of those vehicles is about as good as in the A8. The Lexus LS 460 has an especially conservative look and feel, along with one of the most refined and isolated interiors, for those so inclined. The newest Jaguar XJ ditches its antediluvian look and adopts a racy profile and a glossy high-tech sheen to its cabin.
Buying Tip:
Audi is investing heavy promotional dollars in the 2011 A8-which means the 2010 edition should be available at bargain prices for a while.
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Microsoft-Powered ‘Your Voice’ To Debut On 2011 Kia Sorento
Kia is no longer taking second stage with respect to in-car technology. This week it's showing a new voice-control system for communication and audio that sounds every bit as full-featured as industry-leading systems such as Ford's Sync.
At the time of its launch a few years ago, Ford was the only automaker to offer a simple voice-driven interface that's good for functions ranging from making phone calls to sending messages and even choosing what music to play. Developed through a partnership with Microsoft, Sync has also been a true standout in its ability to read SMS text messages, free of fuss.
Also co-developed with Microsoft, Kia's new 'Your Voice' (or UVO for short) system will be able to answer and place phone calls, send and receive SMS test messages, and access music via voice commands, just like the original version of Ford's Sync system.
'Your Voice' is the first to integrate full Microsoft speech engine technology, Kia says, which trains to the user's voice, with up to two different voice profiles, even in different languages.
The system includes a 4.3-inch full-color display that allows quick scrolling through media lists and content, via voice commands. A rear-view camera system is included.
Music is definitely a part of it. UVO supports prompts such as "What's playing?" and audibly replies so as to help keep eyes on the road; it will also come with a Jukebox function, utilizing one gigabyte of storage. Although Kia didn't indicate so in an initial release, we anticipate that it will, like Sync, be able to access files on USB thumb drives.
Labeled "UVO powered by Microsoft," the system was codeveloped with Microsoft and runs on Windows Embedded Auto software. One key feature of the new system is that it's able to continuously update its features and services, including over the air or over the Web, via the Microsoft platform.
Although Kia hasn't said anything about Internet access through the system, Ford might still maintain a tech advantage; it recently announced that as part of an updated Sync system it will soon allow Web access through USB modems, turning vehicles effectively into an in-car hotspot.
The Kia system will make its official debut at the 2010 International Consumer Electronics Show (CES), which begins Thursday, then first be available in the 2011 Kia Sorento this summer. Other Kia models are expected to get the technology in the near future.
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2010 BMW M3 Sedan – Coupe – Convertible Bottom Line
TheCarConnection.com's editors have written this road test of the latest BMW M3 from firsthand driving impressions. Editors have compared the M3 lineup to other sports-tuned vehicles in its price range to give you a better view of its competition. TheCarConnection.com's editors also have assembled a companion full review that summarizes opinions from other Web sites into one conclusive review.
Likes
Stunning V-8 power
Exceptional dual-clutch and manual transmissions
Grippy handling
Snug, cozy front seats
Dislikes
The sensation of added weight
Much more expensive
Technology interferes with handling
Two years ago, BMW released the latest M3 to controversy and to applause. The latest generation of the most powerful 3-Series cars grew heavier and more expensive, and it switched from classic BMW six-cylinder engines to big V-8 powerplants. To top that, engineers tried to blend a progressive-feeling GT car and a no-prisoners racer through all sorts of electronic controls-with mixed results. The M3 lineup of $57,850 coupe, $66,500 convertible, and $54,850 sedan returns for the 2010 model year unchanged, with competition coming in the form of the Cadillac CTS-V, Audi S4, Mercedes-Benz C63 AMG, and Lexus IS-F.
The latest generation of the BMW 3-Series grows into its M-edition bodywork easily, with its giveaway bulge on the hood-sort of an M-style Adam's apple. The coupes have always been among the most eye-pleasing on the planet, and the latest version doesn't disappoint, even though you may see a ghost of old Pontiac in its C-pillar kink. Convertibles thicken up as they lose their roof, while the sedan stays pretty and pert, with a kicked-up tail and enough subtle surfaces on the body to keep your interest beyond the front doors. It's probably the best-looking M3 lineup yet. Inside it's more standard-issue 3-Series than you might expect. There's something aloof about this interior that doesn't warm up, even with time. There's a Gaggenau-style coolness even with the custom colors and trims that can be ordered-though no one will ever complain about its big, clear gauges and dials. Touches of carbon-fiber paneling emphasize the big structural differences with other 3-Series cars, but you can choose more traditional walnut trim.
The 2010 BMW M3 range packs a wallop with its tremendous V-8 engine, superb handling, and excellent braking, though the weight it's gained and the electronics it's adopted make it a touch less engaging than the high-winding M3s of the past. The new 4.0-liter V-8 spirals to a towering 8,400-rpm redline and ushers out 420 horsepower at its peak, though the max twist of 295 pound-feet sounds statistically low. With the dizzying power peak and the splayed banks of four-cylinders slamming, you can pretty much predict the M3's sound, somewhere between a Honda scream and a Charger belch. Through a short-throw six-speed manual or a sweet dual-clutch transmission, the M3 claws away at the pavement until it reaches 60 mph in about 4.8 seconds, at least in coupe form. Sedans come in around 5 seconds, while the Convertible's even heftier weight puts it just under 6 seconds. By custom the M3 is limited to a top speed of 155 mph.
Fuel economy is low, at 14/20 mpg for the hardtops and 13/20 mpg for the convertible. It's power-induced, but it's also low because the latest M3 weighs a lot. M3 coupes get some structural changes that other M3s do not-namely, a carbon-fiber roof--which cuts weight and lowers its center of gravity. And all receive aluminum suspension control arms and other slimmed-down pieces, while also adding a different rear suspension, heavy-duty brakes, and other performance upgrades. In the end, the M3 coupe still checks in at around 3,700 pounds, with Convertibles well over the 4,000-pound line. The weight gain and a package of electronic assists tip the latest M3 into grand-touring class, and convertibles are a certain notch below coupe and sedan in handling, with less rigid bodies and weight weighing on their capabilities.
The 2010 BMW M3 grips corners firmly, while the body stays tightly in line like a race car. The M3 offers a lot of high-tech features to go along with its top performance-and some of these are driving aids more than gadgets. First among them is the optional M Drive, which allows M3 owners to store and access dynamic control settings such as steering, damping, and stability-effectively allowing you to fine-tune the demeanor of the M3 to the conditions of the moment. It grants some control over the M3's adjustable shocks, steering, and stability control, but can be dialed to make the M3 feel twitchy and stiff. Fortunately, M Drive can be left off, or turned off, for maximum fun with heady doses of traditional BMW feel.
BMW has always been known for high quality, but its interiors can be dark and cramped. All are true to some degree in the 2010 M3. The front sport seats have plenty of room side to side, but a little more room in the footwells and a little more tilt to the bottom cushion would make for ideal accommodations. Not that you should worry so much about rear-seat passengers in something so singly focused, but the space back there isn't lavish, even in the four-door model. For front passengers there are wonderful, snug sport seats facing a well-fitted dash with subdued interior trim in carbon fiber, wood, or aluminum.
The 2010 BMW M3 lineup has not been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, the agencies have tested the essentially similar 3-Series sedan and coupe, which earn four stars for front impacts and five stars for side impacts from NHTSA. The IIHS rates the 3-Series coupe and sedan "good" for front and side impacts, while the convertible is rated at "good" for front and "marginal" for side impacts. Dual front, side, and curtain airbags are standard; so are anti-lock brakes, as well as stability and traction control. A rearview camera and adaptive cruise control are options. Visibility in all three versions is good, with convertibles suffering a bit to the rear quarters when the roof is raised.
The M3 range isn't inexpensive, and BMW trims the cars to luxury standards with 18-inch alloy wheels; xenon headlamps; power windows/locks/mirrors; cruise control; automatic climate control; leather upholstery; and heated, power-adjustable sport seats. All M3s come with an audio system with AM/FM/CD/MP3 functionality and an auxiliary jack. The M3 convertible roof is a multipanel, power-folding hardtop that closes or opens in about 25 seconds. Options include the Technology Package that adds M Drive and other driver-controllable handling and performance functions. Stand-alone options include Bluetooth; a navigation system with real-time traffic; Sirius satellite and HD radio; 19-inch wheels; heated front seats; a sunroof (a no-cost option on the sedan only); and iPod connectivity.
The Bottom Line: Stunning performance is still the calling card for the 2010 BMW M3; the weight it's gained may just be a sign of its success.
Other Choices
If you like the 2010 BMW M3, also consider:
- Audi S4
- Cadillac CTS-V
- Lexus IS-F
- Mercedes-Benz C63
Reason Why:
Loyalty counts heavily in this crowd, and the BMW M3's reputation brings a legion of fans. This is a hotly contested field, and each of the three rivals has also been completely redesigned in the past year or two. Lexus's IS-F has a 416-hp V-8 engine and eight-speed automatic transmission, which gives it a technical edge on the M3. Then there's the new Cadillac CTS-V, which might be the most fun to drive of these sedans, with especially communicative steering and great body control at the limits. The Mercedes-Benz C63 AMG may be faster, but it doesn't have the same frisky feel of the Cadillac or Lexus. The newest generation of the Audi S4 manages to undercut all these vehicles on price, while cruising alongside them, thanks to a 333-hp supercharged V-6, but like the M3, it's better savored minus the electronic add-ons to its suspension and steering.
Buying Tip
Now that the initial rush to own a first-year model is over, M3s should be more readily available.
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2011 Ford Fiesta Aims For Annoyance Avoidance With Three-Blink Tech
The 2011 Ford Fiesta has garnered loads of attention in recent months. It's been popular with drivers and journalists, and it's been the subject of a highly successful marketing campaign. Now there's yet another reason to look forward to the Fiesta's U.S. release: it will be the first American Ford vehicle to offer a three-blink signal for lane changes.
Being stuck on the freeway behind someone with his/her blinker on isn't just distracting and frustrating, it's also dangerous. Sure, that driver could've simply forgotten to turn off the signal light, but what if the guy really intends to switch lanes? Ford aims to rid the roads of such hazards by borrowing some tap-for-three technology from Europe: to change lanes in the Fiesta, drivers need only nudge the turn signal to the left or right, and the car will fire off three blinks, then shut off. For turns, drivers can push the control slightly further to generate a persistent signal.
Even better: the Fiesta is merely the first Ford vehicle to deploy the three-blink technology. It's also expected on the 2011 Ford Super Duty, and if all goes well, it should appear on other models down the line.
Curious types can skim Ford's equally curious press release below.
* * * * *
Three Blinks and It's Off; New Ford Lane Change Technology Helps Ease Driver Pet Peeves
DEARBORN -- Does the sight of a blinker flashing on the car in front of you for miles and miles drive you crazy? You're not the only one.
This annoying habit is so frustrating to drivers that it made the "Top 10 Driving Pet Peeves" list by a leading vehicle insurance company, which surveyed thousands of drivers nationwide. Nicknamed Morse Coders in the survey, these drivers often cruise for miles without realizing their blinker is on. Meanwhile, they are annoying everyone behind them.
With tongue in cheek, Hagerty Insurance Agency, which conducted the survey, suggested that Morse Coders are leaving their blinkers on for a reason: "Now let's be fair. Perhaps these Morse Coders are part of the SETI (Search for Extraterrestrial Intelligence) project, their turn signals beaming out across the galaxies in search of other life forms - or not."
On a more serious note, national research by RDA Group of Bloomfield Hills, Mich., found that consumers are confused by turn signals that are left on.
"Most drivers have found themselves behind cars that have their signals on after changing lanes," said Jim Thomas, senior vice president of RDA Group. "This can be confusing because there is no way of knowing if the signal is a real indication of an upcoming turn or not. To reduce this confusion, drivers want vehicles to automatically disengage the turn signal after making a lane change."
New Ford technology, coming this summer on the 2011 Ford Fiesta, does exactly that.
Ford's three-blink lane change technology is simplifying the way drivers maneuver on the road. With a simple flick of the switch - either up or down, depending on which lane the driver is moving into - the turn indicator will blink three times and automatically shut off. The switch can be held in the lane change position longer for additional blinks beyond the three minimum.
To engage the turn signal, drivers move the switch into the standard position, one more press past the lane change mode.
"This allows the driver to let go of the switch and concentrate on driving," explains John Murphy, Core Switch Product Engineer. "Instead of holding down the switch, they can give a quick tap, show a three-blink warning that they are about to merge and change lanes. It's that simple."
For motorists who drive behind the Morse Coders, this is welcome news: "Driving behind a car that's blink, blink, blinking is enough of a driver annoyance that we're putting the technology in our full Ford line going forward," said Murphy. "Customers say this is confusing - and it bugs them. So we're doing something about it."
Going on sale in the summer of 2010, the all-new Ford Fiesta is among the first vehicles in the Ford lineup to receive the new three-blink technology. The "annoyance avoidance" feature is yet another technology going into the expressive, fun-to-drive Fiesta that makes perfect sense.
With a projected best-in-class highway fuel economy of 40 mpg, Fiesta is designed to be versatile, personal and adaptable. In fact, Fiesta is expected to deliver best-in-class safety, convenience and connectivity with segment-exclusive SYNC® voice-activated communications system, an expressive color palette and available graphics.
The 2011 Ford Super Duty is also set to receive the three-blink turn signal technology when it goes on sale in 2010.
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2010 Acura TSX
To put together this review on the new 2010 Acura TSX, the experts at TheCarConnection.com drew on a broad range of reviews and added their own firsthand information wherever possible to assure the best accuracy and depth.
Likes
Flowing instrument panel design
Perky performance with manual transmission
Quiet, refined interior and powertrain
Supportive seats
Standard Bluetooth hands-free interface
Dislikes
Limited backseat space for adults
Nav system only available in a $3,100 package
All the chrome in front doesn't fit the TSX's character
The TSX is a sporty front-wheel-drive compact sedan based loosely on the European-spec Honda Accord. The Acura TSX was completely redesigned for 2009, but carries over to 2010 largely unchanged apart from the addition of a new V-6 engine. On sale now, the car starts from $29,310 in base form and ranges up to a starting price of $37,950 for the V-6 with Technology Package.
Acura offers no visual redesign for the 2010 model year following a complete update in 2009. The aggressive front end, crisp-edged flanks, and generally modern, high-tech look of the TSX will likely please younger professionals, though more mature buyers may wonder what the fuss is about. Overall, however, the TSX presents a clean, conservative look that many reviewers like. Inside, much of the same can be said, especially once the TSX is outfitted with the electronics-heavy Technology Package. The basic styling elements are attractive and contemporary, with flowing, swoopy curves executed in pleasing materials and colors.
Standard power for the 2010 TSX comes from a 201-horsepower, 2.4-liter four-cylinder; the standard six-speed manual transmission definitely makes the car feel livelier, even though midrange torque has been boosted to make it more responsive with the paddle-shifted Sequential SportShift five-speed automatic transmission. All new for 2010 is a 280-horsepower, 3.5-liter V-6 engine option that delivers one of the few things the TSX previously lacked: power. Handling is still nimble and sporting, with a firm yet absorbent ride.
Comfort and quality of the TSX aren't quite top-notch but are right on par for the mid-size luxury sedan segment. Materials quality is high, and fit and finish can hardly be quibbled with, though rear legroom and seat comfort are frequent points of complaint. Even the front seats can prove too firm for some people. Cargo space, on the other hand, is good, with an ample trunk and plenty of in-cabin pockets and compartments.
Entry-level luxury cars often skimp on standard convenience features or don't offer the top-technology options, but the 2010 Acura TSX is an exception to the rule, especially when the optional Technology Package is selected. Standard features include dual-zone climate control, USB and Bluetooth connectivity, plus a premium 7-speaker sound system with subwoofer and XM Satellite Radio capability. The optional navigation system offers real-time traffic and dynamic rerouting capability to direct you around hazards and congestion when possible. A 10-speaker, 415-watt sound system is also available along with a six-disc CD changer in the Technology Package.
The 2010 Acura TSX comes with all the safety equipment of its peers, including front side airbags, side curtain airbags, vehicle stability assist, active head restraints, and three-point seat belts for all five seating positions. Though the 2010 TSX hasn't yet been tested by the IIHS, the essentially identical 2009 TSX earned a Top Safety Pick according to the Insurance Institute for Highway Safety (IIHS) and five-star ratings in every category from the National Highway Traffic Safety Administration (NHTSA).
The Bottom Line: The new 2010 Acura TSX offers more features than most entry-luxury sedans, and the V-6 cures its previous lack of power.
Other Choices
If you like the 2010 Acura TSX, also consider:
Audi A4
Subaru Legacy GT
Nissan Maxima
Reason Why
Buyers looking at the 2010 Acura TSX will likely be thinking about other front-wheel-drive and possibly all-wheel-drive entry-level luxury sedans, but pricier rear-wheel-drive sport sedans such as the BMW 3-Series and Lexus IS are probably outside their budgets and desires. The Subaru Legacy GT's performance rivals that of the TSX's big brother, the TL, though its handling is a bit sharper and all-wheel drive improves poor weather capability. On the other hand, the Legacy's backseat is a bit tight, and it's not as quiet and refined as the Acura. The Nissan Maxima is another alternative; it's not as feature-rich as the TSX, but it has a torquey V-6 engine that gives it scorching acceleration off the line-a feature now matched for the 2010 model year TSX. The base, front-wheel-drive Audi A4 2.0T is also a worthy competitor, with similarly good fuel efficiency and edgier performance without a sacrifice in ride. Versus any of these competitors, there's another big selling point for the TSX: Acura dealerships.
Buying Tip
Hold on...for a while. A torquey and fuel-efficient 2.2-liter turbo-diesel four-cylinder engine is bound for the TSX as possibly a late 2010 model. The engine will meet the 50-state emissions standard, Honda says, and should have fuel economy in the 40s.
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