2011 Porsche Cayenne: First Official Details, Before Geneva Debut
Porsche has released much more information about its next-generation Cayenne SUV, which will make its initial debut in Geneva next week, then be shown at the New York Auto Show about a month later.
A new full hybrid Cayenne Hybrid S model, along with major weight savings and improved fuel economy (and better performance) across the line is the big news for the 2011 Cayenne.
Like the still-related next-gen Volkswagen Touareg and Touareg Hybrid, the new Cayenne loses about 400 pounds, thanks to the use of lighter-weight materials and a new all-wheel drive system.
Compared to the previous Cayenne, the new 2011 Cayenne is only slightly larger overall, with less than two inches of added length and wheelbase. That should translate mostly to greater backseat space, which was always surprisingly lacking in the current-generation Cayenne five-seater. Porsche assures us that in the new version the backrest in back can be adjusted to three different rakes while the bench can slide fore and aft 6.3 inches.
Other highlights of the interior include a new small high-res TFT screen that's part of the gauge cluster and includes radio station or nav-system directions.
The new base engine on the Cayenne will be a 3.6-liter V-6, making 300 horsepower and tied to an eight-speed 'Tiptronic' S automatic transmission, which of course includes manual control. Next up is the 4.8-liter V-8 in the Cayenne S, now up 15 hp to 400 hp, while the top of the line remains the Cayenne Turbo, which gets a 500-hp, 4.8-liter twin-turbo V-8.
Each of these models get the Automatic Start Stop function that Porsche introduced in the Panamera, but we don't know yet whether as with the Panamera the feature will have to be toggled on every time the driver gets in. Across the board, Porsche reports that fuel efficiency is much improved. The V-6 model uses 20 percent less fuel in the European driving cycle than its predecessor, the automaker says, while both of the V-8 engines use 23 percent less fuel.
The current 2010 Porsche Cayenne rates at 12 mpg city, 19 highway for the Turbo S, up to 14/20 with the V-6.
Although the Cayenne Turbo will no doubt remain the must-have model for enthusiasts who plan to enjoy the most bragging rights and weekend track ability, the all-new Cayenne S Hybrid promises performance on par with the Cayenne S but with the fuel economy of a V-6. That's accomplished with the combination of a 333-horsepower, 3.0-liter supercharged V-6 engine, paired with a 47-hp (34-kW) electric motor; the two combined can crank out 427 pound-feet of torque at 1,000 rpm.
Porsche says that the gasoline engine in the Cayenne Hybrid S can switch off at up to 97 miles per hour during deceleration—a feature matched by the 2012 Volkswagen Touareg Hybrid and its similar system. The Cayenne Hybrid S might be able to cruise a little faster than the Touareg Hybrid though; Porsche says nearly 40 mph, but the figure is more like 30 for the VW.
Porsche says that, at 193 grams of carbon dioxide emitted per kilometer (a figure that surely means more to Europeans), the Cayenne S Hybrid is the cleanest vehicle in Porsche's entire model line.
The Cayenne Hybrid and the base Cayenne won't be available until later this fall, but both V-8-powered 2011 Porsche Cayenne models will go on sale beginning in July.
This story originally appeared at The Car Connection
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2010 Volkswagen New Beetle – Convertible Bottom Line
Here in this Bottom Line covering the 2010 Volkswagen New Beetle, the editors of TheCarConnection.com have brought you their own take on this small coupe and convertible, based on multiple driving experiences and comparisons to rival vehicles. And to give you the most complete picture of how the New Beetle stacks up to top rivals, TheCarConnection.com has also combed the Web and included some of the most useful excerpts from other source in a full review.
Likes
Exterior remains iconic
Convertible doesn't sacrifice comfort
Nice front seats
Dislikes
Unimpressive five-cylinder engine
Lackluster fuel economy
Interior details feel dated, gimmicky
Backseat lacks headroom
Mediocre crash-test results
Based on a previous generation of Volkswagen's Golf/Rabbit, the 2010 New Beetle is no longer remarkable in any way but with respect to styling. It remains available as a coupe or convertible, and the convertible is one of the better choices for two who want to cruise in comfort.
The Beetle has been around for about 10 years and has seen no major changes to its exterior in that time; that's a good thing, as the iconic design has held up well, even if it's no longer a head-turner. Its interior, however, could have used a more serious spruce-up long ago (it got a minor dress-up for 2006). The interior design comes across as a little plasticky and gimmicky for most tastes, and the long expanse of dashboard between the driver and windshield is a sign that the New Beetle was designed from the outside in.
The more exciting turbocharged and turbodiesel (TDI) four-cylinder engines that used to power the New Beetle are long gone; all that remains is a 2.5-liter inline five-cylinder that neither performs well nor impresses for fuel economy. Through either a five-speed manual or a six-speed automatic transmission, the engine is relatively smooth but comes up short when you ask for brisk performance. EPA fuel economy ratings are just 20 mpg in the city and 28 or 29 mpg on the highway. Handling is pretty dull, too, but it's very maneuverable. The convertible is noticeably heavier, so performance suffers a bit.
With a design that clearly favors the exterior silhouette over interior accommodations, the 2010 Volkswagen New Beetle makes pronounced sacrifices in terms of backseat space. Headroom in back is severely limited, though it's acceptable in coupes. In convertibles, you'll be hard-pressed to fit any adult back there as the contour of the seat is different. Although there's plenty of space in front, the driving position can take some getting used to, as the dash slopes far away from the driver. Ride quality is a plus; the New Beetle soaks up larger bumps without wallowing.
The New Beetle convertible is one of the best-executed drop-tops for those who simply want a practical vehicle that accommodates two for open-air cruising. The 2010 New Beetle convertible retains the coupe's distinctive roofline but in addition to the reduced backseat space sacrifices quite a bit of cargo space (5 cubic feet versus 12 for the coupe). The three-layer fabric top lowers in 13 seconds.
The 2010 Volkswagen New Beetle sorely lacks other features. In a clear admission that VW is no longer putting any significant development into the model (it plans to discontinue the model in a year or two), no factory navigation system is available, and Bluetooth hands-free isn't even an option. Many of the features once offered on the New Beetle, such as leather upholstery, fog lamps, and rain-sensing wipers, are no longer available. A Cold Weather Package, which includes heated front seats and heated windshield washer nozzles, is now standard, and two special editions for 2010—a Red Rock edition and the aptly named Final Edition—add a few extra features.
The Bottom Line: The 2010 Volkswagen New Beetle still has an attractive shape, but not much else about this car is very appealing.
Other Choices:
If you like the 2010 Volkswagen New Beetle, also consider:
- Volkswagen Golf
- Volkswagen Eos
- MINI Cooper
- Ford Mustang
Reason Why:
The 2010 Volkswagen New Beetle still has one of the most distinctive and instantly recognizable shapes on the road, but it's always been a bit of a poseur, pairing a very retro shape with slightly dated front-wheel-drive mechanicals inherited from the Golf. For 2010 there are many more modern vehicles that you're likely to find more satisfying in most respects. The 2010 MINI Cooper and MINI Cooper Convertible are both a thrill to drive, and they perform and handle better than the New Beetle—with increased fuel economy as well. Volkswagen itself has two models that are more competent and modern; the 2010 Eos is a convertible coupe with a retractable hard top, and it's more luxurious and comfortable. Then the Golf hatchback has been redesigned for 2010 and is much more refined and upscale inside. If you're after a convertible, the Ford Mustang is also retro-distinct and a surprisingly good choice in base V-6 form for those who want to cruise. Nearly all of these models offer crash-test safety that tops the New Beetle's lackluster scores.
Buying Tip
If you want a New Beetle with either the turbocharged gasoline engine or the TDI diesel, neither are going to come back before the model is completely discontinued in a year or two. The same goes for the leather interior and some of those bright retro colors. Your best bet: Look on the used-car lot for a lightly used example.
This story originally appeared at The Car Connection
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2011 Kia Sportage: First Pics, Preview Info Ahead Of Geneva
Kia has shown us the first pictures of the U.S.-spec 2011 Kia Sportage, several weeks ahead of its March 2 premiere at the Geneva auto show.
The new 2011 Kia Sportage, which will share its platform with the 2011 Hyundai Tucson, will have a longer wheelbase, more interior and cargo space, and an improved ride.
The face of the 2011 Kia Sportage (shown in U.S. spec in the pictures to the right) is becoming familiar; its bold, swept-back look and styling cues compare to those of the recently introduced Kia Forte, Forte Koup, and Kia Soul, as well as in the recently introduced 2010 Kia Sorento, though in the Sportage it's even more flamboyant, with the lower air dam pinched upward (at least visually) in the middle. From the side, its silhouette looks to be a more abbreviated, aggressive take on the stance and cues of the Sorento. The Sportage has a pronounced shoulder crease that runs from the edge of the headlights all the way to the taillights. "Fresh, bold, athletic and sporty" is how Kia describes the design, with a "commanding driving position and heightened sense of security."
Also of note to design connoisseurs: the nice, clean line running from the rear window down through the door edge and into the wheel well, and the carved-out sill area that flares out only to fade into the rear wheel well. And the wheels; just as with its 2010 Kia Forte Koup, Kia has chosen a very distinctive wheel design.
Overall, the new Sportage looks like it will be a huge leap ahead. The outgoing Sportage was first introduced for 2005. TheCarConnection.com gives the 2010 Kia Sportage an overall score of 6.6 out of 10 versus other vehicles in its class, with likes including its carlike dynamics, overall practicality, and strong overall value, including strong warranty coverage. Dislikes include its old-tech four-speed automatic transmission, weak 173-horsepower V-6, and dated styling.
Kia's very brief preview release falls short on powertrain and mechanical information. But we know that the 2011 Kia Sportage is expected to share some underpinnings with the 2011 Hyundai Tucson. A direct-injection, four-cylinder engine with six-speed manual and automatic transmissions are expected for the U.S. market, with front- or all-wheel drive versions.
For an additional sneak peek, you'll also want to check out these teaser pics of the Euro-spec version.
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2010 Kia Sportage Bottom Line
The editors of TheCarConnection.com have pulled together highlights from some of the Web's best review sources to help you get the best review information possible on the 2010 Kia Sportage. They have also driven the Sportage and bring you their expert opinion here in this Bottom Line.
Likes
Practicality
Carlike dynamics
Strong value
Comprehensive warranty
Dislikes
Weak V-6 engine
Old-tech four-speed automatic
Dated styling and design
Kia's compact Sportage SUV was first introduced back in 2005 and underwent a mild facelift just last year to improve its fuel economy, styling, and drivability.
With that in mind, there are no major changes to the 2010 lineup. For the latest model year, the Sportage comes in base LX or EX trim, along with optional all-wheel drive. The changes incorporated last year included body color-matching front and rear bumpers, a new grille design, new headlights and fog lights, and new alloy wheels. Overall, though, the Sportage keeps the same basic silhouette it's had for many years.
Under the hood, customers have a choice of either a fuel-efficient 2.0-liter four-cylinder engine with Continuously Variable Valve Timing (CVVT) technology and a respectable 140 horsepower on tap, or a 2.7-liter V-6 mill with 173 horses. Transmission options include a five-speed manual or a four-speed automatic. The most fuel-efficient model is the base four-cylinder model with the five-speed manual, which returns an EPA-rated fuel economy of 20 mpg in the city and 25 mpg on the highway. At the other end of the scale, the V-6 automatic model returns 17 mpg in the city and 21 mpg on the highway. Between the two, neither engine will excite, and the extra oomph from the V-6 over the four-cylinder is hardly noticeable. Acceleration is a little bit better with the V-6, but the associated loss in fuel economy is hardly worth it. The Sportage rides on McPherson struts up front, with gas-filled shock absorbers at the rear, stabilizer bars at both ends, and 16-inch wheels and tires. Handling is secure and the ride smooth, but not inspiring.
The Sportage offers an interior that's just roomy enough for five adults, with reasonable seating comfort for all—provided those in back aren't wide-shouldered. Interior appointments are quite unremarkable; they aren't as delightful for the price as the new Forte and Soul small cars, but they're not disappointing either. The Sportage rides more like a car than a genuine SUV, but at the same time, its off-road prowess is lacking.
The 2010 Kia Sportage does quite nicely in federal government crash tests, although it doesn't fare as well in the insurance agency tests. The Insurance Institute for Highway Safety (IIHS) awards the compact SUV with "acceptable" ratings for front and side impacts, while the National Highway Traffic Safety Administration (NHTSA) is a little more generous, awarding the Sportage five out of five stars for front and side impact protection. Standard safety items include dual front, side, and curtain airbags; anti-lock brakes; traction and stability control; and tire pressure monitors.
Standard features on all LX models include multi-reflector headlamps, roof rails, front and rear towing hooks, and a front-end skid plate. All 2010 Kia Sportage models also come with Sirius Satellite Radio and auxiliary and USB jacks with MP3 playback capabilities as standard. Upgrading to the EX model includes a power sunroof, fog lights, and heated side mirrors, while the Sport Package, available on LX V-6 models, includes fog lights, a leather steering wheel and shift knob, a rear spoiler, a rear cargo cover, and 17-inch alloy wheels. The warranty remains a good argument for the Sportage. It has some of the best coverage in the industry: a five-year/50,000-mile basic warranty, plus a ten-year/100,000-mile powertrain warranty.
The Bottom Line: Value—not trend-setting design or class-leading performance—is the reason to keep the 2010 Kia Sportage on your list.
Other Choices
If you're interested in the 2010 Kia Sportage, also consider:
- Ford Escape
- Honda CR-V
- Nissan Rogue
- Chevrolet Equinox
Reason Why:
The Ford Escape was also updated last year and is an excellent choice if you're looking for more modern technology—just be prepared to pay a premium for it. A similar story can be told for the Chevrolet Equinox, which is much better-looking than the Sportage. Solidly built and well sorted, the Honda CR-V is similar in overall characteristics, but it also offers more cargo room than the 2010 Kia Sportage, if that's one of your concerns. The Nissan Rogue may only have a four-cylinder engine, but it matches the performance of the V-6 Sportage. The Rogue also comes close to matching the Sportage in value, and with its smooth CVT, this Nissan is certainly worth a closer look.
Buying Tip
The 2010 Kia Sportage is one of the older kids on the block in this segment, due to be replaced soon, so look for some bargains.
This story originally appeared at The Car Connection
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2010 Lincoln Town Car Bottom Line
TheCarConnection.com's editors surveyed the web for road tests of the 2010 Lincoln Town Car to produce a definitive review. TheCarConnection.com's own expert reviewers also drove the Lincoln Town Car to bring you their own insights to help you decide when opinions differ.
Likes
Spacious interior
Completely isolated ride
Ample trunk space
Dislikes
Stale styling
Sloppy handling
Sluggish acceleration
Seat comfort
The 2010 Lincoln Town Car is large, luxurious in its own way, and a throwback to the old days of car design and construction. Accordingly, don't expect any fresh styling cues or complete redesigns from the 2010 model-if you've seen a Town Car in the past five years or so, you know what to expect. It's old-fashioned inside and out, eschewing modern luxury looks for old-school standards and materials.
With a 4.6-liter V-8 engine under the hood, you'd be forgiven for expecting some oomph. Unfortunately, the anemic 239-horsepower output fails to deliver, though it does get decent fuel efficiency at 16 mpg city and 24 mpg highway despite its four-speed transmission and mammoth size.
Driving the 2010 Lincoln Town Car is a soft and forgiving experience, but don't expect it to handle quick direction changes or anything more than a sedate pace with aplomb. It's a true throwback to earlier times, and it shows in the handling department, where basically any modern sedan will outmatch it.
With a body on top of a frame as opposed to modern unibody construction, the Town Car is known for its pillowy ride, big V-8 engine, and capacious seats and cabin-perfect for its common duties in taxi and rental car fleets everywhere. Curiously for such a ride-centric vehicle, the seats, though large, aren't particularly supportive or comfortable. There's plenty of space in the trunk to haul your luggage to or from the airport.
There are a few concessions to (relatively) modern technology, however, in the form of standard safety gear like four-wheel anti-lock disc brakes, front and front side airbags, and traction control. Thanks in part to its size and its safety equipment, the 2010 Lincoln Town Car rates five stars with NHTSA and rates a top mark of "good" from the IIHS.
The 2010 Lincoln Town Car is available in two trim levels: Signature Limited and the Signature L, which features a wheelbase that's six inches longer than that of the Signature Limited. With the Town Car's legendarily soft ride, relaxed handling, and roomy interior, there's plenty of comfort to be had for up to six adults. Despite these strengths, however, its age is catching up with it and is expected to exit retail sale after the 2010 model year.
Standard wheels are 17-inch alloy units, though 18-inch wheels are available. Other options include a power moonroof, high-intensity-discharge headlamps, a CD changer, and a navigation system that incorporates a THX-certified audio array and satellite radio compatibility.
The Bottom Line: The 2010 Lincoln Town Car looks and feels dated, but it can carry six passengers and their luggage.
Other Choices
If you like the 2010 Lincoln Town Car, also consider:
Chrysler 300 LWB
Cadillac DTS
Reason Why
There's not much out there that can imitate the feeling of big American iron these days-even from American carmakers. The Chrysler 300 LWB is sportier and more modern, and the long-wheelbase version offers abundant interior space. Similarly, the Cadillac DTS is a more agile performer than the Town Car, though it too is a popular pick for limousine duty.
Buying Tip
The 2010 Lincoln Town Car is mostly sold to fleets. Buying one used will mean a vehicle with high mileage and lots of wear and tear, so be sure to get a good example and a low price. Conversely, since the car is prone to such hard use, resale values are typically low.
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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 Porsche Cayenne Bottom Line
TheCarConnection.com's expert reviewers have compiled their own driving impressions together with a thorough search of the web's road tests and reviews to compile a comprehensive review to help you make the best buying decision possible.
Likes
Excellent handling
Potent acceleration in Turbo form
High-speed stability
Excellent front seats
Dislikes
Space-inefficient interior
Fuel economy for V-8 models
V-6 still doesn't accelerate like a Porsche
The Cayenne is Porsche's only SUV, and it's the brand's best-selling vehicle in North America. Such a successful recipe is worth sticking with, and accordingly Porsche has announced no updates for the 2010 model year, though two special-edition models are available: The Transsyberia S and the GTS PD Edition 3. Those models offers unique equipment and appearance packages on the standard S and GTS layouts, respectively.
The 2010 Porsche Cayenne sees essentially no visual updates inside or out, with the front and rear exterior updates of 2008 and the intake/exhaust updates of 2009 carrying forward to 2010. The contoured taillamps and Turbo-specific LED versions are still characteristic of the vehicle's styling, and the prominent lower air dam up front balances the dual exhausts out back.
In base V-6 form, the 2010 Porsche Cayenne won't easily be confused for a fast vehicle of any form. It gets to 60 mph in about 8 seconds, which is downright anemic for a Porsche-branded vehicle. Slow response off the line is to blame for most of the sluggish times, as in-gear passing power is good with both the standard six-speed manual transmission and the more common six-speed Tiptronic automatic.
Two V-8 engines are available for 2010: a 4.8-liter rated at 385 horsepower sits under the hood of the Cayenne S, while the Turbo S gets a twin-turbocharged version of the same engine rated at 500 horsepower and 516 pound-feet of torque. That much power delivers truly Porsche-like acceleration without questions, hitting 60 mph in just 4.9 seconds.
Handling is better than you'd expect for a 5,000-pound-plus SUV, with crisp steering response, though the high level of boost takes away some of the natural feel. Long, sweeping corners are dispatched with ease thanks to a solid, poised chassis. Tight, quick corners can unsettle the vehicle though, in part due to its tremendous weight. Still, equipped with either V-8 engine, there's no shortage of fun to be had behind the wheel.
Sitting behind the wheel, the visual impression is a lot like Porsche's sports cars, with a simple instrument panel surrounded by dark, drab plastics. Despite the less-than-luxurious appearance, it's clear and easy to read, obviating the complexity and confusion that sometimes befalls more ornate setups. Backseat passengers will find room adequate, but not excellent, and without a third-row seat, the lack of rear cargo space is all the more disappointing at 62.5 cubic feet with the seats down and 19 cubic feet with the seats up. Comfort is high thanks to a suspension that manages to balance its superb handling ability with compliance. Up front, the seats are spacious and supportive, with the driver's seat positioned just right for spirited driving.
Off-road capability isn't what the Cayenne is all about, but it still offers enough to satisfy all but the most hard-core. Able to ford up to 19 inches of water and clear most mild-to-moderate trail obstacles, the Cayenne also employs full-time all-wheel-drive to make the most of its traction. Up to 62% of the Cayenne's power can be sent to the rear wheels during normal conditions, but a full 100% can be sent either frontward or rearward should the need arise. The optional Porsche Dynamic Chassis Control (PDCC) system maximizes the Cayenne's off-road capabilities by employing hyrdaulically adjustable stabilizer bars which can be effectively detached--automatically--for trail duty. Porsche's Active Suspension Management (PASM) also boosts the Cayenne's versatility, offering on-the-fly adjustments to suspension firmness with settings ranging from Comfort to Sport.
There's no shortage of features and options available on the 2010 Cayenne, but be careful: their cost adds up quickly. The interior can be upgraded with many types of leather seats, ranging in cost from $1,290 to $6,110. The power moonroof runs $1,190, while a Panoramic Roof System will cost $3,900. Wood trim packages can cost as much as $3,195, and the navigation will set you back $3,300. A 410-watt, 5.1-channel 14-speaker Bose Surround Sound audio system costs $1,690. Dynamic Curve Lights, which help illuminate into corners, are standard on the Turbo and optional on lower models.
Neither the IIHS nor the NHTSA have crash-tested the 2010 Porsche Cayenne, but Porsche engineering and a wide selection of standard safety equipment, including front-seat side airbags, rear seat thorax side airbags and front and rear side curtain airbags, plus a bumper system with high-strength cross-members and two crush elements.
The Bottom Line: Despite some issues with practicality, the 2010 Porsche Cayenne is a luxurious and supremely capable performer.
Other Choices
If you like the 2010 Porsche Cayenne, also consider:
BMW X5 and X5 M
Infiniti FX
Acura MDX
Audi Q7
Reason Why
The BMW X5 is also good off-road as well as on, plus the luxurious interior and wide range of high-tech options make for a compelling package, but like the Cayenne, the price can quickly get out of control. The X5 M can match or exceed the Cayenne Turbo S in every department as well. Audi's Q7 offers a much more attractive and upscale-feeling interior than the 2010 Porsche Cayenne, and is more useful, too, with available third row seating, but it doesn't have the sporting capability of the Cayenne. The Infiniti FX sits at a much lower price point than the Cayenne, and it seems like faster, lighter vehicle at the wheel, handling crisply and tautly. Its smaller side and lower ride quality make it somewhat less practical than the Cayenne, however. The most sensible vehicle of the bunch is the Acura MDX--it delivers a comfortable, stylish interior, smooth ride and good handling while still being a useful SUV.
Buying tip
If you're in love with the idea of a Porsche SUV but don't love the poor fuel economy, wait a year--Porsche will have a hybrid version of the Cayenne S out for the 2011 model year, and it's expected to get a combined 27 mpg while still delivering 374 horsepower and 6.5-second 0-60 mph times.
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2010 Jeep Grand Cherokee Bottom Line
To help you make a smart buying decision, the editors of TheCarConnection.com bring you firsthand driving impressions and advice on the 2010 Jeep Grand Cherokee here in this Bottom Line, supplemented with highlights from other review sources in the adjacent full review.
Likes
Off-road ability
Good ride and handling for an off-roader
Entertainment options
Acceleration (SRT8)
Dislikes
Poor fuel economy for all engines
Cramped interior
Cheap-looking interior trim
Reliability record not stellar
The 2010 Jeep Grand Cherokee is a much better vehicle than the Grand Cherokee that rose to popularity in the '90s, yet it's kept its classic styling. The Grand Cherokee last saw a redesign in 2005, when its ride and handling were quite dramatically improved; overall, the 2010 Jeep Cherokee's lightweight unibody and trail-rated suspension deliver performance and refinement that compare favorably within the class of five-passenger SUVs.
For 2010, Jeep cuts the number of powertrains available on the Grand Cherokee. Base models still carry a 210-horsepower, 3.7-liter V-6 and five-speed automatic transmission, but the 4.7-liter V-8 engine that we liked best of the gasoline engines has been scrapped. Jeep has also gotten rid of the 3.0-liter diesel V-6 engine that was available in 2009 models. This leaves buyers of the Grand Cherokee who are not opting for the SRT8 model to choose between the base V-6 engine and the HEMI V-8 engine that puts out 357 hp and 389 pound-feet of torque. The HEMI V-8 also includes a Multi-Displacement System (MDS) to boost fuel economy. Most shoppers will find the base V-6 adequate, while performance with the V-8 is impressive, with decent handling to match. Those who want more performance will be pleased to see the return of the range-topping Grand Cherokee SRT8—a rip-roaring on-pavement-only edition with a monster 6.1-liter HEMI engine rated at 420 hp.
The 2010 Jeep Grand Cherokee does include real off-road ability, especially if you specify a four-wheel-drive model (all include high- and low-range transfer cases). Jeep offers several packages and individual options beyond the four-wheel-drive system to increase the Grand Cherokee's already formidable off-road capabilities, including locking differentials and skid plates.
The interior of the 2010 Jeep Grand Cherokee is where you'll see the benefits of opting for one of the more modern crossover vehicle designs instead of this venerable off-roader. The cabin of the Grand Cherokee is surprisingly tight in a vehicle of this size—possibly due to the floor being higher than expected—and even normal-height front-seat occupants might find their heads brushing the sunroof enclosure. In the back, there's enough space for three, but it's not luxurious. And because of the Grand Cherokee's sloping roofline, there is no third row of seats available, and cargo room is limited to 35 cubic feet behind the seats. Previous editions of the Jeep Grand Cherokee tended to ride harshly on paved roads, a side effect of being able to crawl over boulders and scamper across sand dunes, but engineers have managed to solve the ride/handling compromise to the satisfaction of most. The quality of the materials and switchgear inside the 2010 Jeep Grand Cherokee—including lots of easily scratched plastics—is another issue. Some of it isn't great, but the real wood used in the Limited trim level is an exception and quite tasteful.
The Jeep Grand Cherokee performs respectably in crash tests, with top five-star results from the federal government and "good" scores from the IIHS in all except side impact. Electronic stability control and side airbags are included.
The 2010 Grand Cherokee can be set up as a family wagon or a serious off-roader, according to the options selected. The performance-oriented Grand Cherokee Jeep SRT8 can be loaded with items, such as heated second-row seats, to rival the level of equipment in luxury-brand SUVs. And with available Sirius Backseat TV, the second row might become one of your kids' favorite places.
The Bottom Line: Unless your routine involves off-roading or extremely difficult conditions, the 2010 Jeep Grand Cherokee only serves to show that modern crossover vehicles are better choices for most families.
Other Choices
If you're interested in the 2010 Jeep Grand Cherokee, also consider:
- Toyota Highlander
- Toyota 4Runner
- Nissan Pathfinder
- Honda Pilot
Reason Why:
It's been about five years since the Grand Cherokee was last redesigned, but thanks to its timeless appearance, it still looks more up-to-date than it is. With respect to handling, safety, fuel economy, and nearly all other on-the-road pursuits, you could do better in a more modern car-based crossover vehicle. But if you need true off-road ability, you might also look at the Toyota 4Runner and the Nissan Pathfinder. The 4Runner is all-new for 2010 and has much improved refinement and a small third-row seat. Neither offers the option of a high-performance model like the Grand Cherokee SRT8, but the Toyota and Nissan both sport a third row of seating that can come in handy. If you want a Jeep model with third-row seating, you'll have to spring for the Jeep Commander. The Toyota Highlander and Honda Pilot are car-based crossovers. Even when ordered with four-wheel drive, these SUVs aren't designed for tough off-roading, even if the Pilot does look somewhat rugged, though both have a very spacious interior with three rows of seating.
Buying Tip
The 2010 Grand Cherokee is the last model of the current generation that Jeep will build—in 2010, the completely redesigned 2011 Jeep Grand Cherokee will go on sale.
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2010 Jeep Liberty Bottom Line
To bring you an expert take on the 2010 Jeep Liberty, TheCarConnection.com has driven the Jeep Liberty on- and off-road, then experts researched available road tests. You'll find shopping advice here in this Bottom Line and all the results in the adjacent full review.
Likes
Off-road ability
Replaceable fender flares
Large sunroof
Dislikes
Cramped rear legroom
Interior materials
Truckish ride and handing
Lethargic acceleration
Coarse powertrains
Horrid fuel economy for a small ute
Based on its proportions, you might call the 2010 Jeep Liberty a crossover, but it's a true truck. Where the Liberty differs from its competitors is its real off-road capabilities. The Liberty's relatively fresh, boxy shape, combined with its 4x4 heritage, provides consumers with the rugged image that has long been the Jeep brand's appeal, but its relative lack of on-road comfort and poor fuel economy will limit that appeal.
The 2010 Jeep Liberty's exterior appearance has become a bit more masculine, and the tweaks work well to emphasize off-road prowess and all-around Jeep-ness. The 2010 Liberty interior looks tough and straightforward from a distance, but up close it's still appointed in chintzy-feeling materials.
Under the hood of the Liberty sits a 210-horsepower, 3.7-liter V-6 engine, which is torquey enough, but acceleration is nothing special, nor is fuel economy. It's also quite coarse and comes hooked only to a four-speed automatic transmission. Buyers can choose between rear-wheel drive or four-wheel drive, although 4WD models get slightly worse mileage than the RWD models. With 4WD, EPA ratings are just 15 mpg city, 21 highway. New for 2010 is an Eco lamp indicator that lets drivers know when they are driving in a fuel-efficient manner.
On-road ride quality is one of the Liberty's low points. As a tall, narrow vehicle with a pitchy ride, the Liberty results in lots of "head toss" on rough roads; there's also a fair amount more interior road and wind noise than in more carlike compact crossover vehicles. Last year, Jeep Liberty models received upgrades to their chassis, including stiffer rear axle shafts and retuned springs, shocks, anti-roll bars, and a steering gear valve meant to improve the vehicle's steering and handling. Seating isn't particularly spacious either, though the Liberty does have space enough for four adults and the backseats fold forward for more cargo space. All those criticisms won't matter as much if off-road ability is on your list, as the Liberty is very able on trails, with a low range and under-body shielding. Command Trac is one of two four-wheel-drive systems offered in the Liberty; it's a part-time system intended for trail-running, while Selec-Trac II is a full-time system that's also off-road capable but better oriented for snowy roads.
While the 2010 Jeep Liberty comes with a host of standard safety features, such as side-impact and side-curtain airbags, electronic stability control, and several other electronic off-road aids, it only achieves a worrisome "marginal" rating from the IIHS in side-impact safety—the second-worst rating the IIHS gives. For frontal-offset impacts, the 2010 Jeep Liberty garners the IIHS' highest rating of "good." New for 2010 are active head restraints for the Liberty, which the IIHS rewards with its second-highest rating of "acceptable" for rear-crash protection.
Both the Sport and Limited models of the 2010 Liberty come quite well equipped, with the Limited model offering a host of extras, including heated leather seats, cruise control, voice-activated Bluetooth, a garage-door opener, and upgraded trim. There are plenty of cool options, such as a music hard drive system, Bluetooth, rain-sensing wipers, and a Sky Slider sunroof, if you don't mind the higher price tag.
The Bottom Line: The 2010 Jeep Liberty is at home on the trail—but not so much in suburban driveways or city streets.
Other Choices
If you like the 2010 Jeep Liberty, also consider:
- Subaru Forester
- Honda CRV
- Toyota FJ Cruiser
- Nissan Xterra
- Toyota RAV4
Reason Why:
If you really want genuine Jeep performance, the 2010 Liberty doesn't disappoint. If you want something that just looks like it could go off road, there are better choices. Among those more carlike candidates are the Subaru Forester, which has a tough all-wheel-drive system that can take on muddy, rutted trails quite well. The RAV4 is styled closer to an SUV, but it's similar to a car too; inside you can specify a small third-row seat. Honda's CR-V is one of the smoothest-riding and most fuel-efficient, and it's a good choice for those who don't plan to venture off-road. For those who want hardy off-road alternatives and really plan to take to the trail, the Nissan Xterra is a good choice, especially if you have a lot of equipment to haul around. And for off-road fashionistas, the FJ Cruiser is a hot ride.
Buying Tip
If you'll never go off road in a million years, consider other SUVs. There are plenty of SUV-ish crossovers out there. However, if you're apt to put a wheel on a trail or have another genuine need for the kind of performance that the Liberty provides, spend some time in one and you'll be impressed.
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2010 Volkswagen Passat Sedan – Passat Wagon Bottom Line
TheCarConnection.com has driven the 2010 Volkswagen Passat sedan and wagon to bring you firsthand driving impressions and advice here in this Bottom Line. TheCarConnection.com has also researched available road tests on the Passat to produce this conclusive review.
Likes
Attractive, well-appointed interior
Impressive safety
Quiet, refined cabin
Responsive, refined powertrain
Dislikes
No Bluetooth hands-free calling interface
Prefers premium fuel
Last year, with the introduction of the new flagship Volkswagen CC sedan, VW simplified the Passat lineup, discontinuing the manual transmission, available V-6 engine, and all-wheel drive and reducing it to a single Komfort model. The Passat remains offered in sedan and wagon models.
From the outside, the 2010 Volkswagen Passat Wagon's design is more cohesive and attractive than the sedan, with better proportions. There are no exaggerated flares or curves, just sloping lines (the roof) and smooth undulations in the bodywork (wheel arches). Nearly everyone will appreciate the understated opulence of the interior, which mixes softer and more welcoming surfaces and materials than the stark look associated with products from this German brand in the past.
A 200-horsepower, 2.0-liter turbocharged four-cylinder is the only engine offered across the entire Passat lineup; that's fine, as the engine provides good performance and impressive economy with the six-speed automatic transmission. The suspension and steering lend the 2010 Passat a responsive, tossable feel; it handles and maneuvers well, but not as sharply as a sport sedan.
Although the rear door line makes an odd straight cut downward, the door's unusual shape really helps entry/exit, with the higher roofline on wagons offering some advantages. Most will find the driving position and front seats comfortable in the 2010 Passat, and it has impressive backseat space that rivals some of the roomiest sedans in the mid-size class; it's especially leg-friendly for lanky adult passengers. In the wagon, there are plenty of storage bins and even an umbrella-storage area. A power liftgate is standard on all wagons—either a welcome convenience or unnecessary complexity, depending on your demands. Rear seatbacks fold forward neatly to expand the cargo floor, which is very convenient with its low lift-in height. Overall, the quality of the materials in the Volkswagen Passat Wagon and Sedan is quite impressive, and the interior layout feels both luxurious and practical. In either version, the ride is very well controlled, perhaps making the Passat more refined inside than many luxury-brand mid-size models, and there's almost no wind or road noise.
The 2010 Passat has a generous list of safety features, but doesn't perform as well as some rivals in crash tests. It gets four-star ratings in frontal impact and four- and five-star results in side impact from the federal government, along with top "good" results in frontal and side tests, plus "marginal" ratings for rear impact from the IIHS. Front side and full-length head/curtain airbags are standard, while side-thorax bags for backseat passengers are optional.
Overall, the lineup of the 2010 Passat is simple. There's one Komfort model, as a sedan or wagon, and just a few option packages on offer. Large 17-inch wheels, along with heated seats and heated washer nozzles, come with all Passats. Other standard equipment includes keyless entry, cruise control, air conditioning, an eight-speaker sound system, leather steering-wheel trim, manual side sunshades, and a power 12-way driver seat. A Navigation Infotainment Package with touchscreen display, 30GB hard drive, and video DVD playback is optional.
The Bottom Line: Whether as a sedan or wagon, the 2010 Volkswagen Passat handles family business, performing with more grace than most mid-size models, with an understated stylishness shining through.
Other Choices
If you like the 2009 Volkswagen Passat, also consider:
- Chevrolet Malibu
- Ford Fusion
- Honda Accord
- Nissan Altima
- Subaru Outback
Reason Why:
Now that the Passat has been cut down to a single model, Volkswagen leaves all the more expensive competition—with V-6 engines and all-wheel drive—to the flagship CC. There isn't much direct competition for the Passat wagon; its closest rival might be the Subaru Outback, which comes with standard all-wheel drive and a flat-four engine that, together, provide more go-anywhere ability but not nearly the sophistication of the Passat wagon. Among sedans, the Honda Accord is a larger sedan but feels surprisingly refined, almost lavish, even in base four-cylinder form. The Chevrolet Malibu is also worth considering; it combines a good-looking instrument panel design and comfortable seats with one of the smoothest rides in this class. The Ford Fusion and Nissan Altima both forgo some ride comfort for sportiness; in the case of the Fusion, its interior is quite basic and road noise is higher than in most of the other models, but it's especially fun to drive, with great steering. The Altima's backseat is smaller than the others', and its ride a bit firmer, but it feels quite sporty.
Buying Tip
Especially if you're considering the Passat Wagon, you might want to include the Jetta SportWagen on your list. Unlike the Passat, the Jetta offers VW's much-loved TDI diesel engine, yielding up to 42 mpg highway.
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