DRIVER & new Cars

2009 Nissan Altima Review

2009-04-11T10:26:00.000-07:00

source:carreviews.com
The 2009 Nissan Altima Coupe 2.5S, delivers to a youthful audience seeking to express themselves through a sporty-looking car, without the high-dollar sporty-car price. With the car’s sleek design, shorter wheel-base, and smaller size — all of the above contribute to its more aggressive performance than the Altima Sedan. It’s loaded with cool features including power sliding moonroof, 6-speaker audio system, AM/FM/CD, 16 inch aluminum alloy rims, Xtronic CVT™, Nissan Intelligent Key™, and a 175 hp, 2.5L engine to name a few.

Driving Impressions

The Altima is a fresh design in the coupe market with its sleek lines and more robust body design — this car is eye-catching. It has a more compressed build when compared to its sedan counterpart; its shorter wheel-base made it handle better on the curvy roads. But it was equally comfortable driving on surface streets and freeways.

With $4/gallon gas prices still fresh in our minds, optimum fuel efficiency is always a serious consideration among new car buyers and the Altima Coupe delivers good fuel efficiency with both engine options. Those who like to “power up” can choose the 270 hp 3.5L V6 and still achieve up to 18 mpg in the city and 27 on the highway according to EPA estimates. More conservative drivers who are comfortable with the 175 hp 2.5L 4-cylinder engine can get a miserly 23 mpg in the city and a whopping 32 mpg on the highway. Both the 3.5-liter V6 and 2.5-liter 4-cylinder models are available with Nissan’s advanced Xtronic CVT (Continuously Variable Transmission) or 6-speed manual transmissions. Although, if you want stability control, you have to order the V6 option.

Build

The Nissan Altima is a very sturdy car which is apparent from the solid “thunk” every time the doors are closed, to the smooth purr of the 2.5 liter engine. The exterior design of the Coupe has some lines reminiscent of the 350Z and its overall body design make this car stand out amongst the sea of Camrys and Accords. The headlamp, parking light, and front turn signal are all combined into one neat package which provides effective visibility during both day-time and night-time driving.

Impressive are the Altima Coupe’s excellent safety reviews: 4-stars for Frontal Crash, 5-stars for Side Crash, and 5-stars for Rollovers. This car means business when it comes to passenger and driver safety. Driver, passenger, front side, and head side-curtain airbags are standard. If necessary, this car can take some serious hits and protect its occupants.

Interior Comfort and Ergonomics

Upon sitting in the Coupe, the interior is well designed with everything within arms reach – stereo system, venting system, internal lights, headlights, wipers, etc. All were clearly laid out and right where you’d expect them to be located. The cloth seat upholstery is simple, yet comfortable. The driver’s seat is capable of 8-way seat adjustment for optimal driving position. There is ample head room even with the power sliding moonroof. Which means that pretty much anyone can be comfortable while driving this car. From the little granny’s to the massive jocks, the Altima’s spacious interior was never too obtrusive. While the internal cabin lighting was rather bright during the night-time drives, it meant that if anything was dropped into the obscure reaches of the vehicle, it would be easy to locate.

Like the front cabin space, the rear of the car was also very spacious for passengers or child car seats. Again, Nissan design engineers did their homework and made sure that weary travelers would be comfortable in the back with ample amounts of leg and seat room. Another nice feature was the LATCH system which anchors and tethers child car seats to the rear-seats; they were very robust and strong. The only down-side was the passenger 60/40 seating was difficult to put down – one seat was on a button latch (easy to find), while the other had a release strap found in the trunk (hard to find). Not super intuitive, but once found, it was easy to operate. Overall, the Coupe is a pleasantly, comfortable vehicle to drive for both city driving and long adventures out on the open road.

This Coupe was hooked up with the 6-speaker base stereo system. It has good sound clarity even when blasting the bass – a definite plus. As to be expected, also offered for 2009 is a long list of user-friendly technology features – including standard Nissan Intelligent Key, available Bluetooth^® Hands-free Phone System, an advanced touch-screen navigation system with XM NavTraffic^® with real-time traffic information (XM^® subscription required, sold separately) and RearView Monitor.

Performance

Probably the most disappointing part about test driving the Altima was its lack of power. Something seriously amiss in such a flashy coupe. Nissan fell short on the “eye-opening exhilarating power” it promised in its press release. For a car with a 2.5-liter DOHC 16-valve QR25 inline 4-cylinder, producing 175 horsepower and 180 lb-ft of torque, the Altima lacked the serious pick-up required when asked to accelerate. For a sporty car, the freeway on-ramp accelerations were something to be desired. Once up to speed though, the Coupe drove very well. It was smooth and quiet. At times, I found myself passing over 80 mph without even flinching. The Altima seemed most comfortable when driving along at a steady speed with gentle accelerations. It never felt like it was packing much power and the overall driving experience is what you’d expect from a normally aspirated 4-cylinder engine – practical.

The Altima Coupe features a cool technology option — Nissan’s Xtronic CVT™ (Continuous Variable Transmission). In a nut-shell, it’s a gearless transmission that shifts ultra-smoothly with no “shift-shock”.No gears means the transmission can choose a gear ratio optimum for fuel efficiency within the engine’s power range.When driving conditions dictate a more “hands on” approach, it is very simple to switch from automatic to manual-mode. It’s a nice feature since there is no clutch involved and it allows the driver to shift based on the driving environment and the driver’s perceived intentions. So if you’re a fuel conscious individual, you can pop it into automatic and CVT cruises at low RPMs. In manual mode, The driver must move the stick upwards to shift into the higher gears since it won’t up-shift automatically. If the driver forgets to shift, the engine will red-line until the next upshift. To be clear, this is not a stick; it’s something between automatic and manual transmission and the driver can choose whether to use it or not. It gives the driver the option to be lazy and drive automatic or be playful with a pseudo-manual transmission.

Fuel Economy

Advertised: 23 in the city, and 31 freeway (or 26 combined).
Actual Observed: 25.4 mpg (pretty close to the advertised values). I was purposefully trying to get poor fuel economy by driving with a heavy foot, kicking the accelerator and stopping at all traffic signals. Even with my anti-hypermiling driving technique, the fuel economy was close to the expected value of 26 mpg. And I’m sure if I was more fuel conscious, I could have gotten even better mileage. It’s nice when the advertised values reflect the real-life values.

Handling

The Coupe performed surprisingly well by making up for the engine’s lack of power with superb handling. While out on the curvy mountainous roads in the California Bay Area, the Altima handled all the hard cornering I could throw at it and accelerated well enough to keep it exciting. With the 4-wheel ABS Brakes, the Altima seemed to be in its element on the tighter roads and hugged the asphalt well for a mid-size car. It never felt like it was going to tip or slide-off the road. And while the handling dynamics of the Altima Coupe helped driving at speed, it meant the car could stop at any instant. When put to the test, these were reassuring features. The power-steering was light and responsive, but never twitchy. Whichever direction you pointed the Coupe, it handled with ease.

Styling

At first glance, the Altima Coupe is an eye-catching, sexy sports car. The Azure Blue color added a little extra sophistication to this sporty wannabe. It had nice lines and was well put together. The car designers created an aesthetically, well designed vehicle. The Nissan Intelligent Key for key-less entry and push button ignition was pretty awesome for a first-time user. I was impressed by its easy-to-use nature, and it was very self-explanatory. The power sliding moonroof is always a lovely feature; there’s something to be said about a nice breeze blowing through the hair. Again, even without the bigger V6 engine, this car looked the part and was begging to be driven.

Value

Being that the Altima Coupe is in the same class as the Ford Focus,Honda civic Coupe, and the like, we think the Altima is a good deal with its base retail price starting at $21,750 for comfort, fun and good looks. And with its superb safety rating and above-average fuel economy, the Altima Coupe is a serious contender in its class. Ultimately, the Nissan Altima Coupe doesn’t knock its competitors out of the water with its performance, but we feel its stylish and fresh look partnered with good safety features makes it a winner by unanimous decision.

Conclusion

This car is perfect for those wanting a hot looking car without breaking the bank account. With its excellent safety rating, good MPG, nice internal and external features, it’s easy to understand why new car owners would consider this vehicle. Basically, the Altima Coupe is an affordable mid-sized passenger car that is nowhere near mundane. While quiet and fuel efficient, the 2.5L engine in our test vehicle did lack the punch for those necessary accelerations. A new buyer might consider testing the V6 model as well before making the final decision. For the active person who requires a generous of cargo capacity, we found the lack of trunk space to be disappointing. But for its few flaws, the Altima Coupe was a solid car to drive. If you’re a buyer interested in a nice smooth ride, are fuel conscious and like lots of cabin space, the Coupe should be taken into consideration.

2010 Ford Taurus Vehicle Overview

2009-04-06T12:14:00.000-07:00

source:edmunds.com

Introduction

It has taken a long and winding road to reach the 2010 Ford Taurus. This complete redesign is the latest chapter in an automotive story packed with ups and downs.

The name Taurus was first attached to a revolutionary car that changed the way automakers and auto buyers thought of family sedans. It was America's No.1 car and its overall design was the benchmark for future competitors -- particularly those from Japan. The high-performance SHO model was a cult favorite among car nuts who also had to schlep the kids to school. Then in the 1990s, the Taurus radically changed into a celebration of ovals, including its general body shape and odd elliptical center stack. It was weird, and even when Ford toned that quirkiness down, its influence as an industry leader fell as Honda and Toyota perfected the midsize formula the Taurus had established.

The most recent Taurus was a rebadged version of the full-size Ford Five Hundred, giving up its midsize credentials to the smaller Fusion. The 2010 Taurus remains in this large-car category, but its thorough overhaul promises a more refined automobile than its predecessor and a much more engaging driving experience. Its sleek styling is hardly the revolutionary concept that the original Taurus was, but it's nevertheless attractive and more interesting than the blocky old model. Most noticeable is Ford's departure from its signature three-bar chrome grille -- rather than resembling a Gillette razor, it now looks like a Braun electric shaver. Now that's progress.

Inside, the Taurus gets the same stereo and climate control treatment as every recently redesigned Ford product. Although button-heavy and slightly cluttered looking, it's a logically laid out design. While the controls are cookie-cutter, the surrounding design is fresh and stylish. In upper trim guises, the cabin is arguably more posh than Lincoln's MKS.

The biggest news, however, is the reintroduction of the Taurus SHO model. The last time we experienced this cult-favorite nameplate it was attached to the 1990s Oval-era Taurus iteration and was packing a 235-horsepower V8 engine. The new Taurus SHO employs a twin-turbo 3.5-liter V6. Dubbed "EcoBoost," this engine feeds 365 hp to all four wheels while apparently returning the fuel economy of a less powerful car. Meanwhile, the regular Taurus uses the same naturally aspirated 3.5-liter V6 that produced perfectly ample acceleration in the outgoing car.

The 2010 Ford Taurus should prove to be an interesting entry in a segment of full-size vehicles that bridges the gap between family sedans and luxury cars. Lower-priced trim levels will be compared to the Honda Accord, Hyundai Azera and Toyota Avalon. The Limited will compete with entry-level luxury sedans like the Hyundai Genesis, Lincoln's MKS and MKZ, and the Nissan Maxima. The SHO is clearly aimed at Chrysler's 300C and Pontiac's G8. We have yet to drive this new flagship sedan from Ford, so only time will tell how this latest chapter in the Taurus story plays out.

Body Styles, Trim Levels, and Options

The 2010 Ford Taurus is a full-size sedan that seats five people. It is available in SE, SEL, Limited and SHO trim levels. Standard equipment on the SE includes 17-inch alloy wheels, automatic headlights, keyless entry and SecuriCode entry pad, full power accessories, cruise control, a six-way power driver seat, a 60/40 split-folding rear seat, a tilt-and-telescoping steering column, steering wheel audio controls and a six-speaker stereo with CD/MP3 player and auxiliary audio jack. The SEL adds 18-inch wheels, automatic transmission paddle shifters, heated side mirrors, dual-zone automatic climate control, an auto-dimming rearview mirror, upgraded cloth upholstery and satellite radio. Options on the SEL include 19-inch wheels, rear parking sensors, a power passenger seat, ambient lighting, leather upholstery and the Sync electronics interface system (which includes Bluetooth and an iPod interface). These items are standard on the Taurus Limited, plus 10-way power front seats, driver memory functions and an upgraded stereo with six-CD/MP3 player. The Taurus SHO adds a more powerful engine, a sport-tuned suspension, xenon headlamps, an auto-dimming exterior driver mirror (optional on Limited), a rear spoiler, keyless ignition/entry (optional on SEL and Limited), upgraded leather trim and faux-suede upholstery inserts.

Options available on the SEL, Limited and SHO include a sunroof, remote ignition, power-adjustable pedals, heated front seats, multicontour massaging seats and a 12-speaker Sony-branded premium audio system. Options available on the Limited and SHO include adaptive cruise control with a collision warning system, a blind-spot warning system, automatic high beams, an auto-dimming exterior driver mirror, rain-sensing wipers, cooled front seats, heated rear seats, a rear window power sunshade and a navigation system with in-dash single-CD/DVD player, hard drive with 10GB of digital music storage, and Sirius Travel Link (real-time traffic, weather and other information). The Taurus SHO can be further equipped with 20-inch wheels, a rearview camera and an SHO Performance package that includes performance brake pads, recalibrated steering, a different final-drive ratio, stability control defeat, summer tires and 20-inch wheels.

Powertrains and Performance

The 2010 Taurus is powered by a standard 3.5-liter V6 engine that produces 263 hp and 249 pound-feet of torque. A six-speed automatic transmission is standard. On all trims except the SE, the transmission features manual shift control and downshift rev-matching capability. Front-wheel drive is standard on every Taurus trim level and all-wheel drive is available on SEL and Limited trim levels.

The Taurus SHO features a 3.5-liter twin-turbocharged V6 making 365 hp and 350 lb-ft of torque. A six-speed automatic with shift paddles is standard. Every SHO is all-wheel drive. Fuel economy estimates for either Taurus engine are not yet available.

Safety

Every 2010 Ford Taurus comes standard with antilock disc brakes, stability and traction control, front side airbags and side curtain airbags. Optional safety features include a blind-spot warning system, pre-collision warning system, rear parking sensors and a rearview camera.

Interior Design and Special Features

A stylish Ford Taurus cabin seems almost oxymoronic, but with its twin-cowl dash, waterfall center stack and high-end materials, that's exactly what it is. Although the climate and audio controls are very button-heavy, they are logically laid out and easy to interpret. The Sync electronics interface available on all but the base car is a voice-activated technology that allows you to control your cell phone or iPod using voice commands or the car's physical controls. On other Ford products, we've found Sync to be effective and desirable.

The previous Taurus offered one of the largest backseats in the class; however, the new car's has shrunk by 3 inches. Trunk space has been reduced by 1 cubic foot, but at 20.2 cubes, it is one of the most cavernous cargo areas attached to a traditional sedan (only the Lincoln Town Car and Mercury Grand Marquis are fractionally bigger).

Driving Impressions

We have not yet driven the 2010 Ford Taurus. However, it promises to be a more refined and involving drive than the sedate comfort cruiser it replaces. That's not to say we expect the Taurus to be a sport sedan, but rather a large, entry-level luxury sedan similar to a Lincoln MKS. Given that it carries over the previous Taurus' V6 engine, we expect acceleration to be perfectly acceptable for this sizable sedan. For a dose of excitement, the Taurus SHO should provide impressive acceleration from its twin-turbo V6 engine. All-wheel drive should lay the power down and prevent any front-drive torque-steer histrionics, but like the Chrysler 300C, the Taurus SHO will be more a straight-line performer than one intended for curvy back roads.

2009 Kia Borrego Review - Kia goes B-I-G

2009-03-25T12:58:00.000-07:00

Introduction
Kia, a subsidiary of the aggressively growing Hyundai, has been making in-roads on the North America market with their very affordable cars and SUVs. The bulk of their sales have come from the lower end of the market, where customers have selected Kia cars for the value they offer, balancing decent quality with a low price. With the Borrego, Kia is pushing their price tag up and delivering a much larger SUV. With the economy tanking and a renewed interest in improved gas mileage and green autos, Kia’s push will be interesting to watch. Will it make in-roads against the Toyota Highlander and Honda Pilot? Or the Ford Explorer and Buick Enclave? Or is it the wrong SUV size at the wrong time?

Driving Impressions
I drove a Spicy Red Borrego EX V6 that featured both the premium package and the luxury package, which combined with the navigation system, pushed the price up to a lofty $36,000. All those extra features did elevate the Kia experience a bit, but did not fully cover the impression that this SUV was designed more for a six-pack crowd than the chardonnay set. While the leather seats and dual climate zones were nice, the overall design, fit-and-finish, and driving experience felt as though Kia targeted a more economical buyer and then put some lipstick on it. The Borrego bounced over speed bumps, swayed through turns, and felt every bit of its 4,460 lbs. It does deliver surprising acceleration, powering the Borrego up to speed so fast that I wished I was towing a boat to slow me down. It certainly has the horses to make the most of the uphill passing lanes on the way to Tahoe. But other than its notable power, the Borrego overall seems somewhat less than the sum of its parts.

Build
Even though I had a model with the luxury package, when I slipped behind the wheel, the Borrego struck me as an truck designed in Detroit. The materials used and design of the dashboard reminded more of a regular Ford than a snooty Acura or Lexus. While the workmanship left no complaints - no missing stitches, no gaps in the paneling, no ill-fitting parts - the component design and selection of material fell below my expectations for a luxury SUV. Had the Borrego been simply a mid-market SUV with a great sound system, its performance would have been more matched to my hopes. As a luxury SUV, it falls short. It is a solidly build SUV that gave every impression of being a good workhorse and is backed by one of the better warranties on the market.

Interior Comfort and Ergonomics
The Borrego does big, both outside and inside. With plenty of room, the cavernous interior provides elbow room for everyone. What I found strange, and eventually annoying, in such an already spacious cabin was the automatic telescoping steering wheel. When departing the vehicle, the steering wheel moves towards the dashboard and your seat scoots a bit back. The process is reversed when you get in. Given that you are climbing into a generously portioned cockpit, what’s the point? Perhaps this is needed for petite drivers that need seat-assisted elevation, but after just a few days I needed to find the switch to turn it off. I understand why such systems are in small and cramped cabins, but the Borrego is anything but.

Soft, heated seats provide for comfortable, long distance driving, and the instrument panel is laid out without surprises. A rear-view camera should have been standard on a family-focused truck of this size, though and while this is an option from Kia, its absence on this review vehicle was noticeable. good integration of stereo controls into the steering wheel made controlling the crisp radio system easy and straightforward. The premium package speakers delivered crystal-clear acoustics, especially when paired to a strong satellite signal.

I frequently fault designers for insufficient cargo space, but the Borrego has enough space to double as your storage locker. With deep cargo bays and spacious door bins, the Borrego makes every possible nook and cranny a potential repository for Cheerios, wet wipes, a change of clothes and a few diapers - all at the same time. Entry into the third row is something of a challenge. I expected to be able to move the second row seat somewhat out of the way, but was not able to decipher the complex protocol needed. Either the controls are not intuitive or it is just poorly designed. As a result, my third row passengers clambered over a folded second row to reach their seats.

Performance
When I first walked up to the Borrego, I was surprised at the sheer bulk of this Kia. It was much larger than the many Sorentos and Sportages I was used to seeing. However, when I first pulled away from the curb, I was pushed deep into my seat as the Borrego jumped into the street. Over the few days that I drove the SUV, I gradually learned to carefully apply pressure to the gas pedal and prevent passenger whiplash, but the massive power available was impressive. In many ways, the Borrego does feel like a large, heavy SUV, but not when accelerating in a straight line. Stopping was also done well, although bringing more than two tons of speeding metal to a halt does take some space. The powerful disc brakes can bring the Borrego to an uncomfortably abrupt halt.

Handling
Unfortunately, driving an SUV requires more than traveling in a straight line over smooth roads, which is where the Borrego needs some improvement. It felt heavy while steering, leaned significantly in turns, and communicated all bumps to the passengers with jarring regularity. More than one of my rear seat passengers commented on the surprisingly rough ride. While the ESC and TCS kept the vehicle in safe operation with no spins outs, slippage or loss of control, the driving experience was closer to a U-Haul rental than an Acura MDX.

Styling
Kia shaped the Borrego into a solidly formidable SUV. While my first reaction was utter surprise at the size of the Clydesdale I’d be driving. When I calmed down, I realized that the designers had cleverly put together a well-proportioned vehicle that effectively camouflaged its bulk. The large tires and brawny wheel covers appropriately scale to the full-size Borrego so that when viewed from a distance, it could be a mid-size SUV. Only when you walk up to the truck do you realize its complete dimension. To be fair, the Borrego, the Buick Enclave, the Ford Explorer and Toyota Highlander are all within inches of each others dimensions, so Borrego is no enormous monstrosity. It’s just damn big for a Kia. The Borrego does nail the “I’m a big, solid SUV” message, with muscular but conservative curves. It would look completely at home in an average American driveway.
Value

The Borrego would be a fair competitor against Ford or Buick, with 4×4 capabilities and good standard features. However, the similarly sized, featured, and priced Toyota Highlander will be a tough nut for Kia to crack. Depending on the deal you can get, the Borrego can certainly be a great value for a mid-market SUV. It seems to be built with good quality, is backed by a lengthy 100,000 mile power train warranty, has lots of acceleration and plenty of room. If you are looking for a truck-like driving experience, the Borrego can be an excellent choice.Conclusion
The Borrego is a good initial effort by Kia to launch into the American market for full sized SUVs. They put a powerful engine into a spacious and well-proportioned truck and sprinkled some nice luxury features on the top. There are certainly some short-comings on the handing and performance of some of those fancy features, and this Borrego suffers for it. I’m sure Kia will correct that in future models. For this year, however, I expect dealers will be discounting off the current asking price to sufficiently sweeten the deal for many buyers.SOURCE:CARREVIEW.COM

2009 Audi Q5 Vehicle Overview

2009-03-20T11:45:00.000-07:00

2009 Audi Q5 Vehicle Overview

Introduction

Things are getting smaller: cell phones, houses, attention spans. Automobiles have also been hit with this downsizing trend, particularly sport-utility vehicles. Luxury divisions aren't immune, as an increasing number of premium compact crossovers have popped up over the past few years. The latest is the 2009 Audi Q5, a handsome little luxury SUV that takes its looks from big brother Q7, but borrows most of its mechanicals from the A4 sport sedan. The result is a stylish and capable entry in this growing segment.

The Q5 shares its wheelbase with the A4, and it employs essentially the same 3.2-liter V6 engine, Quattro all-wheel-drive system and interior design. Not surprisingly, it feels remarkably like the A4 from behind the wheel. However, the Q5 is 3 inches shorter, 3 inches wider and of course endowed with additional ground clearance.

Compared to the A4 Avant wagon, the Q5 features 5 more cubic feet of maximum trunk space. Normally, we'd say this isn't worth the Q5's added weight and top-heavy handling, but the Avant isn't available with the V6, and it's not significantly cheaper. For now, the 2009 Q5 comes only with the V6, which makes a solid 270 horsepower, 5 more than in the A4. Power is routed to all four wheels via a six-speed automatic transmission.

While its underpinnings are all A4, the Q5 bears more of a styling resemblance to Audi's Q7 SUV. The Q7 is a three-row luxury cruiser hailed for its highway performance and impeccable cabin, but lamented for its pavement-crushing weight and unimpressive interior space. The Q5 shares the Q7's strong suits while doing a better job in the size department compared to its segment rivals. If you want a crossover from Audi, the Q5 might just hit the sweet spot.

The 2009 Audi Q5 is definitely worth a look, but the competition is fierce in this category, and there's no clear leader. The Acura RDX, BMW X3, Infiniti EX35, Mercedes-Benz GLK350 and Volvo XC60 are all highly competent vehicles that excel in different areas. Each offers distinctive styling, features and driving dynamics, so we recommend test-driving the lot before making your decision.

Body Styles, Trim Levels, and Options

The 2009 Audi Q5 is a five-passenger compact crossover SUV available in one trim level, although every Q5 comes with one of three equipment groups: Premium, Premium Plus or Prestige. Standard equipment on the Premium includes 18-inch alloy wheels, heated side mirrors, eight-way power front seats, a tilt-and-telescoping steering column, tri-zone automatic climate control, a trip computer and a 10-speaker stereo with a CD/MP3 player, an auxiliary input jack, an SD card slot and satellite radio. Bluetooth and an iPod interface are optional.

The Premium Plus adds xenon headlights, LED daytime running lights, auto-dimming and power-folding mirrors, a power liftgate, heated front seats (optional on Premium), driver memory functions, a panorama sunroof (optional on Premium) and an upgraded stereo with a six-CD changer. The MMI Navigation package adds to the Premium Plus a hard-drive-based navigation system with real-time traffic updates, voice control, a rearview camera and the MMI electronics interface.

That package comes standard with the Q5 Prestige, which further adds 19-inch wheels (optional on Premium Plus), keyless ignition/entry and a Bang & Olufsen 14-speaker surround-sound stereo. Available options on the Prestige include 20-inch wheels, the Audi Drive Select adjustable vehicle settings system and a blind-spot monitor. The S line Package adds to the Premium Plus or Prestige special 20-inch wheels with summer tires, a sport steering wheel, shift paddles, unique front and rear fascias, aluminum interior trim and a black headliner.

Powertrains and Performance

Every 2009 Audi Q5 features standard Quattro all-wheel drive and a 3.2-liter V6 engine that produces 270 hp and 243 pound-feet of torque. A six-speed automatic transmission is the only available transmission. Audi projects a 0-60-mph time of 6.7 seconds. Fuel economy estimates are 18 mpg city, 23 mpg highway and 20 mpg combined, which is on par with competitors. Tow capacity is above average, with a 4,400-pound rating when properly equipped.

Safety

The 2009 Q5 comes standard with stability and traction control, front side airbags and side curtain airbags. Rear side airbags are optional.

Interior Design and Special Features

The Q5's common ground with the A4 sedan extends to its interior design. As in the A4, the center stack controls are canted toward the driver, but the layout depends on equipment level. In standard form, without navigation or the in-dash CD changer, the knob and buttons for the multipurpose electronics interface reside on the center stack. It's not the most intuitive way to select stereo functions, to put it mildly. With navigation, though, the controls migrate aft of the shifter, falling more readily to hand. Regardless of equipment level, though, the Q5's materials are of the same high quality found throughout Audi's lineup.

Despite its compact size, the Q5 manages to feel roomy whether you're seated in the front or rear. The rear seats slide fore and aft, and they also recline, extending the Q5's advantage in rear-seat comfort. Folding the rear seats flat reveals 55 cubic feet of maximum real estate, which is a little below average for this segment.

Driving Impressions

Most people will be content with the Q5's 3.2-liter V6, as there's enough power on tap for all but the most demanding driving situations. While the EX35 may seem punchier, the Audi is at least on par with or better than its German rivals in terms of acceleration. Around turns, the 2009 Audi Q5 feels balanced and secure, even if it doesn't quite replicate the sport-sedan feel of some of its competitors. The steering is precise, but as on the A4, the variable-ratio rack feels a little artificial in its weighting and feedback -- it's nice and easy in parking lots, though, especially in comparison to the heavier-feeling steering rack in the X3.

BMW M5 REVIEW

2009-03-17T09:58:00.000-07:00

Price Paid: $75000.00 from BMW Dealership

Year / Model Reviewed:
2003 /M5

Summary:
The car is perfect.... its true that from the outside nothing shows that it’s a fast car... but from the inside it does if you know how to drive that baby....Ooo if you think you will get attention ... think twice... because it looks like a normal 5 series... so buy yourself a corvette.. But if you love sport cars with a touch of luxury go for it...

Strengths:
Very powerful...without the Sport button you have more power then your think... so imagine with the sport button.... your steering weal gets harder.... more power...more speed.... better handling....you can feel the car stuck to the ground…. I leave the rest for you to imagine....

Weaknesses:
Nothing.... But for those that have the M5 2001 or 2002 the new M5 2003 is better because the changing gear is smoother and much easier...about the oil and the gas consumption… Well if you can buy that car then you have money to pay for oil and gas heheheh :)

Similar Products Used:
Hummm M3....but smaller

SOURCE:http://www.carreview.com/

2010 Volvo XC60 Review - Safety in a sexy package

2009-03-16T10:21:00.000-07:00

Pros

More Volvo safety features than you can count
Excellent ride comfort and handlingAttractive styling with unique LED tail lights

Cons

Slippery front seats that don’t hold its occupants well
Two-tone leather upholstery for the seats that are best left in a Danish furniture store
Heavy curb weight doesn’t help fuel economy

Safety in a sexy package
Volvo’s mantra has always been about safety. It was a Volvo safety engineer, Nils Bohlin, who designed and engineered the three-point safety belt. The new belt design was introduced in 1959 and saved lives almost immediately. Whereby, Volvo made the three-point lap and shoulder belt freely available to all car manufacturers. While mostly on the conservative side, Volvo has long been associated with keeping the family safe and living life in the middle lane. The mere mention of the world Volvo conjures up the image of a beige 240 DL wagon with dad at the wheel and mom refereeing the kids on their way to grandma’s house. Well, Volvo is loudly proclaiming that their new performance, luxury crossover is the safest vehicle on the road today, and they put it in stylish package that will have you rethinking the buttoned-down image of Volvo.

Driving Impressions
Not only does the new XC60 look good, it has the moves to back it up. Powered by Volvo’s T6 engine – a 3.0 liter turbocharged 6-cylinder engine that produces 281 hp and 295 lb-ft of torque – this midsize crossover picks up speed without missing a step. Power is transferred to the ground by a 6-speed “Geartronic” automatic transmission and Volvo’s All-Wheel-Drive with Instant Traction™ (aka Haldex 4 AWD). Shift points for the transmission were programmed perfectly. Under a large variety of driving conditions, never once did we feel the transmission “hunt” for the right gear or bog down when we stomped on the “go” pedal.

After traveling nearly 220 miles along California’s scenic coast and picturesque mountains, we recorded 18 mpg. Nothing to write home about, but we weren’t exactly going for a hypermiler record today. Truthfully, we had too much fun slaloming the XC60 through the turns along Highway 1 and zipping through freeway traffic. Road handling characteristics were very good and the XC60 handled transitions from corner to corner like Bo Jackson cutting through the secondary. Body roll was surprisingly minimal for a mid-size SUV weighing close to 4,200 pounds.

Goldilocks would have found the steering response just right — not too sensitive and not anywhere near mushy. The leather-wrapped steering wheel is ready for action and feels great when gripped firmly with both hands.

Build

Our test mule was a European-spec model and we have to withhold our judgment until later. Volvo officials said that U.S. versions will have only slight changes to suspension tuning and different tires.The first production XC60’s arrive in dealerships late March for demo purposes. In April, Volvo expects to begin delivery of the XC60 to customer’s eagerly awaiting hands.

Interior comfort and Ergonomics

The good - Volvo’s signature slim-design center stack has been redesigned to accommodate a navigation system. Gone is the ugly afterthought with thevolvo/garmin nav-system sitting atop the dash board. The navigation system screen is on the small side, making some readouts difficult to decipher at a glance. Its controls are inconveniently located behind one of the steering wheel’s spokes, rather than on the center dashboard stack or having a touch-screen interface. This makes using the navigation system more difficult than it needs to be.

The textured dash surface and optional wood trim frame the electronic controls handsomely. Gauges are large and clear, as are the audio and climate functions.
The better - Panorama sunroof looks spectacular and it’s large enough to give rear seat passengers a good view of the sky. Sure, large dual-panel sunroofs are becoming more common in cars such as the Audi A5 and Saturn Astra, but Volvo goes one step further while maintaining its safety theme by using laminated glass that won’t shatter into a gazillion pieces and cut up the passengers - even in the event of a vehicle turnover. The laminated glass also helps insulate the cabin to maintain a quiet ride.

The ugly - Two-tone color scheme for the seats looks atrocious. The monotone leather seats are the better choice in my opinion. I might overlook the designer’s choice of the sandstone beige/expresso bean leather seats, but the front seats weren’t even comfortable. Instead of settling into a luxurious seat that hugs a person securely, it was more like sitting on top of the seats with almost no side support. I kept sliding around on top of the seats and they felt too firm. Not the best situation for spirited driving and long trips. The XC70 has much better seats that are super comfy and hold its occupants much better. I do admit finding the right driving position was not a problem with the 8-way power adjustable seats and steering column with tilt/telescoping adjustments.

Performance

A leading dynamic is the XC60’s usable combination of horsepower and torque. If pulling a trailer is going to be part of the XC60’s work day, go for the optional Trailer Stability Assist (TSA) which offers unsurpassed control when towing a trailer. The XC60 is strong enough to tow a pair jet skis to the lake for a weekend with its 3,300 pound towing capacity. Maximum torque is available from just 1,500 rpm and remains on tap throughout the rev range. The twin-scroll turbocharger provides very fast throttle response, which translates to snappy acceleration and smooth driving when you are not towing an extra load

Styling

The Volvo XC60 shows some new design cues that will be applied to all future Volvos. This includes pumping up the visual volume with more expressive shapes and details, according to Volvo’s designers. The XC60 grille, and on all future Volvos, becomes more prominent with angled parking lights, and with headlamps that sweep up into the front fenders.

For the XC60, the lower body is wide and the stance strong, while the upper section of the car has a sporty, dashing design. The tail section is particularly impressive with tail lamps that cascade down from the corners of the roof and with a clever glass tailgate that can be opened any of three ways: full open, top section open or lower section open.

Safety

The big news is Volvo’s new “City Safety” is standard equipment with the XC60. City Safety is a unique feature to prevent low-speed impacts that are common in stop-and-go commuting. If the car is about to drive into the vehicle in front and the driver does not react, the car brakes itself. Click the link to read our report of this outstanding safety feature after our test.

“We are the first manufacturer in the world to offer this type of feature as standard. City Safety clearly advertises that the new XC60 is the safest car Volvo has ever produced. The car is packed with our accumulated safety know-how and technology, both when it comes to preventing accidents and protecting all the occupants in a collision,” says Volvo CEO Fredrik Arp.

In addition to City Safety as a standard feature, Volvo included many other safety features as standard equipment with the XC60. Whiplash Protection Seating System (WHIPS), Tire Pressure Monitoring System (TPMS), side impact protection and airbags (SIPS, SIPSBAGS II), and Dynamic Stability and Traction Control (DSTC), Hill Descent Control (HDC) are all on the list of standard equipment with many others not listed.

Value

The U.S. market only gets one engine, but the XC60 leads horsepower and torque in its class. With 281 hp and 295 lb-ft of torque, the XC60 knocks over its class competitors such as the Mercedes-Benz GLK350, BMW X3, and the Lexus RX 350. Only the Infiniti EX35, with its 297 hp V6 has more power, but less torque (253 lb-ft). List price for the Infiniti EX35 with AWD starts at $33,300 compared to the XC60’s MSRP of $37,200. While the EX35 may be thousands cheaper on paper, you get less amenities, less safety equipment, and half the cargo area.

Conclusion

The new crossover from Volvo offers every safety feature—some standard, some optional—you can think of, plus one you probably wouldn’t. However, it’s also good to look at, readily identifiable as a Volvo, handsome within, reasonably agile, and capable of holding its own in the 0-to-60 department.source:http://www.carreview.com/

Test Drive: 2009 Audi A4 2.0T Quattro

2009-03-15T02:09:00.000-07:00

Vehicle Tested:	2009 Audi A4 2.0T quattro 4dr Sedan AWD (2.0L 4cyl Turbo 6A)

Pros:	Agile handling, roomy backseat and trunk, smart styling, snappy performance from turbocharged four-cylinder engine, nicely trimmed interior.
Cons:	Needlessly complex Audi Drive Select system, Civic-like engine note, fussy controls.

You can't say Audi didn't try with the all-new 2009 A4 2.0T Quattro. Run through the list of past A4 complaints, and you'll find that they've largely been addressed this time around. Tiny backseat? Not anymore. At 185.2 inches from stem to stern, the A4 is now a whopping 7 inches longer than its BMW 3 SERIES nemesis, and it's got the accommodating rear quarters to prove it. Nose-heavy weight distribution? Audi has pared it back to a 55/45 front/rear split, which joins forces with the rear-biased Quattro all-wheel-drive system to banish performance-sapping understeer from the A4's repertoire. Laggardly performance? Also taken care of, on paper at least, as the A4 2.0T's newly amped-up turbocharged-4 enables it to run neck-and-neck with the 328i to 60 mph. In other words, the new 2009 Audi A4 exhibits none of its predecessor's vices — usually a sure recipe for success.

However, it's an open question whether this A4 is good enough to close the sales gap with the 3 Series, which outsold the Audi by almost 3-to-1 in 2008. Our skepticism centers on the engine bay, where Audi once again sends its turbocharged four-cylinder power plant up against the six-cylinder competition. While the revised 2.0T gets the job done at the test track, it sounds like aCivic, and the steering wheel vibrates with four-cylinder fervor at full throttle. We suspect many shoppers will want a more refined engine at this price point, particularly given the polished company the A4 keeps.

If you require the versatility of all-wheel drive, though, the A4 2.0T Quattro becomes considerably more appealing. In this regard, it's actually something of a bargain relative to the rest of the field (our preposterously priced tester aside), offering all-wheel-drive security at a rear-wheel-drive price. Moreover, the A4's inspired styling inside and out is bound to please those who find its rivals staid or derivative, and its driving dynamics easily meet our expectations for a contemporary sport sedan.

At the end of the day, the 2009 Audi A4 2.0T Quattro is a good car in a segment that's full of them. It's not a knockout, but it is an appreciable improvement over the previous A4, and that should help its chances in this highly competitive arena.

Performance

The all-wheel-drive 2009 Audi A4 2.0T Quattro is powered by a 2.0-liter turbocharged four-cylinder engine that cranks out 211 horsepower and 258 pound-feet of torque — increases of 11 hp and 51 lb-ft over last year's A4. Our test car was equipped with the six-speed automatic transmission. EPA fuel economy estimates stand at 21 mpg city/27 mpg highway and 23 mpg combined. At the test track, our A4 leapt to 60 mph in just 6.5 seconds, an impressive showing indeed for a 211-hp sedan weighing nearly 3,800 pounds.

While the 2.0T has an admirably linear power delivery that belies its turbocharged identity, it doesn't feel that quick in real-world driving — our seat-of-the-pants impressions had us expecting a 0-60 time in the low 7s. What gives? Turns out Audi has stacked the deck by endowing the transmission with an unadvertised drag-strip mode.

If you deactivate stability control, depress both the brake and throttle and then release the brake when the engine speed stops rising — a process known as "brake-torquing," which is standard procedure for our track drivers — the transmission bangs off uniquely quick and harsh upshifts that occur at least 500 rpm sooner than usual, presumably to keep the turbo boost from tailing off near redline. The resultant eye-catching acceleration times mask the fact that the A4 feels a step behind its six-cylinder rivals outside the confines of a racetrack.

We could also do without our test car's pricey and needlessly complex Audi Drive Select system, which allows the driver to specify steering effort, shift response and suspension settings. There are three preset modes — Comfort, Auto and Dynamic — as well as a customizable Individual mode.

Confoundingly, the Drive Select system brings with it a unique shift lever layout — while mechanically identical to the base unit, the Drive Select transmission lacks a separate Sport gate, so if you want to put the transmission in Sport, you'll have to go to the Drive Select control panel and choose either Dynamic or Individual (provided the latter has been configured with the Dynamic transmission setting). Adding to the confusion, Sport locks out 6th gear, so if you're in Dynamic, say, you'll have to cycle over to Comfort or Auto to enable 6th on the highway — or flick the lever into the manual gate and grab 6th yourself. Got all that? No? Frankly, we don't get it either.

Electronic madness aside, our A4 acquitted itself well on twisting canyon roads. This is a car that goes where you point it, and the steering's spooky parking-lot lightness gives way to a communicative weightiness at speed (in Dynamic mode, that is). Our tester evinced some excess body motions in hard cornering, but that's nothing the available Sport package can't fix. Moral of the story: Say "yes" to the Sport package and "no" to Drive Select — that's the A4 to have.

Comfort

The driving position in the 2009 Audi A4 is satisfactory, but its cowl is notably higher than that of the 3 Series, so forward visibility isn't quite as expansive. The Germans usually get their dead pedals right, and the A4 is no exception, providing a robust platform with ample space for larger shoe sizes. We dutifully cycled through Drive Select's adaptive suspension settings over a variety of surfaces, and we found that our A4 rode well in Comfort and only marginally less so in Dynamic; impact harshness was minimal either way. Wind and road noise are remarkably muted.

The front seats were comfortable but rather featureless; some of our editors prefer the Sport package's similarly comfy and more supportive chairs. The center-console armrest is thickly padded, but lanky passengers will find that their elbows fall aft of the armrests on the door. Rear-seat comfort is an A4 specialty — thanks to the new platform's additional length, taller adults will be happier back here than in rival rear quarters, particularly in terms of headroom.

Function

The A4's gauges are straightforward, though the speedometer design is such that the needle is barely at 9 o'clock when you're doing 65 mph. Other controls aren't so simple. Adjusting the fan speed requires pressing a separate button to activate that function, for instance, and tuning the radio manually is a potentially befuddling three-step procedure. Some drivers might also dislike the location of the stereo's power/volume knob, as it's located on the passenger side of the center console (there is a convenient volume knob on the steering wheel, however). As for the standard MMI (Multi Media Interface), it's still one of the best of its breed. The learning curve is easy enough that most people won't need the owner's manual to operate it, and MMI allows plenty of vehicle customization.

The optional navigation system guided us to and fro flawlessly, though its absurdly stilted female voice evokes images of alien landings. The Bang & Olufsen stereo is a useful upgrade over the base setup, providing impressive clarity and a notably fuller sound stage, but it was plagued by a driver-door rattle at higher volumes. In our real-world usability tests, the A4 2.0T's enormous 16.9-cubic-foot trunk swallowed everything we threw at it, accommodating our standard suitcase and golf bag with room to spare. Child safety seat installation is doable, but the usual compact-sedan caveat applies — front passengers may have to pull their seats forward to make it work.

Design/Fit and Finish

The sleek exterior of the 2009 Audi A4 2.0T will no doubt be a selling point for many consumers. Inside, the dashboard layout is busy but attractive, with comprehensive red cockpit illumination at night. Materials quality is class-competitive but not extraordinary — for example, the tacky silver-painted plastic around the display screen and instrument panel looks as if it were lifted from a bare-bones Subaru. Our tester's speedometer and tachometer needles were slightly misaligned at rest, and the gap between the center console's wood and plastic sections was a bit ragged, but build quality was solid overall.source:edmund.com

Test Drive: 2009 Suzuki Equator

2009-03-15T02:00:00.000-07:00

Vehicle Tested:	2009 Suzuki Equator Sport 4dr Crew Cab 5 ft. SB (4.0L 6cyl 5A)

Pros:	Agile for a truck, powerful V6, well-placed controls, comfortable front seats, versatile cargo tie-downs, extensive warranty.
Cons:	Lack of rear-seat legroom, V8-like fuel economy, heavy steering feel.

Science fiction tends to depict cloning in a dubious light, with a clone exhibiting a flaw or anomaly that spells its demise. Cloning also raises serious ethical, safety and feasibility questions. To a lesser degree, the cloning and rebadging of automobiles presents some questions as well. Of these questions, "Why?" seems to be the most prevalent. Beyond the twinned vehicles within a manufacturer's family — like Toyota/Lexus, Dodge/Chrysler and Ford/Mercury — there are a few "badge jobs" that cross over brand borders.

Such is the case with the 2009 Suzuki Equator. Fortunately, the Equator is based on the sturdy and proven platform of theNissan fontier. Besides the large chrome badging and cosmetic changes, the Equator is virtually identical to the Frontier. Because of this, the question of "Why?" emerges again. Did Suzuki need a midsize pickup truck in its lineup of economy cars and crossover SUVs? Perhaps it was banking on owners of the company's motorsports products (watercraft, dirt bikes) to carry over brand loyalty to their toy haulers? The answer is likely a bit of both.

Of the few Equator/Frontier differences, most are improvements, but they are not without a few drawbacks. The Equator's restyled grille appeals to those averse to the clunky look of the Nissan's, and Suzuki ups the ante with a generous seven-year/100,000-mile warranty (versus the Frontier's three years and 36,000 miles). For high-mileage drivers, the warranty alone may be reason enough to choose the Suzuki, but the drawback is that warranty service must be performed at a Suzuki dealer, rather than a much more common Nissan dealer.

The 2009 Suzuki Equator does manage to retain some of the Frontier's best attributes, though. The powerful 4.0-liter V6, city-friendly agility (for a truck), comfortable front seating and versatile cargo space all carry over. So this all goes to show that perhaps cloning isn't so bad after all, as long as you're cloning something that is worth duplicating.

Performance

As with all Suzuki Equator Crew Cabs, our test vehicle was powered by a 4.0-liter V6 that produces 261 horsepower and 281 pound-feet of torque. A 2.5-liter four-cylinder engine is available, but only in entry-level extended-cab models. The only transmission available for V6-powered Equators is a five-speed automatic that executes surprisingly smooth and swift gearchanges. Towing capacity is an equally impressive 6,300 pounds.

Off the line, the 2009 Suzuki Equator launches easily thanks to a favorable balance of power and grip. In testing, our rear-wheel-drive Equator accelerated to 60 mph from a standstill in only 8.0 seconds, which is on par with V8-powered pickups like thechevi colorado,Dogde dagota and Toyota Tacoma. Around town or on the highway, the powertrain never felt overburdened by our demanding driving style, barreling up freeway on-ramps and passing other cars with ease. Unfortunately, this hearty V6 also comes with an eight-cylinder thirst. The EPA estimates fuel economy at 15 mpg in the city, 20 mpg on the highway and 17 mpg in combined driving. Under our heavy feet, we managed only 15.6 mpg in mixed driving.

The brakes scrub speed off efficiently, stopping the 4,346-pound Suzuki from 60 mph in 122 feet, but the Equator suffers from an unsettlingly soft brake pedal that tends to touch the floor under heavy foot pressure. Steering is precise and well-weighted at highway speeds, but in parking lots the wheel felt cumbersome. We found it a bit too easy to overwhelm the power steering with rapid spins of the wheel, resulting in molasseslike resistance. Compounding this problem is the large turning circle (typical for trucks of this size), which demands multiple-point turns in order to come about.

On curvy blacktop, the Equator handles just about how one would expect, which is to say its soft suspension tuning results in a lot of body roll. However, even at the handling limit, the Suzuki Equator remains stable and predictable. Even more impressive is that it accomplishes this without the assistance of electronic stability control (which is only available as an option on the range-topping RMZ-4 trim).

Comfort

In Sport trim (such as our test vehicle), the 2009 Suzuki Equator is intended for on-road transportation rather than off-road excursions. The highway-friendly tires remain quiet well past the speed limit, while wind noise is likewise kept to a whisper. As is typical for most pickup trucks, the ride can be rather jarring — especially over concrete expansion joints and smaller road imperfections. Larger obstructions like speed bumps and dips are tackled with much more compliance.

A comfortable driving position was easily found for nearly any size driver, despite the lack of seat height adjustments or a telescoping steering wheel. The front seats provided enough support and legroom to make a long road trip bearable, but rear seating was a different tale. Adult passengers found the rear seats lacking thigh support and mounted too low, forcing their knees upward into a quasi-squat position. Still, the crew cab was spacious and versatile enough to justify choosing it over the cramped extended-cab interior.

Function

The Equator's front seats, stereo and climate controls are easily reached and mounted high in the center dashboard. These controls, as well as the instrument panel, were legible in nearly any lighting condition. The Sport trim is only offered with a six-speaker CD audio system that delivers clean tones but lacks bass. Conveniences like steering-wheel-mounted audio controls, Bluetooth or an auxiliary audio input jack are available only as options with the RMZ-4 trim level, as is an upgraded sound system.

Interior storage is abundant throughout the cabin with deep door pockets, a cavernous center armrest bin, twin gloveboxes and smaller center console trays. The rear 60/40 split seats fold up to reveal two removable bins, and the front passenger seat folds flat. With the seats stowed, interior cargo space is increased to allow for bulky items that need protection from the elements or theft. The crew cab also provides ample space for front- or rear-facing child seats, though accessing the top tether anchors requires flipping the rear backrests forward and a bit of awkward jostling during installation.

Our 2009 Suzuki Equator's optional 6-foot cargo bed is available only on crew-cab models in Sport trim. Crew-cab models benefit from a standard spray-on bedliner and a track-type tie-down system. This tie-down system utilizes four beefy metal cleats that slide into five channels built into the bed's floor, side and forward walls. Suzuki also offers several channel accessories that include a sliding tool box, cargo dividers and bed extenders. Nissan offers even more compatible accessories.

Design/Fit and Finish

The Suzuki Equator's interior is identical to that of the Nissan Frontier, except for some badging. With that in mind, it shares the Nissan's advantages and weaknesses. The cabin is full of hard plastics that cheapen an otherwise pleasant design. Fortunately, these bargain materials have enough texture to reduce glare and, it's also worth noting that this interior is typical for most pickups in this segment.

The Equator/Frontier external differences are most evident in the grille, and for some among us, the Toyota-like truck grille is an improvement. Exterior gripes are minor and include the lack of trim at the front bed lip, which exposes a line of spot welds. But then again, it's the same in the Frontier — Nissan made the bed and Suzuki just has to sleep in it.

Who Should Buy This Vehicle

The 2009 Suzuki Equator Crew Cab Sport makes for an excellent work truck and fun hauler — as does the nearly identical Nissan Frontier. Selecting the Equator over the Frontier would make sense for those with a local Suzuki dealer, who prefer the exterior styling or are fiercely loyal to the brand. The generous warranty should also appeal to those who rack up the annual miles.source:edmunds.com

Test Drive: 2009 Porsche Boxster S With PDK

2009-03-05T08:59:00.000-08:00

Test Drive: 2009 Porsche Boxster S With PDK

Vehicle Tested:	2009 Porsche Boxster S 2dr Convertible (3.4L 6cyl 6M)

Pros:	Brilliant dual-clutch automated manual transmission, sublime handling, eager flat-6 power plant, high-quality interior.
Cons:	Familiar shape, mandatory ragtop lacks the versatility of a retractable hardtop.

Porsche likes to remind the driving public that "there is no substitute" for its iconic sports cars. Likewise, many die-hard enthusiasts stubbornly maintain that nothing less than a conventional manual transmission will do for spirited driving. Porsche knows this as well as anyone: Despite the long-standing American love affair with the automatic, roughly 75 percent of Porsche sports cars sold in the United States are equipped with old-fashioned stick shifts, according to company sources. It was thus with some skepticism that we flew to Italy to sample the 2009 Porsche Boxster S and its new seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual, which Porsche expects to be chosen by at least 50 percent of its sports-car buyers going forward.

After thoroughly exercising our PDK-equipped Boxster S test car on Sicily's perfectly maintained rotini-shaped back roads, we had to admit that PDK is indeed a superior substitute — for an automatic, at least. With its twin clutches engaging and disengaging in seamless harmony, PDK shifts more smoothly in "Drive" than a regular automatic, and its brilliant manual-shift mode provides instantaneous yet refined responses to driver inputs. It's so good that it makes the seven-speed slushbox in the rival Mercedes benz SLK55 AMGeel like a quaint relic from a bygone era. As for whether PDK is a stick-shift substitute, we'll go with the economist's stock reply: It depends — on personal preference, driving patterns and so on.

What's not up for debate is the overall excellence of the 2009 Porsche Boxster S. It lacks the intestine-displacing torque and versatile folding hardtop of the abovementioned Benz, but there's no doubt that it's the driver's choice in this segment. With the top down on a twisty road, the Boxster S will have you devising wild financial schemes that might enable you to afford one. The handling is beautifully balanced, the steering is telepathic and the numerous mechanical improvements for '09 — including the availability of PDK and the addition of power-enhancing direct injection to the midmounted 3.4-liter flat-6 — keep the Boxster S's aging platform feeling fresh.

At this Porsche's lofty price point, there are always substitutes. Still, even in its jaw-dropping 10th year of production, the Boxster S remains one of the purest and most satisfying sports cars on the planet, and PDK's impeccable performance may well seal the deal for those who aren't sold on shifting for themselves.

Performance

The rear-wheel-drive 2009 Porsche Boxster S is powered by a midmounted, direct-injected 3.4-liter flat-6 that churns out 310 horsepower and 266 pound-feet of torque, which amount to increases of 15 hp and 15 lb-ft of torque over last year's model. With PDK, Porsche estimates that the Boxster S will sprint from zero to 60 mph in less than 5.2 seconds. We didn't bring our testing gear to Italy, but the Boxster S does feel invigoratingly quick, and we couldn't get enough of the flat-6's sonorous midrange wail.

As automated-clutch manual transmissions go, the seven-speed PDK's performance is a revelation, awkward wheel-mounted shift paddles notwithstanding (most high-performance cars employ column-mounted paddles). Left in fully automatic Drive mode, shifts are imperceptible — if you couldn't hear the engine speed changing between gears, you'd swear it was a gearless CVT (continuously variable transmission). There's a fully automatic Sport mode as well, but we found that it holds onto lower gears too tenaciously, even for aggressive driving. Our favorite mode was Sport Manual, which supplies lightning-quick yet buttery-smooth shifts on demand. Sport Plus — a special competition mode that came courtesy of our test car's optional Sport Chrono Package — is even quicker, but the shift quality is harsh, and Sport is already plenty responsive.

As you'd expect of a perfectly balanced midengine roadster from Porsche, the Boxster S is one of the best in the business at carving corners. The steering effort has supposedly been lightened a bit for '09; whatever was done, the result is sublime. We even like the stability control system — in Sport Plus, it allows up to 30 degrees of rear-end rotation before tightening the reins, and it intervenes so unobtrusively that a blinking light in the gauge cluster was often our only clue. If world-class handling is a priority, the Boxster S will not disappoint.

Gas mileage is rarely a consideration for premium roadster buyers, but should you care, the 2009 Porsche Boxster S with PDK returns a rather incredible 20 mpg city/29 mpg highway, which is on par with some family sedans.

Comfort

The Boxster S's soft top provides adequate insulation under most circumstances, but wind noise is elevated at highway speeds, particularly in the tentlike cavity behind the headrests. Predictably, the large expanses of fabric produce enormous blind spots. Porsche insists that the soft top is a necessary weight-saving measure, butMazda's retractable-hardtop miatais only 70 pounds heavier than the ragtop version, so it's clearly possible to have the best of both worlds. With the top down, the Boxster S exhibits virtually no cowl shake — highly impressive given that the car's basic platform debuted way back in '97 — and wind buffeting at highway speeds is kept in check by an optional transparent partition that spans the gap between the seats and the roll hoops.

Our Boxster S had the optional Porsche Active Suspension Management (PASM) system, which lowers the car by about half an inch and provides two selectable suspension settings. Normal is compliant by default but switches to a firmer calibration for more aggressive driving, while Sport noticeably tightens up the dampers for a uniformly, well, sporty feel. In either mode, impact harshness is rarely noticeable despite the Boxster S's performance-biased nature.

Our test car's optional power seats provided great long-distance comfort as well as excellent lateral support through the turns. They're good enough that we question the need for the available sport bucket seats, which are more expensive and less adjustable. Cockpit space is plentiful for drivers of all sizes. Aside from the inherent shortcomings of the Boxster S's ragtop, this is a remarkably comfortable roadster overall.

Function

The Boxster S's primary gauges are faultlessly designed, with the large center-mounted tachometer clearly signaling the car's sporting character. The optional automatic climate control system works well enough, but the rocker switches for temperature and fan adjustment are a bit fussy. Sound quality from the upgraded Bose stereo is quite good for this class — it's front-biased by default, but sliding the fader a few notches toward the rear creates a satisfactory sound stage, and the sound is full and rich. The optional touchscreen navigation system did a fine job of keeping us on course in the Sicilian countryside.

Our standard usability props didn't make the flight to Palermo, but we asked a Porsche representative about fitting golf clubs into either of the Boxster's two trunks. He laughed, which probably means that your clubs will be riding shotgun. The news is better for luggage — the front trunk is deep enough to swallow a weekend getaway's worth of cargo, and the shallower rear trunk can still hold a couple briefcases.

Design/Fit and Finish

The Porsche Boxster S is endowed with a handful of tasteful styling upgrades for 2009, such as LED running lights up front and new LED taillights, but it still bears an uncomfortable resemblance to its forebears from the late '90s. Inside, the dashboard layout isn't memorably styled, but materials quality is superb — a notable improvement over earlier Boxsters. Fit and finish was uniformly excellent in our test car.

Who Should Buy This Vehicle

Premium roadster shoppers who want the best dual-clutch automated manual transmission on the market.

2009 Chevrolet Cobalt Vehicle Overview

2009-02-21T10:55:00.000-08:00

2009 Chevrolet Cobalt Vehicle Overview

Introduction

Believe it or not, but the Chevrolet Cobalt is one of the top five best-selling compact cars month to month and occasionally outsells the Ford Focus, one of its main competitors. And with roughly 40 compact cars to choose from for 2009, that means the Cobalt is quite popular, even if names like Civic and Corolla seem to grab more headlines.

Affordability is easily the Cobalt's strongest selling point, as the base model is priced just over $14,000 -- again directly in line with other popular compacts. It also has strong performance potential via the turbocharged SS model, which comes equipped with an impressive 260-horsepower engine. Standard OnStar and an available USB port and Bluetooth further enhance the 2009 Cobalt's appeal. Buyers looking for a quiet commuter car that gets decent fuel economy will want to opt for the XFE package that combines a modified engine computer, manual transmission and low-rolling-resistance tires in an effort to squeeze a few more mpg out of the Cobalt's 2.2-liter engine.

However, competitors like the Honda Civic and Mazda 3 offer similar fuel economy wrapped in a more attractive package. Those cars also have nicer interiors and higher-quality materials throughout. Seat comfort is another area where the 2009 Chevy Cobalt generally falls short, although the SS model's sport seats are first-rate. In fact, the SS is the best car in the Cobalt lineup.

Overall, as big as the sales numbers happen to be (which are certainly padded via sales to rental fleets), the Cobalt LS and LT are simply adequate transportation and are not up to par when compared to cars like the Honda Civic, Hyundai Elantra, Mazda 3 and Mitsubishi Lancer. All are better-looking, more fun to drive and offer a noticeable step up in terms of interior comfort and quality.

Body Styles, Trim Levels, and Options

The 2009 Chevrolet Cobalt is available in compact sedan and coupe body styles, each split into LS, LT and SS trim levels. Standard features on the LS include 15-inch steel wheels with wheel covers, OnStar, air-conditioning, a tilt steering wheel, a 60/40-split rear seat, a trip computer and a four-speaker stereo with CD/MP3 player, satellite radio and an auxiliary audio jack. The LT adds power accessories, remote door locks, upgraded front seats and a front center armrest. On top of that, the LT allows more options like the 2LT Package with an automatic transmission, traction control, four-wheel antilock brakes, remote vehicle starter system, a cargo net, cruise control, body-color side moldings and 16 inch aluminum wheels.

The LT trim level also allows you to order the new Sport Appearance package that includes a rear spoiler, front foglamps, 17-inch alloy wheels, reworked front and rear fascias, Bluetooth, white-faced sport gauges and a leather-wrapped steering wheel with remote audio and cruise controls. Other notable individual options on the LT include a Pioneer sound system, USB port, sunroof and a remote start feature. Finally, the SS adds a turbocharged engine, 18-inch wheels, an exclusive sport-tuned suspension, Brembo front brakes, unique exterior and interior styling cues, sport seats covered with a suedelike material, Bluetooth and a turbo boost gauge. A limited-slip front differential is optional for the SS.

Powertrains and Performance

With the demise of the Cobalt Sport, the car now has only two engine options: a 2.2-liter inline four-cylinder and a 2.0-liter turbocharged inline-4. The 2.2-liter engine is normally aspirated and powers LS and LT models with 155 hp and 150 pound-feet of torque. The standard transmission for LS and LT models is a five-speed manual, with a four-speed automatic available as an option. The base manual is badged the XFE, which indicates its extra fuel economy. As it is, the XFE gets 25 mpg city/37 mpg highway and 30 mpg combined. The automatic-equipped LS and LT achieve 24 mpg city/33 mpg highway and 27 mpg combined.

The SS features the more potent 2.0-liter turbocharged engine that makes an impressive 260 hp and 260 lb-ft of torque. A five-speed manual is the only transmission offered on the SS. In testing, we launched a Cobalt SS coupe from zero to 60 mph in 5.8 seconds. Fuel economy doesn't suffer much either, as it rates 22 mpg city/30 mpg highway and 25 mpg combined.

Safety

Full-length side curtain airbags are standard on all Cobalts. Most Cobalts have a front-disc/rear-drum brake setup; SS models have performance-tuned four-wheel disc brakes. Antilock braking is optional on the LS and LT and standard on the SS. ABS-equipped models with automatic transmissions come equipped with standard traction control.

In frontal government crash tests, both Cobalt body styles received four out of five stars for driver protection and a perfect five stars for passenger protection. In side impacts, the Cobalt sedan got only three stars for front seat passengers and five stars for the rear. The Cobalt coupe yielded four stars for the front and rear seats. In the Insurance Institute for Highway Safety's frontal-offset crash test, the Cobalt sedan received the highest score of "Good," while in side crash tests, the Cobalt sedan received the second-highest score of "Acceptable." If your local car rental shop has Cobalts to rent, keep in mind that Cobalts sold to fleets might not come standard with side curtain airbags -- without the side airbags, the Cobalt scored the lowest "Poor" rating in the IIHS side test.

Interior Design and Special Features

Inside, attractive gauges and a full-featured stereo head unit give the 2009 Chevrolet Cobalt a modern feel. Still, the design is plain unless you upgrade with the Sport Appearance package or the full SS trim. Interior materials quality is also disappointing, even at this modest price level, as is front seat comfort. The same goes for the rear seat where the bench is flat and low. The SS model's front sport seats, though, are so good that they remind us of the Recaro seats in the old SS Supercharged, even though they're made by GM's Performance Division this time around.

Driving Impressions

The 2.2-liter engine provides adequate power for just about any situation and can feel somewhat lively compared to other compact sedans with smaller engines. Commuters will enjoy the 2009 Chevy Cobalt's smooth, quiet ride, but the car's handling is less impressive. The suspension allows too much body roll and the electric steering is slow, and doesn't offer a good feel for the road. XFE-badged Cobalts fare even worse with the lack of grip from the low-rolling-resistance tires that significantly lengthen stopping distances and limit cornering ability.

It's only in SS trim that the Cobalt comes into its own as a legitimate driver's car. Acceleration is impressive -- Chevrolet says the SS will sprint from zero to 60 mph in 5.7 seconds -- and braking and handling are top-notch. The Cobalt SS may not be the most refined sport compact on the market, but we can't argue with its performance, which rivals that of pint-sized powerhouses like the Mazdaspeed 3.source:edmunds.com

2010 Ford Fusion Review

2009-02-21T10:49:00.000-08:00

2010 Ford Fusion Review

Introduction

The 2010 Ford Fusion is a car that blurs the boundaries between a midcycle refresh and a ground-up redesign. Its platform is shared with last year's Fusion, which means it's still fundamentally a stretched version of the first-generation Mazda 6. Yet practically everything else is new -- exterior design, interior design, powertrains, you name it. Before you write off the 2010 Fusion as a warmed-over version of the previous model, we suggest you take one for a test-drive. The old Fusion was already a pretty good midsize sedan, and thanks to Ford's determination to rectify its flaws, the new one's even better.

If you don't believe us, take a look at our criticisms of last year's Fusion. For example, we griped that its engines were short on power. Well, the 2010 Fusion offers a competitive 175-horsepower four-cylinder base engine, a juiced-up 240-hp version of the familiar 3.0-liter V6 and a 3.5-liter V6 good for 263 hp in the Fusion Sport. Fuel efficiency also wasn't up to snuff on last year's model, but this time around the Fusion boasts class-leading fuel economy in four-cylinder guise. You had to pay extra for stability control on the old Fusion, but guess what -- it's standard on the new one. Indeed, Ford did such a good job of addressing our complaints that we're having a hard time finding fault with its mostly new midsizer.

Other changes for 2010 include refreshed exterior and interior styling. We're particularly pleased with the interior makeover. Whereas the previous Fusion's cabin felt distinctly dated, the new one compares favorably with rival layouts, featuring an attractive design and improved ergonomics. The 2010 Fusion's two clearest shortcomings will likely be lamented only by driving enthusiasts -- the standard 2.5-liter four-cylinder emits a rather unpleasant racket under hard acceleration, and the new electric power-assist steering system (standard on all but the Fusion Sport) lacks the commendable communicativeness of the previous model's hydraulic setup. Of course, many four-cylinder family sedans are guilty of the same offenses, and that hasn't stopped them from racking up accolades and impressive sales numbers.

The market is overflowing with competent family sedans, but the Fusion's well-rounded nature helps set it apart. Apart from its Mercury Milan sibling, no competitor offers the excellent Sync multimedia integration system, and few boast available all-wheel drive. Only the Nissan Altima handles markedly better, and the Fusion's ride is more compliant. For spirited drivers, the Fusion Sport's upgraded engine and sport-tuned suspension should satisfy. Don't let the 2010 Ford Fusion's familiar underpinnings deter you -- if you're on the market for a midsize sedan, this one belongs on your short list.

Body Styles, Trim Levels, and Options

The 2010 Ford Fusion is a midsize sedan available in S, SE, Sport and SEL trim levels. The base S comes standard with 16-inch alloy wheels, keyless entry, full power accessories, a trip computer, cruise control, air-conditioning, 60/40-split rear seats, a tilt-telescoping steering wheel and a four-speaker stereo with a CD player and an auxiliary audio jack. The SE adds 17-inch alloys, foglamps, dual exhaust tips, a fold-flat passenger seat, a six-way power driver seat with manual recline and lumbar, steering wheel radio controls and a six-speaker stereo with satellite radio.

The Sport tacks on a sport-tuned suspension and steering setup, 18-inch wheels, exclusive styling cues inside and out, an auto-dimming rearview mirror, a leather-wrapped steering wheel and shift knob, an eight-way power driver seat, unique leather-trimmed seats and the Sync entertainment and communications interface. The Fusion SEL steps up to automatic headlights, heated exterior mirrors, puddle lights, a numerical keyless entry pad, ambient lighting, dual-zone automatic climate control, heated power-adjustable front seats and leather upholstery.

Options on the base S are limited to remote engine start (automatic transmission only) and all-weather floor mats, which are available across the lineup. SE options include an auto-dimming rearview mirror, Sync and a sunroof. The Sport model can be optioned with the SEL's standard equipment plus a blind-spot warning system, a back-up camera, a sunroof and a 12-speaker Sony sound system with a six-CD changer. Among SEL options are 18-inch wheels and a rear deck spoiler. Optional on Sport and SEL models is a voice-activated hard-drive-based navigation system with Travel Link (includes real-time traffic and weather information). Note that adding the navigation system downgrades the CD changer to a single-disc unit if the Sony sound system is also specified. Reverse parking sensors are a stand-alone option on all models except the S..

Powertrains and Performance

The 2010 Ford Fusion features three different engines. The base power plant -- standard on S, SE and SEL models -- is a 2.5-liter four-cylinder engine that produces 175 hp and 172 pound-feet of torque. This mill comes with a six-speed manual transmission by default, while a six-speed automatic is optional. A 3.0-liter V6 putting out 240 hp and 223 lb-ft of torque is optional on SE and SEL models, and it's only available with a six-speed automatic. The Sport model comes with a more powerful 3.5-liter V6 that generates 263 hp and 249 lb-ft of torque. Front-wheel drive is standard on four-cylinder and Sport models, while all-wheel drive is optional on the Sport and mandatory on the V6-powered SEL.

Fuel economy ratings for the four-cylinder Fusion with the automatic transmission are an impressive 23 mpg city and 34 mpg highway.

Safety

Antilock disc brakes, stability control, front-seat side airbags and side curtain airbags are standard on all Fusions.

Interior Design and Special Features

The 2010 Ford Fusion's cabin will be familiar to anyone who has spent time in the previous Fusion, but that's not a bad thing. Soft-touch materials abound, and the overall look is austere but attractive. The center stack is a bit button-happy, but it's a significant ergonomic and aesthetic improvement over its dated predecessor. The available Sync system works great, integrating audio and Bluetooth functionality with voice-recognition technology to provide easy hands-free operation of cell phones and portable MP3 players.

There's plenty of room for passengers in the Fusion. While Ford's midsizer isn't the largest car in its class, its generous interior dimensions prove that such sedans need not be as controversially large as the Accord or Mazda 6 in order to accommodate families' needs. A pair of adults will be content in back (especially given the new model's rear seat headrests) and storage space is adequate. The 16.5-cubic-foot trunk is one of the largest around, and the split-folding rear seat enables larger items to be carried inside the car.

Driving Impressions

The 2010 Ford Fusion is one of the most engaging family sedans from the driver's perspective. Body control through corners is impressive, yet the ride remains comfortable and hushed. The Sport model feels particularly buttoned-down thanks to its sport-tuned suspension. Performance from the base four-cylinder is adequate, and while the revised 3.0-liter V6 is still down on power compared to its rivals, it's plenty capable for most shoppers in this segment. Should you find the 3.0-liter unit lacking, the 3.5-liter V6 is a good match for competing V6s. On the downside, the electric power steering on non-Sport models is light and numb, and the four-cylinder engine makes raucous noises during spirited acceleration.source:edmunds.com

2009-02-12T11:26:00.000-08:00

2009 GMC Acadia Vehicle Overview

Introduction

As high fuel prices have prompted folks to be more realistic about their vehicle purchases, the sales of large truck-based SUVs have dropped while those of more space- and fuel-efficient crossovers, such as the 2009 GMC Acadia, have risen. Crazy as it sounds, Americans are finally realizing that perhaps they don't need something that can pull a house and handle the Rubicon trail. For the more common tasks of shuttling the kids around, hauling 48-count toilet paper boxes from Costco and negotiating winter driving conditions, the Acadia is just about perfect.

Along with its corporate cousins, the Buick Enclave, Chevrolet Traverse and Saturn Outlook, the GMC Acadia has a unibody architecture (as opposed to heavier body-on-frame) which allows better handling, interior packaging and crashworthiness. The Acadia also has a powerful V6 engine and can be had in either front- or all-wheel-drive versions.

What makes the Acadia especially attractive is its optimal use of space. Yes, it's large, about the same size as a Yukon, but it provides a more accommodating third-row seat along with a serious amount of cargo space. And yet, in spite of the Acadia's generous proportions and the fact that it gets a more powerful (288 horsepower) engine this year, this big SUV (in front-drive form) posts respectable fuel mileage figures of 17 mpg city/24 mpg highway and 19 mpg combined.

All things considered, the 2009 GMC Acadia is an easy family vehicle for us to recommend. Thanks to its well-rounded nature and handsome design, it has been the best-selling model of the GM cousins thus far. (The Traverse debuts this year.) Still, there are a few other large crossovers that may warrant your attention, such as the sporty Mazda CX-9 and redesigned Toyota Highlander.

Body Styles, Trim Levels, and Options

A full-size crossover SUV, the 2009 GMC Acadia is offered in three trims: base SLE-1 and uplevel SLT-1 and SLT-2. The SLE comes with 18-inch alloy wheels, eight-passenger seating, front and rear air-conditioning, full power accessories, cruise control, OnStar telematics and a six-speaker CD/MP3 stereo system with satellite radio.

The SLT-1 package adds heated mirrors with integrated turn signals, leather seating with heated power front seats, second-row captain's chairs, triple-zone automatic climate control, Bluetooth connectivity and a Bose 10-speaker audio system with steering-wheel-mounted audio controls and a six-disc CD changer. The line-topping SLT-2 adds remote vehicle start, rear park assist, a power rear liftgate, power lumbar supports for the front seats, a 115-volt power outlet and a rear cargo shade.

Both SLT models can also be had with eight-passenger seating, and many of the SLT-2's features are available on lesser models, too. Option highlights, available individually or through packages, include a DVD entertainment system, cooled seats, real-time traffic reporting, remote vehicle start, a rearview camera, a second-row console, a two-panel sunroof, 19-inch wheels, a head-up windshield instrument display, a navigation system, Dolby 5.1 surround sound and third-row audio controls.

Powertrains and Performance

The 2009 GMC Acadia can be had with either front-wheel drive or AWD. This year brings a new 3.6-liter V6 with direct injection that makes 288 hp and 270 pound-feet of torque, spread over a broad rpm range. It's matched to a six-speed automatic transmission. Though GMC has built its image around tough trucks, the AWD version of the Acadia is geared more for foul-weather driving than boulder-bashing. The system automatically varies the torque split from 90 percent front/10 percent rear to 35/65, respectively, as available traction dictates.

The front-drive 2009 Acadia has an EPA fuel economy estimate of 17 mpg city/24 mpg highway and 19 mpg combined. The AWD version rates just one mpg less. The Acadia's towing capacity, at 4,500 pounds when properly equipped, should be enough for most folks.

Safety

Standard safety features include antilock disc brakes, stability control, front-seat side airbags, full-length side curtain airbags and the OnStar communications system.

In government crash tests, the Acadia was all aces, scoring five stars (out of five) in all frontal- and side-impact tests.

Interior Design and Special Features

The attractive cabin boasts logical controls and mostly solid materials and build quality, though a few lower-grade plastic pieces can still be found. Thanks to its space-efficient design, the GMC Acadia provides large-sedan-like comfort for all passengers. A third-row seat is standard, and one may choose between seven- and eight-passenger configurations. The 60/40-split second-row bench allows eight to ride, while opting for the captain's chairs reduces capacity to seven. Additionally, access to that third row is eased by wide rear doors and a sliding second-row seat. Although taller folks in the way back may wish for more thigh support, the accommodations back there are much better than those of most crossovers or traditional SUVs.

Cargo capacity is abundant, with nearly 117 cubic feet available with all seats down, and a still-very-respectable 24 cubic feet behind the third-row seat if all are raised.

Driving Impressions

While the 2009 GMC Acadia isn't exactly an overgrown sport sedan, it's easy and pleasant to drive, especially considering the vehicle's size and 4,700-pound curb weight. Those planning on towing a trailer will want to consider the SLT versions, which feature variable-effort power steering to make quick work of maneuvering.

On the open road, we've found that the optional 19-inch wheels increase the crossover's bling factor, but they also compromise the Acadia's otherwise comfortable ride quality, turning it into a somewhat jarring experience that many target buyers won't enjoy. Our only other complaint regards the programming of the six-speed automatic, whose downshifts can be a bit lethargic unless prodded by a sharp boot to the gas.

Test Drive: 2010 Mercedes-Benz GLK350 4Matic

2009-02-08T13:02:00.000-08:00

Test Drive: 2010 Mercedes-Benz GLK350 4Matic

Vehicle Tested:	2010 Mercedes-Benz GLK-Class GLK350 4MATIC 4dr SUV AWD (3.5L 6cyl 7A)

Pros:	Rock-solid structure, sophisticated ride, impeccable cabin construction, high-tech features, impressive handling for an SUV.
Cons:	Short on cargo space, pricier than Japanese competitors, some may find the ride too firm.

The three-pointed Mercedes star is usually enough for people to buy whatever old thing it's glued to, regardless of whether it truly lives up to the brand's historic pedigree. Look no further than the dumpy C-Class hatchback of a few years ago or Europe's tiny A-Class that resembles a minivan sent through a trash compactor. To be honest, before we drove it, we thought the 2010 Mercedes GLK350 4Matic would be one of these cash-grab products preying on customer vanity and the popularity of compact SUVs. We were wrong.

True, the GLK will still appeal to brand snobs in search of a small luxury sport-utility, but it at least does it while being a meticulously engineered piece of 100 percent Mercedes-Benz excellence — if it were any more German, it'd be named Gretel. The GLK may be the second-cheapest Benz you can buy in the United States, but it certainly doesn't seem that way. Closing the doors is like sealing yourself in Terry Benedict's Bellagio vault — impenetrable to everything but George Clooney and 10 pals. Railroad tracks and deep potholes are casually brushed off without a millimeter of body flex. It feels as if you could roll over a grenade and suffer nothing but a muted thump. On second thought, forget Gretel; try Panzer.

The current Mercedes C-CLASS feels the same way, and it's no surprise that the GLK is based on the compact sport sedan. The steering and ride quality feel similar to the C, while both Benzes share the same 268-horsepower 3.5-liter V6 (the only engine available in the GLK). However, the platform's compact SUV version is 4 inches shorter in length, plus it receives the obvious ride and body height pump up. While the result may not be the sportiest compact SUV around, like the C350, the GLK350 represents an ideal balance between ride and handling that should please most luxury buyers.

We were prepared to dislike the 2010 Mercedes-Benz GLK350, but we handed over its keys duly impressed. While others provide more space and/or more equipment for the same amount of money (or less), none offer those unmatchable Mercedes traits of painstaking over-engineering and top-notch interior craftsmanship that is certainly worth some, if not all, the price premium. Not all Benzes have upheld these traditions, but the GLK has most certainly earned its three-pointed star.

Performance

Every 2010 Mercedes-Benz GLK-Class is powered by a 3.5-liter V6 that produces 268 hp and 258 pound-feet of torque. Rear-wheel drive is standard; however, our test car came equipped with 4Matic all-wheel drive. Paired with the buttery-smooth seven-speed automatic that features Sport, Comfort and Manual modes, the GLK350 4Matic went from zero to 60 mph at our test track in a tidy 7.2 seconds. That seems just about right for this type of vehicle — respectably quick — and on the open road, the GLK is never wanting for power. In fact, Mercedes could probably pop in the C300's smaller V6 and it wouldn't be significantly worse for wear.

The brakes are also a GLK strong suit, producing a best stop from 60 mph in 119 feet with fade-free subsequent stops of similar length. Pedal feel is solid and trustworthy without any of the nebulous dead travel that some Mercedes exhibit.

While it may not provide the sort of slick handling of a BMW X-3orInfinity EX35, the GLK350 nevertheless feels capable and confidence-inspiring around corners. The steering can be on the heavy side in parking lots, but at higher speeds is linear in its buildup, with just enough typically German road feel. Whether you're looking for sport sedan-ish handling or just a comfortable cruiser, the GLK should strike a pleasant balance.

According to EPA estimates, fuel economy for the 4Matic-equipped GLK is 16 mpg city/21 mpg highway and 18 mpg combined. Our test car matched the combined number after two weeks in our lead-footed care. Given the seven-speed transmission, however, we would expect better highway fuel economy.

Comfort

If you like a spongy, wafting ride, the 2010 Mercedes GLK350 will not be the SUV for you. Instead, it thunders down the road feeling as if it's 500 pounds heavier than it actually is (and at 4,192 pounds, the GLK's already big-boned). You feel bumps, but there's never any harshness or jarring — especially on the highway. The GLK proved to be a road trip champ even over the horrendous mosaic of poor surfaces found on the Los Angeles freeway system. At the same time, the cabin was kept remarkably free of wind and road noise.

Like the ride, some may find the GLK's seats to be on the north side of firm. However, after numerous hours behind the wheel, we found them to be well-shaped and supportive in all the right places. Again, very German. Seat adjustability was also excellent, while the optional power tilt-telescoping steering wheel assured a good driving position for all.

Headroom is positively cavernous in the GLK and that boxy greenhouse ensures excellent visibility. The rear seat is hardly limolike, but it's placed high and provides good thigh support. Our tallest driver could fit behind his own far-back driving position. The same can't be said for Infiniti's EX35 and FX35. Unfortunately, ingress and egress to the rear are made difficult by small door openings and diagonal door cuts. This is also a problem when installing a child seat, but there's at least enough space within once you squeeze it through.

Function

Every 2010 GLK features Mercedes' latest COMAND electronics interface for the stereo. Bluetooth phone and the optional navigation system are bundled in the $3,350 Multimedia package that also includes a decent upgraded stereo, digital music storage and back-up camera. Once you know where everything is located and what it takes to manipulate it, COMAND's redundant controls — physical dash buttons, steering-wheel controls, multifunction knob and display screens — are at least a reasonable solution for performing a variety of different functions. The climate controls, by contrast, are remarkably simple but are located too low in the center stack.

Cargo space is the GLK's Achilles' heel, with a scarcity of storage bins and a smaller-than-average cargo compartment. While we suspect Mercedes may be selling itself short with the GLK's stated maximum capacity measurement of 54.7 cubic feet (it's hard to believe the X3 is 16 cubes bigger), stuff-hauling is certainly not its forte. The boxy shape helps to optimize the available space, however.

Design/Fit and Finish

Mercedes' interior quality took a nosedive for a few years, but the 2010 Mercedes-Benz GLK350 proves that the three-pointed star represents a world standard once again. What it may lack in design creativity (there's barely a curve in sight), it certainly makes up for with high-class materials and meticulous construction.

We were left bamboozled when we discovered our test car was upholstered in so-called MB-Tex (a.k.a. vinyl) rather than leather. Not surprisingly, we were therefore impressed by its quality and convinced you don't need to pony up the extra $1,750 for old-fashioned cow skin.

The exterior's odd blend of C-Class and G-CLASS styling cues was hardly loved amongst our editors. Some thought it looked contrived, while others at least appreciated the subliminal message its blocky proportions send ("I look like a brick and I'm strong like one, too").

Who Should Buy This Vehicle

Someone who needs more utility than a C-Class provides or someone willing to sacrifice a bit of space in return for the most meticulously engineered small luxury SUV available.SOURCE:EDMUNDS.COM

2009 Audi A4 Vehicle Overview

2009-02-03T09:57:00.000-08:00

2009 Audi A4 Vehicle Overview

Introduction

Despite being a longtime top seller in Europe, the Audi A4 has historically trailed a distant 3rd behind those other German automakers' compact luxury sedans in the North American market. Audi is hoping to change all that with the newly redesigned A4.

The 2009 Audi A4 sedan is nearly 5 inches longer and 2 inches wider than the previous model. The wheelbase has been stretched and the hood is longer. That size increase makes a difference on the inside, too. There's more headroom, more shoulder room and an additional 1.4 inches of rear knee room, as well as class-leading trunk space. Also new on the A4 this year is a pair of direct-injection engines -- a 2.0-liter turbocharged four-cylinder on all models and an available 3.2-liter V6 on the sedan. The 2009 A4 also offers a plethora of newly available techno-gadgets, including radar-based adaptive cruise control, a blind-spot warning system, a new park distance control system and revised controls for Audi's Multi Media Interface (MMI) system.

But the differences on the new A4 aren't just cosmetic. The front axle and the engine have been slightly repositioned, which improves the Audi's traditionally front-heavy 60/40 weight distribution to about 55/45. In addition, an optional adjustable suspension creates multiple ride/handling balances that range from cushy to sporty. Packaged with this adjustable suspension is an adjustment system for steering feel and throttle response, which has three different set modes and a personalized mode where you can mix and match settings (for instance, soft suspension and tight steering). It sounds complicated, but like Burger King, the A4 allows drivers to have it their way.

All of this adds up to being the best A4 yet. Of course, the 2009 A4 faces stiff competition from all-stars in the mid-$30,000s to high-$40,000s, such as the more engaging BMW 3 Series, the affordably priced Infiniti G35 and the solidly built Mercedes-Benz C-Class. Since the convertible A4 didn't get the latest updates, we'd definitely hold out on the soft top. But for those in search of a sharp-looking compact luxury sedan or wagon with all-wheel drive, the latest technology features and a range of handling characteristics, the 2009 Audi A4 is an excellent choice.

Body Styles, Trim Levels, and Options

The 2009 Audi A4 is a four-door compact luxury vehicle available in three body styles: a sedan, a convertible (Cabriolet) and a wagon (Avant). Sedans and wagons seat up to five passengers and convertibles seat up to four. There are three trim levels for sedans and wagons with the 2.0-liter turbo engine. The base Premium trim comes standard with 17-inch wheels, foglamps, a sunroof, air-conditioning, power front seats, leather upholstery, cruise control, a split-folding rear seat, cruise control and a 10-speaker audio system with an in-dash CD player, satellite radio and an auxiliary audio jack.

The Premium Plus level adds bi-xenon headlamps, LED daytime running lamps (modeled after the Audi R8's), auto-dimming side and rearview mirrors, Bluetooth phone connectivity, three-zone automatic climate control, heated front seats and a six-CD changer. In addition, the auxiliary audio jack is replaced by a dedicated iPod connector. The Prestige trim ups the wheel size to 18 inches and adds rear park distance control, keyless ignition/entry, a lane-change warning system and an upgraded 14-speaker Bang & Olufsen sound system. All sedans and convertibles with the 3.2-liter V6 are available in these latter two trim levels only.

Options on the base 2.0 T models include wood interior trim, rear-seat side airbags and a Sport package with 18-inch wheels, high-performance tires, shift paddles and sport seats. Optional on the upper trim levels is a Sport package with 19-inch wheels, a navigation system with a back-up camera, adaptive cruise control with an active braking guard (which monitors the distance between the car and traffic ahead), the Audi Drive Select adjustable suspension system, rear-seat side airbags and a choice of wood trims. Many of the standard features on the upper trim levels are available as stand-alone options on base 2.0 T models, with the exception of navigation, adaptive cruise control and the adjustable suspension driving settings. An S Line Package for Prestige trim levels includes 19-inch wheels, high-performance tires, a sport suspension, shift paddles and front sport seats with side bolsters.

The convertible 2009 Audi A4 Cabriolet 2.0 T comes standard with 17-inch wheels, an automatic soft top, power front seats, dual-zone automatic climate control and a 10-speaker audio system with a six-CD/MP3 changer. The 3.2 model adds 18-inch wheels and heated front seats. Major options include adaptive bi-xenon headlights, a navigation system, the last-generation MMI system and upgraded Bose speakers.

Powertrains and Performance

Two updated engines make their debut in the 2009 Audi A4 sedans and convertibles. A turbocharged 2.0-liter inline-4 makes 211 horsepower and 258 pound-feet of torque. The 3.2-liter V6 boosts output to 265 hp but cuts torque to 243 lb-ft. The corresponding engines in the convertible make 200 hp and 207 lb-ft of torque, and 255 hp and 243 lb-ft of torque, respectively. Sedans and wagons all come standard with Audi's Quattro AWD system and use a six-speed automatic transmission with manual shift control. The 2.0 T convertible is available with front-wheel drive and a continuously variable transmission (CVT), or Quattro AWD and a six-speed automatic. Convertibles with the 3.2-liter engine are available only with the latter drivetrain.

In our tests, a 3.2-liter sedan made it from zero to 60 mph in 6.9 seconds, which is 0.3 second slower that what's listed on the A4's spec sheet and a full 1.3 seconds slower than BMW's estimated 0-60 time for the 335i sedan with automatic transmission.

EPA-estimated fuel economy for the 2.0 T sedan with the automatic is 21 mpg city/27 mpg highway and 23 mpg combined. Going with the V6 drops those numbers to 17/26/20. Convertibles with the 2.0-liter engine achieve 24 mpg combined on front-wheel-drive models and 22 mpg combined with Quattro. The drop top with the 3.2-liter gets a combined 20 mpg.

Safety

All 2009 Audi A4s come standard with antilock brakes, traction control, stability control, front-seat side airbags and full-length side curtain airbags (except on Cabriolets). Rear-seat-mounted side airbags are available as an option for the sedan and wagon. In Insurance Institute for Highway Safety crash testing, the A4 Cabriolet received the best rating of "Good" in the frontal-offset test and the second-worst rating of "Marginal" in side-impact testing. The all-new sedan and wagon have yet to be crash tested.

Interior Design and Special Features

The build quality of the new A4's cabin maintains Audi's good reputation. Smooth leather surfaces, along with durable-looking plastic and soft-touch materials, make for a nice combination of colors and textures. Small touches, like ambient lighting for passengers underneath the driver seat, add to the premium feel.

For 2009, Audi has relocated its MMI controls aft of the gearshift, which makes them easier to access. (Frustratingly, the Cabriolet's remain on the dash.) Other controls, such as those on the center stack and steering wheel, are intuitive and well laid out -- although operating certain features, like the climate control and navigation systems, still takes some getting used to. An electromechanical parking brake eliminates the need to yank up on a traditional lever and saves space on the center console. The convertible's aging interior looks outdated by comparison, but is still well-constructed from high-quality materials. Trunk space in the sedan is an impressive 16.9 cubic feet. The drop-top's trunk is smaller but still respectable, with 13.4 cubic feet of space.

Driving Impressions

The new body styles of the 2009 Audi A4 have improved balance and handling over previous models. But even with the new engines, the A4 isn't going to win any drag races. That said, acceleration is smooth, and the shifts from the six-speed automatic transmission are consistent. Braking performance on the sedans and wagons is excellent.

On twisty roads, the new model is the best A4 yet in terms of handling balance. It's sharp and communicative and fun to drive spiritedly. The vehicle's mass and slightly nose-heavy layout conspire to keep it a step behind BMW's 3 Series in terms of ultimate performance, but the A4's AWD provides added security and traction in wet weather conditions. With the new optional driver-adjustable suspension, ride and handling varies from soft and comfortable to stiff and responsive. The accompanying adjustability of steering and throttle settings is a very welcome feature. There are three set driving modes (Dynamic, Auto and Comfort) and a personalized mode to allow the driver to set the car up to his or her preference, or depending on driving conditions. We wish more cars offered this.

And although the A4 can come equipped with some of the latest technology (such as radar-based adaptive cruise control, a blind-spot warning system and park distance control), drivers who loathe these types of systems will likely find the A4's high level of beeps and squawks to be particularly annoying.

Test Drive: 2009 Hyundai Sonata Limited

2009-01-31T10:31:00.000-08:00

Test Drive: 2009 Hyundai Sonata Limited

Vehicle Tested:	2009 Hyundai Sonata Limited 4dr Sedan (2.4L 4cyl 5A)

Pros:	Elegant and roomy interior, luxurious ride, considerable trunk space, plenty of standard features without a hefty price tag, extensive warranty.
Cons:	Vague steering feel, anemic and buzzy engine.

When the current-generation Hyundai Sonata debuted in 2006, we were duly impressed with its attractive exterior styling, exceptional build quality and roomy cabin. In the time since, the Sonata has undergone a series of updates and upgrades to bring it closer to challenging its well-established competitors from Japan. All the while, accolades for its dependability and quality have been rolling in, further bolstering the Sonata's reputation as a quality sedan.

For 2009, the Hyundai Sonata Limited's exterior has changed little from the previous year. The big change lies inside with a revamped cabin. Ignoring the warped "H" logo, the interior looks and feels more like a Japanese premium brand rather than a bargain South Korean marque. A bump in horsepower and improved handling also round out the '09 upgrades.

At a very minimum, the 2009 Hyundai Sonata Limited meets expectations for midsize sedans. Surprisingly, it often exceeds expectations — by a long shot. Among $25,000 cars, this Hyundai is hard to dismiss with its long list of standard equipment, excellent build quality and comprehensive warranty. Toyota and Honda should take note — this Hyundai has raised the bar and is poised to challenge for the crown.

Performance

Our 2009 Hyundai Sonata Limited test vehicle came equipped with the standard 2.4-liter four-cylinder engine (a V6 is optional). For 2009, the engine produces 175 horsepower and 168 pound-feet of torque — compared to the previous year's 162 hp and 164 lb-ft. Power is routed to the front wheels through a five-speed automatic transmission, which is the only choice available.

In testing, we only managed to accelerate to 60 mph in 9.8 seconds — definitely not a pavement scorcher, but not that much slower than other four-cylinder sedans like the Chevi Malibu,HONDA Accord orToyota Camry. Likewise, the Sonata's fuel economy is comparable at an EPA-estimated 22/32 mpg on the city/highway and 25 mpg in combined driving — though under our enthusiastic right feet, we only managed to squeeze 20 mpg out of our test car.

Like most four-cylinder sedans in this segment, available power is adequate, but certainly not plentiful. With barely enough power to chirp the front tires from a standstill, the lack of oomph makes itself readily apparent when attempting to merge onto highways or when the road points skyward. When pushed any harder than moderate throttle, the motor emits an appliancelike buzz that is far from confidence-inspiring. However, on the flat, straight highway, the little engine (that almost could) is quiet and smooth. If your goal is to squeeze every last drop of gas and stretch every dollar, go with the four-cylinder. If not, we suggest opting for the much more powerful V6 engine, with gas mileage just a few ticks below that of the inline-4.

Obviously, Hyundai doesn't intend for the Sonata to be used for much high-performance driving, but this sedan still manages to obey aggressive driver commands without drama or surprises. Body roll is pronounced enough to make nautical references, and under heavy braking, nosedive is so exaggerated, it's almost cartoonlike. Brake feel is soft throughout a long pedal arc, but reasonable in normal conditions. Braking distance from 60 mph is about average for the class at 127 feet with noticeable fade after several runs — though it's doubtful drivers would ever flog the Sonata hard enough to experience this.

The Sonata's steering is feather-light at parking lot speeds — almost too light — making parallel parking in tight spots effortless. At highway speeds, steering effort builds to acceptable levels, but when rapid inputs are called for, the car's responses feels a bit delayed and disconnected. Overall, the Sonata gets the job done, but it lacks the sporting tendencies found in some of its competitors like the Mazda 6andNissan ALTIMA.

Comfort

Despite our 2009 Hyundai Sonata Limited's modest pricing, it delivered comfort that is normally expected of much more expensive and renowned luxury cars. Nearly all road imperfections were shrugged off, transmitting very little proof of their existence to the spine or ear — all without the Sonata feeling floaty at highway speeds.

As with all Sonatas, our Limited's interior space is generous, allowing for easy ingress and egress. Front seat comfort is exceptional, with plenty of power-adjustable features that are found across all Sonata trim levels as either standard or optional equipment. Rear seating is equally comfortable — even for three adults — though some may find the seat bottoms on the short side. If we were to find fault anywhere, it would be the stiff, plasticky feel of the leather seats.

Function

From the driver seat, visibility is outstanding thanks to the Sonata's low beltline and narrow pillars. A comfortable driving position should be easily found by almost any sized pilot, with controls in easy reach. The gauges are easy on the eyes, with a soothing blue glow.

Switchgear for the Limited model's dual-zone climate control is easily deciphered thanks to large buttons that can be operated without a glance. The Sonata's steering wheel controls are equally easy to use, with small levers for volume control and voice activation tucked in between the spokes. Initially, these tiny controls seem fussy, but the tactile markers on the back of the switches quickly make operation second nature.

Our 2009 Hyundai Sonata Limited was equipped with the optional navigation system with a high-resolution touchscreen. The screen itself is exceptionally legible despite its relatively small 6.5-inch size, and it can be also used to control the audio functions. Operation is fairly simple and intuitive, even without opening the owner's manual. Also noteworthy is the standard (yet premium) Infinity sound system that provides enough clarity and bass to satisfy any taste in music.

In the Sonata Limited's spirit of overdelivering, storage space is generous and plentiful. The capacious trunk maxes out at a substantial 16.3 cubic feet — more than enough room for non-SUV loads. Cabin storage is functional and well thought out, with large bins in the center stack. The cord pass-through notch for iPods/MP3 players in the armrest bin (where the USB/auxiliary audio jacks live) is another nice touch.

Design/Fit and Finish

From the outside, the 2009 Hyundai Sonata Limited is about as exciting as vanilla ice cream, but most of us around the offices find the look to be tasteful. The design is simple and clean, with chrome accents that aren't overdone. Inside, however, the Sonata goes decidedly upscale — still vanilla, but maybe French Vanilla Bean gelato in a port reduction topped with a mint sprig — not just tasteful, but tasty.

Soft-to-the-touch plastics are top-notch, as are almost all the materials from the headliner to the floor mats. Switches and buttons all have the appearance of being specifically made for each purpose, rather than pulled from a central parts bin and relabeled. Interior gripes are minimal, including the woodlike trim and the minor squeak or rattle from which our test car suffered. Overall, build quality exceeds our expectations of sedans in this segment, and even for some well past the Sonata Limited's $25K price tag.

Who Should Buy This Vehicle

The 2009 Hyundai Sonata Limited should be on the top of your list, if you're in the market for any sedan in the $25K range. You'd be hard-pressed to find one that matches its upscale amenities and luxurious interior. As capable as our four-cylinder was, we'd suggest opting for the more proficient V6 engine with the navigation package.

2009 Nissan 370Z Vehicle Overview

2009-01-30T09:50:00.000-08:00

2009 Nissan 370Z Vehicle Overview

Introduction

In the 50-some-odd years that Japan has been exporting automobiles to the U.S., most have been of the reliable, sensible-shoes variety. There have been very few "icons" -- cars that transcend basic transportation, eliciting a strong emotional connection that resonates for decades. The Nissan Z car is one of those few and the first to show up on American shores. Although various numbers have appeared in front of that Z (plus the occasional X on the back end) as the engine displacement rose, each Z car has been a top performance choice among contemporary sports cars. The 2009 Nissan 370Z carries on this tradition while raising the bar for all sport coupes.

There are clear visual ties between the 370Z and its successful 350Z predecessor (which continues on this year as a convertible only), but from the ground up, every aspect of the Z has been revisited, redesigned or re-engineered to create a more finely polished performance machine. The wheelbase has shrunk and the rear track widened, while 95 pounds have been trimmed from its waistline. Not only does this pay dynamic dividends, but the car now looks trimmer, too. Torsional and bending rigidity have been increased, yet the old structural crossmember that used to eat up valuable cargo space has been relocated out of the way. All of this plus revised suspension tuning results in a car that feels more premium and grown up.

The engine has grown up as well. As its larger number for 2009 suggests, the 370Z boasts a bigger engine, one it shares with Infiniti's G37. This 3.7-liter V6 is basically a larger version of the outgoing engine, with variable valve timing, variable valve lift and a redline of 7,500 rpm. Its 332 horsepower is actually 17 more hp than in the 2010 V8-powered (and heavier) Mustang GT.

On the inside, the new Z benefits from a revised interior that's higher in quality than before. There's less hard plastic, easier-to-read gauges (yes, they still move with the tilt action of the steering wheel) and even a proper glovebox. The Touring trim level continues this year, with upscale features such as leather seating, Bluetooth and a hard-drive-based navigation system with music storage capability.

If there's one area where the 370Z inherently struggles, it's practicality. Even with the newly inverted rear strut brace, the cargo area remains on the small side, and with only two seats, you'll rarely be called on to be the designated driver (perhaps that's a good thing). If you need additional space, the BMW 1 Series, Infiniti G37 and Mazda RX-8 are smart alternatives, while the Hyundai Genesis Coupe and the new batch of 2010 American muscle cars (Camaro, Challenger, Mustang) may also be worth a look. However, if you can work around its size limitations, the 2009 Nissan 370Z delivers abundant power, strong brakes, world-class handling, a comfortable ride, a pleasant interior, an ample features list and a reasonable price. That's what we call a winner -- and another Japanese automotive icon.

Body Styles, Trim Levels, and Options

The 2009 Nissan 370Z is only available in a two-seat coupe body style with base and Touring trim levels. The convertible roadster version retains the 350Z name and body style.

Standard equipment includes 18-inch alloy wheels, performance summer tires, cruise control, keyless ignition and entry, automatic climate control, an eight-way manual driver seat and a four-speaker stereo with a CD player, an auxiliary audio jack and steering-wheel-mounted audio controls. The 370Z Touring adds leather and faux suede upholstery, power seat adjustments, heated seats, a rear cargo cover, an auto-dimming rearview mirror, Bluetooth and an upgraded Bose stereo with six speakers, two subwoofers, an in-dash six-CD/MP3 changer and satellite radio.

Optional on both 370Z models is a sport package that adds 19-inch wheels, a limited-slip rear differential, upgraded brakes, front and rear spoilers and the downshift rev-matching SynchroRev Match feature for manual-equipped cars. Optional on the Touring is a navigation package that includes a navigation system, real-time traffic, a 7-inch screen, voice recognition, digital music storage (9.3GB), an auxiliary audio/video jack and an iPod interface.

Powertrains and Performance

The 2009 370Z is powered by a 3.7-liter V6 good for 332 hp and 270 pound-feet of torque. A six-speed manual transmission is standard, and when equipped with the sport package includes SynchroRev Match. This feature automatically blips the throttle during downshifts, eliminating the need to heel-and-toe downshift. A seven-speed automatic transmission is optional and includes manual-shift paddles.

In performance testing, the 370Z went from zero to 60 mph in 5.1 seconds. It also stopped from 60 mph in 101 feet, which is about the same as that of the outlandish Nissan GT-R supercar. Nissan estimates the car's fuel economy at 18 mpg city/26 mpg highway.

Safety

Standard safety equipment on the 2009 Nissan 370Z includes side torso and head curtain airbags, traction control, stability control and active head restraints.

Interior Design and Special Features

The interior was probably the old 350Z's low point: a dour den of cheap black plastic with limited storage capacity. The 2009 370Z features the same basic look with equally intuitive controls, but materials are greatly improved and in line with the rest of Nissan's pricier offerings. The driving position is now friendlier for tall folks even though there's still no telescoping feature for the steering wheel. The instrument pod continues to tilt along with the wheel, though the gauges tend to reflect off the windshield.

Storage has also been enhanced, thanks to a traditional glovebox (the old car only had a bin behind the passenger seat) and a cargo area that's no longer intruded on by a large structural brace. You can now actually fit a suitcase in a Z car. However, there's a rather nasty right-rear blind spot to contend with.

Driving Impressions

You don't have to be a magician to utilize the 370Z's extra dimension of performance, which is truly thrilling. As before, the VQ-Series V6 performs with even more gusto than you'd expect. However, one gets the feeling that it's stretched to its limits, as vibration grows disturbingly intense the closer you get to the engine's 7,500-rpm redline. Though the six-speed manual transmission is the obvious enthusiast's choice -- especially considering the trick new downshift rev-match function -- this year's new seven-speed automatic is similarly impressive for its quick shifts and rev-matching ability.

On the road, the 2009 Nissan 370Z provides unrelenting contact and razor-sharp control, and yet it's also easy to drive and generally makes you feel like a better driver. Gone is the stiff-legged feel of the 350's suspension, replaced by a ride that's almost European in its ability to be supple without mucking up the handling. However, the sport package's 19-inch wheel-and-tire combo, which admittedly provides seriously tenacious grip, can get awfully noisy, especially on concrete highway slabs. If there's not a lot of aggressive driving on your docket, we'd suggest skipping the sport package and sticking with the standard 18s.source:edmunds.com

Test Drive: 2009 Mitsubishi Lancer Ralliart

2009-01-29T08:11:00.000-08:00

Test Drive: 2009 Mitsubishi Lancer Ralliart

An All-Star Athlete in Wing Tips

Vehicle Tested:	2009 Mitsubishi Lancer Ralliart 4dr Sedan AWD (2.0L 4cyl Turbo 6AM)

Pros:	Superb transmission, athletic chassis, communicative steering, optional Recaro seats.
Cons:	Mediocre tires, non-telescoping steering wheel, too much hard plastic in cabin, ride may be too stiff for some.

Anyone with a platelet's worth of enthusiast blood running through their veins knows what a Mitsubishi Lancer Evolution is. Sporting blistered fenders, a hyperactive turbocharged engine and all-wheel drive, the "Evo" has fans as rabid as those of the Jonas Brothers. It's certainly a cool car and a stout rival to Subaru's equally popular STI.

But not everyone can afford the $35,000-plus needed to purchase a street-tamed rally car. For them, Subaru's WRX has been the lone budget buy. Not any longer. The 2009 Mitsubishi Lancer Ralliart makes this a tight, two-horse race — one so close it arguably comes down to tire selection.

Filling the huge gap between the slightly sporty Lancer GTS and the extreme Evo, the 2009 Lancer Ralliart has the requisite Wrx-fighting hardware. A force-fed four-cylinder feeds 237 horsepower to all four wheels through something the Subie boys don't offer — a six-speed automated dual-clutch manual gearbox. Dubbed the Twin-Clutch Sequential Sportshift Transmission (TC-SST), this tranny allows automatic or manual operation and provides rapid-fire changes and rev-matching downshifts. It's so good that serious driving enthusiasts may make an exception to the "Thou shalt have three pedals" commandment. If they don't, they should forget the Ralliart, because the TC-SST is the only transmission available.

Spec-sheet junkies will note that the Ralliart is down on power compared to the pumped-up-for-'09 WRX, but there's more to a car than just the spec sheet. With the exception of some disappointing tires, the strong connection between driver, Mitsu and road is something that just won't show up in an Excel document. It's in that connection where the Ralliart truly shines.

Performance

Power for the 2009 Mitsubishi Lancer Ralliart comes from a turbocharged 2.0-liter inline-4 that pumps out 237 hp and 253 pound-feet of torque. Running through the aforementioned six-speed automated-clutch manual transmission, the power is apportioned out to all four wheels as traction dictates.

Nail it from a stop and the Ralliart is a bit slow out of the blocks (as the electronics do their thing to prevent driveline shock) but then scurries ahead in a smooth, linear rush. At the track our Ralliart test car sprinted to 60 mph in 5.8 seconds and unreeled the quarter-mile in 14.2 seconds. Those times are about a half-second off the WRX's, but anything that can hit 60 in under 6 and run the quarter in under 14.5 is still pretty darn quick.

Want to keep it on the boil? Just put the tranny in Sport mode and it rips off smooth and quick gearchanges, matching revs like an expert driver on downshifts and holding lower gears to keep the power on tap. It's just as cooperative when shifting it yourself via the column-mounted paddles or the console-mounted lever. The dual-clutch TC-SST even handles stop-and-go traffic in fine fashion, without any of the annoying herky-jerky action displayed by other single-clutch automated manual transmissions (such as in the audi R8andSmart fortwo).

Stopping performance wasn't quite as good — the best stop from 60 mph took 127 feet, about 10 feet more than we'd expect. As pedal feel was excellent, we surmised that the tires were chiefly to blame due to a lack of outright grip. The Mitsu's wimpy rubber also let it down on our skid pad, slalom and desolate canyon road tests, despite an athletic chassis and communicative steering. The Yokohama Advan A10s would let go early, causing the car to slide prematurely and the stability control to kick in. Testing done with stickier tires proved they would make a significant handling and braking difference, although the downside is that tread life wouldn't be as lengthy as with these less capable stock tires.

Comfort

Most of the time the Ralliart's ride quality is acceptable, if a bit firm. But on freeways with expansion joints, the Mitsu can feel stiff-legged, giving a washboard effect at higher speeds. This is certainly the price you pay for the Ralliart's buttoned-down feel in the corners.

The optional Recaro seats are great for performance driving — provided you're not too broad of beam. Most staffers found them comfortable on long drives, while the hefty lateral bolstering held us in place when we were connecting the dots on our favorite driving roads. Although some of us could find an agreeable driving position, the minimal available adjustments (tilt-only wheel, lack of seat height adjustment) caused problems for those of above-average height.

Though rear passengers don't have it quite as good as front occupants, the backseat provides ample support and room for a pair of adults. Those over 6 feet tall may find headroom a bit tight.

Function

As it's based on a compact economy car, the Ralliart has thankfully simple control layouts. The automatic climate controls are arrayed in the proven three-knob design — one each for fan, mode and temperature. Audio controls are likewise intuitive, with two old-school knobs for volume and tuning, though we wished they stuck out farther. Our tester's optional Rockford Fosgate unit cranked out clean sound, regardless of our musical choice. Bluetooth and keyless ignition/entry are standard on the Ralliart.

Installing a front-facing child seat is straightforward, with enough room from the rear door opening to put in the seat, and installation is easy due to the flat cushioning and easy-to-find LATCH anchors. Since this is a compact car, the front seat must be pushed up far in order for a rear-facing seat to fit.

Testing the trunk's capacity, we found that two sets of golf clubs will fit, albeit tightly due to the subwoofer eating up some of the width. A large rolling suitcase fits with some room to spare for perhaps a duffel bag or backpack. Should you need more cargo space, the 60/40-split rear seat folds down.

Design/Fit and Finish

Though we understand that styling is subjective, there's no arguing the fact that the 2009 Mitsubishi Lancer Ralliart has attitude. Just look at that nose with the angry eyes and wide-open mouth. The grille reminded some of an Audi's, only inverted. The tail didn't generate the same reaction from some onlookers, though, who felt it looked rather high and narrow — an impression emphasized by the visibility-limiting rear spoiler.

The cabin is rather plain. Apart from the dual instrument nacelles and the Recaros, it's not that sporty. Perhaps some aluminum trim would brighten it up. And although there was too much hard plastic for a $30,000 car, the overall build quality was very good and we heard no rattles or buzzes, even when traversing pockmarked roads.

Who Should Buy This Vehicle

Anyone spending between $25,000 and $30,000 who A) needs the functionality of a compact sedan, B) wants the exhilarating drive of a communicative sports car and C) is willing to accept a somewhat stiff ride quality in exchange for those admirable traits.

Model Year

2009

Make

Mitsubishi

Model

Lancer

Style

Ralliart 4dr Sedan AWD (2.0L 4cyl Turbo 6AM)

Base Price

$26,490

Price as Tested

$30,065

Options on Test Vehicle

Recaro Sport Package ($2,750 -- includes Recaro front seats, HID headlights, Rockford Fosgate sound, in-dash CD changer and Sirius Satellite Radio); Premium Paint Charge ($150).

Drive Type

All-wheel drive

Transmission Type

6-speed dual-clutch automated manual

Transmission and Axle Ratio (x:1)

I = 3.655, II = 2.368, III = 1.754, IV = 1.322, V = 0.983, VI = 0.731, R = 4.011, Final Drive = 4.062

Engine Type

Turbocharged inline-4

Displacement (cc / cu-in)

1,998cc (122 cu-in)

Block/Head Material

Aluminum/aluminum

Valvetrain

DOHC, 4 valves per cylinder, variable intake and exhaust valve timing

Compression Ratio

9.0

Redline (rpm)

6,500

Horsepower (hp @ rpm)

237 @ 6,000

Torque (lb-ft @ rpm)

253 @ 3,000

Brake Type (front)

11.6-inch ventilated disc with two-piston calipers

Brake Type (rear)

11.9-inch solid disc with single-piston calipers

Steering System

Speed-sensitive, hydraulic-assist rack-and-pinion power steering

Steering Ratio

15.2:1

Suspension Type (front)

Independent, MacPherson struts, coil springs, and stabilizer bar

Suspension Type (rear)

Independent, multilink, coil springs, semi-trailing arms and stabilizer bar

Tire Size (front)

P215/45R18 89W

Tire Size (rear)

P215/45R18 89W

Tire Brand

Yokohama

Tire Model

Advan A10

Tire Type

Summer

Wheel Size

18-by-7.5 inches front and rear

Wheel Material (front/rear)

Aluminum alloy

Manufacturer Curb Weight (lb)

3,462

Curb Weight As Tested (lb)

3,508

Weight Distribution, F/R (%)

60/40

Recommended Fuel

Premium unleaded (recommended)

Fuel Tank Capacity (gal)

14.5

EPA Fuel Economy (mpg)

17 city/25 highway

Edmunds Observed (mpg)

18.7

Temperature (Fahrenheit)

62.3

Humidity

59%

Elevation (ft)

1,121

Wind

4.0 from the south

0 - 30 (sec)

2.1

0 - 45 (sec)

3.6

0 - 60 (sec)

5.8

0 - 75 (sec)

8.7

1/4 Mile (sec @ mph)

14.2 @ 94.9

0-60 with 1-ft Rollout (sec)

5.5

30 - 0 (ft)

60 - 0 (ft)

127

Braking Rating

Average

Slalom (mph)

65.6

Skid Pad Leteral acceleration (g)

0.80

Handling Rating

Good

Db @ Idle

47.1

Db @ Full Throttle

75.7

Db @ 70 mph Cruise

69.4

Acceleration Comments

Unlike our previous Ralliart test, we whacked both the brake and the throttle pedals, and the results were dramatically faster (and more abusive). Doing so provides a decent launch, and the transmission's Sport Drive mode takes care of the rest with quick, crisp shifts at redline. Too many brake-torque launches will cause the clutches to overheat and triggers a "Slow Down" on the display and simultaneously decouples the clutch.

Braking Comments

While pedal feel is excellent, offering good feedback and resistance, there is simply not enough tire grip to slow the car. No bite, no ABS pulse, no slowing when you stand on the pedal. I'd almost give this a "Poor" rating had it not been for the excellent pedal feel.

Handling Comments

Slalom: There's only one way to make a fast pass here, and the choreography that's required is difficult to repeat: Enter with "maintenance throttle," wait for understeer to set in by the fourth or fifth cone, then lift to rotate, then go to wide-open throttle to regain control at the exit. Steering feels great, but the throttle response lags and the tires give up way before the chassis does. Skid pad: Easy to find the tires' limits here with screaming understeer on the limit. The Ralliart is reluctant to tuck the nose in when the throttle is closed, too.

Length (in)

180.0

Width (in)

69.4

Height (in)

58.7

Wheelbase (in)

103.7

Front Track (in)

60.2

Rear Track (in)

60.2

Turning Circle (ft)

32.8

Legroon, front (in)

42.2

Legroon, rear (in)

36.1

Headroon, front (in)

39.6

Headroon, rear (in)

36.9

Shoulder Room, front (in)

54.7

Shoulder Room, rear (in)

54.3

Maximum Seating Capacity

Cargo Volume (cu-ft)

10.0

Bumper-to-Bumper

5 years/60,000 miles

Power Train

10 years/100,000 miles

Corrosion

7 years/100,000 miles

Roadside Assistance

5 years/Unlimited miles

Scheduled Maintenance

Not available

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Driver only

Antilock Brakes

4-wheel ABS

Electronic Brake Enhancements

Electronic brakeforce distribution

Traction Control

Standard

Stability Control

Standard

Rollover Protection

Not available

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not available

NHTSA Crash Test Driver

5 stars

NHTSA Crash Test Passenger

4 stars

NHTSA Crash Test Side Front

5 stars

NHTSA Crash Test Side Rear

4 stars

NHTSA Rollover

4 stars

IIHS Offset

Good

source:www.edmunds.com

2009 Mercedes-Benz SLR McLaren Vehicle Overview

2009-01-28T07:49:00.000-08:00

2009 Mercedes-Benz SLR McLaren Vehicle Overview

Introduction

Those who follow Formula 1 racing no doubt know of the long-standing partnership between Mercedes-Benz and McLaren. For a time that collaboration extended beyond racecars to the road -- the SLR supercar was created as an homage to racing accomplishments of a past era when drivers like Juan Manuel Fangio and Sir Stirling Moss barreled down unfenced tracks in open-wheel speed machines while wearing little more than T-shirts and leather caps. When the SLR debuted (in coupe form four years ago, followed by a roadster last year), it was anything but retro; it boasted an ostentatious design and cutting-edge technology.

But all good things must come to an end. Although the SLR hangs on for 2009, Mercedes-Benz and McLaren dissolved their road-car partnership in 2008. In addition to the standard roadster, the SLR's swan song is a limited-edition 722 S roadster, which features a full carbon-fiber body and an even more powerful version of the supercharged 5.5-liter V8. The 722 name comes from the car driven by Stirling Moss and Denis Jenkinson in the Mille Miglia race in 1955 (they were piloting a 300 SLR). Only 150 of these retuned, special-edition drop tops will be made.

No matter which version you look at, the 2009 Mercedes-Benz SLR McLaren doesn't exactly make a whole lot of financial sense. At half a million dollars, you could park a Ferrari 599 and a Ferrari F430 in your garage for the same amount of dough. Those who want a sleek, modern supercar with stunning good looks and plenty of power to burn could also consider the 2009 Lamborghini Murciélago LP640, which is just as extreme and checks in at $100,000 less. But there's no denying that the SLR still has plenty of cachet, especially in parts of the country where how much you spend on a car is just as important as how it drives.

Body Styles, Trim Levels, and Options

The 2009 Mercedes-Benz SLR McLaren is offered solely as a two-seat roadster in a single trim level. Standard features include 19-inch wheels, bi-xenon HID headlights, a heated glass rear window, heated exterior mirrors, a semiautomatic fabric soft top, six-way power carbon fiber sport seats, leather and Alcantara upholstery, aluminum trim, Bluetooth phone connectivity, dual-zone automatic climate control, adaptive cruise control and a seven-speaker Bose surround-sound system with a trunk-mounted six-CD changer. The SLR's list of limited options includes various interior and soft-top color schemes, as well as 18-inch wheels.

Powertrains and Performance

A supercharged 5.4-liter V8 (which is mounted behind the front wheels for optimal weight distribution) powers the rear-wheel-drive 2009 Mercedes-Benz SLR McLaren with a visceral 617 hp and 575 pound-feet of torque. The SLR 722 produces 650 hp. A widely spaced five-speed automatic transmission translates the engine's brute force into motion. Steering-wheel-mounted buttons enable the driver to shift manually. A brief 3.8 seconds is all it takes for this supercar to rocket from zero to 60 mph, and the top speed for the SLR is an F1-worthy 206 mph. Powerful carbon ceramic brakes and a rear air brake help to bring this beast from 62 mph to a halt in a respectable 114 feet. EPA estimates -- if there's a potential buyer who cares -- come in at a predictably low 12 mpg city/16 mpg highway and 13 mpg combined.

Safety

Although no crash tests have been performed on the 2009 Mercedes-Benz SLR McLaren, its construction promises a very high level of occupant protection. Carbon fiber, which is extremely light yet strong, makes up a large portion of the car's structure. Steel-reinforced A-pillars and two fixed rollover bars protect the driver and passenger in the event of a rollover. Other standard safety features include airbags, knee-protecting airbags, Mercedes' TeleAid telematics system, stability control, traction control and antilock brakes with brake assist.

Interior Design and Special Features

Half-scissor, half-gullwing doors require some creative maneuvering for the driver and passenger to climb in gracefully. That can be remedied with practice, though preferably not in a public place, since all will be staring. The interior design is definitively German and accented with leather, carbon fiber and aluminum. The engine start button hides beneath a flip-up cover on the gearlever.

The SLR's race-bred carbon fiber seats offer ample support but lack the adjustability most drivers expect. Mercedes custom tailors seat upholstery to the proportions of every vehicle's owner, although those taller than 6 feet will still be out of luck when it comes to legroom. Don't plan on taking this supercar on a long road trip, either, as the trunk offers a mere 7.2 cubic feet of space -- unless, of course, you're the type to just FedEx your luggage ahead of time.

Driving Impressions

When you're the proud owner of a rare machine that boasts 617 hp and F1-inspired aerodynamics and suspension, there's pretty much only one way to enjoy driving it: fast. The 2009 Mercedes-Benz SLR McLaren roadster excels on challenging roads and accelerates and brakes with the greatest of ease. But there are a few drawbacks. Some might find that the steering lacks feel, and many enthusiasts bemoan the fact that the car is not available with a manual transmission. Road noise is always persistent, but that's to be somewhat expected for a car with this kind of performance. The carbon ceramic brakes are capable of bringing the SLR to a halt, but they're almost too good -- their instant bite makes it difficult to ease into braking.

2009 Subaru Tribeca Vehicle Overview

2009-01-28T07:38:00.000-08:00

2009 Subaru Tribeca Vehicle Overview

Introduction

When it debuted three years ago, the Subaru B9 Tribeca seemed like your typical offbeat Subaru. Oftentimes, being different is good -- nothing wrong with a little individuality, right? But this midsize crossover's styling was heavily criticized, and its sluggish performance and relatively cramped cabin didn't help matters, either. The 2009 Subaru Tribeca (the "B9" part of the name was dropped for 2008), however, carries over last year's well-advised changes that included new front and rear styling, a more powerful engine and revised suspension tuning. But the Tribeca still has many inherent faults that make it a lackluster choice for a midsize crossover.

Subaru's Tribeca isn't without some charm. With class-competitive performance and a somewhat smaller size than most of its midsize rivals, the Tribeca is peppy enough and fairly easy to maneuver in crowded parking lots and on city streets. Of course, the standard all-wheel drive also provides confidence when driving in foul weather. And though its slow steering and soft suspension mean the Tribeca is no athlete, it compensates with a smooth and quiet ride.

The chief downside of the Tribeca is its tight seating, something that couldn't be remedied with the recent reskin and power boost. Although the second row is acceptable for kids, taller teenagers and adults will find leg- and hiproom lacking. And the third-row seat is essentially a token gesture to the marketing team, as it accommodates only the smallest of small fries. Even tall drivers will find the seating position uncomfortable due to the lack of a telescoping steering wheel.

For families that typically use all three rows, the 2009 Tribeca falls short and thus is hard for us to recommend. We'd instead steer you toward more spacious mid-to-full-size crossover SUVs such as the Buick Enclave/Chevrolet Traverse/GMC Acadia/Saturn Outlook triplets, Hyundai Veracruz, Mazda CX-9 and Toyota Highlander. These competitors offer more expansive interiors, and some of them cost less and handle better, too.

Body Styles, Trim Levels, and Options

A midsize crossover SUV, the 2009 Subaru Tribeca comes in base, Special Edition (SE) and Limited trim lines, each available in five- or seven-passenger versions. Base five-passenger models come with 18-inch alloy wheels, dual-zone automatic climate control, a tilt steering wheel, power front seats, full power accessories, cruise control, a CD/MP3 player with an auxiliary input jack, a 7-inch display screen and keyless entry. The Tribeca SE adds leather seating, heated front seats, a driver seat with memory settings, a six-disc audio system and rear air-conditioning. Stepping up to the Limited adds a moonroof, roof rails and HomeLink. Seven-passenger versions add a 50/50-split third-row seat (cloth on base, vinyl on others) and rear climate controls.

Notable options include satellite radio, a remote start system, a navigation system with a rear parking camera, and on seven-passenger models only, a rear-seat DVD entertainment system.

Powertrains and Performance

The 2009 Subaru Tribeca's 3.6-liter, horizontally opposed six-cylinder engine produces 256 horsepower and 247 pound-feet of torque. The sole transmission is a five-speed automatic with a manual shift mode. All Tribecas use an all-wheel-drive system that sends 55 percent of the power to the rear wheels in normal driving.

Performance is near the front of the midsize crossover pack, with a 0-60-mph time of just 7.8 seconds. Fuel mileage estimates come in at 16 mpg city/21 mpg highway and 18 mpg combined.

Safety

Every 2009 Subaru Tribeca comes with antilock brakes (with brake assist), traction control and stability control with a rollover sensor. Front-seat side airbags, full-length side curtain airbags and active front head restraints round out the safety features.

In government crash tests, the Tribeca scored five (out of five) stars for both front and side impact protection. In addition, it received the top rating of "Good" in frontal offset and side impact crash tests conducted by the Insurance Institute for Highway Safety.

Interior Design and Special Features

The Tribeca's interior has an upscale look that's high on style. We like the central display screen that shows climate control and audio information, a feature found on the Tribeca whether or not the navigation system is ordered. However, the arrangement of some controls is awkward, and the air-conditioner struggles to keep the cabin cool, even in seven-passenger models with the auxiliary rear blower.

Although the Tribeca's front seats offer great comfort, it's downhill from there. The second-row seats slide fore and aft nearly 8 inches, but even then they lack the legroom and hiproom needed by larger, taller adults, or even teenagers. The third row is just too cramped for anyone but very small children -- most competitors in this price range offer superior accommodations. Folding all the rear seats results in 74 cubic feet of cargo space, which is below average for the midsize crossover segment.

Driving Impressions

In contrast to the rugged, fun-to-drive character found in most Subarus, the Tribeca's personality is more subdued and maybe even a little disappointing. Handling limits are low due to the Tribeca's softly tuned suspension and ride-biased all-season tires, and the steering, although accurate, is slow and light on feedback. For these reasons, Tribeca drivers will likely prefer to take corners at a modest pace. The upside, however, is that Subaru's SUV delivers a very smooth and quiet ride. Additionally, the 2009 Subaru Tribeca provides respectably quick acceleration for a midsize crossover SUV.

2009 Ford Expedition Vehicle Overview

2009-01-27T09:53:00.001-08:00

2009 Ford Expedition Vehicle Overview

Introduction

Recent years have seen sales of truck-based, full-size SUV fall as dramatically as fuel prices have risen, forcing consumers to be more realistic about what they drive. The growing number of crossover SUVs (which are based on lighter car platforms) has given those who need the passenger and cargo-carrying capacity of a big SUV a more reasonable alternative. Though not as capable in terms of heavy-duty towing and off-road ability, these more maneuverable and fuel-efficient crossovers are ideal for most large-SUV intenders. But for that smaller percentage of buyers who require the serious work capabilities of a traditional full-size SUV, there is the 2009 Ford Expedition.

Always a strong contender in this segment, the Expedition recently received some useful upgrades, including revised suspension and steering systems and a six-speed automatic transmission. The Expedition steers precisely, feels composed while rounding corners and has a supple ride quality. Part of the credit goes to the Expedition's independent rear suspension, a rarity in the segment that also provides plenty of room for those riding in the third seat. We found the Expedition's seats to be among the most comfortable to sit in and the easiest to fold down -- a pleasant contrast to the cramped, non-folding third-row bench in the Chevrolet Tahoe.

All is not excellent in Expedition world, however. The big bruiser has a few minor faults. Some controls and displays aren't always easy to read or use, and some plastics feel cheap. And rivals beat the Ford in a few areas. The Chevrolet Tahoe rides a bit smoother, the Nissan Armada has more off-road prowess and the Toyota Sequoia has a more powerful V8. But in the areas that typically matter the most, the 2009 Ford Expedition compares favorably. It's the king at carrying both people and cargo, it's relatively easy to drive and it boasts a lower-than-average price. For those shopping for a traditional full-size SUV, Ford's Expedition is certainly worth consideration.

Body Styles, Trim Levels, and Options

The 2009 Ford Expedition is a full-size, body-on-frame SUV available in four trim levels: XLT, Eddie Bauer, Limited and King Ranch. The well-equipped XLT model seats five and comes with 17-inch alloy wheels, automatic headlights, running boards, air-conditioning (with rear controls), front captain's chairs, a power driver seat, cruise control, full power accessories and a six-speaker CD stereo with an auxiliary input jack. Next up is the Eddie Bauer, which adds 18-inch wheels, gold body cladding and running boards, a power-folding third-row seat, leather seats, dual-zone automatic climate control, an upgraded sound system (with an in-dash CD changer and satellite radio), the Sync multimedia voice control system, power front seats with driver memory settings, and steering-wheel-mounted audio controls.

Topping the Eddie Bauer is the ritzy Limited, with its 18-inch chrome wheels, monochromatic paint job, rear parking sensors, back-up camera (with rearview mirror display), perforated leather seats (heated and cooled up front, heated in the second row), wood-and-leather-trimmed steering wheel and power-adjustable pedals. Finally, there's the King Ranch edition, which is similar to the Limited but wears its own 18-inch wheels, upgraded Chaparral leather upholstery in all three rows and wood trim.

Major options include 20-inch chrome wheels, a manually folding third-row seat for the XLT (increasing seating capacity to eight), second-row captain's chairs, a sunroof, a rear entertainment system and a load-leveling rear air suspension. Exclusive to the Eddie Bauer, Limited and King Ranch are a power liftgate and a navigation system with a display-based back-up camera.. Opting for the nav system gets you Sirius Travel Link, which provides traffic conditions, weather forecasts, sports scores, movie listings and local fuel prices. Expedition XLT buyers can also get an off-road package with skid plates and tubular step bars.

Powertrains and Performance

All Expeditions come standard with a 5.4-liter V8 making 300 horsepower and 365 pound-feet of torque. It's matched to a six-speed automatic transmission. Two-wheel or four-wheel drive (with low-range gearing) is offered. An Expedition 4WD we tested accelerated from zero to 60 mph in 8.9 seconds, a respectable time for this heavyweight class. Properly equipped, the Expedition can tow a 9,200-pound trailer.

Fuel mileage estimates for a 2WD Expedition stand at 14 mpg city/20 mpg highway and 16 mpg combined, about par for the segment.

Safety

All major safety equipment is standard on the 2009 Ford Expedition, including antilock disc brakes (with brake assist), a rollover-sensing stability control system, front-seat side airbags and full-length side curtain airbags. Rear parking sensors and power-adjustable pedals are optional across the line. In government crash testing, the Ford Expedition received a five-star rating (the best possible) for all frontal-impact (driver and passenger) and side-impact tests.

Interior Design and Special Features

Expeditions can seat anywhere from five to eight passengers, depending on configuration. The standard second-row bench seat has a 40/20/40 split, and the middle section can be moved forward to provide easier access to an infant. Opting for the second-row captain's chairs drops seating capacity to seven but gains a storage console between the seats.

The Expedition's 60/40-split third-row seat is one of the most comfortable in the full-size SUV class. It folds flat with a quick-and-easy release handle in XLT models or powers up and down at the press of a button in the higher trims. As expected, there's not much cargo room behind the third-row seat (18.6 cubic feet), but folding it down increases that to 55 cubes. Folding down the second row expands cargo capacity to a generous 108 cubic feet, nearly as much as the Chevrolet Tahoe offers with its ungainly rear seats removed. Best of all, folding down both rear rows creates a perfectly flat load floor.

The Expedition's cabin has up-to-date electronics and a generally modern feel, though there are quite a few small, cheap-feeling buttons that are hard to tell apart at a glance. One family-friendly touch is the overhead conversation mirror -- a valuable tool for keeping tabs on squabbling siblings.

Driving Impressions

Drive a 2009 Ford Expedition and you might be impressed by its handling. For such a big and heavy vehicle, its steering response and general composure are pleasing. Ride quality is fairly smooth (more so with a full load), though the big Ford isn't as plush on the highway as some competitors. Despite some noticeable noise from the tires, the Expedition's cabin remains quiet enough to carry on a conversation. The V8 offers solid acceleration in most situations and delivers its power in a smooth manner. The six-speed automatic generally makes good use of the V8's reserves but occasionally has difficulty finding the right gear during passing maneuvers. Overall, the 2009 Ford Expedition behaves like a smaller vehicle, perhaps the biggest compliment you could give a 3-ton SUV.

2009 Jeep Compass Vehicle Overview

2009-01-27T09:47:00.000-08:00

2009 Jeep Compass Vehicle Overview

Introduction

The idea of a smaller, more-fuel-efficient Jeep should be a recipe for success in the current climate, right? Americans will always connect with the iconic brand's macho image, so a four-cylinder-powered model with a more realistic on-road nature is bound to be a winner. In the end, though, it doesn't really matter that the Jeep Compass was a good idea in theory -- possibly even a prophetic one. Even after a thorough interior overhaul, this small SUV is so poorly executed in almost every area, it is impossible to recommend.

The 2009 Jeep Compass, like its boxier Patriot brother, is based on the Dodge Caliber hatchback, which isn't a good place to start. Its powertrains are noisy and slow and don't offer particularly impressive fuel mileage. Although the Compass features SUV height and ground clearance (and therefore the SUV classification), its interior space is more like the Caliber's, with less maximum cargo space than any other small crossover SUV. Unlike past Jeeps, the Compass at least rides and handles more like a car -- just not a particularly pleasant car.

One of the previous Compass' worst offenses was its poorly constructed interior. Almost every surface consisted of low-buck plastic pieces. This is no longer the case for the 2009 Jeep Compass. Dash materials are now smoother in both texture and in shape, while the driver's armrest is now suitable for actually resting one's arm. However, this takes the Compass from awful to passable -- almost every competitor still offers a more welcoming environment. On the upside, at least the Compass now gets the latest Chrysler entertainment options, like hard-drive digital music storage, a touchscreen interface and a USB port.

On paper, the Compass seems to have many of the compact SUV attributes buyers are looking for: decent size, carlike driving experience, ample features list and low price. But drive it back to back with its competitors and you're likely to discover the many shortcomings we noticed in the 16 months and 16,000 miles we spent with a very disappointing long-term Compass test car. We suggest checking out the class-leading Toyota RAV4, Honda CR-V, Mitsubishi Outlander, Nissan Rogue and Subaru Forester. If you're looking for a budget buy, the Hyundai Tucson and Kia Sportage are much better choices than the Compass. Sometimes, good ideas don't end in successful reality.

Body Styles, Trim Levels, and Options

The 2009 Jeep Compass is a five-passenger compact SUV available in Sport and Limited trim levels. Standard equipment on the Compass Sport includes 17-inch alloy wheels, roof rails, foglamps, air-conditioning, a tilt steering wheel and a four-speaker stereo with a CD player and an auxiliary audio jack. The "E" package adds full power accessories, cruise control, keyless entry, driver-seat height adjustment, reclining rear seats, a removable flashlight, passenger assist handles and stain-repellent upholstery. All of the "E" stuff is included with the Limited, which also adds 18-inch alloy wheels, heated front seats, leather upholstery, a leather-wrapped steering wheel, satellite radio and an in-dash six-CD changer (the latter is optional on the Sport).

There are a number of packages available on both trims. The security and cargo convenience group adds front side airbags, heated cloth seats (Sport), a cargo cover, an auto-dimming rearview mirror and Bluetooth (Limited). The sun and sound group adds six upgraded speakers, flip-down tailgate speakers, a subwoofer, a sunroof and, on the Sport, satellite radio. Uconnect Tunes adds a touchscreen audio interface, a hard drive for digital music storage and a USB audio jack. A navigation system can also be added to the Limited.

Powertrains and Performance

Front-wheel drive is standard on the Jeep Compass, while a four-wheel-drive system is optional. It operates in front-wheel-drive mode in normal situations and automatically applies power to the rear wheels when needed. It can also be locked, with up to 60 percent of the engine's torque supplied to the rear wheels for better off-road traction.

Every Compass comes standard with a 2.4-liter four-cylinder engine capable of 172 horsepower and 165 pound-feet of torque. A five-speed manual transmission is standard, and a continuously variable transmission (CVT) is optional. With this engine and the CVT, a four-wheel-drive Compass we tested went from zero to 60 mph in a glacial 10.6 seconds -- and made a horrible droning racket while doing it. Fuel economy with the automatic and 4WD is 21 mpg city/24 mpg highway and 22 mpg combined. The manual or front-wheel drive improves these numbers by a few mpg.

Optional on the Compass Sport is a less powerful but more-fuel-efficient 2.0-liter four-cylinder. It makes 158 hp and 141 lb-ft of torque and comes only with the CVT and front-wheel drive. Fuel economy is 23/27/24 mpg.

Safety

Standard safety features include stability control with a rollover sensor, full-length side curtain airbags and traction control. Front-seat side airbags are optional. In government crash tests, the 2009 Jeep Compass received four out of five stars for frontal crash protection and five stars for side protection. When equipped with front side airbags, the Compass received the best rating of "Good" in the Insurance Institute for Highway Safety's side crash test, while a Compass without the side airbags got the second-worst "Marginal" rating.

Interior Design and Special Features

The endless blocky hard surfaces that fit together with all the exactness of build-it-yourself lawn furniture have thankfully been thrown into the dump for 2009. The new design features smoother surfaces and less abrasive plastic materials, while the armrest will no longer ding your funny bone. However, the Compass is still at the bottom of its class in terms of materials quality and construction. The switchgear remains the typical unimpressive stock Chrysler components, and the poorly shaped steering wheel doesn't seem designed for human hands. Also unchanged are the rock-hard front head restraints and flat, shapeless seats, along with the fixed rear head restraints and huge D-pillars that obstruct rear visibility.

The Compass offers a respectable number of useful storage slots, including an open bin on the passenger side of the dash.. It's also very easy to fold the rear seat flat, and fold-flat capability for the front-passenger seat (standard in the Limited, optional in the Sport) allows you to carry longer items inside the vehicle. The cargo area itself is small, though, measuring just 22.7 cubic feet behind the rear seats and 53.6 cubic feet with two people aboard, which is less than that of every other small SUV on the market.

Driving Impressions

Although 172 hp is pretty decent output for a four-cylinder engine, the 2009 Jeep Compass is slothlike during merging and passing maneuvers, especially when equipped with 4WD and the CVT. In addition, full-throttle acceleration results in the CVT holding the engine's rpm at redline, at which point both four-cylinders sound like aggravated cows. For these reasons, the manual is the better choice.

Compared to other small SUVs, the Compass is not the most relaxed highway cruiser. Although the ride is fairly comfortable over smooth blacktop, the cabin is not well isolated from wind and road noise (although more sound deadening for 2009 should help this somewhat). Around town, the Compass is a bit more enjoyable, as its large wheels and tires, direct steering and compact dimensions make it quite maneuverable. The Jeep's structure lacks rigidity, however, and it tends to flex and feel insubstantial when driven over broken pavement.

First Drive: 2009 Subaru Legacy 2.5GT Limited

2009-01-24T07:20:00.000-08:00

This turbocharged all-season sedan exudes confidence and comfort.

Though the 2.5GT faces stiff competition, its advantages include price, a capable all-wheel-drive system and focused driving dynamics.

The Legacy 2.5GT is a one of those sedans that, for no fault of its own, flies below the radar. Recognition can be tough when going against the monsters of the midway in the midsized sedan segment, namely the Honda Accord, Chevy Malibu, Acura TL and BMW 3-Series. Combining the soul of a WRX, upscale amenities and the control of Subaru’s Symmetrical All-Wheel-Drive system, the Legacy 2.5GT impresses on many levels.

Model Lineup
The Legacy comes in seven distinct flavors: 2.5i, 2.5i Special Edition, 2.5i Limited, 2.5GT Limited, 2.5GT Spec B, 3.0R and 3.0R Limited. All 2.5i-branded models feature naturally aspirated 2.5-liter 4-cylinder engines. The 3.0R models are motivated by naturally aspirated 3.0-liter 6-cylinder powerplants. The GT-designated models, like our Ruby Red Pearl Limited tester, represent the top of the line and sport turbocharged 2.5-liter 4-cylinders.

The Legacy lineup became strictly sedan in 2008 when all of Subaru’s midsize wagons moved under the Outback banner. New equipment for the 2009 model includes a standard 385-watt Harman Kardon audio system with nine speakers, an integrated key remote transmitter that puts the buttons on the key instead of a keychain fob, and some minor interior trim enhancements.

Under the Hood
The GT-series Legacy Limited and Spec B are powered by a WRX-based turbocharged and intercooled 2.5-liter boxer 4-cylinder that sends 243 horsepower coursing through the Legacy’s all-wheel-drive system. It also delivers 18 mpg city and 24 mpg highway mileage. Subaru’s signature horizontally opposed engine features a specially reinforced aluminum block, integral cast-iron cylinder liners and a semi-closed deck design with five main bearings for added strength and peace of mind. On the thrill side, 13.5 psi of max boost is at the ready.

Although Subaru’s SI-Drive seemed a bit gimmicky when we first climbed behind the wheel, we soon appreciated the capabilities of the system that allows cockpit control of engine behavior. SI-Drive alters the actuation of the electronically controlled throttle, offering three different programs. In automatic-transmission models, the system also controls shift points and shift firmness. “Intelligent” mode backs off engine torque and maximum power and switches to a more relaxed throttle-response curve and can also help increase fuel efficiency in certain driving situations. Clicking the SI-Drive knob, positioned just behind the shifter, to “Sport” mode results in a smooth, more linear onslaught of power. Jumping to “Sport Sharp” mode unleashes maximum ferocity with super-fast throttle response and quicker turbo spool-up.

We took the “set it and forget it” approach and used the Sport Sharp setting a vast majority of the time. Switching between Sport Sharp and Intelligent, while dropping the hammer on back-to-back blasts, vividly illustrated the Legacy’s split personality. In Intelligent mode, the car was a docile, dependable and competent cruiser showing average get-up-and-go. Clicking into Sport Sharp there was an immediate eagerness under your right foot, and our 5-speed automatic-transmission model was brazen, to say the least, revving out to the engine’s 6500-rpm redline before up-shifting and giving the Legacy a decidedly formidable feel. Simply put, the SI-Drive’s intensity gave the 2.5-liter engine the personality and pulling power of a bigger engine.

Inner Space
The Legacy cabin is a welcome combination of subtle styling cues and upscale appointments with ample room for five adults. The 2.5GT Limited edition includes a touch-screen navigation system, an excellent gauge cluster and plenty of standard-equipment features and controls. The seats are soft, perforated leather with built-in electronic warmers, and the cabin is trimmed with quality materials including wood trim. In short, the interior is well beyond pedestrian; it’s comfortable and quiet but not in the same league as Lexus or BMW. And at this price point, a more upscale vibe would have been appreciated.

On the Road
The balance exuded by the Legacy was immediately recognizable. Like an honor student, it gets good grades in all areas. The Subaru’s ride is stable and compliant but in no way soft or spongy. Push matters and the chassis responds with good road feel and an overall sense of confidence.

The senses are again rewarded when the SI-Drive knob is moved into Sport Sharp mode. With the added zest in throttle response, we took full advantage of the engine’s 13.5 psi of turbo boost. The Legacy has substantial passing power and an unexpected crispness that belies its subtle styling.

Automatic 2.5GTs include paddle shifting, a feature that has become the rage of manufacturers trying to play the “sporty” card. While we appreciate having the choice to determine gear changes, the system’s slow-motion shifts and lack of a rev-matching downshift feature relegate it to marketing mumbo-jumbo. The bottom line is that the automatic shifts firmly enough. If you want more real-world control, opt for the 5-speed manual.

Right for You?
The Legacy 2.5GT’s biggest advantage over its competition is Subaru’s Symmetrical All-Wheel-Drive system. It represents different things to different people depending on their approach to driving. Light-footed family commuters see it as safety insurance, while McSporty types are in touch with the performance attributes all-wheel drive can deliver. Subaru signs on both dotted lines because pleasing the masses is good business.

Our Legacy 2.5GT Limited tester with an automatic transmission and fitted with zero options sported a sticker price of $32,395. Opting for a 5-speed stick drops the price to $28,895. The Legacy 2.5GT is priced in line with Accord and below the TL and3-SERIES, so there is value to be had. And for those who dare the monsters, the Legacy 2.5GT will deliver a robust driving experience in all seasons.

First Drive: 2009 Infiniti G37 sedan

2009-01-19T08:45:00.000-08:00

First Drive: 2009 Infiniti G37 sedan

Infiniti's sporty luxury sedan is more powerful than ever.

The 2009 Infiniti G37 adds value to an already winning mix. Its V6 engine is larger and more powerful, and a 7-speed automatic transmission is offered for the first time.

Success doesn't rest on its laurels. When the 2003 Infiniti G35 sedan hit the streets, it was an immediate hit. The mid-size sedan was slick looking, fun to drive and relatively affordable. Instead of letting the car grow stale, or even get slightly crusty, Nissan's luxury brand redesigned it for the 2007 model year. Now, Infiniti is upping the power and adding a new transmission. With the new engine comes a name change: the G37, and it's quite possibly Infiniti's best sport luxury sedan yet.

Model Lineup
The G37 sedan is offered in four trim levels: G37, G37 Journey, G37S Sport MT and G37x AWD. All are well-equipped. The base G37 comes with leather upholstery, automatic climate control, keyless entry and starting, XM satellite radio, bi-xenon headlights and 17-inch tires on alloy wheels. The G37 Journey adds dual-zone automatic climate control, 6-disc CD changer and automatic headlights.Infinity offers the G37S Sport MT as its performance version. It is the only one with a manual transmission, and it comes with sportier suspension settings, a limited-slip differential and 18-inch performance tires. The G37x model has Infiniti's Intelligent all-wheel-drive system, plus heated front seats and heated exterior mirrors.

A Sport package for Journey and Sport MT trims comes with sport suspension, 18-inch wheels, a limited-slip differential, larger brakes, sport seats, a more aggressive front fascia and, for the Journey, steering-wheel shift paddles. Also offered is Infiniti's Four-Wheel Active Steer system, which is teamed with stiffer shocks and variable steering ratios.

Standard safety equipment on all versions includes dual front airbags, front side airbags, side-curtain airbags, a tire-pressure monitor, active front head restraints, anti-lock brakes with brake assist and electronic brake-force distribution, traction control and electronic stability control.

Under the Hood
The 2009 Infiniti G37 sedan gets Infiniti's 3.7-liter V6, which first appeared in the G37 coupe for the 2008 model year. It produces 328 horsepower, up from 306 horses in the 2008 G35 sedan. The new engine has Infiniti's VariableValve Event and lift(VVEL) system, which is a form of variable valve timing for the intake stroke. The engine is offered with a 6-speed manual transmission or a new 7-speed automatic with manual shift capability and Adaptive Shift Control that learns the driver's driving style and adjusts accordingly. The new transmission and VVEL system raise Environmental Protection Agency fuel-economy ratings by one mpg in the city and two mpg on the highway, to 18/26 mpg (city/hwy). With the manual transmission, EPA fuel economy ratings are 17/25 (city/hwy).

The G37 comes standard with rear-wheel drive, and the G37x has Infiniti's Intelligent all-wheel-drive system, which it calls Advanced Total Traction Engineering System for All Electronic Torque Split (ATTESA E-TS). This system is rear-drive biased. Under normal conditions, it sends 100 percent of the power to the rear wheels. When slip is detected, it can actively distribute up to 50 percent of the torque to the front wheels thanks to a locking center differential. AWD comes only with the automatic transmission. EPA fuel economy estimates are 18/25.

Inner Space
Take a seat in the G37 and you notice that it has a premium feel. The controls are within easy reach and move with precision. At the center of the dash is a 7-inch display with a control panel to operate the navigation system and/or information center. The control panel may seem a bit complicated at first, but the radio and climate controls are separate, so the learning curve is short.

Infiniti's optional navigation system comes paired with the company's 9.3-gigabyte MusicBox hard-drive music system. Order the Premium package and you also get an iPod interface that charges your iPod and lets you control it through the radio. For those with other types of MP3 players, the G37 has a standard auxiliary input jack.

Compared with its natural competitor, theBMW 3 SERIES sedan, the G37 sedan offers more interior space. Front-seat room is about the same, but the rear seat is considerably better. The G37's rear seat will accommodate two passengers fairly easily, but three will be a stretch and someone will have to sit on the hump. Front-seat occupants have plenty of headroom- and legroom. The Sport package's sport seats have extra side bolstering that helps hold occupants in place during aggressive cornering. Some may find the seats a bit firm.

Complaints about the G37 are minor and revolve around carrying capacity. Small-items storage consists of a shallow center console, two cupholders behind the shifter, the glove box and front door pockets with integrated bottle holders. Another bin or tray would be nice. The trunk has a decent 13.5 cubic feet of volume, but the G37 sedan has a center pass-through instead of a split folding rear seat. That means you can carry skis, but a snowboard and long boxes may not fit.

On the Road
The G37 sedan provides a sportier driving experience than any competitor other than the BMW 3-Series. Most noticeable is the steering. Grip the tactile steering wheel and you feel very connected to the road. The steering is also very direct, which makes the car react quickly to input.

Even the standard suspension is sporty. All G37s exhibit little body lean in corners and feel agile in quick changes of direction. Ultimate grip isn't as tenacious as in a BMW 3-Series, but the G37 will thrill anyone who looks for driving excitement. Plus, the G37 offers two more levels of sportiness. The available Sport package has firmer suspension settings and 18-inch wheels that give it sharper moves. The optional Four-Wheel Active Steer system is firmer yet, and it makes the G37 react even quicker.

I would recommend the Sport package, but would advise customers to try the Active Steer system on a bumpy road before they buy. The base suspension setup is fairly forgiving, and the Sport suspension is firmer but not punishing. Active Steer comes with even firmer suspension settings that can make it pound over bumps and jiggle on broken surfaces. Rust Belt buyers will want to avoid it.

The 3.5-liter V6 in the 2008 G35 was one of the best engines on the market, and the 2009 model's 3.7-liter V6 is even better. Infiniti says it propels the G37 from zero to 60 mph in one- or two-tenths of a second faster than the 2008 model, which could reach 60 in as little as 5.3 seconds. That's V8 power in a V6 package. The new 7-speed automatic transmission is smooth and responsive, and it combines with the powerful engine to provide immediate and confident passing response. The Sport package's steering-wheel paddles add a fun factor during aggressive maneuvers, and the available 6-speed manual shifts easily, though it's a bit notchy.

Right for You?
The G37 is aimed at buyers more interested in sporty performance than a cosseting ride. It is a fine alternative to luxury sedans fromBMW andMercedez benz. Its strengths include good looks, willing power, a premium interior with useful space and available all-wheel drive. Add in prices lower than those of the more established brands, and the G37 should be on the shopping list of anyone looking for a luxury sedan.source:autos.msn.com

2009-01-18T09:45:00.000-08:00

Test Drive: 2010 Honda Insight

An Affordable and Affable Hybrid for Everyone

Vehicle Tested:	2010 Honda Insight

Pros:	Much better fuel economy than a Honda Fit without sacrificing performance, spacious and adjustable driving position, Eco-Assist driver coaching system.
Cons:	Limited rear-seat space, cartoonish dash design, somewhat noisy.

Talk with anyone about hybrids and theToyota Prius will be mentioned within the first minute. Try it sometime. Bring your stopwatch. See? We just did it in the opening sentence. It's almost to the point where the non-word "Prius" has achieved synonym status alongside Kleenex and Xerox.

So when the first official photos of the new 2010 Honda Insight Hybrid were released, cries of "They've copied the Prius!" began almost immediately. It's the high rear hatchback paired with a vertical glass window between the taillights that does it. The Prius had that back in 2004. Case closed.

Doesn't anyone recall that the original 2000 Honda Insight and the 1988 Honda CRX had that hatch arrangement first? Who copied whom, here?

That's the Insight's problem. No one remembers that it was the first hybrid sold in North America because its two-seat layout was weird-looking and impractical. Sales were dreadful — only 18,000 worldwide over six years. Changing the 2010 Insight into a four-door hatchback isn't another example of copying; it's just good business sense. After all, Honda wants to sell 90,000 new Insights per year.

To ensure those sales, Honda aims to keep the price low and keep hybrid eccentricities to a minimum. Official prices are not yet available, but we estimate that our 2010 Honda EX with Navigation, the most loaded configuration there is, will sell for less than $22,500. That's about $5,000 less than a comparably equipped 2009 Toyota Prius. Better still, the starter Insight LX, well-equipped in its own right, is expected to debut for less than $18,000.

Performance

In order to keep the price low, Honda stuck with its simple, tried-and-true Integrated Motor Assist (IMA) hybrid system. Basic propulsion here comes from an efficient 1.3-liter four-cylinder gasoline engine that makes 88 horsepower and 88 pound-feet of torque. Sandwiched between that and a continuously variable transmission (CVT) is a thin electric motor that produces another 13 hp and 58 lb-ft of torque. It's fed by a 108V battery pack that uses familiar nickel-metal hydride cells.

Under braking, this motor acts as a generator and feeds electrons back into the battery. Total system output when you mash the throttle is 98 hp and 123 lb-ft of torque. At our test track, the Insight scooted to 60 mph in 10.9 seconds — a tenth quicker than the lastHonda fitSport we tested and about 2.5 seconds better than a Honda Civic Hybrid. It's no speed demon, but the new Insight is no slug, either.

When you're in less of a hurry, there's enough electric motivation to propel the 2010 Insight at city speeds up to 30 mph with the engine off. This transition is utterly seamless because the always-connected nature of the system means the engine is still spinning and the tachometer still registers whenever the car moves. In this fuel-cut electric mode, the Insight's VTEC system switches to a lobe-less round cam that keeps the valves shut to reduce pumping losses.

EPA fuel economy figures have not been released, but Honda says they'll come in at 40 mpg city, 43 mpg highway and 41 mpg combined. Yes, the 2009 Prius is rated higher at 46 mpg combined. But thenon-liniernatureof the mpg unit means a 5-mpg difference in this rarified region is less meaningful. In a 15,000-mile driving year, it amounts to 40 gallons — $80 at current fuel prices. We ran our Insight EX against a 2009 Prius in a 197-mile suburban fuel economy loop near Phoenix, and the Insight returned 51.5 mpg to the Prius' 54.4 mpg. Not too shabby.

From the firewall forward, the new Insight borrows its chassis and strut suspension from the 2009 Honda Fit. It features a twist-beam rear axle like the Fit, too. The ABS brakes are ventilated discs in front and drums out back. The result is a nimble-handling compact in the Honda tradition. It goes where it's pointed, feels lively and stops smartly. There's no hybrid weirdness, either. The regenerative braking operates transparently and the electronic power steering (EPS) weights up nicely in corners.

Comfort

The Fit-based Honda Insight rides like a lot of other small Hondas, too. The ride isn't overly firm, but it isn't squishy, either. It stays flat and composed. Wind noise isn't an issue, but there's some coarse road noise. This is a common trait in Honda's smaller cars, the result of a preference for low weight at the expense of sound-deadening materials.

The seating position and seat design impart a feeling of relaxed comfort. You sit lower here than in a Prius, and there's more apparent front legroom. The tilt steering wheel also telescopes out to meet the hands of taller drivers, and the EX has a height-adjustable driver seat for a custom fit. The picture isn't as rosy in back, where the compact nature of the Insight becomes apparent. The Insight's 100.4-inch wheelbase (compared to 106.3 for the larger Prius) equates to a lack of leg- and headroom for rear-seat passengers of above-average height.

Function

A new Eco-Assist driver coaching system is the key interior feature of the new Insight. It takes advantage of the Civic-style split-level dash by altering the background color of the high-mounted speedometer from blue to green to indicate efficient driving. The default page of the comprehensive trip computer houses a bar graph that encourages gentle use of throttle and brakes, and it awards leaf icons for sustained thrift over a trip and over the life of the car.

If it sounds like a rolling videogame, you're right. But it manages to be compelling without distracting. Want to improve your score? An "ECON" button desensitizes the throttle pedal and alters the CVT and IMA software for increased economy. It also cycles the A/C compressor off more often and makes the EX-only cruise control less aggressive. The Insight becomes a bit more sluggish in this frugal mode, but will earn you more eco-laurels.

Traditional controls are well laid out and easy to operate. Single-zone automatic air-conditioning is standard, and its controls are particularly close to the driver. The CVT shift lever has a "Sport" position, and EX models have steering-wheel-mounted shift paddles. All Insights have an aux jack, and the EX adds an iPod-friendly USB port. The audio system is simple to use, but at the end of the day, even our top-level stereo needs a speaker upgrade.

The Insight's standard luggage capacity is 15.9 cubic feet — a bit more than the Prius. Folding the 60/40 seats down together opens things up to 31.5 cubes.

The Insight provides impressive visibility around the A-pillars and an excellent rearward view due to the rear hatch's lower window. We didn't find the headlights particularly illuminating, however. Stability control is standard on the EX and all trim levels carry a host of airbags, including side curtains.

Design/Fit and Finish

We found the long and low look of the new Insight sleek and attractive, resembling a stretched early-'90s Honda CRX with two more doors. The new corporate grille and headlight treatment that look a little odd on the CR-V are particularly effective here. We're not as smitten with the inside, however. It's well put together, the pieces are attractively grained and the gaps are small, but the overriding nodular design theme is busy to look at. The wealth of hard plastic is forgivable in an economy car, and should hold up well.

Who Should Buy This Vehicle

The new Insight is affordable enough to be on the shopping list of any recent college grad. It has enough space for small families and empty-nesters alike. But this is a compact. The lack of a roomy backseat, a hallmark of the Prius, makes it less desirable for those who plan to transport adults in back on a regular basis. Bottom line: The Insight might be the first high-mileage hybrid that is affordable enough for the purchase price to pencil out.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, and the manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Model Year

2010

Make

Honda

Model

Insight

Style

EX w/Navi 4dr Hatchback (1.3L 4cyl gas/electric hybrid CVT)

Price as Tested

$22,170 (estimated)

Options on Test Vehicle

None.

Drive Type

Front-wheel drive

Transmission Type

Continuously variable transmission with sport mode and paddle shifters

Transmission and Axle Ratio (x:1)

Variable between 3.17:1 and 0.53:1; Final Drive = 4.20:1

Engine Type

Inline-4

Displacement (cc / cu-in)

1,339cc (82 cu-in)

Block/Head Material

Aluminum

Valvetrain

Single overhead camshaft, variable intake and exhaust lift, 2 valves per cylinder

Compression Ratio

10.8:1

Redline (rpm)

6,200

Horsepower (hp @ rpm)

98 @ 5,800 (includes electric motor assist of 13 hp @ 1,500 rpm)

Torque (lb-ft @ rpm)

123 @ 1,000-1,500 (includes electric motor assist of 58 lb-ft @ 1,000 rpm)

Brake Type (front)

Ventilated disc with single-piston sliding caliper

Brake Type (rear)

Drum

Steering System

Electric speed-proportional power steering

Steering Ratio

16.7:1

Suspension Type (front)

Independent, MacPherson struts, coil springs and stabilizer bar

Suspension Type (rear)

Semi-independent, torsion beam, coil springs and integrated stabilizer bar

Tire Size (front)

175/65R15 84S

Tire Size (rear)

175/65R15 84S

Tire Brand

Dunlop

Tire Model

SP 37

Tire Type

All-season, low rolling resistance

Wheel Material (front/rear)

Aluminum alloy

Manufacturer Curb Weight (lb)

2,734

Curb Weight As Tested (lb)

2,736

Weight Distribution, F/R (%)

58/42

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

10.6

EPA Fuel Economy (mpg)

40 city/43 highway/41 combined

Edmunds Observed (mpg)

51.5

Temperature (Fahrenheit)

52.1

Humidity

54%

Elevation (ft)

1,121

0 - 30 (sec)

4.0

0 - 45 (sec)

6.85

0 - 60 (sec)

10.9

0 - 75 (sec)

16.6

1/4 Mile (sec @ mph)

17.9 @ 77.9

0-60 with 1-ft Rollout (sec)

10.5

30 - 0 (ft)

60 - 0 (ft)

125

Braking Rating

Good

Slalom (mph)

59.3

Skid Pad Leteral acceleration (g)

0.79

Handling Rating

Average

Db @ Idle

44.2

Db @ Full Throttle

72.5

Db @ 70 mph Cruise

68.8

Acceleration Comments

Almost agonizingly slow unless you brake-torque the launch, then it's merely slow and matches the Prius' highly repeatable numbers.

Braking Comments

It probably doesn't take much brake hardware for a 2,700-pound car, but this is good performance nonetheless. No evidence of fade, but I didn't torture it, either. Some rear-end wriggle, but nothing spooky or dangerous.

Handling Comments

Skid pad: Extraordinary measures that no Insight buyer is likely to use (ESC off and allow the tail to hang out around the skid pad) produce better-than-average results. But it takes a bit of skill to hold it there, as it feels on the brink of oversteer all the way 'round. Slalom: The Insight will definitely oversteer with the ESC turned off, requiring a handful of opposite lock to keep up with it at the exit. With ESC on, there is no drama whatsoever.

Length (in)

172.3

Width (in)

66.7

Height (in)

56.2

Wheelbase (in)

100.4

Front Track (in)

58.7

Rear Track (in)

58.1

Turning Circle (ft)

36.1

Legroon, front (in)

42.3

Legroon, rear (in)

33.5

Headroon, front (in)

38.4

Headroon, rear (in)

35.9

Shoulder Room, front (in)

52.7

Shoulder Room, rear (in)

50.4

Maximum Seating Capacity

Cargo Volume (cu-ft)

15.9

Cargo Volume, rear seats down (cu-ft)

31.5

Bumper-to-Bumper

3 years/36,000 miles

Power Train

5 years/60,000 miles

Corrosion

5 years/Unlimited miles

Scheduled Maintenance

Not available

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not available

Antilock Brakes

4-wheel ABS

Electronic Brake Enhancements

Electronic brakeforce distribution

Traction Control

Standard (EX only)

Stability Control

Standard (EX only)

Tire Pressure Monitoring System

Direct tire-pressure monitoring

Emergency Assistance System

Not available

NHTSA Crash Test Driver

Not tested

NHTSA Crash Test Passenger

Not tested

NHTSA Crash Test Side Front

Not tested

NHTSA Crash Test Side Rear

Not tested

NHTSA Rollover

Not tested

IIHS Offset

Not tested

sorce:edmund.com

First Drive: 2009 Volkswagen CC

2009-01-13T07:24:00.000-08:00

First Drive: 2009 Volkswagen CC

VW's pass at affordable style and luxury

Aerodynamically sleek, the coupe-like CC builds on its Passat underpinnings for a more personal and luxurious driving experience.

CC is an acronym for Comfort Coupe. Unfortunately, it doesn't make much sense in this case, since Volkswagen's CC is a stylish 4-door, 4-passenger sedan. But that's possibly the only thing about this car that doesn't make sense. Derived from the already enjoyable 5-passenger Passat, the CC offers rakish chopped-top looks and luxury trim to please buyers ranging from aspiring youth to empty-nesters. Its good looks, pleasing power and quietly assured driving dynamics are accompanied by the greatest luxury — affordable pricing.

Trim Choices
A junior luxury car with sporting intentions, the CC rocks a full house of finery in standard Sport trim. Soft leather greets the hands on the steering wheel and shifter, plus there's enough brightwork and sophistication in the design and materials to set an upscale coffeehouse mood. Meanwhile, the sharply sloping roofline and narrow windows suggest performance is on hand.

The Sport trim includes a 6-disc CD changer, an MP3 jack, three power outlets, plus 12- and 8-way powered and heated driver and passenger seats. It's a trim level that feels better than its equipment list would suggest. Much of this is thanks to VW's sharp design staff, but generous seat travel and a galactically telescoping steering column help say Volkwagen is truly interested in your comfort.

Selecting the Luxury trim improves life by refining the climate control to dual-zone, adding a navigation system, moonroof, rain-sensing wipers and other small touches. It's all good, but finger the abacus first, as the cost-benefit ratio may tilt towards the nicely equipped Sport trim. This is especially true of the moonroof. It tilts but does not slide open, in deference to the sloping roof, nor does its sunshade completely block all light. You could decide the better headroom in the less expensive Sport is more desirable.

Opting for V6 power allows choosing between VR6 Sport and VR6 4Motion trims. The VR6 Sport delivers all of the 4-cylinder Sport and Luxury trim amenities, plus 18-inch wheels, a power rear window sunshade and both high- and low-beam xenon headlamps. The 4Motion uses a different 18-inch wheel and adds the all-wheel-drive hardware.

Under the Hood
With two engines to choose from, CC buyers have a straightforward choice in powertrains. The standard 2.0-liter 4-valve turbocharged 4-cylinder is easily the sportier choice. Its 200 horsepower and 207 lb-ft of torque sparkle in the mid and upper ranges while minimizing front-end weight for superior ride and handling. The optional 280 horsepower and 265 lb-ft of torque in the 3.6-liter V6 is VW's narrow-angle VR design. More immediate torque right off idle is nearly its sole benefit in the CC.

Both engines may be paired with either 6-speed manual or automatic transmissions. The automatic offers the usual floor-mounted shifting, a more aggressive sport mode or Tiptronic manual gear selection.

For slippery winter pavement, VW's 4Motion employs full-time four-wheel drive using a viscous fluid coupling. Offered only with the V6 and designed to operate normally in front-wheel drive, 4Motion automatically shuttles power to the rear wheels when the fronts slip. While it's a big help in snow, heavy rain and other low-traction situations, 4Motion is not an aid to dry-pavement handling.

Inner Space
Athletically trimmed luxury describes the CC interior, which is pleasantly airy in front and cozy in back, especially so for tall folks because of the sharply sloping roof. In short, it's just right for a couple, with utility to take a second couple to dinner or the kids a longer distance. Long doors help rear access past the low roof, but hinder car seat operations in tight parking lots. A trunk pass-through, large armrest and nifty drink holder with sliding cover show the designers didn't quit at the front seats.

Everyone will enjoy the upscale materials — even the vinyl is inviting — and no one will fault the design. Fore and aft room is excellent for front seaters; tall people should check the headroom; and elbow room is close, but acceptable. The seats may prove thin in the bottom cushion to the bony; the two-level lumbar support is simultaneously aggressive and passive, but lateral support is great. VW's sensible glove-box-mounted MP3 connection and shelf are present, and the GPS navigation system uses a standard size touch-screen. We'd prefer dedicated audio controls, but admit the center console is nicely uncluttered.

In Sport trim the CC's interior is a strong contender.

On the Road
Impressive aerodynamics squelches wind noise and helps make the car an impressive freeway charger. Both engines provide plenty of thrust, with the V6 posting insignificantly better numbers, but the turbo-four feels sportier and in many cases faster. Interestingly, the 4-cylinder is quieter at idle and rips a sweet tune through the fast-shifting gears. With less front-end weight, the 4-cylinder is a little more precise in the steering, transitions faster on twisty roads, rides better and gets an additional couple of miles out of a gallon of gasoline.

The only mentionable downside to the turbo-four is occasional softness in response, typically the first few feet from a standing start or when asking for lane-change power on the freeway, yet even these are not frustrating.

Open road trips pass enjoyably in the CC, with easy city manners thanks to its size. Rear seaters are welcome, but can't miss that they came in second to the roof's sexy downward sweep, so the rear pew is ultimately best for children or occasional adult guests.

We preferred the 4-cylinder's sportiness and, curiously, its quieter idle. The V6 is smooth and hardly noisy, but simply has more presence at idle. All CCs are smooth, intelligent automatic shifters, quiet and plushly well-connected to the pavement.

Right for You?
Value and luxury are a difficult combination, but Volkswagen's CC manages the trick without straining. Starting at $26,790, the 4-cylinder Sport delivers the CC's rakish looks, if not a huge increase in luxury perks over a standard Passat. It's a good value and offers the maximum zip in the CC line. If rear-seat room isn't a major concern but appearance is, the Sport delivers.

Moving to the Luxury at $31,990 gains a no-excuses near-luxury coupe . . . er, sedan. It's well-equipped and about $2,000 less than the competition, making it a good buy. It's definitely the happy CC combination and the expected volume seller.

If the 6-cylinder is important, the VR6 Sport demands $38,300, a massive price jump for modest gains in smoothness, performance and equipment. Likewise, the VR6 4Motion is large money for winter security at $39,300, but on the other hand is a relatively rare combination of looks, luxury and grip.

Ultimately, the emotionally attractive CC peaks in 4-cylinder Luxury form, but backs up its appeal with the fully capable 4Motion 6-cylinder for those not stopping for winter.source:autos.msc.com

2009 Scion xD Vehicle Overview

2009-01-11T09:39:00.000-08:00

2009 Scion xD Vehicle Overview

Introduction

All three cars in the Scion lineup are sort of deceptive. From a distance, each seems like nothing more than an economy car with a little added exterior style. But look a little closer and it quickly becomes clear that each Scion is surprisingly comfortable, with a nicely assembled interior plus lots of standard and optional equipment.

The 2009 Scion xD is the perfect poster child for the whole lineup, as it's both inexpensive and reasonably refined. This subcompact hatchback distinguishes itself with a lengthy list of standard equipment and dealer-installed extras -- especially the audio options, proving Scion totally understands its customers.

While other automakers have made only auxiliary input jacks standard equipment, Scion has gone one step further with a regular aux jack and a dedicated iPod port that provides power and stereo head unit control. The xD is also one of the least expensive vehicles to currently offer an integrated navigation system.

As expected, the Scion xD delivers good fuel economy but still has adequate power. Even on the highway, the four-cylinder engine isn't excessively rev-happy. If you're about 6 feet tall or more, you might find the xD's interior a little cozy. Lack of legroom is the main problem, but the car can feel narrow, too.

Scion vehicles, with their gen-Y styling, are clearly aimed at younger buyers. However, you'll frequently find retirees driving Scions, as their value is undeniable -- the secret that they are basically low-priced Toyotas is out. Depending on use and personal preference, however, there are a few economy cars that come off a little better than the 2009 Scion xD. Nissan's Versa is roomier inside, the Honda Fit is a better all-around package and the often-overlooked Hyundai Accent has been a longtime favorite of ours.

On the other hand, the xD is a much better car than the Toyota Yaris, even though both cars are built by the same company. Ultimately, the Scion xD is a very good commuter car or first car. It's not the best economy car out there, but it's far from the worst. Anyone looking for an inexpensive, reliable and slightly sassy small car should add the Scion xD to their short list.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2009 Scion xD is a four-door subcompact hatchback available in one trim level. Standard equipment is plentiful and includes 16-inch steel wheels with a choice of three covers, air-conditioning, cruise control, full power accessories, a tilt steering wheel and a six-speaker Pioneer stereo with single-CD/MP3 player. The stereo also has an auxiliary MP3 jack and a dedicated iPod port that allows one to control iPod playback through the head unit controls.

Naturally, as a Scion, the xD is available with a long list of dealer-installed extras for those who want to personalize their car. These include multiple alloy wheels, a rear spoiler, LED taillights, a silver-leather-wrapped steering wheel, a variety of shift knobs, a security system and interior mood lighting in a choice of four colors. An optional premium audio system has a more user-friendly control interface that allows for downloading of images and video onto the head unit display. Other options include TRD performance parts, a choice of satellite radio providers and a touchscreen navigation system.

Powertrains and Performance

Motivated by a 1.8-liter four-cylinder engine that produces 128 horsepower and 125 pound-feet of torque, the xD has adequate output for its class. Estimated fuel economy is a competitive 27 mpg city/33 mpg highway and 29 mpg combined with the five-speed manual and 26/32/28 mpg with the four-speed automatic. In our testing, an xD with the manual went from zero to 60 mph in 8.4 seconds.

Safety

The 2009 Scion xD comes loaded with an impressive array of standard safety features including antilock brakes with brake assist, stability control, traction control, front seat side airbags, full-length side curtain airbags and front active head restraints. In Insurance Institute for Highway Safety crash testing, the xD received an "Acceptable" rating (the second-highest score) for its protection of occupants in frontal-offset collisions. In IIHS side-impact tests, the xD received a top rating of "Good."

Interior Design and Special Features

The xD sports a functional, well-built and intentionally stylish interior design. Unlike those in the Scion xB, the xD's gauges are where they belong -- in front of the driver instead of in the dash center -- but the speedometer and tachometer are placed in the same circular pod and run toward each other. Imagine a clock where the minute and hour hands move in opposite directions. The tach in particular is hard to read. Being different can be great, and we get that it's Scion's "thing" but we'd rather it leave the gauges alone. Thankfully, other controls are a model of simplicity.

The optional navigation system makes audio control even simpler (and safer) by utilizing the touchscreen to create crystal-clear functions that mirror those on the iPod itself. The standard speakers aren't fantastic and curiously are not as good as the speakers that came in the original xA, but Scion makes it simple to take them out and replace them with aftermarket units if you want something better.

The xD's seating is upright, but taller drivers will likely find it lacking legroom. Plus, the steering column adjusts only for rake, and when released, drops to its bottom-most position like an anchor. Headroom is quite good, though, and two rear passengers should find plenty of space with a seatback that reclines. Although not as voluminous as other compact hatches, the xD provides enough cargo room (35.7 cubic feet with the rear seats folded) for the active lifestyles Scion envisions its customers leading.

Driving Impressions

The 2009 Scion xD is hardly a hot hatch in looks or performance, but its comfortable ride, solid feel and reassuring stability control make it a good choice for those who don't put a premium on driving fun. The xD's electric steering feels extremely artificial at lower speeds, but it does weight up nicely and offers decent feel at higher speeds.source:www.edmund.com

Test Drive: 2009 Saturn Astra XR Coupe

2009-01-11T09:21:00.000-08:00

Test Drive: 2009 Saturn Astra XR Coupe

Vehicle Tested:	2008 Saturn Astra XR 2dr Hatchback (1.8L 4cyl 5M)

Pros:	Well-crafted interior, relatively sporty handling, respectable fuel economy.
Cons:	Power not readily on tap, somewhat expensive for class, some interior design/layout flaws.

The field of fun yet functional hatchback coupes under $20,000 hasn't ever been what you'd call broad. So when GM announced it would bring its Opel Astra across the Atlantic and re-brand it as a replacement for the Saturn Ion for 2008, those who knew the European brand's reputation for good build quality and sharp handling were hopeful that the Saturn Astra would breathe fresh competition into a class led by only a select few.

Although the 2009 Astra is relatively new to the U.S. market, the compact hatchback first launched in Europe in 1991 and the current generation has been around since 2004. The Astra has done well in Europe, and GM (which plans to share more models between the Opel and Saturn brands) is hoping the Astra will find the same success in the States. But the endeavor hasn't been without challenges. Executives at GM admit the Belgian-made hatchback has become more expensive to produce thanks to the declining U.S. dollar. At a base price of $19,545 before the destination charge, the 2009 Saturn Astra XR coupe starts at nearly $3,000 more than its closest rival, the2009 volkwagens rabbit coupe, which boasts a 2.5-liter inline-5 which makes 32 horsepower more than the Aura's 1.8-liter four-cylinder engine.

One factor that might fall in the 2009 Saturn Astra Coupe's favor is that it's one of only a couple of two-door compact hatchbacks on the market. Many highly rated models, such as the and HondaFitMazda Mazda 3 wagon, only come in four-door options. Others like the Hunday accent

are too small to be considered direct competitors. So even if buyers aren't particularly moved by the Astra coupe's sporty styling, dynamic handling or reasonable fuel economy, the relative lack of alternatives might be enough of a reason for some to buy

Performance

Our car was equipped with the only engine available, a 1.8-liter inline-4 that makes 138 hp and 125 pound-feet of torque. Power is routed to the front wheels through a five-speed manual (although a four-speed automatic is also available). We have mixed feelings about the Astra's abilities. Handlingwise, the XR coupe is able, although calling it "fun" might be an overstatement. The steering is quick and agile, and despite some body roll around corners, the Astra is stable and easy to drive. However, the shifter responds rather lazily, which makes quick shifts nearly impossible. The Opel-derived suspension is relatively firm, yet the ride remains comfortable.

However, Saturn has tuned the Astra to maximize mpg, which, while a commendable goal, comes at the expense of performance. Even though the engine's specs are competitive, the engine feels sluggish off the line, and tall gear ratios make the hatch feel gutless. Heaven forbid you find yourself changing lanes in front of a car that's going faster than you expected; you just might find yourself on the receiving end of some less-than-friendly hand gestures. Then again, you might not notice, since you'll be uttering your own expletives as you stand on the throttle wondering why nothing's happening.

On the track, our 2009 Saturn Astra Coupe didn't break any records. It made it from zero to 60 mph in an underwhelming 8.9 seconds and reached the quarter-mile in 16.6 seconds at 83.9 mph. Through the slalom, the Astra's average speed was 66.4 mph. We felt quite a bit of body roll, but the car was still fairly confident and easy to drive. Brakes were average; our three-door stopped from 60 mph in 126 feet.

Now, about that fuel economy. The EPA estimates the 2009 Astra XR Coupe with the manual transmission gets 24 mpg city/32 mpg highway and 27 mpg combined, compared with 21/30/24 mpg for the 2009 Rabbit with the manual transmission. However, our combined observed fuel economy for the Astra coupe was only 22 mpg, although our results might not be in line with those of the average driver. But even using published numbers, the long-term fuel savings might not justify the Astra's higher sticker price. According to EPA estimated fuel costs, the much more powerful 2009 Rabbit is only $188 more per year to drive. In this respect, the Astra can't necessarily claim to be a better overall value.

Comfort

Despite its shortcomings, there are still ways in which the 2009 Saturn Astra tries to be a sporty car. For example, the front seats are firm and aggressively bolstered for a compact hatchback, and offer good support. The seats have a wide range of adjustability, although the manual seatback adjustment knob is inherently hard on hands and wrists. The manual lumbar is a nice feature, especially for long road trips. In our time with the car, the Astra coupe's front seats comfortably accommodated drivers and passengers of various sizes.

Rear seats might prove a bit of a challenge for taller passengers, as there is limited leg- and headroom. But this isn't unusual for a car of this class. On the plus side, getting into the backseat is pretty easy thanks to the wide gap created when the front seat is folded forward. This is especially convenient when installing a child safety seat.

As for cabin noise, the Astra is relatively quiet around town, but we did notice quite a bit of wind noise from the driver-side window at freeway speeds.

Function

Naturally, one of the motivating factors for buying a compact hatchback over a traditional coupe is cargo capacity. And although the Astra's 12 cubic feet of luggage room falls short of the Rabbit's 15 cubes, the Astra still has plenty of space. With the rear seats in place, we were able to fit a large suitcase and a stroller in the trunk, and with the cargo shelf removed, we had additional space to pile a little more stuff on top. Rear-seat space is adequate for a child safety seat, and ingress — even with car seat in hand — is relatively easy for a two-door. When the rear 60/40-split seats are down (which look more like 70/30), it opens the Astra up to nearly 45 cubic feet of space.

We have a few pet peeves when it comes to the controls and interior layout. The single cupholder on the Astra's center console sits so far back behind the driver that it requires twisting and bending in all sorts of uncomfortable ways in order to reach (not to mention that it's a potentially dangerous distraction). Also, the climate control buttons are located at the bottom of the center stack, which leaves them partially blocked by the shifter. The onboard computer display, while easy to read, is a garish shade of orange, and its controls are somewhat confusing and labeled with nonintuitive terminology: The button that displays fuel economy and range, for example, is labeled BC (for "board computer"). Many functions just have to be discovered by trial and error. In addition, visibility out the back window is hampered by the Astra's drastically sloping roof line. And perhaps most significantly, the Astra — on all trim levels — lacks increasingly common entertainment features like satellite radio and an auxiliary jack.

Design/Fit and Finish

Thanks to its European roots, the 2009 Astra Coupe is one of the best-looking Saturns we've seen. The exterior design looks almost as if it could have come from its German competitor, Volkswagen. On the inside, the interior looks well put together, and a combination of soft-touch materials and different-colored finishes gives the Astra a more upscale appearance than Saturns past. In this respect, the 2009 Saturn Astra is on par with its Rabbit rival.

Who Should Buy This Vehicle

Young singles or couples looking for a sporty-styled hatchback that offers a decent amount of space and respectable fuel economy.

Model Year

2009

Make

Saturn

Model

Astra

Style

XR 2dr Hatchback (1.8L 4cyl 5M)

Base Price

$18,375

Price as Tested

$20,910

Options on Test Vehicle

Advanced Audio Package ($695 -- includes seven-speaker premium sound system, six-CD changer with MP3 playback)

Drive Type

Front-wheel drive

Transmission Type

5-speed manual

Engine Type

Inline-4

Displacement (cc / cu-in)

1,796cc (110 cu-in)

Valvetrain

Double overhead camshaft

Compression Ratio

10.5

Horsepower (hp @ rpm)

138 @ 6,300

Torque (lb-ft @ rpm)

125 @ 3,800

Brake Type (front)

Ventilated disc

Brake Type (rear)

Disc

Steering System

Speed-proportional power steering

Suspension Type (front)

MacPherson strut

Suspension Type (rear)

Torsion beam

Tire Size (front)

P225/45R17

Tire Size (rear)

P225/45R17

Tire Brand

Hankook

Tire Model

Optima H725A

Tire Type

All-season

Wheel Size

17 inches front and rear

Wheel Material (front/rear)

Alloy

Manufacturer Curb Weight (lb)

2,807

Curb Weight As Tested (lb)

2,801

Weight Distribution, F/R (%)

61.1/38.9

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

12.0

EPA Fuel Economy (mpg)

24 city/32 highway/27 combined

Edmunds Observed (mpg)

22.28

Temperature (Fahrenheit)

85.5

Humidity

29%

Elevation (ft)

1,121

Wind

SE 1.6

0 - 30 (sec)

3.2

0 - 45 (sec)

5.7

0 - 60 (sec)

8.9

0 - 75 (sec)

13.6

1/4 Mile (sec @ mph)

16.6 @ 83.9

30 - 0 (ft)

60 - 0 (ft)

126

Braking Rating

Average

Slalom (mph)

66.4

Skid Pad Leteral acceleration (g)

0.83

Handling Rating

Good

Db @ Idle

45.5

Db @ Full Throttle

79.9

Db @ 70 mph Cruise

70.1

Acceleration Comments

Lame shifter makes banging off quick shifts tough and inconsistent. Hits 60 and finishes quarter-mile in 3rd gear. Long, tall gear spacing; makes obvious the fuel economy goals here.

Braking Comments

Average pedal feel and response. Stopping distance nothing special.

Handling Comments

Another fun-looking car that understeers its way to a decent skid pad number. Lots of body roll but even more stability in slalom. Easy to drive and fairly confident here, but not even close to fun.

Length (in)

170.5

Width (in)

69.0

Height (in)

55.8

Wheelbase (in)

102.9

Front Track (in)

58.6

Rear Track (in)

58.6

Turning Circle (ft)

34.4

Legroon, front (in)

42.3

Legroon, rear (in)

35.0

Headroon, front (in)

37.8

Headroon, rear (in)

36.6

Shoulder Room, front (in)

53.9

Shoulder Room, rear (in)

52.7

Maximum Seating Capacity

Cargo Volume (cu-ft)

12.0

Cargo Volume, rear seats down (cu-ft)

37.8

Bumper-to-Bumper

3 years/36,000 miles

Power Train

5 years/100,000 miles

Corrosion

6 years/100,000 miles

Roadside Assistance

5 years/100,000 miles

Scheduled Maintenance

Not available

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not available

Antilock Brakes

4-wheel ABS

Electronic Brake Enhancements

Electronic brakeforce distribution

Traction Control

Standard

Stability Control

Standard

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not available

NHTSA Crash Test Driver

Not tested

NHTSA Crash Test Passenger

Not tested

NHTSA Crash Test Side Front

Not tested

NHTSA Crash Test Side Rear

Not tested

NHTSA Rollover

Not tested

IIHS Offset

Not tested

First Drive: 2009 Nissan Frontier

2009-01-05T07:14:00.000-08:00

First Drive: 2009 Nissan Frontier

Lightly revised for 2009, the Nissan Frontier adds a sport PRO-4X off-road package

Revised headlights and grille mark the Nissan Frontier's 2009 freshen-up; generous chrome remains. The new PRO-4X Frontier combines up-market trim with premium off-road hardware.

uck sales might be down, but the category ain't dead yet. Core-market truck buyers remain strong and continue to demand value and capability. And that's good for Nissan, which offers the value-laden Xterra sport utility for those with active lifestyles, and the Frontier midsize pickup for the outdoors crowd and working folks.

The Frontier has been a strong performer on- and off-road since its introduction more than a decade ago, and continues to offer buyers a good alternative if they don't want or need a full-size model or a V8. For 2009, not a whole lot has changed, just a midlife sprucing up — i.e., a refreshed grille and headlights and enhanced value/options packages. The real story here is the all-new PRO-4X off-road trim level.

Trim Choices
There is no standard cab Frontier; the offerings start with the extended cab — King Cab in Nissanese — and move up to the four-door Crew Cab. Trim levels are the basic XE, the popular SE, the comfier LE and the new PRO-4X sporting off-road package. The PRO-4X package started with the full-size Titan pickup, the same truck from which the Frontier takes its fully boxed frame.

Also new are reconstituted Value Truck Packages on the SE, LE and PRO-4X. These move a few items that were optional last year to standard this year with no increase in price. Even the PRO-4X, while inviting, is not overly expressive and thus wears well.

And while it's packing a lot onto a midsize platform, the somewhat specialized Crew Cab Long Bed continues in both SE and LE trim.

Under the Hood
Frontier power is slightly bipolar. The entry-level 2.5-liter 4-cylinder offers 152 horsepower at 5200 rpm and 171 lb-ft of torque at 4400 rpm; that's excellent for light duty but requires a downshift on large hills. Packaged with the standard 5-speed manual gearbox in base XE trim, the four-banger is compelling when its 19 city and 23 highway fuel economy and entry-level pricing are paramount.

The 4.0-liter V6 alternative is an eager beaver, with 261 horsepower at 5600 rpm. Its 281 lb-ft of torque at 5600 rpm nicely supports the optional 5-speed automatic transmission and up to 6,500-pound tow rating. A 6-speed manual is standard, and with either transmission the V6 Frontier doesn't lack for power.

Both engines and transmissions are available with 4x2 or shift-on-the-fly, two-range 4x4 drive. Nifty 4x4 options are a no-excuses metal-to-metal locking rear differential (a dashboard switch activates the locker), plus hill start and hill descent assists.

Premium PRO-4X gear includes skidplates, 4-wheel limited slip (brake intervention traction control), ABS, electronic brake force distribution, Bilstein shocks and BFGoodrich Rugged Trail T/A rubber. The P265/75R-16 tires were carefully selected for their good combination of dirt and pavement traction and ride on new forged-aluminum wheels. PRO-4X Frontiers are typically 4x4 drive, but are available in 4x2.

Inner Space
With no bench seat, all Frontiers are essentially two-adult vehicles and, given the midsize dimensions, those are two comfortable adults. The King Cab rear jump seats are definitely for occasional use only, and the four-door Crew Cab rear pew is limited on legroom and offers upright, nonreclining seatbacks. Early teens or the petite seem the practical limit there.

All Frontiers receive a freshened center dash console for 2009; its angular lines are appropriately masculine and help form a pleasingly businesslike interior. Leather is optional on some LE Frontiers, but the mood seems best-suited to the prevailing cloth upholstery. For the cost-conscious, XE Frontiers maintain friendly surroundings even in their near-austere base trim of crank windows, manual mirrors, non-tilt steering and optional radio.

PRO-4X models sport up the presentation with white gauge faces, a red-stitched leather-wrapped steering wheel and manual transmission shift knob, plus occasional chrome accents. They hint at sophistication and avoid boy-racer disappointments.Nissan
is rightfully proud of its factory-applied spray-in bedliner (drop-in liners are available), and the PRO-4X gets one as standard equipment. Another PRO-4X highlight is the very useful, adjustable-position cleat tie-down system.

On the Road
The Frontier is good on pavement and a pleasant surprise off it. The base XE takes some revving when hurrying along, but is a smooth and quiet runabout with passable fuel economy. Moving to the V6 brings no-excuses power that doesn't overwhelm the competent chassis. The midsize dimensions seem particularly handy no matter what the powertrain.

Ride quality is good, tending toward firm. The lighter 4-cylinder hops its rear end slightly on aggravated pavement; heavier versions are smoother. The PRO-4X is not hard-edged on the highway, soaking up sharp-edged impacts and stiffening more in gently rounded upsets.

Off-road, the Frontier impresses with good traction and workable ground clearance. In PRO-4X trim, the electronics suite makes child's play of steep hills, allowing the truck to crawl down on its own while the driver merely steers. On uphill standing starts, the brakes automatically hold for two seconds, giving ample time to move from brake pedal to throttle. The off-road ride is good, with much less side-to-side joggling than the more top-heavy, sporty xterra, for example, but with a little more firmness in the suspension than the heavier, more softly sprung pathfinder SUV.

Our only question is the seating, which felt thin-cushioned. Several hours in the saddle didn't bother us, but uninterrupted full-day stints may prove different.

Right for You?
Frontiers are popular and it's easy to see why. Starting at $17,460 for the base 4-cylinder and reaching to $29,190 for the LE Crew Cab 4x4, the Frontier is affordable and packs plenty of capability and thoughtful features. Nissan has been building trucks for decades and understands the core working values pickups must meet. The 4-banger is good for commuters, but we'd reserve the real work for the V6. And for the young at heart, the PRO-4X — $24,930 in King Cab 4x2 trim or $26,580 in King Cab 4x4 guise ($26,280/$28,980 for Crew Cab 4x2/4x4) — combines just enough up-market trim to build interest while packing the best off-road hardware.

First Drive: 2010 Audi S4

2009-01-05T07:09:00.000-08:00

First Drive: 2010 Audi S4

A jack-of-all-trades, and master of most.

Chrome vertical slats and an "S4" badge in the grille differentiate S4 from A4, though the differences are subtle — particularly when the latter is equipped with the S-Line package.

Up until now, Audi's "S"model lineup hasn't been exactly thrilling. Sure, "S" clad autos are solid vehicles, but they've been more luxury than sport, which is really what the "S" is supposed to stand for. Enter the 2010 Audi S4. It's actually sporty, a real hoot to drive. Though less powerful than its predecessor, this slick-looking 4-door is faster and produces a relentless wave of torque that completely contradicts the manufacturer's ratings. Plus, it costs less and is 20 percent more fuel efficient. How's that for a sport sedan?

Model Lineup
If you're one of the Americans that audi figures is hoping to buy the new S4 in Avant trim (that's a wagon), you can uncross your fingers now. It ain't gonna happen. The 2010 S4 is available in the States only with a trunk, four doors and space for five people. And it's tough to discern S4 from A4, the only big visual cues being an upturned deck lid, quad exhaust pipes and standard 18-inch wheels with 245/40R18 tires (19-inch wheels are optional, and come with 255/35R19 rubber).

The S4 might come only one way, but the options are plenty. The big choice you'll make is between the 6-speed manual transmission or spending the extra dollars on a new 7-speed dual-clutch option. After that, you'll choose whether the sport rear differential is for you. (Estimated to come in at less than $1,000, we think it's a no-brainer — read on).

The most expensive option is Audi Drive Select, which allows the driver to push a button to affect throttle response, transmission shift points, shock stiffness and steering response. If you've opted for the sport differential, Drive Select affects the aggressiveness with which it intervenes.

Under the Hood
Previous Audi S4s have had twin-turbocharged V6s and naturally aspirated V8s underhood. But Audi wants to be known for innovation, so this S4 is outfitted with a supercharged V6. The direct-injected, 333 horsepower 3.0-liter V6 in the 2010 S4 may just be the best engine an S4 has ever seen. It's 11 horsepower shy of the previous V8's 344 hp, but it makes 325 lb-ft of torque (23 lb-ft more than the V8).

You can have that supercharged V6 with a 6-speed manual transmission or a new 7-speed dual-clutch transmission, which features steering-wheel-mounted paddle shifters. Ticking the dual clutch option gets you substantially faster shifts, and because of the additional gear ratio, quicker acceleration. Seven speeds equal better miles per gallon, too. With the dual-clutch transmission, the new S4 is actually 27 percent more fuel-efficient than the previous car. Audi estimates around 16/28 mpg (city/hwy).

As always, the S4 is available only with Audi's quattro all-wheel drive system. This year, the S4 sports a revised 40:60 front/rear torque split to help accentuate the car's sporting character, as well as what Audi is calling a sport differential. The system uses clutch packs to change the amount of torque delivered to each of the rear wheels, which serves to eradicate understeer by forcing power to the outer wheel. The system can send as much as 100 percent of torque (per axle) to the outside wheel, making turn-in much more apparent than many existing systems.

Inner Space
The S4 is a large midsize car with ample room in a cozy cabin. Like its more plebeian brother, the A4, the S4 benefits from Audi's latest in interior design. The layout is pleasant and the quality of materials is top-notch.

Unique to the S4 are sport seats, which feature integrated headrests and are available in silk nappa leather. If you're feeling particularly sporty, you can opt for that leather in two tone with contrasting stitching. European models can be fitted with Alcantara seating, but only leather will be available in the U.S.

The steering wheel and manual transmission shift boot sport contrasting stitching regardless of your choice in leather. Other notable options include heated and cooled front seats, a rear-view camera and a 505-watt Bang & Olufsen stereo system with 15 speakers.

On the Road
Get on the gas just once, and you'll never want to lift. The high-pitched whine of supercharged V6 combined with a seemingly instantaneous wall of torque is utterly addicting. Even if this car is just slightly faster than its V8-powered predecessor (5.1 seconds to 60 mph), it feels like night and day. The 6-speed manual slots into gear with the precision of a bolt-action rifle, and the clutch throw is short but progressive. Alternatively, opt for the 7-speed dual-clutch transmission, which offers millisecond-shifts from steering-wheel-mounted paddles and causes an abrupt "pop" from the exhaust when shifting under power.

Engineers told us that the S4 doesn't understeer, but it took a drive on a rain-soaked test track to cement the idea. From behind the wheel, the sport differential feels as if there's an invisible finger gently pushing the rear of the car, to line it up where you wished it was. The telepathic system takes some getting used to, but once you're accustomed, it's like having a secret cheat code on the track.

Our test car was equipped with Audi Drive Select, which instantly varies the damping characteristics of the suspension. The difference between "comfort" and "dynamic" is instantly noticeable, the former being considerably less affected by undulations in the road. Admittedly, we spent most of our time in "dynamic," where the absurdly quick steering (2.2 turns lock-to-lock) worked well with the more taut suspension.

Right for You?
Starting at around $50,000, the S4 isn't exactly cheap. And by the time you've ticked some of the option boxes, that total will be thousands higher. On the other hand, the S4 is many cars in one, achieving a balance that few cars can. It's so fun that you can sell your sports car, yet with quattro all-wheel drive, it can haul five in any weather. It's luxurious, and yet it's frugal at the pump. If it sounds like just what you're looking for, the only bad news is that you'll have to wait until next fall to get your hands on one.

First Drive: 2009 Volkswagen CC

2009-01-05T07:02:00.000-08:00

First Drive: 2009 Volkswagen CC

VW's pass at affordable style and luxury.

Aerodynamically sleek, the coupe-like CC builds on its Passat underpinnings for a more personal and luxurious driving experience.

Test Drive: 2009 Toyota Prius

2009-01-04T07:29:00.000-08:00

Test Drive: 2009 Toyota Prius

Good on More Than Just Gas

Vehicle Tested:	2009 Toyota Prius Base

Pros:	Most fuel-efficient car on the market for 2009, versatile hatchback design, roomy rear seat, compliant ride.
Cons:	Forgettable acceleration, steering wheel doesn't telescope, roly-poly handling.

Thanks to the no-frills econoboxes of the 1980s and '90s, it's commonly assumed that maximum fuel-efficiency entails minimal comfort and versatility. If you want a genuinely accommodating cabin and ample cargo capacity, the reasoning goes, you'll have to pay for it at the pump. Well, don't tell that to the 2009 Toyota Prius. It's a roomy midsize hatchback that can transport four full-size adults or a hefty haul from Ikea with equal ease — and it also happens to be the most fuel-efficient car you can buy for the 2009 model year.

Of course, the Prius has its limitations. Does it go around corners? Yes. Does it accelerate from zero to 60 mph? Yes. Does it do either of the above with the slightest bit of enthusiasm? If you have to ask, then don't buy one. The only fun you'll have in a Prius is when you're playing the "maximize my MPG" game with the dash-mounted energy monitor. But if you're like the hundreds of thousands of Prius buyers who have made it Toyota's third most popular model behind camry and corolla, that probably suits you just fine.

In most other respects, the 2009 Toyota Prius is pleasant. It's stable and quiet on the highway, it floats serenely over rough pavement and its hatchback body style makes it one of the most practical midsize cars on the road. Indeed, we'd recommend the Prius not only to fuel-economy junkies, but also to midsize-sedan shoppers who like the idea of being able to carry considerably more stuff without sacrificing refinement or passenger space. Unless you're put off by the Prius' greener-than-thou image or duller-than-everything driving experience, it's a uniquely appealing package.

The 2009 Toyota Prius is motivated by a hybrid power plant consisting of a 1.5-liter four-cylinder gasoline engine and two electric motors — one to drive the front wheels, the other to recharge the nickel-metal hydride battery pack. Depending on the situation, the engine and motors work separately or in tandem. The gas engine remains off by default, and if you accelerate gingerly from a stop, the Prius can run solely on electric power up to about 30 mph. If you need to keep up with traffic, a little more throttle will rouse the gas engine with a perceptible shudder; once you lift off the throttle, the gas engine seamlessly goes back to sleep.

The conductor of this propulsive symphony is Toyota's Hybrid Synergy Drive, and specifically its complex variant of a continuously variable transmission. It commands up to 76 horsepower and 82 pound-feet of torque from the gas engine, while the electric motor kicks in 67 hp and 295 lb-ft of torque. Due to varying peak outputs, maximum combined hp is 110. During performance testing, our 2009 Prius test car cantered from zero to 60 mph in 10.3 seconds. That's about a second slower than the typical four-cylinder family sedan's performance, but it's downright quick compared with the Honda Civic Hibrid's 13.5-second stroll.

From behind the wheel, the 2009 Toyota Prius feels like a really well-insulated golf cart. Actually, a golf cart probably handles better, or at least more entertainingly. Otherwise, though, the Prius excels at whisking you from Point A to Point B. There's no steering feel to speak of, as the electric power steering system is number than practically anything on the market, but the car goes where you point it. There's no passing power to speak of, but keeping up with traffic usually isn't an issue. Impressively, high-speed cruising is a strong suit — the Prius remains quiet and composed at extralegal velocities. Braking, however, is adequate at best, as our test car recorded an indifferent 131-foot stop from 60 to zero mph.

Fuel economy is likely foremost in the mind of the typical Prius buyer, and rightfully so. Cars simply do not get more fuel-efficient than the Prius for model-year 2009. With EPA ratings of 48 mpg city/45 highway and 46 combined, the Prius trounces the runner-up in the fuel-economy race, Honda's Civic Hybrid, which registers a mere 40 mpg city/45 highway and 42 combined. We recorded a slightly disappointing 39.5 mpg in this particular Prius, but we got 43.8 mpg earlier this year in a 2008 model, so our feet must have been particularly leaden this time around. Furthermore, in our fuel sippersmack down comparison, an identically equipped Prius achieved 52.4 mpg in a dedicated city driving loop.

Comfort

Passenger space is one of the Prius' strong points. There's plenty of headroom for everyone, and rear-seat riders enjoy as much legroom as they'd have in a typical family sedan. The seats themselves are forgettable, however, with flat cushions and (in our optioned-out tester) slippery leather upholstery. The driver seat is particularly objectionable, as it lacks both height and lumbar adjustments, two features we've come to expect at this price point. Furthermore, thanks to the conspicuous absence of a telescoping steering column, our longer-legged editors were unable to reach the steering wheel without virtually locking their elbows. Once under way, though, the Prius rides tranquilly, with a pillow-soft suspension and good sound insulation.

Function

Our 2009 Toyota Prius was equipped with the optional navigation system, which works well and includes a handy back-up camera. Toyota's integration of most functions into a touchscreen interface can be rather annoying, however — a task as mundane as adjusting the climate control system's fan speed requires that you first call up the relevant screen by pressing the "climate" button, as opposed to simply rotating a knob. The button-happy steering wheel simplifies matters somewhat by providing redundant audio, Bluetooth, navigation and climate controls (excluding fan speed and directional flow).

Another feature that could use some simplification is the stubby dash-mounted gear selector, which inexplicably farms out the Park function to a separate "P" button located above the lever. On the bright side, the optional nine-speaker JBL stereo provides satisfying sound, delivering rich bass response and no audible distortion at reasonable decibel levels.

In our real-world usability tests, we found it a breeze to install our rear-facing child safety seat in the Prius' spacious rear quarters, while the 14.4-cubic-foot space behind the rear seats easily swallowed our standard golf bag and suitcase. Toyota doesn't specify a maximum cargo volume for the Prius, but with the 60/40-split rear seatbacks folded flat, one of our editors managed to squeeze in a dining table, two wooden chairs, two plastic chairs and a couple good-sized boxes — and there was still room to spare.

Design/Fit and Finish

Outside, the Prius' teardrop shape is a triumph of aerodynamics over aesthetics. It's not ugly, but it's not exactly the stuff automotive dreams are made of, either. Inside, the expansive dashboard, joysticklike shift lever and radically angled windshield imbue the 2009 Toyota Prius with a futuristic feel. Materials are generally high quality, especially the distinctively grained pliable material covering the dash. Fit and finish was uniformly good on our tester.

Who Should Buy This Vehicle

Consumers drawn to the Prius' killer combination of fuel-efficiency and versatility, as well as those who just won't be satisfied with anything less than the most fuel-efficient car on the road. Note, however, that the2010Honda insight Hybrid may give the Prius a run for its money when it's released in spring 2009.

evaluation.

Model Year

2009

Make

Toyota

Model

Prius

Style

4dr Hatchback (1.5L 4cyl gas/electric hybrid CVT)

Base Price

$24,095

Price as Tested

$28,913

Options on Test Vehicle

Package 6 ($4,550 -- includes stability control, leather seats and steering wheel, navigation system with back-up camera, JBL sound with nine speakers and in-dash CD changer, Bluetooth, smart key, HID headlights, foglamps and auto-dimming rearview mirror); Floor/Cargo Mats ($199); Rear Bumper Appliqué ($69).

Drive Type

Front-wheel drive

Transmission Type

Electronically controlled continuously variable

Engine Type

Inline-4, Atkinson cycle

Displacement (cc / cu-in)

1,497cc (91 cu-in)

Block/Head Material

Aluminum/aluminum

Valvetrain

16 valves, double overhead camshafts, variable intake valve timing

Compression Ratio

13.0

Horsepower (hp @ rpm)

76 @ 5,000 (gasoline engine); 110 maximum when blended with the electric motor

Torque (lb-ft @ rpm)

82 @ 4,200 (gasoline); 295 @ 0-1,200 (electric motor)

Brake Type (front)

Ventilated disc with single-piston sliding caliper

Brake Type (rear)

Drum

Steering System

Electric-assist power steering

Steering Ratio

19.1:1

Suspension Type (front)

Independent, MacPherson struts, coil springs and stabilizer bar

Suspension Type (rear)

Semi-independent, torsion beam, coil springs

Tire Size (front)

P185/65R15 86S

Tire Size (rear)

P185/65R15 86S

Tire Brand

Goodyear

Tire Model

Integrity

Tire Type

All-season

Wheel Size

15-by-5.5 front and rear

Wheel Material (front/rear)

Aluminum alloy

Manufacturer Curb Weight (lb)

2,932

Curb Weight As Tested (lb)

2,987

Weight Distribution, F/R (%)

59/41

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

11.9

EPA Fuel Economy (mpg)

48 city/45 highway

Edmunds Observed (mpg)

39.5

Temperature (Fahrenheit)

88.2

Humidity

16%

Elevation (ft)

1,121

Wind

2.7 mph from the South

0 - 30 (sec)

3.8

0 - 45 (sec)

6.5

0 - 60 (sec)

10.3

0 - 75 (sec)

15.7

1/4 Mile (sec @ mph)

17.5 @ 79.6

0-60 with 1-ft Rollout (sec)

10.0

30 - 0 (ft)

60 - 0 (ft)

131

Braking Rating

Average

Slalom (mph)

62.2

Skid Pad Leteral acceleration (g)

0.72

Handling Rating

Average

Db @ Idle

39.8

Db @ Full Throttle

70.7

Db @ 70 mph Cruise

69.7

Acceleration Comments

The same as every Prius we've tested this year, meaning there's very little technique involved in launching it. Mash the throttle and hold it down. I did notice battery charge diminishing, but this didn't seem to affect acceleration.

Braking Comments

Same unusual and awkward brake feel as every Prius we've tested. Same average stopping distance, too.

Handling Comments

Slalom: The key to any dynamic maneuver in the Prius is to stay clear of its aggressive stability control by using slow, smooth inputs. Skid pad: Stability control overmanages the skid pad with constant interruption. There's no avoiding it here.

Length (in)

175.0

Width (in)

67.9

Height (in)

58.7

Wheelbase (in)

106.3

Front Track (in)

59.3

Rear Track (in)

58.3

Turning Circle (ft)

34.1

Legroon, front (in)

41.9

Legroon, rear (in)

38.6

Headroon, front (in)

39.1

Headroon, rear (in)

37.3

Shoulder Room, front (in)

55.0

Shoulder Room, rear (in)

52.9

Maximum Seating Capacity

Cargo Volume (cu-ft)

14.4

Bumper-to-Bumper

3 years/36,000 miles

Power Train

5 years/60,000 miles (hybrid-related component coverage: 8 years/100,000 miles or, in California emissions states, 15 years/150,000 miles)

Corrosion

5 years/Unlimited miles

Roadside Assistance

Not available

Scheduled Maintenance

Not available

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not available

Antilock Brakes

4-wheel ABS

Electronic Brake Enhancements

Brake assist, electronic brakeforce distribution

Traction Control

Standard

Stability Control

Optional

Rollover Protection

Not available

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not available

NHTSA Crash Test Driver

4 stars

NHTSA Crash Test Passenger

4 stars

NHTSA Crash Test Side Front

5 stars

NHTSA Crash Test Side Rear

4 stars

NHTSA Rollover

4 stars

IIHS Offset

Good
source:edmund.com

Test Drive: 2009 Ford Edge Limited

2009-01-04T07:24:00.000-08:00

Test Drive: 2009 Ford Edge Limited

Edgy It's Not

Vehicle Tested:	2009 Ford Edge Limited 4dr SUV (3.5L 6cyl 6A)

Pros:	Smooth and capable powertrain, comfortable seats, supple ride, excellent Sync multimedia integration system.
Cons:	Subpar cabin materials, shaky brakes, hefty curb weight, ho-hum driving experience, climate controls could be more user-friendly.

Names are important in the car business, and the moniker for the 2009 Ford Edge is particularly evocative. Ford was probably thinking Edge as in "cutting," but we find ourselves head-banging to Aerosmith as we grab the keys. "Livin' on the Edge!" we scream in unison, air guitars blaring. And once we're curbside, Ford's top-selling crossover SUV doesn't disappoint, flaunting optional chrome dubs and the shiniest grille this side of your favorite rapper.

But that's where the edginess ends. Hop in, and the dashboard's landscape of cheap plastic is a far cry from, say, the flex's rich new layout. Overall cabin design is strictly conventional, save for unintuitive climate controls. On the road, its ride and handling characteristics are fine but forgettable, and the Edge steers and brakes like a Lincoln (which, in mkx garb, it actually is). Other than the superb navigation system and Sync multimedia interface, there's nothing cutting-edge about the Edge — unless you count the odd unfinished plastic seam.

On the whole, the 2009 Ford Edge is a competent vehicle. It's comfortable and quiet, there's decent power on tap and it still looks pretty sharp, even after a few years on the market. If you want a middle-of-the-road crossover SUV that does most things well, the Edge will do the trick. Just know that buying an Edge is hardly tantamount to living on it.

Performance

Our front-wheel-drive 2009 Ford Edge Limited test vehicle was powered by the same 3.5-liter V6 found in every Edge. This capable engine cranks out 265 horsepower and 250 pound-feet of torque, and it's hooked to a six-speed automatic — the only available transmission. At our test track, the portly 4,312-pound Edge sped from zero to 60 mph in 8.1 seconds, a few paces behind segment luminaries like the Nissan Murano and Toyota Venza v6. The culprit here is the copious curb weight, up about 400 pounds on competing front-wheel-drive crossovers.

For the most part, the Edge's powertrain is solid. Shifts from the six-speed automatic are unobtrusive, yet kick-downs in passing situations are satisfyingly quick. The engine note won't rouse your inner Earnhardt, but it's refined enough for most tastes. In any case, the numbers don't tell the whole story: Flooring the front-drive Edge's accelerator from a stop produces tire-roasting wheelspin, even with traction control on, and the power doesn't really fall off until you've hit highway speeds. Fuel economy is a bit below average at an EPA-rated 17 mpg city/24 mpg highway and 19 mpg combined.

Sedanlike handling is supposed to be one of the selling points of crossover SUVs, and here the Edge falters. Its steering is annoyingly light and vague, with lots of play on-center. Body control around corners is adequate — note that our tester had the optional sport suspension — but the Edge always feels large and unwieldy. In our slalom test, the Edge sauntered through the cones at a decidedly SUV-like 56.5 mph.

Braking is another trouble spot. Unlike past examples, this 2009 Ford Edge produced acceptable 60-mph-to-0 stopping distances in its first few runs, though 134 feet isn't anything to write home about. However, by the fifth stop we encountered significant brake fade, with stopping distances rising to 152 feet. Obviously, most people aren't going to do five panic stops in a row in real-world driving, but even here the Edge's brake pedal is characterized by excessive dead travel and a general sense that the brakes aren't quite up to the task.

Comfort

The Edge's cabin remains reasonably quiet at speed, and its supple ride over broken pavement is family-friendly. The leather-trimmed front seats provide excellent support on longer trips, though some of our drivers found the head restraints to be uncomfortably canted forward. Also, the front seats' hybrid power/manual adjustments are hard to figure — power adjustments for the seatback angle and lumbar support would be welcome. The driving position is further marred by the absence of a dead pedal.

In back, the reclining outboard seats are nicely shaped and offer satisfactory legroom, but headroom was tight on our tester because of the otherwise enjoyable dual-pane "Vista Roof" option. Furthermore, the middle seat is for short trips only due to the slablike seatback, which doubles as a fold-down armrest when the seat isn't in use. In the scheme of things, though, these are minor complaints, and the Edge's comfortable seating and compliant ride make it one of the more capable crossovers on the market for people-hauling purposes.

Function

The Edge's center stack layout looks functional, but close inspection reveals some shortcomings. The climate control's airflow indicator, for example, only shows up when you choose a setting — otherwise, there's no way to tell what you've selected. We prefer knob-controlled climate control systems, and the Edge is buttons-only. Furthermore, the radio/navigation faceplate is recessed enough to require an uncomfortable reach from the driver seat, and a back-up camera is unavailable.

The Edge's saving grace is its voice-activated Sync multimedia interface and navigation system. Standard on the Limited trim, it provides such niceties as Bluetooth connectivity, real-time traffic information and current gas prices at stations along your route. A 10-gigabyte hard drive provides storage for MP3 files, and you can even watch a DVD if the Edge is in Park. The system's multifunction screen is arguably the best in the business. The how-did-we-ever-live-without-it "home" button complements colorful graphics that wouldn't look out of place on a computer screen.

The 60/40-split rear seatbacks fold to reveal 70 cubic feet of maximum cargo capacity. With the seatbacks up, the 2009 Ford Edge can carry 32 cubes, which meant there was plenty of space for our standard suitcase and golf bag. The Limited's front passenger seat can also be folded to help with longer items. We had no issues mounting our child safety seat in the Edge's rear quarters, though outboard passengers may feel a bit claustrophobic if the seat is mounted in the center position.

Design/Fit and Finish

The success of the Edge's eye-catching front end is underlined by the new Toyota Venza's snout, which is a good example of the sincerest form of flattery. Otherwise, the Edge's exterior shape is pleasant and modern but not especially memorable.

Inside, the conservatively styled dash is pleasing to the eye, but the hard plastics are about as cheap as they come — a notable exception to Ford's generally improving interior materials. A few mismatched panel gaps were present, and we noted a couple unfinished edges that were rough to the touch. Our Edge felt solidly constructed from behind the wheel, however, with nary a squeak or rattle to be heard.

Who Should Buy This Vehicle

Edgy it is not, but the 2009 Ford Edge will adequately serve families looking for a jack-of-most-trades American crossover SUV.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Model Year

2009

Make

Ford

Model

Edge

Style

Limited 4dr SUV (3.5L 6cyl 6A)

Base Price

$32,300

Price as Tested

$37,605

Options on Test Vehicle

Navigation System ($1,995); Panoramic Vista Roof ($1,595); 20-Inch Wheels/Sport Suspension ($895); Cargo Package ($555 -- includes power liftgate, rear cargo management system).

Drive Type

Front-wheel drive

Transmission Type

6-speed automatic

Transmission and Axle Ratio (x:1)

I: 4:48; II: 2.87; III: 1.84; IV: 1.41; V: 1.00; VI: 0.74; Reverse: 2.88

Engine Type

Displacement (cc / cu-in)

3,496cc (213 cu-in)

Block/Head Material

Aluminum

Valvetrain

Double overhead camshaft

Compression Ratio

10.3

Redline (rpm)

6,500

Horsepower (hp @ rpm)

265 @ 6,250

Torque (lb-ft @ rpm)

250 @ 4,500

Brake Type (front)

Ventilated disc

Brake Type (rear)

Ventilated disc

Steering System

Power steering

Steering Ratio

17.7:1

Suspension Type (front)

MacPherson strut

Suspension Type (rear)

Multilink

Tire Size (front)

P245/50R20

Tire Size (rear)

P245/50R20

Tire Brand

Pirelli

Tire Model

Scorpion STRA

Tire Type

All-season

Wheel Size

20-by-7.5 inches front and rear

Wheel Material (front/rear)

Chrome alloy

Manufacturer Curb Weight (lb)

4,078

Curb Weight As Tested (lb)

4,312

Weight Distribution, F/R (%)

58/42

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

19.0

EPA Fuel Economy (mpg)

17 city/24 highway

Edmunds Observed (mpg)

17.0

Temperature (Fahrenheit)

Humidity

12%

Elevation (ft)

1,121

0 - 30 (sec)

3.2

0 - 45 (sec)

5.3

0 - 60 (sec)

8.1

0 - 75 (sec)

12.2

1/4 Mile (sec @ mph)

16.1 @ 87.5

0-60 with 1-ft Rollout (sec)

7.8

30 - 0 (ft)

60 - 0 (ft)

134

Braking Rating

Poor

Slalom (mph)

56.5

Skid Pad Leteral acceleration (g)

0.73

Handling Rating

Average

Acceleration Comments

Likes gobs of wheelspin on the launch. Best run was in "L" but not sure what (if anything) this accomplished. Shifts were a little abrupt, just shy of indicated redline.

Braking Comments

Ford has obviously addressed the Edge's brakes, but smoldering pads and an additional 20 feet by the fifth stop mean there's still a problem with fade. No ABS after 5th stop.

Handling Comments

Nearly impossible to circle the skid pad in Drive with all the up/down shifting and zero throttle response. Doing so in "L" helped. Mild understeer at limit. Typical SUV-like handling dynamics in the slalom, where it doesn't transition well, steering is a little slow and grip goes away at the front.

Length (in)

185.7

Width (in)

75.8

Height (in)

67.0

Wheelbase (in)

111.2

Front Track (in)

65.4

Rear Track (in)

64.7

Turning Circle (ft)

38.6

Legroon, front (in)

40.7

Legroon, rear (in)

39.6

Headroon, front (in)

40.0

Headroon, rear (in)

39.3

Shoulder Room, front (in)

58.9

Shoulder Room, rear (in)

58.8

Maximum Seating Capacity

Cargo Volume (cu-ft)

32.2

Cargo Volume, rear seats down (cu-ft)

69.0

Bumper-to-Bumper

3 years/36,000 miles

Power Train

5 years/60,000 miles

Corrosion

5 years/Unlimited miles

Roadside Assistance

5 years/60,000 miles

Scheduled Maintenance

Not available

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not available

Antilock Brakes

4-wheel ABS

Electronic Brake Enhancements

Electronic brakeforce distribution

Traction Control

Standard

Stability Control

Standard

Rollover Protection

Standard

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not available

NHTSA Crash Test Driver

5 stars

NHTSA Crash Test Passenger

4 stars

NHTSA Crash Test Side Front

5 stars

NHTSA Crash Test Side Rear

5 stars

NHTSA Rollover
source:edmuns.com

4 stars

IIHS Offset

Good