Car

Porsche 911 releases 620 horses

2010-09-03T20:29:00.000-07:00

The thing to keep in mind about Porsche is that the company basically makes road-legal race cars; hence the Porsche 911 GT2 RS. This new model, limited to a production run of 500, wrings 620 horsepower out of its 3.6-liter flat six-cylinder engine. Of course, that kind of power wouldn't be possible without twin turbos and clever tuning.
That horsepower finds its real world expression in 3.4 seconds to 60 mph, a top speed of 205 mph, and a lap of the Nürburgring Nordschleife in just 7 minutes and 18 seconds.

The 911 GT2 RS was developed with a very weight conscious attitude. Porsche engineers stripped 154 pounds from it, compared with the previous 911 GT2. As one example of weight-loss engineering, Porsche used cloth straps instead of traditional interior door handles.
Likewise, Porsche used a simple six-speed manual gearbox instead of its new Doppelkupplung dual-clutch transmission. Alcantara covers the emergency brake lever and gear shifter, which probably shaved a few milligrams over other materials. We don't expect the 911 GT2 RS has much in the way of cabin tech, as you don't need a nav system on most racetracks.
Keeping the rear-wheel-drive 911 GT2 RS on the road is Porsche Adaptive Suspension Management, a system that the Porsche engineers decided was worth the extra weight. Porsche also retuned its stability management system for the car, and boasts that the driver can selectively switch off stability and traction control.
Besides the limited production run, another reason you are unlikely to see this car in the shopping mall parking lot is its $245,000 price tag.

2011 Volkswagen Jetta

2010-08-29T20:33:00.000-07:00

The good: The cabin tech interface in the 2011 Volkswagen Jetta SEL looks good and is easy to use. The Bluetooth phone system offers dial by name through voice command. Fuel economy comes in at the high 20s.
The bad: The manual transmission only has five gears, and the engine feels short of the claimed 170 horsepower. The navigation system lacks advanced features.
The bottom line: The 2011 Volkswagen Jetta SEL makes for decent, if unexciting, transportation and includes a good suite of cabin electronics.
Review:

Volkswagen previously priced itself above its intended market, but wants to regain the title of peoples' car with the all-new Jetta. At its very base S trim, the 2011 Volkswagen Jetta can be had for $15,995. But forget any tech features at that level--for the good stuff you need to move up to the SEL trim, a little pricier at $21,395.
Our Jetta SEL review car looked like a very good value, even at that price. For one, its navigation and Bluetooth phone systems are standard. It also gets a bigger engine than in the lower trim, but still gets mileage in the high 20s.
No matter what trim it comes in, the new Jetta isn't much to look at. Although it features a very modern design, with smoothed metal and de-emphasized ornamentation, it is nearly the Platonic ideal of a sedan. The roof shows a pleasant amount of curvature while allowing ample interior headroom, the hood tapers down to keep the grille from being too prominent, and the back flows evenly into the bumper.
Many people like nondescript cars, so in that sense the body style works for Volkswagen, but good luck finding it in a parking lot. On a practical note, the trunk is amazingly large. It actually seemed about equal to that of the Audi A8 we tested recently.
One engine among many
On paper, the 2.5-liter five-cylinder engine sounds quite powerful. With 170 horsepower and 177 pound-feet of torque, we expected to do front-wheel burn-outs. But the sensation was on the anemic side, with power quickly falling off as we accelerated. Knowing what we could get out of this engine, we learned to plan our passing and merging maneuvers very carefully.

The SEL comes with this five-cylinder engine, but three other engine options are available.

Although it uses double overhead cams and four valves per cylinder, this engine stops short of some of the efficiency advances Volkswagen has in its toolbox. But there will soon be a 2011 Jetta with a 2-liter direct injection turbocharged engine, Volkswagen's TSI, along with a diesel, TDI version. Another engine option currently available is the 2-liter four-cylinder in the base model, which only makes 115 horsepower.
The Jetta SEL's engine didn't feel particularly strong, but we wrung what we could out of it with the standard manual transmission. This manual showed good action through its gate, easily and comfortably shifting from gear to gear without confusion, but it is only a five speed, which seems a little behind the times. An automatic is also available for the Jetta, and the DSG can be had in the upcoming turbo and diesel versions of the car.
Even lacking direct injection, the fuel economy was very good. The EPA ratings for the Jetta SEL are 23 mpg city and 33 mpg highway. While cruising along freeways at speeds around 75 mph, we maintained 30 mpg, and turned in a final average of 28.3 mpg. It took a long time for the graphic fuel gauge to drop bars.

This manual transmission let us wring a little bit of fun out of the car.

No sports car, the Jetta's steering is tuned with the same sort of comfortable slack as the shifter. There is a little bit of initial play in the wheel, but it never feels loose. This built-in slack keeps the handling from being twitchy, in line with the widespread appeal Volkswagen intends for the car. The ride quality is about what we would expect, firm but not uncomfortable.
Nav and Bluetooth, standard
Surprising is Volkswagen's decision to mostly do away with options and make cabin tech dependent on trim level. The SEL trim car comes standard with navigation, Bluetooth phone system, and digital audio sources. Volkswagen's new navigation system is a huge improvement over previous versions we've used in terms of performance, but it also lacks many features. This flash-memory-based system reacts quickly, whether processing user inputs or recalculating routes. It also offers both 3D and 2D maps, and shows the speed limit of the current road, something few factory navigation units do.
But the LCD is on the small side, and the system does not integrate external data, such as traffic or weather information. Nor does it read out street names or show detailed graphics describing upcoming turns. One particularly surprising omission is the ability to select destinations from the map, something most navigation systems can handle.

Photo gallery:
2011 Volkswagen Jetta

The SEL comes with this five-cylinder engine, but three other engine options are available.

This manual transmission let us wring a little bit of fun out of the car.

The new cabin tech interface is visually appealing and works very well.

We very much like the new interface for accessing the cabin tech features. The LCD is a touch screen, and all inputs can also be made with a knob and two buttons below the screen. The onscreen menus use a semicircular pattern with an attractive design. We found it easiest to use the knob and buttons for some operations, such as scrolling through a list, then hitting the touch screen when inputting letters or numbers.
This interface takes a cue from Audi's cabin tech, using different colors for different applications, with navigation in blue, audio in red, and the phone system in green.
And similar to Audi, the new Jetta gets one of the most advanced Bluetooth phone systems in the business. After an unnecessarily long pairing process, the system imported our iPhone's contact list. We were able to access the contacts on the car's screen, of course, and were also able to use the voice command system to dial by name.

These buttons on the steering wheel control the stereo and activate the voice command system.

The audio menus use separate screens for broadcast, which includes satellite radio, and fixed media, with the same semicircular menu treatment. We were pleased to find that the media sources not only had iPod integration, but also Bluetooth stereo streaming. There is also an SD card slot next to the screen.
The iPod cable, inconveniently placed in the glove compartment, uses the same proprietary port originally used by Audi. This port allows for a variety of cables, with connectors for iPods, full-size and Mini-USB, and a simple 1/8th-inch auxiliary input.
As for browsing an iPod library, the interface makes it easy to look through music based on artist, album, or genre. A slight annoyance: the system always defaulted to showing the full list of songs every time we connected an iPod, forcing us to back up a few menus to look by artist or album.

The iPod menu lets you choose music by artist, album, or genre.

The audio quality from the car's six-speaker system was nothing special, but a step above what would come from the lesser-trim Jetta's four-speaker system. Bass and treble response were both reasonable, but the system tended to bury a lot of the detail from music we played through it. Turning up the volume on tracks with heavier bass, we heard the inevitable panel rattle we would expect from a cheap system.
Volkswagen does not make use of the Jetta's LCD for a backup camera, although the car is not in dire need of that feature. Other driver assistance features, such as blind-spot detection, are also not available.In sum
In many ways, the 2011 Volkswagen Jetta SEL is a very average car. The engine and transmission move the car reasonably well and turn in good fuel economy, but they don't exploit the latest efficiency technologies, which might result in more satisfying power. Impressive in the SEL is the inclusion of the entire cabin tech suite as standard. Although the navigation system is very basic, it is a solid performer. The Bluetooth phone system is the most stand-out application in the electronics.
We mentioned the mundane design of the Jetta, but otherwise we do like its modern styling. It also earns points for the design of its cabin tech interface, which is particularly good.

Spec box

Model	2011 Volkswagen Jetta
Trim	SEL
Power train	2.5-liter five-cylinder engine; five-speed manual transmission
EPA fuel economy	23 mpg city/33 mpg highway
Observed fuel economy	28.3 mpg
Navigation	Standard flash memory based
Bluetooth phone support	Standard
Disc player	MP3-compatible single CD
MP3 player support	iPod integration
Other digital audio	Bluetooth streaming, USB drive, auxiliary input, satellite radio
Audio system	Six-speaker stereo
Driver aids	None
Base price	$21,395
Price as tested	$22,295

2011 Ford Fiesta

2010-07-30T06:11:00.000-07:00

The good: Sync remains one of Ford's best cabin technologies, giving the 2011 Fiesta MP3 player and Bluetooth phone compatibility, and the audio quality from the stereo stands out. The dual-clutch transmission is a neat bit of performance tech. The exterior design of this new Fiesta gives it a fun and unique style.
The bad: Sync TDI is not a great substitute for an onboard navigation system. The transmission could not always keep up with driving situations.
The bottom line: A sporty-looking car, the 2011 Ford Fiesta's small size makes it good for urban areas, and it boasts excellent compatibility with personal electronics.
Review:

The conventional wisdom used to be that Ford should sell its European models in the U.S. The 2011 Ford Fiesta, designed in Europe, puts that notion to the test. Besides a couple of power train issues, the Fiesta proves that conventional wisdom still has worth.
The Fiesta is a new entrant in the burgeoning small-car class, competing with the likes of the Honda Fit, Toyota Yaris, Kia Forte, and the upcoming Chevy Cruze. Car companies don't make the margins on small cars that they made on SUVs, but current and predicted future market demands suggest small will be big.
We were initially disappointed to get the sedan version of the Fiesta, as the hatchback is quite a good-looking car. But the sedan grew on us quickly, especially when compared with the run of boring cars on the roads these days. The Fiesta comes on strong with ridged headlight casings providing contour to the front fenders and angular chrome inserts bookending the lower fascia.

Strong contour lines mark the sides of the Fiesta.

Strong contour lines down the sides accentuate the side graphics, which end in a sly little upturn at the C pillar. The only element of the design we don't care for are the flat fender surrounds around the wheel wells, which has become pretty common on cars these days.
Onboard music, offboard nav
As the Fiesta is a Ford, we knew it would come with Sync, letting us connect MP3 players and Bluetooth cell phones, with voice command for dialing contacts and requesting specific music. This system worked every bit as well in the Fiesta as it had in previous Ford models we've tested, recognizing even fairly obscure and complex new artist names.
But Sync has plenty of competition now, as just about every new car with a Bluetooth phone system offers dial by name through the voice command system. Likewise, some cars are starting to offer voice command over connected MP3 players.

The Sync voice command button is mounted on the turn signal stalk rather than on the steering wheel.

Ford is trying to stay ahead of the pack by offering Traffic, Directions, and Information (TDI), a set of offboard services accessed through a connected Bluetooth phone. We tried it out by hitting the Sync button in the car and saying "services." This command causes the system to dial out to a server, which put us in a server side voice command tree. As suggested by the feature's name, you can request turn-by-turn directions to any destination, traffic conditions, and a variety of other information sources. We were endlessly amused selecting horoscopes from the information menu, but more useful was the traffic report, which read off a list of nearby incidents.Though we had no problem using Sync's onboard voice command for music and phone calls, the server side TDI voice command was not nearly as good. Frequently when asked to confirm a selection, we had to repeat "yes" multiple times before the server understood. On the other hand, it did a good job recognizing addresses as we spoke them. It generally proved much easier to use TDI's voice command when we were stopped, rather than driving, when road noise was greater.
Ford justifies not offering onboard navigation because of TDI, but we prefer an onboard system because Sync TDI only works when you have a cell phone connection. Navigation can be crucial in areas where you can't reach anyone on the phone.

Sync can read incoming text messages out loud on some phones.

The Fiesta displays audio and phone information on a large monochrome display in the center of the dashboard, a European touch that provides ample real estate for browsing a list of cell phone contacts or an MP3 player's music library. We were initially fooled by the knoblike controller below the screen, attempting to twist it to scroll down a list of artists. But this controller is actually a joystick, requiring us to push it down to scroll down a list. Pushing it multiple times to work down a list was tedious, but we quickly found we could hold it down and race through entries.
With its six speakers, the audio system looked pretty average, and we didn't expect much. But we were in for a surprise, as the system played music in excellent detail. It managed to bring out instruments and layers in songs that would be buried by lesser systems. From that perspective, we liked the listening experience quite a bit, but the 80-watt amp and lack of a subwoofer means the bass is a shadow of what it could be.
Visceral driving
The quality from this audio system proved a boon during the long miles we covered in the Fiesta. With an EPA fuel economy rating of 30 mpg city and 40 mpg highway, it could theoretically run a long time on its 12-gallon tank. However, in our driving we only turned in an average of 29.2 mpg. Although mileage climbed steadily on the freeway, stop-and-go traffic in the dense urban jungle took its toll.
We were also a little enthusiastic with the gas pedal when traffic lights turned green, behavior we blame on the car. The Fiesta uses a very unique power train among small cars: a dual-clutch automated manual transmission mated to a 1.6-liter four-cylinder engine.

Ford's small engine uses variable valve timing to enhance efficiency.

Although lacking direct injection, Ford fits this 1.6-liter with variable intake and exhaust timing, wringing 120 horsepower and 112 pound-feet of torque from it. This small engine goes a long way toward the fuel economy, but the automated manual helps. Unlike most dual-clutch transmissions, this six-speed isn't intended for sport driving, and lacks a manual mode, but using clutches instead of a torque converter means a more direct linkage between engine and wheels, helping improve fuel economy. Further, the car uses an electric power-steering unit, saving the engine from having to pump hydraulic fluid to boost the steering wheel.
The feel of this power train is very different from other cars, especially in this small-car segment. The rough chatter from the engine and the hard feel of the gear shifts might be a little much for people who aspire to Lexus levels of luxury, but we liked the visceral sensation we got from this car. That raw engine feel encouraged us to make frequent fast starts, hence our less-than-EPA fuel economy.
As a city car, the Fiesta proved very competent, its suspension well-tuned to handle the typical potholes and bumps of urban pavement. Responsive steering allowed quick maneuvers, such as diving into traffic gaps, and the Fiesta's small size made for easy parking. But as the hatchback version is more than a foot shorter than the sedan, it would be an even better city choice, opening up more parking possibilities.

Although it's a dual-clutch transmission, there is no manual shift mode.

We noticed that the dual-clutch transmission's programming wasn't always up to the task. With this type of transmission, a CPU needs to guess the likely next gear, relying on sensor data and a software algorithm, so it can preposition the nonengaged clutch. As one failure example, we accelerated down the street up to about 40 mph, but were forced to make a slowdown because of a car zipping across the street. As we tried to accelerate again, the car had no power, as the transmission had gone to a higher gear, our quick brakework catching it by surprise.
At high speeds on the freeway, the Fiesta tooled along quite comfortably, although it was afflicted with a little more road noise than we would have liked. The suspension reacted well to the speed, contributing to a nice ride, and the soft seats suggested we could spend days driving this car across country and not be left too worse for wear. The only drawback was that, at speeds around 70 or 80 mph, the tachometer ran close to 3,000rpm, the transmission's sixth gear not providing the headroom to let the engine run slower.We put this car through its paces on some twisty mountain roads, as well. The vaunted European-style handling made itself known with a wheel that felt connected to the road, its crucial feedback giving us a sense of grip in the turns. The suspension kept the car stable as we slewed around the corners, but the tiny engine doesn't allow for much extra power to pull the car through.Although it lacks a manual shift option, the transmission does have a low range and an engine braking mode. The low range is the more aggressive of the two, forcing the engine to run around 4,000rpm, getting close to peak horsepower. The braking mode, activated by a button on the side of the shifter, gave a little extra power without making the engine howl.In sum
With its kicky design, the 2011 Ford Fiesta stands out from the run of boring small cars on the road, something not easy to do when faced with the restrictions of a sedan body style. And the interior reflects the energy of the exterior design. Ford was willing to take a bold chance with the Fiesta. The cabin tech interface is also very usable, so we give it points for that, as well.
Ford touts the twin-valve timing on the engine, but this performance technology is mostly new to Ford. We do like this engine, but it isn't the most advanced on the market. The dual-clutch transmission boosts the overall tech of the power train, although it did not always work perfectly. The electric power steering is another point in the Fiesta's favor, especially as Ford tuned it well.
Surprisingly for a Ford, the cabin tech does not stand out as much as other features of the car. We loved the audio system and, as usual, Sync's ability to connect with cell phones and MP3 players. But that is about the extent of it, and other automakers are catching up. Although having access to offboard services with TDI can be convenient, it is restricted to areas with cell phone service.

Spec box

Model	2011 Ford Fiesta
Trim	SEL Sedan
Power train	1.6-liter four-cylinder engine, six-speed dual-clutch transmission
EPA fuel economy	30 mpg city/40 mpg highway
Observed fuel economy	29.2 mpg
Navigation	Offboard with Sync TDI
Bluetooth phone support	Standard
Disc player	MP3-compatible single-CD player
MP3 player support	iPod, Zune, many others
Other digital audio	USB drive, Bluetooth streaming, auxiliary input, satellite radio
Audio system	80-watt six-speaker system
Driver aids	None
Base price	$17,390
Price as tested	$19,875

2010 Chevrolet Camaro

2010-07-16T21:39:00.000-07:00

The good: Head-turning looks mark the 2010 Chevrolet Camaro LT, while the engine strikes a good balance between economy and power. A well-designed suspension keeps it under control in the curves. iPod and Bluetooth cell phone integration are available.
The bad: OnStar is the only navigation option. Audio quality is mediocre from the stock sound system. The shifter buttons are poorly placed, and the six-speed automatic only delivers satisfying performance in sport mode.
The bottom line: The 2010 Chevrolet Camaro LT is largely about style, although it isn't bad on the performance side. For cabin tech, only a few essentials are available.

Ford Mustang, Dodge Challenger, and now the 2010 Chevrolet Camaro: this holy trinity of retro muscle cars is now complete. Each car, being iconic in its own way, will have its own set of fanatical adherents regardless of how well it drives or what tech is available. But the new Camaro may have the biggest fan base; during our week with the car people stared, took pictures, came over to chat when we parked, and nearly hit us as they swerved over lanes to get a closer look.With its bulging hood and broad rear fenders, the Camaro certainly makes an impression. Our test car was also equipped with the RS appearance package, giving it meaty 20-inch wheels and a rear spoiler. We didn't think much of the fake wheel vents in the rear fenders, mere impressions in the sheet metal, as they have no practical purpose. But that's a small concern when the Camaro's bodywork makes it look like such a badass.

The new Camaro does an excellent job of bringing back and modernizing the style of the first-generation model.

In the cabin, we were pleasantly surprised by its interior design. Sure, the materials, hard plastics, and a cloth strip look a bit cheap. But Chevrolet managed to blend everything together well, which at least makes the build quality look good. For example, the stereo head unit is nicely contoured, with smooth, simple surfaces around it. The big letdown was the squarish plastic surrounds on the instruments, which would look much better in metal.
OnStar navigation
There's no LCD in this dashboard, and no onboard navigation system available. Instead, the Camaro offers route guidance through OnStar, which we regard as an inferior solution. First, instead of simply entering a destination into a navigation system, you have to talk to an OnStar operator. Chevrolet did a good job of building route guidance into the car--once the operator sends the route, turn-by-turn directions are shown on the instrument cluster display and on the radio display, along with voice guidance. But if you get off-route, the system doesn't automatically recalculate, instead requiring a couple of button pushes to have a new route sent down from OnStar.

Turn-by-turn directions, downloaded from OnStar, show up on the instrument cluster.

If you are out of range of the OnStar network, you don't have navigation. And if you are out of data range, the OnStar operator will read out the list of turns, which is saved as a recording that you can access as you go. Certainly OnStar requires less hardware than a navigation system, and has other useful features, but there are too many situations in which it just doesn't work, and when you might need it most.
OnStar can also cover hands-free calling, but Chevrolet makes a Bluetooth hands-free system available in the Camaro, so you can use your own phone. We paired an iPhone up to the system and got basic connectivity--the voice command interface let us dial by number, but it didn't download our phone's contact list.The Bluetooth phone system comes as part of a reasonably priced, at $655, Convenience and Connectivity package, which also includes audio controls on the steering wheel, remote start capability, and a USB port for the audio system, the latter useful for iPod integration and playing MP3 tracks off a thumb drive. In May, a Microsoft engineer published photos of the Camaro's stereo integrating with a Zune MP3 player, but when we plugged a Zune into the USB port it wasn't supported.

Photo gallery:
2010 Chevrolet Camaro LT

The new Camaro does an excellent job of bringing back and modernizing the style of the first-generation model.

Turn-by-turn directions, downloaded from OnStar, show up on the instrument cluster.

Chevrolet makes this three-line display useful for browsing iPod contents.

The iPod integration works well, although the Camaro's radio display only shows three lines, which would make music browsing tedious except for the interface tricks the system employs. Pushing the right-hand dial activates a menu function, which lets you drill down through artist and album lists. Turning it quickly begins scrolling through letters, making for an alphabetical search, a good trick for digging through extensive listings. The stereo also has satellite radio and an in-dash single CD player that can read MP3s. Browsing MP3 CDs and USB drives merely shows music by folder.
With six speakers, the base audio system in the Camaro is mediocre. The sound quality is generally muddy, and sometimes it highlights odd frequencies. While testing with one track, the system highlighted a particular percussion instrument so much that it overwhelmed all the other instruments. Fortunately, you can upgrade to a Boston Acoustics system with nine speakers and a 245-watt amp, which would have to be an improvement over the stock system.
Cadillac power train
When the Camaro was delivered to our garage, we were disappointed to see it equipped with the optional six-speed automatic transmission. Earlier we had driven a 2010 Camaro with a similar power train around the track at Laguna Seca, and were underwhelmed. In automatic mode, the transmission downshifted late, killing power coming out of the corners. But spending a week with the Camaro gave us time to figure out the ins and outs of this transmission.
The Camaro LT uses the same power train as the Cadillac CTS, a 3.6-liter direct injected V-6 with the optional Hydra-Matic 6L50 automatic transmission, with a six-speed manual standard. The automatic transmission has a manual mode, but we didn't find that gear shifts were particularly quick.

The optional six-speed automatic is the same as used in the Cadillac CTS, and has sport and manual modes.

Manual mode really suffers from the ergonomics of the shifter buttons. Paddles peek up over the tops of the steering wheel spokes, but they are fixed, merely showing which side upshifts and which side downshifts. Buttons on the backs of the spokes are used for shifting, and they are very poorly placed, impossible to touch with a finger with hands at 10 and 2 on the wheel.Moving the console shifter into the manual mode position, without touching the shift buttons, puts the transmission into sport mode, which is a bit more satisfying. In this mode, it will aggressively downshift, but only if you are really pounding it. We braked to about 30 mph before entering a curve, and the transmission stayed in fourth gear. On subsequent turns, we braked harder, bringing the car's speed down substantially, and the transmission downshifted to a good power gear, and held it until we got the tachometer close to redline on a straightaway. It can be a good transmission if you learn to modulate it, but the manual mode is virtually unusable.
The Camaro's engine puts out a more than adequate 304 horsepower at 6,400rpm and 273 pound-feet of torque at 5,200rpm, while getting an EPA fuel economy of 18 mpg city and 29 mpg highway. We never hit that highway rating, instead averaging 23.6 mpg, not bad considering the available power. The 2010 Camaro can also be had in SS trim with a 6.2-liter V-8 LS3 engine, the same as used in the base model Corvette. That engine makes 420 horsepower, for some serious drag strip bragging rights.
In the past, muscle cars weren't noted for their handling, yet the 2010 Camaro, with its standard sport-tuned independent suspension and stabilizer bars front and rear, keeps very steady in the corners. It leans just a bit when inertial forces are pulling at it in a corner, but that suspension keeps it from getting out of control. Its fairly short wheelbase also helps it pivot in a turn. With a weight distribution of 52 percent to the front and 48 percent to the back, the Camaro isn't perfectly balanced. During one emergency braking maneuver, the back end started to come out, but the car's traction control systems reigned it back in.
In sum
The 2010 Chevrolet Camaro LT earns its highest points for design, showing an excellent modern take on an older body style that excites onlookers. That design extends into the cabin, which, despite some cheap materials, still looks good. Chevrolet also managed to fit complex music management into a small screen. The placement of the shifter buttons is the only notably bad thing about the design. For cabin tech, we have to dock it for no onboard navigation system, as OnStar isn't quite as good as a full-fledged GPS device. And in general the car scores about average for cabin tech. Bluetooth and iPod integration are very useful features, but it doesn't reach beyond those basics. On the performance side, we weren't big fans of the automatic gearbox, but fortunately that is only an option. The 3.6-liter engine seems a good choice for this car, providing plenty of power, yet offering decent fuel economy at the same time.

Spec box

Model	2010 Chevrolet Camaro
Trim	1LT
Powertrain	3.6-liter direct injection V-6
EPA fuel economy	18 mpg city/29 mpg highway
Observed fuel economy	23.6 mpg
Navigation	Turn-by-turn guidance from OnStar
Bluetooth phone support	Optional
Disc player	Single CD, MP3 compatible
MP3 player support	iPod integration
Other digital audio	Satellite radio, USB drive
Audio system	Standard 6 speaker; available Boston Acoustic 9 speaker with 225-watt amp
Driver aids	None
Base price	$23,880
Price as tested	$29,400

2010 GMC Terrain

2010-07-16T21:25:00.000-07:00

The good: A new generation of hard-drive-based navigation with traffic makes up the centerpiece of the 2010 GMC Terrain's cabin tech, and music sources include the navigation hard drive and full iPod integration. Active noise cancellation keeps the cabin insulated from the road. A direct injection engine sends plenty of power to the wheels.
The bad: The Bluetooth phone system lacks a phone book. The six-speed automatic is a little clunky.
The bottom line: Despite its strongly SUV-styled body, the construction, power plant, and cabin tech of the 2010 GMC Terrain are thoroughly modern, equal to or surpassing much of the competition.

When GM rolled out the Terrain at the last New York auto show, it seemed the company hadn't learned a thing from recently plummeting SUV sales. Not to mention that the Terrain seemed an unnecessary addition to an already full SUV lineup. But then we got a 2010 GMC Terrain into our garage, and found the most modern SUV we've seen. If this is GMC's future, it's a good one.
Despite its big, square fenders and typical five-passenger, high-riding style, inside the Terrain is a new generation of cabin tech for GM, with a hard-drive-based navigation system showing traffic and weather, along with a full-featured audio system. Under the hood is a new direct injection 3-liter V-6, giving the Terrain reasonable power and decent fuel economy.
Urban pioneer
Unlike truck-based SUVs of the recent past, the Terrain uses a fully independent suspension, leading to a more car-like ride and handling. Our vehicle was a front-wheel-drive model, although all-wheel drive is available. Further putting our tester in the on-road category were the optional chrome 19-inch wheels. Those, coupled with the heavy bass from the 8-inch Pioneer subwoofer, suggested GM expects the Terrain to fit into the urban environment more than rugged back country.

Big, square headlight casings accentuate the tough look of the Terrain.

Although the bass was powerful, delivering a good kick with the right kind of music, it didn't overwhelm more delicate highs from the layered electronic music we fed this Pioneer-sourced system. It may not have been the best audio system we've heard in a car, but it certainly equaled those in much more expensive BMW and Mercedes-Benz models.This Pioneer audio system also takes part in the Terrain's active noise cancellation feature, which works by using microphones in the front and rear of the cabin to sample engine and road noise, then transmitting opposing frequencies from the speakers. As this system is always operating, we couldn't tell exactly how effective it was, but the cabin of the Terrain did seem well-insulated from the road, at least until we gave it a substantial squirt with the gas pedal.

GM uses direct injection technology in the Terrain to maximize engine efficiency.

Our Terrain was impelled by a 3-liter direct injection V-6, a new generation of engine from GM that works much more efficiently than previous port injection engines. But this V-6 is actually on the option sheet for the Terrain. Rather than including the engine at the trim level, as most automakers do, GM lets you replace the stock engine, a direct injection 2.4-liter inline four, with this more powerful V-6 at the same time you're deciding on color and wheels.
We can't speak to the base inline four cylinder, but the V-6, putting out 264 horsepower and 222 pound-feet of torque, delivers solid acceleration, motivating the Terrain forward fast enough to get a chirp from the front tires if you're not careful. At least, it delivers that kind of power when the six-speed automatic transmission wants to cooperate.We don't have a problem with spontaneity, but a little more consistency from the transmission would have been nice. Normally it kept the engine speed low, with typical fuel-saving programming, showing some sluggishness to downshift when we mashed the pedal. Occasionally the transmission would read our inputs and other road conditions and deliver a jarring downshift when it didn't seem called for. And at other times, mostly while already at speed, we got a thoroughly satisfying push from the transmission quickly engaging a low gear for passing power.

The shifter has a rocker switch set into it for selecting gears in manual mode.

GM includes a manual mode on this transmission, designed for engine braking. To activate it, you have to move the shifter into the M position. Selecting gears involves hitting a rocker switch on the side of the shifter with your thumb. This system gives more flexibility and control over a transmission with a low range or two.
Beyond the odd behavior of the transmission, its sixth gear and the engine's direct injection help the Terrain get good EPA mileage numbers of 17 mpg city and 25 mpg highway. Our driving was biased toward the city, but also included trips at high speeds on the freeway and up winding mountain roads, from which we saw an average of 18.1 mpg, and never really coming close to 20 mpg, according to the trip computer. If we didn't have the V-6 option, EPA mileage would have been 22 mpg city and 32 mpg highway.
GM made some smart moves with the Terrain's cabin, using quality materials on high-touch areas, such as the stitched leather wrapping on the steering wheel. As our vehicle had the optional V-6, it also used a hydraulic power steering unit; Terrains with the base inline four get an electric power steering unit, a somewhat bizarre detail probably made necessary by an engineer's calculation of available power, fuel economy gains, and the luminosity of the moon.

The backup camera includes trajectory lines, useful for many parking situations.

That hydraulic steering unit is reasonably tuned, delivering decent road feedback while moving the wheels with ease. And in crowded San Francisco, the turning radius wasn't untenable, conforming further with this car's urban comfort. To help with reversing, GM includes a rearview camera complete with trajectory lines showing where the car will go depending on how the wheels are turned. The Terrain may be the least expensive car we've seen using this type of advanced rearview camera.
Next generation nav
The rest of the cabin tech is equally modern. Below the LCD at the top of the stack falls a cascade of buttons and knobs. For selecting audio, using the Bluetooth phone system, or entering destinations, there is a round multidirectional button front and center. But as the LCD is also a touch screen, for most actions you get top choose which you want to use. The LCD is a little bit of a reach, so most people will go for the multidirectional button, although that can be little tedious, especially when entering letters from the onscreen keyboard.

The nav system's maps are bright and clear.

The touch screen displays the navigation system's maps with very good resolution, using bright, well-defined colors that are easy to read. In 3D mode, it shows a few landmark buildings, but doesn't offer the ridiculous detail of maps found in Audi's latest nav system. The Terrain's navigation system incorporates traffic information, showing incidents and popping up alerts about traffic jams on the road ahead. These alerts include an option to calculate a detour, always a useful feature. But unlike other systems that restrain how lengthy of a detour to calculate, this one seems to have no limits. We were amused when, having been alerted to a traffic jam on a bridge, the system calculated a 46-mile detour. Our destination was just a little over a mile away.
With route guidance active, upcoming turns are displayed with easily comprehended graphics on the screen while voice prompts use text-to-speech, reading out the street names. A monochrome LED on the instrument cluster also shows turn instructions, so the driver doesn't have to constantly glance at the LCD. Most destination entry options are disabled while under way, and we didn't find the voice command system particularly capable. However, as the Terrain is a GM vehicle, it incorporates OnStar. When subscribed to its navigation service, you can have an OnStar operator look up a destination then send it to the car's navigation system.

Along with traffic, the navigation system shows weather.

The navigation system stores its maps on a hard drive, which means quick calculation and map refresh, along with onboard music storage. In fact, we were impressed that it rips CDs and copies music from MP3 sources, making it easy to quickly transfer a sizeable music library to the car. The stereo parses the MP3 tags, allowing music selection by artist, album, and genre. This stereo also offers iPod integration with a similar interface, through a USB port in the console. That port will also handle USB drives. We like how the CD slot, almost an anachronism in a car with a USB port, sits low on the stack, unmarked and barely calling attention to itself.
Rounding out the cabin tech is a very basic Bluetooth phone system. GM has been slow to adopt this technology, as OnStar offers a hands-free-calling service. Features are woefully limited for Bluetooth, as there is no in-car phone book. The only option for placing calls is to dial the number by voice or with the touch screen. In sum
Given that, even optioned up as our vehicle was, the price stays in the low 30s, the 2010 GMC Terrain looks like an indication that GM is getting back to what made it one of the biggest automakers in the world. The Terrain feels like a quality vehicle and can be well-equipped for a very reasonable price. We like the modern, direct injected engine tech, although would like to see better mileage squeezed out of the V-6. The transmission could use some refinement, but it's not a deal-breaker.We may not be crazy about the SUV style of the Terrain, but many will appreciate the tough-looking squared-off fenders. The cabin styling is particularly nice, a big step up from past efforts, although the ergonomics of the navigation and stereo interface could use improvement. This new generation of cabin tech from GM is nice to see, as it incorporates modern features that keep the company competitive with the rest of the world. The Bluetooth phone system is the weakest link.

Spec box

Model	2010 GMC Terrain
Trim	FWD SLE-2
Power train	Optional direct injection 3-liter V-6
EPA fuel economy	17 mpg city/25 mpg highway
Observed fuel economy	18.1 mpg
Navigation	Optional hard-drive-based with live traffic
Bluetooth phone support	Standard
Disc player	MP3 compatible single CD player
MP3 player support	iPod integration
Other digital audio	Satellite radio, USB drive, onboard hard drive, auxiliary input
Audio system	Pioneer 8 speaker system
Driver aids	Rearview camera
Base price	$25,850
Price as tested	$32,620

2010 Mercedes-Benz C63 AMG

2010-07-16T21:06:00.000-07:00

The good: The transmission, engine, and suspension combine for excellent sport performance in the 2010 Mercedes-Benz C63 AMG. A good navigation and audio system is available.
The bad: Fuel economy is dismal, and the car lacks a relaxed driving mode for the daily commute.
The bottom line: The 2010 Mercedes-Benz C63 AMG is a powerful and very satisfying sport sedan, but not practical for daily driving because of poor fuel economy.

From the first throaty growl of the engine, we knew what the 2010 Mercedes-Benz C63 AMG was all about. Although based on the smallest of Mercedes-Benz's U.S. models, the C63 AMG hints at its aggressive nature with shark vents in the air dam and a bulging hood.In the driver's seat, the flat-bottom steering wheel signals that Mercedes-Benz meant the car to handle. And handle it does. Even maneuvering through a parking lot it feels taut. Turning the wheel reveals a strong connection to the wheels, with a firmness afforded by few other cars.The C63 AMG delivers a driving experience that makes us want to do very bad things. Blasting up the road, then downshifting behind slower traffic makes the engine burble in a way that sends other cars looking for friendlier lanes. Each black-topped turn engenders an evil grin as we hit the gas midcorner, making the back end slide out in a perfectly controlled manner.
An unequalled automatic
There is a reason why the C63 AMG is one of our favorite sports cars. Aficionados might scoff at the automatic transmission, insisting a real sports car has a clutch pedal. But this seven-speed automatic, tuned by Mercedes-Benz's AMG division, takes slush out of the equation.It uses a torque converter, but AMG engineers designed it to lock into gears with minimal shift time. The result is something that feels like a dual-clutch gearbox, delivering hard and quick shifts.

Mercedes-Benz's seven-speed automatic transmission eliminates slushy gear changes by locking in each gear.

A button on the console changes the transmission response between Comfort, Sport, and Manual modes, but in any mode we could sequentially choose gears by moving the shift from side to side or hitting the steering-wheel-mounted paddles. In Manual mode, the car doesn't interfere with driver shifting, even letting the engine speed run to redline, which sits at a high 7,200rpm.
As we crushed corners with the transmission in Sport mode, attempts at manual gear changes often resulted in double-shifts, the car's logic and our own following the same course. After hitting a few corners with the engine screaming close to redline, we let the Sport mode have its way, taking over manual shifting only with the transmission in Manual mode.
The Sport mode showed itself to be very capable, keeping the car in the power zone based on our brake and accelerator input. On the approach to a turn, we got onto the brakes, the AMG calipers--six pistons on front and four on the rears--allowing fine modulation. As the C63 AMG slowed, the transmission automatically downshifted, the engine barking as the revs went up.The handling from this car is exceptional. The traction control let the back end come out just enough to help us through the turns, flashing on before we got into a complete spinout. It took very little time to learn how much back-end slide the car allowed, and we approached each turn with it in mind.

Six-piston brakes in front allow easy modulation when approaching corners.

As good as this car proved in cornering, it apparently can be better. Mercedes-Benz did not include the limited slip differential, a $2,000 option, in our car. Nor did we get the P31 Development package, which brings in even better brakes and more power. The package might be a bit much for an everyday driver, but the limited slip differential would have been nice to try out.
Mercedes-Benz doesn't go particularly high tech with the C63 AMG's suspension, using conventional stabilizers, struts, and springs to keep the car settled in the turns. Though the result is good, it also means the car lacks settings for different driving conditions. Whether driving home after a long, hard day at work or surging down a switchbacked mountain road, the ride quality is pretty much the same.
Competitors, notably the BMW M3, maintain dual personalities. Turn off all the performance gear and the car meanders down the road, leaving no hint as to its competitive spirit. But push a few buttons and suddenly the car wants to devour racetracks. The C63 AMG may have a Comfort setting for its transmission, but we only felt a minor change to the car's driving feel.
The C63 AMG gets its thrust from a hand-built 6.2-liter V-8. Although tuned to an inch of its life, this engine lacks efficiency technologies such as direct injection or any kind of forced induction. Its big displacement outputs 451 horsepower and 443 pound-feet of torque, numbers that result in the rear wheels fighting the traction control at every launch.

Each AMG car includes a plaque on the engine inscribed with the name of the builder.

We found no reason to doubt Mercedes-Benz's claim of 4.3 seconds to 60 mph, but achieving that capability comes at a price. The EPA fuel economy rating for the C63 AMG is 12 mpg city and 19 mpg highway. Forget about breaking the 20 mpg mark. We tempered our canyon carving with steady freeway travel, ultimately turning in 14.2 mpg. The car doesn't want to be away from a gas station for too long, and requires frequent fuel-gauge checking.
Because of its very poor mileage, the C63 AMG is subject to the gas guzzler tax. Mercedes-Benz could learn from Audi, which ekes out a compromise between high performance and fuel economy with its latest S4. Although it's not as fast as the C63 AMG, the S4 delivers a satisfying sport-driving experience and fuel economy in the 20s.
Standard cabin tech
The Leather package brought Mercedes-Benz's sport seats into the cabin, which at first felt too tight. Then we found the buttons on the side of the backrest that loosened the bolsters. After a little adjustment, we had the seats perfectly set to keep us planted in the seat during the hardest cornering.
Unlike the first C63 AMG model we reviewed, our 2010 model lacked the Multimedia package. That package includes a hard-drive-based navigation system with traffic, 6GB of internal storage for music, and a Logic7 Harman Kardon audio system. This cabin tech suite is very good, a must-have for the C63 AMG.
As it was, our test car's cabin tech was very similar to that in the Mercedes-Benz C350 we reviewed earlier this year. The car still gets the COMAND system, consisting of an LCD on the center dash and a knob interface controller on the console. COMAND controls the stereo and phone system.

We like the old-time look of this radio tuner.

The COMAND interface gives radio tuning a nice treatment, showing an old-time tuner on the LCD, but no HD tuner without the upgraded cabin tech. The car also comes with satellite radio. The single-CD slot in the dashboard reads MP3 CDs, and the interface made it easy to browse through folders.
iPod integration comes with the Multimedia package, but is not standard in the car. Mercedes-Benz included its a-la-carte iPod adaptor in our car, but this system is a hack. Rather than show the music library on the LCD, where the car shows all other audio information, it uses the speedometer display.The standard audio system uses eight speakers, but is inferior to the optional Harman Kardon system. Although better than an average six-speaker system, the sound was a bit hollow.A Bluetooth phone system is also standard in the car, but without the Multimedia package, it is not very robust. Rather than downloading a phone's contact list, it requires contacts to be pushed to the car, something not all phones do.
In sum
Although we love driving this car, in some ways it is very primitive. It is no surprise that a big engine leads to lots of power but poor fuel economy. We would like to see Mercedes-Benz use some of the efficiency technologies coming in vogue, such as direct injection, to keep the power up but also deliver more miles per gallon. The C63 AMG earns points for its seven-speed transmission, which shows technical brilliance.
Our car certainly wasn't equipped with the cabin tech we would prefer, but as Mercedes-Benz does make the Multimedia package available, and we have used it, we give the car credit for the option. We also like the distinct design of the car, which manages to stand out as a Mercedes-Benz despite the fact that it fits in the midsize sedan class, one of the more uninspired segments on the road.

Spec box

Model	2010 Mercedes-Benz C--class
Trim	C63 AMG
Power train	6.3-liter V-8
EPA fuel economy	12 mpg city/19 mpg highway
Observed fuel economy	14.2 mpg
Navigation	Optional hard-drive-based
Bluetooth phone support	Standard
Disc player	MP3-compatible single-CD
MP3 player support	iPod integration
Other digital audio	Onboard hard drive (with navigation option), USB port, satellite radio
Audio system	8-speaker standard, 5.1-channel Harmon Kardon optional
Driver aids	Rearview camera
Base price	$57,350
Price as tested	$66,500

2010 Toyota Prius

2010-07-13T20:46:00.000-07:00

The good: Getting around 50 mpg on average, the 2010 Toyota Prius is a stellar car for fuel economy, and you can choose accelerator sensitivity. Traffic reports are integrated with the navigation system.
The bad: The Prius isn't designed for handling. There isn't full iPod or USB drive integration for the stereo. The DVD-based navigation system reacts slowly.
The bottom line: The 2010 Toyota Prius is a better car than its predecessor, although there are some areas, especially in the cabin, where we would have liked to see more improvement.

After the success of its predecessor, the advent of the 2010 Toyota Prius created a lot of expectations. But instead of incorporating sought-after features such as a lithium ion battery pack or plug-in capability, Toyota opted for incremental changes, tweaking the power train to get more power and better fuel economy.On the cabin tech side, we expected big advances, as competitors have stepped up the game with such options as external data sources, which provide useful location information, and better compatibility with electronic devices. In this area, the 2010 Prius takes a few steps forward, but not as many as we hoped.
The new Prius model can be had in four trim levels, which Toyota dubs II, III, IV, and V, apparently preferring simple Roman numerals to arcane combinations of S, E, and L. Our test model was the Prius IV, which included navigation, upgraded JBL audio system, Bluetooth phone system, a back-up camera, and, most interestingly, the solar-roof option.

A horizontal crease in its rear gives the Prius a spoiler and lends a unique look to the taillights.

From the outside, the 2010 Prius shows some subtle, but smart, body changes. When spotting the new Prius in the wild, you will want to look for the notched back, a horizontal rear crease that lets the hatchback lip stretch out a little, creating a spoiler effect. Less obvious will be the roofline change, which moves the peak back a few inches for better aero efficiency and to add a little headroom for rear passengers.
Looking inside, Toyota adopted the floating console that Volvo started using a few years ago, creating an airy feeling in the cabin and a little storage space. Strangely, Toyota chose to put the Prius' seat heater controls in that open space, so you'll have to reach down in cold weather. Otherwise, the dashboard is still bare of analog gauges, retaining the monochrome digital strip just below the windshield. The steering wheel has a slightly flattened bottom, something more commonly seen on sports cars.
Hybrid driving
As with the previous version, the 2010 Prius starts out under electric power, creeping forward silently at low speeds and with light acceleration. And light acceleration is all you get with even half throttle applied--the Prius doesn't feel like it wants to move at all, which is one way to save gas. It takes almost full pressure on the accelerator to feel some pull from the front wheel drive, but that also takes the Prius out of electric drive. We found a constant tension while driving the 2010 Prius between playing the maximum mileage game and actually trying to get to a destination.
Initial acceleration may be unsatisfying, but Toyota gave Prius drivers options with the 2010 model in the form of three buttons labeled EV, Eco, and Power. While driving city streets, we tried the EV button, a program designed to maximize the use of the electric drive. The first time, a message on the car's display said our speed, 27 mph, was too high. The second time we tried it, a similar message gave the excuse that the battery was too low. We wondered if the car would cite a headache as the next excuse.

The buttons control programs that remap the accelerator, changing its sensitivity.

As we expect, Eco mode makes that slow acceleration even worse. But Power mode is tolerable. These modes are merely throttle programs, so a light touch on the accelerator when in Power mode can still produce good mileage. Although we enjoy getting the Prius moving under electric power, in the real world, we found it necessary to stab the accelerator to get moving from a stoplight, engaging both gas engine and electric motor and working toward the peak hybrid system's 134 horsepower. Once up to speed, easing back on the accelerator lets the Prius cruise at speeds of 25 to 30 mph under electric power.
Traffic conditions
Before getting on the freeway, the navigation system shows us the traffic conditions, a new feature for the 2010 Prius. But this unit is still DVD-based, and searching through the points-of-interest database to find a destination takes some lengthy pauses to retrieve information. New, nice-looking graphics indicate the different means of destination entry through the touch-screen LCD, but most of these are locked out while under way.
However, the voice command system does an excellent job of recognizing our inputs, and offers feedback on the LCD showing which commands are available at each step. With route guidance active, the navigation system shows familiar graphics mapping out upcoming turns and which lanes to be in for freeway junctions. We also discover another new feature for the Prius' navigation: it does text-to-speech, reading out the names of streets.
While driving on city streets, we noticed the new Prius still had the wobbly feeling in turns from which its predecessor suffered. On the freeway, the Prius wanders in its lane as wind buffets it around. The steering feels solid, making it easy to control, but it doesn't have that stable road feeling offered by similar midsize cars.
At freeway speeds, we fight to keep the instantaneous fuel economy gauge above 50 mpg while maintaining reasonable freeway speeds of 65 to 70 mph. Toyota has migrated its various power and fuel economy displays to the monochrome instrument screen, from their former placement on the LCD. Although not as graphically rich, it's safer. We find ourselves settling on the Eco screen, which uses a horizontal bar to show how much throttle we are applying.
The Eco screen shows our average fuel economy, but doesn't show range to empty. We have to dig through a few other screens to find that information. You can't get average fuel economy and range to empty on the same screen--an annoyance. These screens are informative, and let you maximize mileage, but they are a far cry from the hybrid instrument display Ford uses in the Mercury Milan Hybrid.
Tech tricks
Another instrument display feature in the new Prius is a graphic that mimics the steering wheel buttons when you press them; the idea being that you don't have to look down at the wheel when you press a button, keeping your eyes closer to a front view. In concept it's pretty cool, but in practice we find it unnecessary. After a few minutes of driving, we remember the button positioning, and don't bother to look at the instrument display feedback.

These graphics activate when you touch a steering wheel button, offering visual feedback.

The freeway is a good spot to listen to the stereo characteristics. We were disappointed on getting into the 2010 Prius to find no iPod port, but Toyota built in stereo Bluetooth support for MP3 players. And, as luck would have it, the new OS for the iPhone includes stereo Bluetooth. We paired an iPhone to the car's Bluetooth phone system when we first got in, and were happy to see the car ingested the phone's contact list as well.
But using the iPhone as a music player meant we had to pair it again, this time to the stereo. You can't use the iPhone for music and phone at the same time with the 2010 Prius. We thought this lack of integration would be a real problem, but switching from Bluetooth music player to Bluetooth phone proves fairly easy, merely requiring a touch on the car's onscreen connect button. Still, if you were to get a call while using the phone as a music player, it wouldn't switch to the car's hands-free system. Also, the Bluetooth audio source screen in the car doesn't show what music is playing and offers no music browsing capability. You only get a play and a pause button. Toyota really should have put in true iPod support.
With the navigation option in our car, the disc changer goes from six slots to four, and is hidden behind the LCD. This arrangement is the same as is in the previous Prius model, and we would have expected some improvement here. That disc changer can, of course, read MP3 CDs. There is also satellite radio and a simple auxiliary input.
Our car includes the upgraded, eight-speaker JBL audio system, which sounds surprisingly good, especially considering what we are used to hearing in Toyota cars. Although lacking a subwoofer, this system puts out bass strong enough to feel, yet still retains well-modulated highs and mids. Instrument definition is good, making the different layers in a recording distinct. This is an above-average audio system.
Proceeding along our route, the navigation system pipes up, warning of slow traffic ahead. It doesn't offer a detour, but looking at the map, we see the freeway marked in yellow, indicating speeds of 20 to 40 mph. This navigation system is supposed to find a route around any red sections, which would mean traffic moving under 20 mph.
The art of braking
As in the previous model, using the brakes is an art in the 2010 Prius. Hit them too hard, and you use the actual pads and calipers. The trick is to anticipate stops and slowdowns and lightly apply the brakes well in advance, which uses the car's regenerative braking system only, thereby feeding the battery and saving wear and tear on the pads.
We employ this braking technique as we get off the freeway and approach our destination. Leaving the car in a parking lot on a hot day, we get to experience one of the more unique features of the Prius: the optional solar roof, which on our car powers a fan in the cabin, so when we get back to the car it's a little cooler than it would be otherwise. We also had a rearview camera on our car, but Toyota implemented a back-up beeping, similar to what you find on big trucks. This gets kind of annoying, although it's probably a pedestrian safety feature, as the Prius will usually be running under quiet electric power when it reverses.

This monochrome power animation shows when the engine and motor are driving the wheels.

Other tech options available at the V trim level include adaptive cruise control, lane departure warning, and an automatic parking system. We had the opportunity to try these features in a different Prius earlier. The cruise control and lane departure work well, similar to what we've seen in much more expensive cars. The parking system is hit or miss: it does an excellent job of guiding you into well-marked parking spaces, but requires too much adjustment for others.
Driving in the city and on the freeway, we see our average fuel economy range between 48 and 52 mpg, in keeping with the EPA's rating for the 2010 Prius of 51 mpg city and 48 mpg highway. Where the previous model had a 1.5-liter engine, Toyota bumped the displacement up to 1.8 in the 2010 Prius, and also made some refinements in the electric drive system. Toyota claims the larger engine actually gets better fuel economy in some circumstances than the smaller one.
In sum
We can't say that we really enjoy driving the 2010 Toyota Prius, but as an economical means of transportation, it's hard to beat. Fuel economy is its major virtue, and we give it a high performance rating for showing an average of around 50 mpg. For cabin tech, Toyota has made a few improvements, but the lack of good MP3 player support is an oversight. Live traffic reports and the JBL audio system are worthwhile improvements. It gets a high score for design, partly because of its body style, which makes it stand out in the crowd while giving it an extremely low drag coefficient. Design also benefits from the nice graphic treatment for the navigation system.

Spec box

Model	2010 Toyota Prius
Trim	IV
Power train	1.8-liter inline 4-cylinder with hybrid system
EPA fuel economy	51 mpg city/48 mpg highway
Observed fuel economy	50 mpg
Navigation	Optional DVD-based with live traffic
Bluetooth phone support	Standard
Disc player	Four-disc CD changer, MP3 CD support
MP3 player support	Bluetooth streaming, auxiliary input
Other digital audio	Satellite radio
Audio system	Standard JBL, eight speakers
Driver aids	Rearview camera
Base price	$25,800
Price as tested	$30,709

2010 Honda Civic EX-L

2010-07-04T01:16:00.000-07:00

An absolute stalwart in the Honda line-up, the Civic maintains its popularity as a practical and quality economy car even after almost 40 years on the market. But, as the latest 2010 Honda Civic shows, popularity comes at a price. Offensive to none, the Civic is a perfectly average little car to which only the most particular person would turn up their nose.The Civic received its last major update for the 2006 model year, acquiring smooth sides and hovercraft like overhangs. Honda did get a little radical with the instrument cluster, using a bilevel arrangement with the tachometer in the usual place, and a digital speedometer just below the windshield.

Nav needs update
Minor updates for the Civic EX-L model with navigation that we reviewed include the addition of a Bluetooth cell phone system and iPod integration. But the navigation system in particular highlights the aching need for Honda's next generation Civic, due to arrive as a 2012 model. Not only are the maps low resolution, with jaggy graphics, but the route guidance is poor and response time is slow.

The navigation system maps show jagged street names and graphics.

This navigation system was introduced with the 2006 model, so don't expect external data sources with traffic and weather information, even though the car comes with satellite radio. The maps show in 2D only, on a touch-screen that also displays audio information.We had no difficulty entering addresses into this navigation system, although there was a slight delay after each button push. Trying to follow its route guidance through dense urban streets proved frustrating, with insufficient graphics and voice prompts that seem to come only at every fifth turn.Honda includes its excellent voice command system in the car, but its response time was also slow. Further, with the addition of the voice-operated Bluetooth phone system, the car gets two sets of voice command buttons, something we have previously complained about in models from Acura before the cabin tech was streamlined.
Using the Bluetooth phone system with a paired iPhone, the only feedback on the car's LCD is an informational graphic showing the location of the voice command buttons. You have to use voice command to enter digits, and the system does not import a phone's contact list.Bluetooth was one add-on to this generation of Civic, as was iPod integration, which relies on a pigtail USB port in the console. Again, the system showed quite a bit of sluggishness as we selected albums or artists from the iPod library menu. The USB port will also work with USB mass storage devices.

To access the CD slot, you need to open up the LCD.

As with the 2006 model, the only way to access the CD slot is to open up the LCD screen, which motors down. That single CD player also handles MP3 CDs. A more esoteric option sits near the CD slot in the form of a PC Card slot. With either a flash memory PC Card or an adaptor for an SD card you can play MP3s through the stereo.
Bolstering the Civic's average nature, the EX-L trim version gets a six-speaker audio system. Not particularly loud, this system reproduced music well enough that we didn't mind listening to it, but neither did we look forward to cruising around in the car listening to music. Sprightly engine
For power, the Civic EX-L uses a sprightly little 1.8-liter four-cylinder engine, mated to either a five-speed manual or automatic, as in our car. We liked the way the Civic felt ready to leap forward as soon as we put it in drive. That eagerness almost made it difficult to control as we maneuvered our way out of a crowded parking lot.

The Civic can be had with a manual or automatic transmission--five gears with each choice.

Honda squeezes 140 horsepower and 128 pound-feet of torque out of this engine using its i-VTEC variable-valve-timing technology. Techwise, the power train is far from cutting edge, another average component of the Civic. Other automakers are trotting out turbocharged and direct injection engines, whereas five speeds on the gearbox seems primitive.
The Civic drives well enough; it is easy to shoot around town and reasonably comfortable at speed on the freeway. When we mashed the gas pedal for passing power, the transmission dropped down a gear and the engine made a tortured grinding sound as the revs climbed. The Civic is one of those cars with good acceleration up to about 30 mph, but it quickly loses wind.Its handling is responsive, but not particularly sporty. Honda offers the Civic Si for that. The Civic displays the kind of understeer we would expect, and the body is prone to leaning in turns when pushed, despite the firm suspension.

The Civic acquired this bilevel instrument cluster in its last update.

The EPA puts the Civic fuel economy at 25 mpg city and 36 mpg highway. By contrast, we easily got over 40 mpg with the Honda Insight hybrid, which, similarly equipped, can be had for about $2,000 less than the Civic. Going by the numbers, the Insight seems a no-brainer compared with the Civic. In sum
Reiterating the point, the 2010 Honda Civic EX-L is a fine but purely average car. It has some of the cabin tech features we look for in cars, but the performance is not all that good, and the aesthetics are definitely lacking. The Civic also faces very tough competition in its segment from cars such as the new Kia Forte, which offers a better Bluetooth phone system and iPod integration, although not navigation.The Civic's 1.8-liter four-cylinder and five-speed automatic is also pretty average in the current car market. Fuel economy is good, but not great, with the company's own Insight hybrid besting it without sacrificing much in the way of power.

Spec box

Model	2010 Honda Civic
Trim	EX-L with navigation
Powertrain	1.8-liter four cylinder engine
EPA fuel economy	25 mpg city/36 mpg highway
Observed fuel economy	Not recorded
Navigation	DVD-based
Bluetooth phone support	Standard
Disc player	MP3 compatible single CD
MP3 player support	iPod integration
Other digital audio	USB drive, PC Card, satellite radio
Audio system	160 watt six speaker system
Driver aids	None
Base price	$23,805
Price as tested	$24,555

What's more American than a muscle car? (concept car Friday)

2010-07-04T01:09:00.000-07:00

More than trucks, more than minivans and SUVs, I believe that there's no better vehicular representation of America than the muscle car. However, with muscle cars come deep seeded loyalties to and rivalries among the three manufacturers and their respective vehicles. Specifically, we're talking about Ford's Mustang, Dodge's Challenger, and Chevrolet's Camaro. In a recent episode of Car Tech Live, we three hosts were asked which modern muscle car we'd each have and came up with three very different answers. Rather than spend our Independence Day weekend arguing over which is best, we've decided to feature... well, we're not sure what to call it.
Over the course of four months, modeler Robert D. hacked up at least three model kits, taking what he considered to be the best parts of the three most modern American muscle cars, and combined them to form the Flashback, a sort of Frankenstein tribute to Detroit muscle. With the front fascia and hood of a Challenger mounted onto the body of of Chevrolet's Camaro, Robert then grafted the tail end of the Ford Mustang onto the beast. After skillfully sanding and painting, the Flashback was completed. The result is either a unique melding of three very different automotive worlds or a testament to how similar these three vehicles' aesthetics actually are.

As a modified scale model kit, the Flashback doesn't actually have an engine or power train. We're not even going to speculate as to what we think should live under its hood (ahem, Ford 5.0L Coyote V8, ahem) for fear of reigniting the muscle car flame war. Let's just enjoy this rare moment of automotive unity. Happy Fourth of July!

Fiat 500C

2010-06-20T22:31:00.000-07:00

* On the road price: £13,665 - £16,065
* For : Style, practicality, desirable image
* Against : Rear visibility, price premium
Styling/image
Glance at the new 500C and you’d be forgiven for thinking it looks identical to the funky fixed-head variant. However, look a little closer and you’ll spot the addition of fabric roof section. Like the Fifties original the newcomer isn’t a full convertible, but instead uses a full-length canvas sunroof that stretches from the top of windscreen to the tailgate. Only two trim levels are available – entry-level Pop and luxurious Lounge. Alloy wheels are standard on the range topper, while both versions can be specified with a wide-range of eye grabbing body graphics.

Interior/practicality
With so few modifications to the exterior, the 500C’s characterful cabin is almost identical to the standard car. That means you get a decent amount space, although taller adults will find conditions in the back a little cramped. Noise insulation is excellent with the hood up, while the roof can be lowered at speeds of up to 37mph. On the other hand, rear visibility is poor whether the soft top is up or down. At least luggage capacity is reasonable at 182-litres, which is just three litres down on the hatchback.
Engine/performance
Buyers get the choice of two petrol engines – a 69bhp1.2-litre and 100bhp 1.4-litre. The smallest unit is smooth and peppy, but struggles to keep up with fast moving traffic. Keen drivers will find the larger 1.4-litre powerplant a lot more responsive, although it lacks refinement. For diesel fans there’s the excellent 75bhp 1.3-litre, which blends decent punch with strong economy. A five-speed manual gearbox is standard, while the 1.4-litre gets a six-ratio unit. There’s also the option of the firm’s clunky Duologic automated manual transmission for the petrol-engined models.
Driving Experience
With the roof in place the 500C driving experience is identical to that of the hatchback. With so much of the original bodywork left in place, the Italian barely suffers from scuttle shake, even over rough surfaces. The steering is direct and the car’s small dimensions result in great agility, particularly around town.While it’s not as fun to drive as the MINI convertible, the Fiat will still bring a smile to your face, particularly when the roof is stowed and the sun is shining.
Ownership costs
Compared to the MINI convertible, the 500C represents cut-price wind-in-the-hair motoring. However, the Fiat is around £3,000 more than the equivalent hatchback model, despite only offering a £1,000 worth of extra standard kit. At least the diesel model will help claw back the extra outlay with its excellent fuel returns of 67.3mpg. All models benefit from lengthy 18,000 mile/three year service intervals, which help to keep maintenance bills down.
Safety/environment
The hatchback scored a maximum five stars in EuroNCAP testing – and with so few changes to the body it’s likely the cabrio will be equally as strong. All versions get seven airbags, while electronic stability control is standard on Lounge versions and a £300 option on the Pop. The diesel is the eco-friendly choice because it emits only 110g/km, which results in a low annual tax bill of £35 VED.
Our Choice: 500C Lounge 1.4

Vauxhall Astra

2010-06-20T22:23:00.000-07:00

* On the road price: £16,275 - £22,875
* For : Cabin quality, refinement, ride comfort
* Against : High prices, light steering, uninspiring handling
Image/Styling
Designers at Vauxhall have played safe with the styling of the latest Astra. Taking its inspiration from the firm’s large Insignia, the newcomer is handsome rather than eye-catching. At present the Astra is only available as a five-door hatchback, with buyers able to choose from S, Exclusiv, SE, Elite and SRi trim levels. Entry-level models make do with steel wheels, while SE versions and above get alloy rims and extra chrome embellishment for the bodywork.

Interior/Practicality
The cabin of the Astra has a much more upmarket feel than its predecessor, although it can’t quite match the VW Golf for classy appeal. Highlights include a logically laid out dashboard and excellent driving position. Watch out for models with a manual handbrake, as when it is released the lever can pinch stray fingers on the centre console. On the plus side, the interior will comfortably accommodate five adults and the load area delivers a class competitive 370-litres of carrying capacity. All models benefit from air-con, electric windows and an aux-in socket.
Engines/Performance
As you’d expect, the Vauxhall is available with wide range of powerplants, from a gutless 85bhp 1.4-litre petrol up to a torquey 158bhp 2.0-litre diesel. Pick of the line-up are the punchy turbocharged petrol units that deliver 138bhp and 158bhp in 1.4-litre and 1.6-litre forms respectively. Keen drivers should avoid the breathless 1.7-litre oil-burner – although its claimed fuel return of 60.1mpg is impressive. Five and six-speed manual gearboxes are standard, while a six-ratio automatic is optional.
Driving experience
On the move, the Astra impresses with its refinement. Noise levels are low and the supple ride soaks up poor road surfaces. However, it can’t match the agility and poise of the Ford Focus or VW Golf. The steering is direct, but delivers very little feedback. Vauxhall’s optional Flexride kit tweaks the dampers, steering and throttle at the touch of a button, helping to sharpen the driving experience.
Ownership Costs
There’s no getting away from the fact that buying an Astra is an expensive exercise. Take a look at the price lists and you’ll discover the more talented and equally well-equipped VW Golf undercuts the Vauxhall. Matters are made worse by the Luton machine’s poor residuals, with no model retaining more than 40 percent of its new value after three years. On the plus side, the dealer network is huge and the diesel versions serve-up strong fuel economy.
Safety/Environment
An excellent performance in the EuroNCAP tests earned the Astra a five-star safety rating. All models benefit from six airbags, electronic stability control and active head restraints. Excellent adaptive xenon headlamps and a tyre pressure monitoring system are optional. Pick the 1.3-litre diesel and you’re rewarded with CO2 emissions of only 109g/km, while the 1.4-litre turbo emits a respectable 139g/km.
Our Choice: Astra SRi 1.4 Turbo

Audi A1 driven

2010-06-20T22:10:00.000-07:00

As small as a MINI, as well built as an A4 - meet the new small Audi that's got a huge job to do convincing premium car drivers that good things really can come in the smallest packages.
And there's no doubt that when it comes to quality and kerbside appeal the A1 has got off to the best possible start.   

Order books for the eagerly anticipated supermini opened last month - and announced that the car would cost from £13,145 – around £400 more than the similarly-powered MINI One.  
Three engines are on offer, two petrol and one diesel, including 86bhp 1.2 and 122bhp 1.4-litre TFSI petrol engines, plus a 105bhp 1.6-litre TDI diesel.
A seven-speed twin-clutch S-tronic transmission is available solely on the 1.4 at an additional cost of £1,420 and doubles as a rich man’s automatic.
Three trim levels will be available from the outset with the basic SE trim costing £13,145 in 1.2 petrol form and £14,180 in 1.6 diesel form.
Start/stop and regenerative braking technology will be standard on all models in the range.  We are testing the 1.4-litre TSI engined car, a flagship model which is tipped to be a big seller.  
In terms of design, the car doesn’t aim up at the sheer cheek of the MINI, but works hard to convince you that it’s a fully fledged member of the Audi family, rather than a stand-alone baby car.
There is the typically Audi grille, a steeply sloping c-pillar and a hatch that looks like a 60 percent copy of the one on the Q5.
It gets daytime running lights similar to the ones in the new A8, too, and they even have a front-facing camera that detects oncoming cars at night and automatically switches between high and low beam.
Oh, and there is also Competition Aerodynamics pack (for a car that will never see competition) and there is the ubiquitous S-Line package at the top of the range.  If there has been widespread customer criticism of the quality of the plastic material on the current MINI, look no further than the A1 if you want to know how well it can be done...
There’s a long, curved instrument panel that gives the impression of being impossibly wide for a car this size, four round vents that can be coloured as you wish and a pop-up 6.5-inch MMI screen for everything from navigation to the audio system.
There is a pair of cupholders, coin holders and a general cubby hole, plus healthy door pockets and an unusually useful glovebox, too. The seats look a bit flashier than they do on any other Audi, and rear legroom is useful for children and, on short trips, adults.
They’ve given the luggage space more thought than MINI, too, because there are fold-down curry hooks on both sidewalls, an elastic holding strap on one side, a perfectly flat floor and four tie-down hooks. And it’s much bigger when you fold down the rear seats.  
Where Audi has filled the A1 with the signature interior quality you’d expect, they haven’t quite given it the chirpy character of the MINI and, in terms of its performance, this car is clearly after the One, not the Cooper S.
Even with the direct-injection, turbo-charged 1.4-litre petrol engine sitting across the front axle, the A1 isn’t going to scream off into the distance in a haze of tyre smoke.
Instead, it’s going to be strong and flexible in any gear, at any time. The 1.4-litre engine has 120bhp, so it’s no weakling at high revs, but its real strength is between 1500rpm and 4000, where all of its 200Nm of torque is available for heavy lifting all of the time.
That it gets from 0 to 62mph in 8.9 seconds is really only half of the story, because the rest is about its flexibility, which is very helpful around town.
It’s a smooth engine, too, and has a cranky little rort to it on full throttle blasts, with the exhaust note getting deeper as it pulls past 4000rpm and then yelling in enthusiasm right up high. But it’s never intrusive and, when it’s mated to the optional seven-speed DSG (or whatever Audi’s calling it these days), it’s pretty slick, too.
There’s good fuel economy as well, with Audi claiming 5.2 litres/100km, or 52.3mpg, and that number is helped by the stop-start system that isn’t as smooth on takeoff as it probably should be, but that’s about it for driveline grizzles.
There is a smaller, 1.2-litre turbo petrol motor if you want to spend less up front, and a pair of 1.6-litre turbo-diesels, with economy under 70mpg, if you want to spend less over the car’s lifetime.
Ride quality is a big issue around the cities and the A1 is surprisingly supple – at least in its standard form. Its handling is clean and neat, rather than the edgy sharpness of the MINI family, but its ride quality easily surpasses the British car.
But the big question remains... Should you buy one over a MINI? Don't miss our forthcoming test, which will offer the question once and for all.
For now though, while we love the A1's grown up feel, it's comparative lack focus on sportyness is the single question mark.
While we love the looks, the practicality, the refinement and the grown up feel, a decent injection of driver appeal would transform the car.

2010 Lincoln MKS

2010-06-13T01:18:00.000-07:00

When the MKS came out last year, it signified a new start for Lincoln, new models with modern technology and luxury. The 2009 MKS featured an excellent THX-designed audio system along with the best cell phone and MP3 player integration in the business. But Lincoln planned to do more than just offer really good cabin tech, as the 2010 Lincoln MKS, just one year later, features an all new power train and a raft of new driving technologies.

To test the new MKS, we took it on a road trip down to the Los Angeles Auto Show, piling two editors and a photographer into this luxury sedan. Complaints arose in some quarters that we wouldn't be taking an SUV or crossover on this 1,000-mile round-trip trek, but when the 2010 MKS showed up in our garage, its size silenced all negative mutterings. And the size of the very spacious trunk made our luggage look meager, even with laptop and camera bags added to suitcases. We could have fit a couple more people in the cabin of the car, and squeezed one or two more into the trunk, if we wanted to pick up hitchhikers.

We barely tapped the trunk space with our luggage

Ecoboost powerhouse
Being automotive journalists, the first driver in our rotation got the MKS onto a straight road, then floored the gas. The Ecoboost engine, a twin-turbocharged direct-injection 3.5-liter V-6, used its 350 pound-feet of torque to twist all four wheels (the Ecoboost version of the MKS comes standard with all-wheel-drive), in an attempt to defeat the efforts of countless engineers to design tires that grip asphalt securely.And the engineers won, as the tires maintained grip and the big sedan bolted forward, giving everyone in the car the delightful feeling of strong acceleration. Subsequent acceleration tests during this journey got up to high speeds, tapping the 355 horsepower from this engine, and revealing that, as the car shoots past 70 mph, things start to feel a little unstable. The car doesn't hunker down and the suspension doesn't stiffen up, which would contribute to better handling when the speedometer starts threatening triple digits.

Ford's new Ecoboost engine generates 355 horsepower, with V-6 fuel economy.

We also made a timed run based on opportunity, under very nonideal conditions. Three people still in the car, luggage in the back, and on a bend, we punched the gas, the engine roared, and the car hit 60 mph in 5.8 seconds. The same engine got the Ford Taurus SHO to 60 mph in 5 seconds, a realistic figure for the MKS as well, if you want to start leaving passengers on the side of the road.
And being automotive journalists, we made use of the paddle shifters while driving down the freeway. A six-speed automatic is the only transmission choice, but it does have a manual mode. Put the stick into M, and the steering wheel-mounted paddles become active. We amused ourselves looking at which gear produced which engine speed while traveling at freeway speeds, and lamented the fact that the paddles don't do anything in normal drive mode. In some situations, you want to be able to quickly shift down to get some power, without first having to move the stick.
Adaptive cruise does the driving
Having messed around with manual shifting, we turned our attention to the adaptive cruise control system. In moderate traffic heading south from San Francisco on the freeway, we set the cruise control to 75 mph, with the gap to the next car set at the default maximum. The MKS quickly caught up with slower traffic doing a law-abiding 60 to 65 mph, and the cruise control system matched the speed of the car ahead.

The amber cruise control light means the MKS detected a car ahead.

We changed the gap to the minimum, as the default put us too far behind the car ahead, and we followed at a comfortable pace, not touching gas or brake pedals. Whenever we felt the car ahead was going too slowly, we moved the MKS over a lane. After a brief moment it realized there were no cars ahead, and leaped to comply with our previously set speed. For much of this long freeway cruise, we let the adaptive cruise control handle braking and gas, enjoying some driving luxury.
One of the treats of sitting in the MKS for hundreds of miles was the THX II audio system, comprised of 14 speakers and 5.1 surround-sound processing. The sound quality from this system is very refined, and competes well with Lexus' Mark Levinson and Audi's Bang & Olufsen systems, while blowing away the Bose systems found in many other cars.
To feed this sound system, the MKS has a single CD/DVD player, satellite and terrestrial radio, storage for music on the navigation system's hard drive, the capability to play music from Bluetooth streaming sources, and a USB port that can accept an iPod or Zune cable. We tried the USB port, as it would make our MP3 player's music library available on the car's LCD and through voice command--features of the car's Sync system we've tested many times before in other cars. But the USB port was completely hosed, not responding to anything we plugged into it. It was a bad glitch in this automotive tech wonderland, forcing us to rely on Bluetooth streaming, which doesn't offer nearly as nice of an interface.

The stereo connects to iPods and other MP3 players through a USB port.

This Bluetooth system also works for mobile phones, letting you make hands-free calls. Once a phone is paired to the car, it asks to import the phone book. When this process is complete, you can make calls through voice command, merely saying the name of a person in your phone book you want to call. We've tested this system extensively in the past with great success.
Our car lacked the available blind-spot-detection technology, which lights up an alert in the side view mirror when another car is in the next lane. Without that option, Lincoln fits the upper corners of the mirrors with special inset mirrors, a low-tech way of checking out the blind spot. We prefer the optional system.
As another safety technology, the MKS had collision warning, which relies on the same radar used by the adaptive cruise control. We got to see it in action when, driving manually, we let the MKS roll a little too quickly towards stopped traffic ahead. A red light flashed on the windshield and a tone sounded, giving adequate warning to hit the brakes.
Easy parallel parking
There was one technology in the MKS we couldn't wait to try out, so halfway down to Los Angeles we pulled into a freeway-side town and parked. Actually, the car did most of the work with its automatic parking system. We found a line of cars parked at the curb, pushed the P button next to the shifter, and watched the display on the speedometer that would tell us when the car sensed a space large enough in which it could fit. Having found one, it told us to put the car into reverse, after which it turned the steering wheel sharply, guiding the back of the car into the space. After this initial maneuver, it turned the wheel quickly back, getting the car close to the curb and nicely lined up with the cars in front and back. Given how well this technology worked, we found many other opportunities to try it out, and each time it made the correct maneuvers to get into the space.

The MKS uses this speedometer display to tell you when it is looking for parking.

At the start of this trip, we had put our destination into the MKS's navigation system, using the points-of-interest database to find our hotel. It gave us a choice of routes, and we picked the more scenic. During our various excursions off the freeway to test out various aspects of the car, the navigation system quickly recalculated our route without any bother, urging us back on course with voice prompts that said the names of the streets on which we needed to turn.
But route guidance was unnecessary for most of the trip, only becoming crucial as we approached Los Angeles and found that, with 58 miles left to go, the trip computer said we could go only 32 more miles with what was left in the tank. We were impressed to make it that far on one tank of gas, even with the large 19 gallon tank in the MKS. The average fuel economy had been hovering around 23.5 mpg for the trip down, coming in a little below the 25 mpg highway figure from the EPA, but far above the city rating of 17 mpg.
Turning to the car's Sirius Travel Link feature, we not only found all the near by gas stations, but scanned their per gallon prices and picked the cheapest one. A touch on the LCD added that gas station as a waypoint to our destination, and we were quickly refilled and back on the road.

Finding a list of fuel prices from nearby gas stations is invaluable on a road trip.

Sirius Travel Link also shows traffic, crucial information when driving into Los Angeles. We had an easy cruise on the various freeways into the city, but then hit some seriously slow traffic close to our downtown destination. And sure enough, the traffic flow information on the navigation map showed red. We've seen these Lincoln systems offer detours when there are traffic jams ahead, but this one failed to do so in this circumstance. It could have been that the jam was too short to bother with a detour, or possibly the avoidance feature was turned off in the navigation settings.
While the navigation system's graphic route guidance was generally good, we got a little lost in the downtown Los Angeles streets. It is a complex area, but a little better map resolution and a better lane guidance feature in the navigation system would have helped.
In sum
The 2010 Lincoln MKS made this trip very comfortable for the three of us, providing high-tech driving aids and information features. There were a few glitches, the most annoying of which was the dead USB port. Our overall mileage in the car, biased towards the freeway but with a fair bit of heavy urban traffic thrown in, came in at 22.8 mpg, not bad for a car with 355 horsepower.
The MKS' cabin tech previously earned it very high marks in our reviews, but other carmakers have been catching up, although none have quite reached its level. The new driver aid technologies--adaptive cruise control, automatic parking, and blind spot detection--keep the MKS well ahead of other automakers in cabin tech. As for performance tech, the Ecoboost engine is impressive, although merely competitive with the likes of BMW. Still, both companies are producing top engine technology. Lincoln could put a little more work into suspension and transmission technology. Finally, in the area of design, Lincoln has managed to put clear styling language in the sedan body. It's not as dramatic as a Cadillac, but the MKS still marks out a unique Lincoln identity.

Spec box

Model	2010 Lincoln MKS
Trim	AWD Ecoboost
Power train	Twin turbo direct injection 3.5-liter V-6
EPA fuel economy	17 mpg city/25 mpg highway
Observed fuel economy	22.8 mpg
Navigation	Optional hard drive-based with traffic, weather, and other data
Bluetooth phone support	Standard
Disc player	Single CD/DVD, MP3 compatible
MP3 player support	iPod, Zune, many others
Other digital audio	USB drive, internal hard drive, Bluetooth streaming, auxiliary input, satellite radio
Audio system	THX II 14 speaker 600-watt 5.1 surround sound
Driver aids	Rear view camera, blind spot warning, adaptive cruise control, collision warning, automatic high beams, automatic parallel parking
Base price	$47,760
Price as tested	$53,930

2010 Nissan GT-R

2010-06-13T01:05:00.000-07:00

The 2010 Nissan GT-R thrives on speed; at anything less than 60 mph, it feels like a Soviet-era Russian tractor. Reviewers, including Car and Driver and Edmunds.com, tested the 2009 version of the GT-R at 3.3 seconds to 60 mph. For 2010, Nissan squeezed an extra 5 horsepower out of the engine.Exemplifying the use of tech to enhance road performance, the GT-R tops its 3.8-liter engine with twin turbochargers. A dynamic suspension actively counteracts body roll, and power is selectively fed forward and rear by an all-wheel-drive system. A six-speed dual-clutch transmission makes lightning-fast gear changes at the flick of a paddle. Greased lightning
Bombing the GT-R over miles and miles of deserted, winding roads, we were thrilled by the cornering abilities and sheer power of this unique car. The dual-clutch transmission has two modes, automatic and manual. There is no sport automatic setting, so manual is the way to go when faced with an open road.

Switches let you adjust the GT-R's suspension, traction control, and all-wheel-drive system.

In broad, sweeping turns on good asphalt, the GT-R held 90 mph without even squealing the tires, its entire bulk seeming to lean into the turns. The car hums along in third gear at these speeds, the tachometer hanging around 6,000rpm. Approaching tighter turns, the GT-R's big, standard brakes proved excellent for burning off some speed. They offer the driver plenty of modulation for either a smooth flow into a corner or a hard deceleration to maximize straightaway time. A flick of the left paddle (column-mounted, in true racing style) drops the gearbox down to third, or second for the really tight turns. We didn't have to struggle with the steering wheel, even in hairpins. The road feel is very good, but the wheel feels just a little overpowered.We occasionally felt good rotation from the car in the corners, but, frankly, the speeds required to get that rotation were often beyond our comfort level. The handling technology is so good that, at speeds that turned our knuckles white, the car shrugged off the corners, using far less than its potential. The GT-R would be happiest on a race track.Whoosh, no burble
Muscle car fans will note something lacking in the GT-R: the engine doesn't make a deep, bass burbling sound. With its four big exhaust tips, the engine note is more turbo whoosh and light clatter, yet this twin-turbo 3.8-liter V-6 still produces 485 horsepower and 434 pound-feet of torque. That power comes on fast and hard, justifying the GT-R's excellent performance stats.

Column-mounted paddle shifters let you change gears sequentially with the dual-clutch transmission.

Don't be fooled by the lack of a clutch pedal; this transmission is racing technology. Its two computer-controlled clutches stand ready to shift up or down at the driver's whim, controlled by the aforementioned paddles. We never once noticed a missed shift. With no torque converters, each shift is manual gearbox-hard.For non-sport driving, you can leave the transmission in fully automatic mode, where it will shift up or down depending on engine speed. The automatic mode short-shifts, programmed for optimal fuel economy. It will shift up to sixth gear by 40 mph.
Creeping along in city traffic, we noted the very mechanical sounds of this rear-mounted transmission, as clunking noise emanated from somewhere behind us. Situations like this--as in, driving for transportation--are the GT-R's Achilles' heel. Every automaker has engineers that try to reduce noise, vibration, and harshness (NVH) in its cars. When Nissan developed the GT-R, the NVH engineers must have been on vacation, as there seems no attempt to make the ride nice. Not quite comfort
Actually, there is one comfort feature: a setting for the suspension. But what the GT-R considers comfort, most people would merely consider bone-jarring. Coupled with the amount of noise that comes through when driving over anything but the smoothest asphalt, the GT-R will have you reaching for the aspirin. Even as we were racing through our winding road course, we were treated to the constant pinging of gravel being flung up into the wheel wells.
Most cars that come in at over 80 grand, even ones intended for fast driving, incorporate a luxury element. The car companies figure that if you can afford such an expensive ride, you are used to the nicer things in life and expect them from your car. But the GT-R dumps any luxury expectations, even down to its cabin materials, which mostly consist of leather and plastic.

The GT-R may not be a luxury car, but it offers a decent navigation system, complete with traffic avoidance.

However, Nissan serves up a solid cabin tech suite with the GT-R; GPS navigation and Bluetooth phone support are in keeping with the car's overall high-tech nature. The navigation system--a hard-drive-based unit--doesn't have the prettiest maps around, but it is very functional, offering live traffic and dynamic routing around problems.As usual when there is a hard drive present for the navigation system, space is reserved for an onboard music library. The stereo rips CDs with its single-disc player, tagging the resulting tracks appropriately from a Gracenote database. Strangely, the system didn't recognize our test CD, Gorillaz's Demon Days, suggesting the database was out of date.Nissan also includes a compact flash reader, a legacy music source that we imagine will eventually be dropped. What hasn't appeared in the GT-R since its launch is iPod integration, something Nissan will add for the 2011 model year, along with Bluetooth streaming audio.The 11-speaker Bose audio system is almost up to the task of drowning out road and engine noise. This system produces good response across frequencies, with bass helped by two subwoofers set between the rear seats. We found highs a little shrill, even though the A-pillar tweeters look tiny. A centerfill speaker helps round out the sound and contributes to good staging in the cabin.

Custom gauge screens push the GT-R far into the video game realm.

A real treat with the cabin electronics are the plethora of digital gauges available on the center screen, showing everything from turbo pressure to accelerator pedal angle to fuel economy. The driver can save four customized screens, showing whichever collection of gauges she deems most useful, although we found little opportunity to look at this screen while driving hard.And speaking of fuel economy, it is not a strong point for the GT-R. Unlike the Audi S4 we tested recently, which balanced performance with decent mileage, the GT-R burns gas in bucket loads. EPA ratings are 16 mpg city and 21 mpg highway. In our testing, which favored fast cornering, we came in at 16.2 mpg. Expect to spend a lot of time at the gas station with the GT-R. At least gas stops will be a chance to gather admirers. Those in the know will recognize the GT-R's beefy front end and cap-like roof instantly. Others will at least know there's something special about the GT-R, its mix of muscle car and coupe styling unlike anything else on the road. In sum
Although we found some serious problems for the everyday driver with the 2010 Nissan GT-R, it is one of the best track cars for the money. Nissan has already announced an update for the 2011 model year, addressing ride comfort and cabin tech, and notably adding iPod support. Because of these upcoming changes, most potential buyers should wait.As for this model year, the GT-R earns a top score for performance, as all of its high-tech gear leads to amazing capability in the corners and rocket ship acceleration. We dock it only a point for its miserable fuel economy. As for cabin tech, Nissan covers the basics, and gets a boost from the traffic integration with navigation, the Bose audio system, and the unique and customizable performance computer. We also give it an excellent score for design, as the body is unmistakable while retaining some subtlety, and the cabin electronics interface is intuitive.

Spec box

Model	2010 Nissan GT-R
Trim	Premium
Power train	Twin turbocharged 3.8-liter V-6
EPA fuel economy	16 mpg city/21 mpg highway
Observed fuel economy	16.2 mpg
Navigation	Standard hard drive-based with traffic
Bluetooth phone support	Standard
Disc player	MP3 compatible single disc
MP3 player support	none
Other digital audio	Compact flash, satellite radio
Audio system	Bose 11 speaker system
Driver aids	Racing diagnostics computer
Base price	$84,060
Price as tested	$88,340

2010 Porsche Panamera 4S

2010-06-10T02:32:00.000-07:00

Like most things Porsche, the 2010 Porsche Panamera 4S isn't easy to classify. At first, we were tempted to call it a squashed Cayenne, but the driving characteristics took that comparison out of the running. And although we were reminded of the 911 4S while behind the wheel, we just couldn't bring ourselves to call it a stretched 911. No, Porsche came up with a unique new car that stands on its own in the model lineup. In broad strokes it takes its place among German flagship sedans such as the BMW 750i, the Mercedes-Benz S550, and the Audi A8 , but the Panamera 4S's sport handling makes those other cars look like stately luxo-barges.
Of course, the fastback design of the Panamera also puts it in its own class. Yes, that is a full hatchback at the rear providing a tall luggage area--a strange hint of practicality in such a pricey vehicle. The first spy shots of the Panamera produced quite a bit of negative reaction towards its styling and, though that was mostly underserved, the long cabin does give it an odd proportion. After spending some time with it, we've come to like the rear quarter and the nose section quite a bit. Luxury interior, sports car ride
Sitting in the cabin, the fine leather, woodwork, and metal components led us to expect a luxury ride. But the seats were surprisingly hard, and the suspension didn't exactly smooth out the timeworn asphalt of city streets. Instead, the car let us feel the road as a sports car would, communicating changes in the pavement so we could react accordingly.

The button marked with a shock absorber cycles through the three suspension settings.

The Panamera 4S comes standard with Porsche Active Suspension Management (PASM), adjustable with one of the many buttons running down the console. By default, PASM is set to Comfort, although that is not really the adjective we would use. Its two other modes, Sport and Sport Plus, are designed for more enthusiastic driving, but we found that only Sport Plus kept the car screwed down tight enough for satisfying cornering.PASM works by continually adjusting the shock absorber response based on driving sensor data. Porsche also offers an air suspension with the Panamera, which can change the ride height by an inch, but we didn't have that option on our car. The car let us cycle through the various suspension modes with a single button, or we could choose to push the Sport or Sport Plus buttons, which not only activate the appropriate suspension mode, but also sharpen throttle response and adjust the transmission programming.Porsche powers the Panamera with a 4.8-liter V-8 using direct injection and variable-valve timing to achieve 400 horsepower and 369 pound-feet of torque. Power was immediate and the engine made a delightful roar as it brought us to 60 mph in a Porsche-claimed 4.8 seconds. Actually, our car shaved .2 seconds off that time due to the optional Sports Chrono Package Plus. More than a nice-looking timepiece set into the dash, this package gives the car an extra power boost for fast starts.We were also impressed by fuel economy from such a big and powerful engine. EPA numbers put it at 16 mpg city and 24 mpg highway, whereas our mixed city, mountain, and freeway driving produced 18.2 mpg.

This spoiler deploys automatically to generate downforce at speed.

Part of that decent fuel economy number is due to the standard Porsche Doppelkupplungsgetriebe (PDK), Porsche's relatively new dual-clutch, automated, manual transmission. With seven gears, it lets the engine maintain around 2,000rpm at freeway speeds. A low curb weight of only 4,101 pounds contributes to fuel economy and performance.But what we liked best about the PDK was its readiness to downshift. A slight push of the gas pedal while on the freeway, and the gear immediately drops from seven to six. Further pressure on the gas pedal encourages lower gear shifts, resulting in exhilarating power. The combination of engine and transmission makes passing other cars an enjoyable pastime.
Putting the Panamera 4S into the corners, it showed that a five-door hatchback could perform like a two-seater. In Sport mode, the PDK showed a willingness to get the engine speed up for power, but we felt a little too much suspension travel. For maximum fun, Sport Plus was just the thing. While cornering, it kept the engine speed up to ridiculous levels, with the tachometer needle continually brushing up against the 7,000rpm mark. Meanwhile, the car stayed flat on the pavement, resisting bounciness, and swinging quickly through the turns.
The PDK does have a manual mode, and Porsche mounts shift buttons on the steering wheel, but the design is terrible. With both hands on the wheel, just above the spokes, it was impossible to push the shift buttons. Instead, we had to let go and move a hand lower on the spoke, which pretty much defeats the purpose of steering wheel-mounted shifters. LCD, meet instrument panel
Porsche puts the tachometer front and center in the instrument cluster, the speedometer off to the left in good sports car style. We relied on the digital speed readout at the bottom of the tachometer. But immediately to the right of the tachometer sits a gauge ring housing a round LCD. This auxiliary display is very cool, giving access to route guidance, navigation map, music selections, phone, and trip information.

The instrument cluster display shows route guidance, maps, audio, phone, and trip information.

While this auxiliary interface is nice, the main interface is a typical touch screen in the center of the dashboard. Porsche completely modernized its cabin tech for the Panamera; the centerpiece of this redesign is the hard drive-stored maps with 3D rendered buildings in specific cities. These maps also feature nicely textured topographical elements to rival anything we've seen from BMW or Audi.
Porsche doesn't fiddle around with indirect controllers, relying on the touch screen for address entry. We found route calculation to be quick and route guidance graphics very readable. Voice prompts also do text-to-speech, reading out street names. The system includes traffic data, and though an advisory screen told us it wouldn't dynamically route around traffic jams, we were pleased to see a traffic warning screen pop up while out driving one day, complete with a detour button.
Our car came with an optional Bluetooth phone system, something that should probably be standard at the Panamera's price. This system proved to be full-featured, downloading our phone's contact list and making it available on the touch screen. Missing in the Panamera is a voice command system.

The iPod interface shows the number of items in each music library category.

The touch screen also serves as the interface for the stereo's iPod integration. We like that the buttons for album, artist, and genre show how many items are under each category. We found this interface straightforward to use. For USB drives and MP3 CDs, the interface is pared down to show folders and files. Although the car has an onboard hard drive, Porsche does not include music storage on it.
Audio comes through a 585-watt Bose system with 14 speakers. Most automotive Bose systems we listen to are good, but not stellar. For Porsche, Bose seems to have put in extra effort, because this system sounds almost as good as Mark Levinson and THX audio. It is well-balanced, with a powerful undercurrent. There is no rattle as it reproduces bass with a satisfying depth, and highs and mids come through clearly. One area where Porsche drops behind its luxury competitors is in driver aid technology, although to some extent that might have to do with philosophy. There is no adaptive cruise control to take over braking on the highway, and no lane departure warning, probably because the Panamera is too thrilling to put anyone to sleep. But we would like to see blind spot detection, a technology that could prevent many thousands of dollars worth of damage and Panamera owner tears.
In sum
More sports car than luxury barge, the 2010 Porsche Panamera combines an excellently tuned engine, dynamic suspension, and smart dual clutch transmission to deliver a thoroughly satisfying driving experience. More surprising is that all of this comes in a longish fastback sedan.
Although the cabin tech is very good, this suite is also the Panamera's weak point. Navigation and stereo keep up with luxury competitors, but don't push any boundaries. The lack of a voice command system also rules out dial-by-name for the Bluetooth phone system.
The car's exterior design will leave a lot of people cold, but it is certainly unique. We particularly like the hatchback look and practicality. Inside the cabin, the touch screen proves usable, and we give the Panamera extra credit for the secondary LCD in the instrument cluster. But the shift buttons on the steering wheel were a surprisingly poor choice on Porsche's part.

Spec box

Model	2010 Porsche Panamera
Trim	4S
Powertrain	Direct injection 4.8-liter V-8
EPA fuel economy	16 mpg city/24 mpg higway
Observed fuel economy	18.2 mpg
Navigation	Hard drive-based with traffic
Bluetooth phone support	Optional
Disc player	MP3 compatible single CD
MP3 player support	iPod integration
Other digital audio	USB drive, Bluetooth streaming audio, Satellite radio
Audio system	Bose 585 watt 14 speaker system
Driver aids	Park distance sensors, rear view camera
Base price	$93,800
Price as tested	$107,040

2010 Infiniti EX35 Journey

2010-06-04T06:55:00.000-07:00

The car itself sits firmly in the crossover segment. In style and shape, it resembles its big brother, the Infiniti FX. But the EX is shorter in length by almost a foot and in height by 3.5 inches. That may not sound like much, but the EX reads as a much smaller vehicle in person, and could almost be called a hatchback. Whereas the FX works well in suburbia, the EX is an excellent city car. Practically self-aware
One tech feature that particularly helps in the city is the around-view camera. Along with a rear-view, which includes trajectory and distance lines, our EX35 had side and front cameras that gave us a top-down look at the car.

This around-view camera is great for squeezing into tight parking spaces.

Squeezing into a tight parallel parking spot, the camera view proved invaluable, letting us see the curb and the cars to the front and back, resulting in almost perfect parking. The front camera even showed trajectory lines as we eased the EX35 forward, edging up to the car in front. We could also switch the top-down view to a curb-side view, with a yellow line overlaid to help judge distance to the curb. Infiniti calls the more radical technology in the EX35 Distance Control Assist (DCA). Using the forward-facing radar already in the car for the adaptive cruise control, DCA looks at traffic ahead, and applies the brakes and even pushes back on the gas pedal when cars ahead are stopped or slowing. For some, DCA will seem too intrusive. We used it extensively and found ourselves fighting the gas pedal pushback continually, as its idea of a safe stopping distance and ours differed in city traffic. Still, we could see its usefulness. At times, as we looked to see if the next lane over was clear for a lane change, DCA slowed the EX35 in response to traffic ahead slowing. We also found it amusing to let it bring the EX35 to a stop as we approached traffic at a red light.

We could turn DCA on and off with a button on the steering wheel.

We could not, however, rely on the system to stop the car all the time. In city driving, the forward-facing radar seemed to get a fix on traffic ahead only about 50 percent of the time. We quickly learned to check the instrument cluster display for the little car icon that indicated whether it had a lock on the car ahead or not. DCA does not turn on by default; the driver must choose to turn it on by pushing a button on the steering wheel.
However, Forward Collision Warning, which also uses the car's radar, comes on automatically. This feature turns on an audible warning if it feels the EX35 is approaching stopped traffic too quickly. Less intrusive, the audible warning can be turned off. More conventional is the adaptive cruise control, which, like systems from other automakers, matches the EX35's speed with slower traffic when the cruise control is set. We've grown to appreciate this type of cruise control, and made use of it while driving the EX35 on the freeway. Rather than fiddle with the cruise control or plan a lane change whenever we approached slower traffic in our lane, we just let the cruise control adjust our speed. If the car ahead was keeping up a reasonable pace, we settled in the lane. Rounding out the driver aid technology is lane departure warning and prevention. Although we didn't encounter a situation in which these features would have proven useful, they can be invaluable on long road trips. When crossing a lane line without signaling, the car sounded an audible warning. If we let it continue to drift across the lane line, the EX35 nudged itself back into its lane by lightly braking the off-side wheels. When trying out this feature, it felt perfectly safe. IT never felt as though the car was about to make any violent moves. Surprisingly, the one driver aid feature missing is one we've really liked in other cars: blind spot detection. A time-tested engine
The 35 in the EX35 name signifies the 3.5-liter V-6 under the hood--a power plant that makes 297 horsepower and 253 pound-feet of torque. This engine will be familiar to those who follow the Infiniti and Nissan brands, as it has seen use in a wide variety of models, and appeared on Ward's 10 Best Engines list for many years running.
This engine proves more than adequate for motivating the EX35. It always felt ready to get the car off the line quickly. During a run up to freeway speeds, the engine showed no signs of lagging, continuing to give the car push up to and beyond the legal limit. During one passing run on the freeway, we looked down at the speedometer and noticed that the car was already up to 90 mph, showing how effortlessly it takes off.

Infiniti equipped the EX35 with a five-speed automatic, which is a strange choice that does not optimize fuel economy.

Infiniti mates this engine to a five-speed automatic, which seems like an aberration in this car. The FX35, which gets the same engine and is built on the same platform, gets a seven-speed transmission. Infiniti might have chosen the five speed to save weight or to fit in a smaller space, but the result is higher engine speeds on the freeway.
Those higher engine speeds also mean worse fuel economy. The EPA rates the Infiniti EX35 with all-wheel-drive at 16 mpg city and 23 mpg highway. We've always found that Nissan and Infiniti cars with the 3.5-liter V-6 struggle to maintain fuel economy over 20 mpg, and the lack of a sixth gear does not help the EX35. In our testing we averaged 19.1 mpg. The transmission has sport and manual modes, which both suited the car's performance-oriented handling. We raced the car over mountain roads to get a sense of how the transmission responded in its different modes, and found sport the most satisfying. Manual gear changes suffer from torque converter lag, but the sport mode did a good job of keeping the engine speed high for power in the turns. It is not as aggressive as some we've tested, but was well-suited to the car's ability to corner. Like most Infiniti vehicles, the EX35 uses stabilizer bars to keep it settled in the turns. It doesn't go through the corners perfectly flat, but doesn't exhibit much roll, either. Our car's all-wheel-drive gave it an edge, as we could feel it digging in and aiding grip--especially useful to us since we were testing on wet roads. Solid cabin tech
The power train proved to be the least high-tech aspect of the EX35, as our car came equipped with an impressive raft of cabin gadgets. Infiniti's hard-drive-based navigation system uses good-looking maps and shows some landmark buildings in 3D, although it doesn't go to quite the extreme of Audi's 3D rendering in the Q5.

This control knob, with directional buttons on top, makes using the onscreen interface particularly easy.

This navigation system includes traffic and weather, and dynamically routes around traffic jams. We found it worked quickly, and showed very useful route guidance graphics, along with voice prompts that pronounced street names.
A combination of a touch-screen and a hardware controller made destination inputs easy. Infiniti uses one of our favorite interfaces, its knob studded with directional buttons that allows quick maneuvering around the various screens.
Infiniti reserves 9.3GB of space on the navigation hard drive for the car's Jukebox feature. We were able to rip CDs to the hard drive using the CD/DVD slot, and the car's internal Gracenote database correctly tagged the resulting MP3 files. There is also satellite radio and good iPod integration in the form of a USB port to which we plugged in an iPhone. This system also allows Bluetooth streaming.
The Bose audio system in the car uses 11 speakers, including two subwoofers and a center fill. The sound quality is very good, although not up to the level of some premium systems by THX and Mark Levinson. It produces a strong sound with solid bass, but the highs are not quite as distinct as we would like.
In sum
We were suitably blown away by the 2010 Infiniti EX35's cabin tech. The traditional features--navigation, stereo, and Bluetooth phone system--were all high quality, but the addition of the driver aid features pushes this car over the top. We love the around-view camera system, and the Distance Control Assistance was at least intriguing.
Although the power train and suspension did not push the tech envelope, they are well-engineered to make the EX35 a very enjoyable car to drive. We appreciated the compact dimensions and could see it as a comfortable multi-use vehicle. As for design, the cabin tech interface is attractive and one of the most usable we've seen. As for the exterior, the car cuts a pleasing profile, and is unmistakably an Infiniti.

Spec box

Model	2010 Infiniti EX35
Trim	Journey
Powertrain	3.5-liter V-6 engine
EPA fuel economy	16 mpg city/23 mpg highway
Observed fuel economy	19.1 mpg
Navigation	Hard drive-based with traffic
Bluetooth phone support	Standard
Disc player	MP3 compatible single CD/DVD player
MP3 player support	iPod integration
Other digital audio	Onboard hard drive, USB thumb drive, Bluetooth streaming audio, satellite radio
Audio system	Bose 11 speaker system
Driver aids	Rear view camera, around-view camera, side-camera, front camera, lane departure warning, lane departure prevention, adaptive cruise control, distance control
Base price	$37,400
Price as tested	$44,695

2010 Audi S4

2010-06-02T00:34:00.000-07:00

Audi's newest S4 proves that power and fuel economy are not mutually exclusive. Pushed by upcoming European and U.S. regulations covering CO2 emissions and fuel economy, the company created a 2010 Audi S4 that delivers exciting performance, everything you would expect from an Audi S, and very reasonable fuel economy.
The new S4 gets rid of the previous version's 4.2-liter V-8 in favor of a supercharged 3-liter direct-injection V-6, giving it much better fuel economy with no real loss of power. The new S4 also benefits from Audi's improvements to its Quattro all-wheel-drive system, its Nvidia-powered 3D navigation system, and Bang & Olufsen audio quality, along with other features making it a créme de la créme tech car.

Talking to a car
Heading toward our favorite Northern California driving roads (think a lonely road winding through rolling hills covered in green fields), we pushed the voice command button and said, "I need gas." Immediately, the navigation system went to work, responding with a list of nearby gas stations. Glancing down at the list, we merely had to say the line number for our preference, and the navigation system guided us off the freeway toward a full tank of gas in preparation for an afternoon of hot driving.
Beyond finding gas stations, Audi has incorporated other natural speech voice commands into the S4's cabin electronics. Most usefully, you can tell it to call Joe, and if you have a Joe in your phone's contact list, the car will dial the associated phone number. Other new voice commands include, "I'm hungry" and "I need cash," each activating different point-of-interest searches (rather than popping a pastrami sandwich or a bundle of cash in your lap).
The navigation system itself showed us an incredibly detailed 3D map of downtown San Francisco, rendering all buildings and even texturing a few. Audi launched this new navigation system, which uses an Nvidia graphics chip to draw the buildings, in the Q5. Out of the city, the map shows the topographical features of those rolling hills toward which we were heading. This is a car a geographer would love.
Live traffic is also a feature of this navigation system, along with the capability to dynamically route around bad traffic. In fact, the only thing we don't particularly like about it is the destination-entry screen, which lacks an aesthetic touch.
When purchasing an S4, you are faced with four choices: Premium Plus or Prestige, with each trim giving the option of six-speed manual or seven-speed automated manual transmissions. Our car was a Prestige model, which not only brings in the navigation and voice control systems, but also adds a 14-speaker 505-watt Bang & Olufsen audio system.
Believe us, Prestige is the way to go, as the audio system delivers a very clean and balanced sound. We found that the bass was sharp without being thumpy, and the highs showed nice separation. The system seemed to favor midranges, making vocal tracks shine.
As for the transmission, the high-tech choice would have been the seven-speed automated manual, Audi's newest dual -clutch gearbox, but we had the six-speed manual. We didn't have any regrets about this gearbox, though, as it shifts with silky precision, proving a perfect partner for the supercharged V-6.
This is one responsive, yet subtle, engine. Making 333 horsepower and 325 pound-feet or torque, it should make a throaty growl as it pushes the small S4 to 60 mph in less than 5 seconds, but instead it purrs with the sound of precisely engineered German parts interacting. All you hear is a slight whoosh from the supercharger squeezing power from the relatively small-displacement direct-injection engine.
We didn't miss the basso profundo of a bigger engine; we were too busy being thrilled by the speed or looking for the right lines through the curves. Of course, the S4 comes standard with Audi's Quattro all-wheel-drive system, along with a sport-tuned suspension that kept it composed during hard cornering.
Suspension optional
But this car wasn't all it could be. Audi keeps some of the performance gear on the options list. Our car didn't have the available rear sport differential, which vectors torque to the outside rear wheel in a turn, nor did it have Audi's Drive Select feature, which includes an active suspension and sport settings for the engine and steering.
As it was, our S4's suspension provided a nice ride in normal driving and mostly counteracted body roll in the corners. It didn't stay as flat as it would have with an active suspension, but still allowed us to carry a lot of speed through the corners. In this way, our S4's handling felt slightly retro, with a little looseness when it got stressed by inertial forces in the turns.
We were impressed that, after a good bit of city, freeway, and performance driving, the average fuel economy was 21.3 mpg. Most sports cars of this caliber would be down around 16 or 17 mpg. The EPA rates the S4 at 17 mpg city and 28 mpg highway.
The center display on the instrument cluster tries to help you economize by indicating the appropriate gear for the current speed, but we got tired of trying to follow its guidance when it said the car should be in sixth gear at 40 mph. We like a little more ready power than what's available with that ratio.
That center display, a color LCD between speedometer and tachometer, offered a lot of control in conjunction with the steering-wheel-mounted controls. At the push of a button it switches between trip, navigation, phone, and audio displays. We had full control over an iPod plugged into the car with the center display and steering-wheel buttons. Likewise, we could thumb through a paired phone's contact list, all without having to touch the console-mounted controls for what Audi calls the Multimedia Interface.
We did need to look to the center LCD for the back-up camera, which has long been a high-point in Audis. It not only shows distance lines, but trajectory lines also curve around as you turn the wheel, showing where the car will go when backing up. The next step, which a few other automakers have already incorporated, would be an around-view monitor, but that technology is of debatable usefulness in a small sedan.
When we first got onto the freeway in the S4, we lamented the lack of a blind-spot warning system, but checking the option sheet later, we saw it is available, as is adaptive cruise control, two high-tech driving aids that would make a nice addition to the S4's equipment roster--the latter especially if you take long road-trips.
In sum
Though Audi's sport brand falls short of the BMW's M or Mercedes-Benz's AMG, there is little that will disappoint in the 2010 Audi S4. It is a thoroughly civilized car that happens to offer exciting performance. We give it a top score for performance, as the supercharged engine gives you speed when you want it, yet doesn't drain the tank after 100 miles of driving. Audi offers the high-tech seven-speed dual-clutch transmission for quick shifts, and the Drive Select package gives it modern handling technology.
It earns almost as high of a score for cabin tech, a rating propelled upward by the rich maps in the navigation system. The Bang & Olufsen audio system helps that rating, as well as the next-generation voice command system. We like that adaptive cruise control and blind spot detection are available, but Audi stops short of more esoteric cabin tech such as drowsiness warnings or night vision.
The only real flaw we found with the S4 was in the design of some of the input screens for navigation and phones. The usability of the instrument cluster display gave it a design boost, and the overall look of the car is distinctly Audi.
Spec box
Model 2010 Audi S4
Trim Prestige
Power train Supercharged direct injection 3-liter V-6
EPA fuel economy 18 mpg city/27 mpg higway
Observed fuel economy 21.3 mpg
Navigation Standard hard drive-based with traffic
Bluetooth phone support Standard
Disc player MP3 compatible single CD
MP3 player support iPod integration
Other digital audio Onboard hard drive, SD Card, USB drive, auxiliary input, satellite radio
Audio system Bang & Olufsen 505 watt 14 speaker
Driver aids Adaptive cruise control, blind spot warning, back-up camera
Base price $45,900
Price as tested $51,575

Honda CR-Z hybrid (2010) CAR review

2010-06-02T00:19:00.000-07:00

This isn’t what I’d been led to expect. The new 2010 Honda CR-Z hybrid coupe is billed as ‘the world’s first sporty hybrid’, so I’d anticipated something a bit more electric and 21st century; something weird, whooshy, torquey and maybe a bit aloof. But instead of being fast-forwarded a decade, it’s all gone a bit Life on Mars. The new CR-Z hybrid feels a bit retro.
I’m driving something that – cockpit visuals aside – shows absolutely no evidence of being a hybrid, but instead feels every bit the ’80s hot hatch; a great exhaust note that promises more than the engine delivers in raw grunt, but the steering, body control and brakes to make the most of it. The Honda CR-Z feels like the sort of car we thought the car makers didn’t – or couldn’t – make any more.

So is the new CR-Z the future, or a throwback to the past?
What it is – in engineering terms – is a two-door, 2+2 small coupe built on a very heavily made-over Insight platform with 115mm chopped out of the wheelbase to get the length down to just over 4m, and 25mm added to the track. The new layout ought to improve handling, but it definitely helps the stance; the mad origami styling is original and entirely modern but references Honda’s sharp, ’80s CR-X baby coupe and the original 1999 Insight; also a hybrid coupe, but far from sporty.
The engine is a 1497cc, 16-valve VTEC petrol pinched from the US-market Jazz, offered for the first time in Europe and fitted with Honda’s IMA integrated motor assist hybrid system, in which an electric motor sits between the engine and gearbox and helps out when there’s enough charge in the nickel metal-hydride batteries housed under the boot. The petrol engine alone makes 113bhp at 6100rpm and 107lb ft at 4800rpm, but total system output from both motors is 124bhp and 128lb ft between just 1000-1500rpm.
Not, frankly, figures you’d associate with a modern hot hatch, now that Clios come with 200bhp. Nor will Honda’s IMA system power itself electrically with the engine entirely stopped, as a Prius will. And its environmental credentials – a claimed 56.5mpg and 117g/km – are comprehensively outstripped by some conventionally powered, eco-tweaked hatches, like a Golf Bluemotion or a BMW 116d, and well behind the 64.2mpg and 101g/km of the Insight.
Yes, read the numbers alone and you’re left thinking that the Honda CR-Z will have to do a lot on the road to justify its sporty hybrid claims, and left wondering if it possibly can when the related Insight and Civic IMA are such blanks dynamically.
How does the Honda CR-Z (2010) drive?
Only one way to find out. Open the CR-Z and it’s quickly apparent Honda hasn’t worked any packaging miracles under that truncated rear end; the boot is shallow and small at 225 litres and Honda’s blurb tellingly describes how the ‘2+2 layout gives the option of carrying children in the rear’: it’s only an option, adults aren’t welcome, and you suspect that most CR-Zs will have the back seats permanently flipped forward.
The front half of the cockpit is much better. While other car makers endlessly search out ever-more luscious plastics, Honda somehow manages to build great cabins from some pretty average materials; the appeal is in precision with which they’re assembled, the intelligence with which they’re laid out and the palpable engineering quality behind them.
The CR-Z is no exception. You sit low in big, winged sports chairs; more under-thigh support would be good. For a small, sporty car there’s masses of storage with three cupholders and big bins and boxes. There’s no conventional central console; instead the air-con and driving-mode controls - of which more later - are grouped in two pods to either side of the main instrument binnacle and just behind your hands as they rest on the wheel. The whole layout is focussed, fresh, and intuitive to use.
Honda CR-Z: pick your driving mode
The CR-Z offers three driving modes, selected with switches on the pods behind the wheel. Eco neuters the engine in the interests of economy but leaves it with more than enough urge for city driving. Normal is, well, normal, and Sport sharpens the throttle response, primes the hybrid system to assist more and adds weight to the steering. Around town and on motorways the CR-Z feels fine in any of the three modes. The ride is surprisingly good for a sporty car with Insight underpinnings; the bespoke springs and dampers produce some surface-sensitivity and a stiff-ish response to bigger intrusions, but nothing too harsh given the car’s sporting intent.
Is the CR-Z a back-road thriller?
The real surprise comes when you select Sport and head for a B-road. As you run the engine out to the redline the noise – like a Civic Type-R at two-thirds volume – is great, but not matched by much forward progress; Honda claims an uninspiring 10.2sec to 62mph. There also isn’t the low-end torque-thump you’d hope for from an electrically-assisted drivetrain; the engine builds power in a linear manner but does its best work once the VTEC system changes cam profile around 4000rpm, the electric motor just helping to fill in the low-end torque hole of the small capacity, naturally aspirated petrol engine.
So rather than being the expected party-piece, the drivetrain is a little underwhelming. The revelation is in the handling. The Sport button sharpens the steering response noticeably, and the gearing is already quick at just 2.5 turns between locks. This, combined with terrific primary body control through bends and over vertical undulations, seemingly unbreakable traction, brakes that are almost over-sharp and utterly unlike the vague stoppers fitted to most hybrids, and diminutive dimensions right-sized for British roads together mean the CR-Z goads you to maintain all the momentum the engine can summon, and probably more than is good for the planet or your licence. I don’t know what fuel figures I got as I drove repeated laps of my benchmark B-road route, but I’m pretty certain it wasn’t 56.5mpg.
Honda CR-Z: the CAR verdict
The CR-Z is exactly the kind of oddball, flawed, contradictory car that Japan occasionally, inadvertently produces; an impractical hybrid that is out-eco’d by plenty of ‘normal’ cars, yet out-handles most of them too. Most of you just won’t see the point, but a handful will buy it for the looks, or the handling, or even just the hybrid badge, and love it. And long may Honda continue to boldly build cars for that one per cent.

Statistics

How much?	£16,999
On sale in the UK:	2010
Engine:	1497cc 16v hybrid four, 124bhp @ 6100rpm, 128lb ft @ 1000-1500rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	10.1sec 0-62mph, 124mph, 56.5mpg, 117g/km
How heavy / made of?	1198kg/steel
How big (length/width/height in mm)?	4080/1740/1395

2010 Infiniti EX35 Journey

2010-05-28T20:39:00.000-07:00

The 2010 Infiniti EX35 pushes the boundaries of car technology, introducing cutting-edge new features. A few years ago, the company began to show its tech chops with an excellent hard-drive-based navigation system. Then Infiniti offered a lane departure prevention system that would nudge the car back into its lane. The EX35 goes further, actually pushing back on the gas pedal if it is about to hit an object. This is a car with a sense of survival.
The car itself sits firmly in the crossover segment. In style and shape, it resembles its big brother, the Infiniti FX. But the EX is shorter in length by almost a foot and in height by 3.5 inches. That may not sound like much, but the EX reads as a much smaller vehicle in person, and could almost be called a hatchback. Whereas the FX works well in suburbia, the EX is an excellent city car.

Practically self-aware
One tech feature that particularly helps in the city is the around-view camera. Along with a rear-view, which includes trajectory and distance lines, our EX35 had side and front cameras that gave us a top-down look at the car.
Squeezing into a tight parallel parking spot, the camera view proved invaluable, letting us see the curb and the cars to the front and back, resulting in almost perfect parking. The front camera even showed trajectory lines as we eased the EX35 forward, edging up to the car in front. We could also switch the top-down view to a curb-side view, with a yellow line overlaid to help judge distance to the curb.
Infiniti calls the more radical technology in the EX35 Distance Control Assist (DCA). Using the forward-facing radar already in the car for the adaptive cruise control, DCA looks at traffic ahead, and applies the brakes and even pushes back on the gas pedal when cars ahead are stopped or slowing. For some, DCA will seem too intrusive. We used it extensively and found ourselves fighting the gas pedal pushback continually, as its idea of a safe stopping distance and ours differed in city traffic.
Still, we could see its usefulness. At times, as we looked to see if the next lane over was clear for a lane change, DCA slowed the EX35 in response to traffic ahead slowing. We also found it amusing to let it bring the EX35 to a stop as we approached traffic at a red light.
We could not, however, rely on the system to stop the car all the time. In city driving, the forward-facing radar seemed to get a fix on traffic ahead only about 50 percent of the time. We quickly learned to check the instrument cluster display for the little car icon that indicated whether it had a lock on the car ahead or not. DCA does not turn on by default; the driver must choose to turn it on by pushing a button on the steering wheel.
However, Forward Collision Warning, which also uses the car's radar, comes on automatically. This feature turns on an audible warning if it feels the EX35 is approaching stopped traffic too quickly. Less intrusive, the audible warning can be turned off.
More conventional is the adaptive cruise control, which, like systems from other automakers, matches the EX35's speed with slower traffic when the cruise control is set. We've grown to appreciate this type of cruise control, and made use of it while driving the EX35 on the freeway. Rather than fiddle with the cruise control or plan a lane change whenever we approached slower traffic in our lane, we just let the cruise control adjust our speed. If the car ahead was keeping up a reasonable pace, we settled in the lane.
Rounding out the driver aid technology is lane departure warning and prevention. Although we didn't encounter a situation in which these features would have proven useful, they can be invaluable on long road trips. When crossing a lane line without signaling, the car sounded an audible warning. If we let it continue to drift across the lane line, the EX35 nudged itself back into its lane by lightly braking the off-side wheels. When trying out this feature, it felt perfectly safe. IT never felt as though the car was about to make any violent moves.
Surprisingly, the one driver aid feature missing is one we've really liked in other cars: blind spot detection.
A time-tested engine
The 35 in the EX35 name signifies the 3.5-liter V-6 under the hood--a power plant that makes 297 horsepower and 253 pound-feet of torque. This engine will be familiar to those who follow the Infiniti and Nissan brands, as it has seen use in a wide variety of models, and appeared on Ward's 10 Best Engines list for many years running.
This engine proves more than adequate for motivating the EX35. It always felt ready to get the car off the line quickly. During a run up to freeway speeds, the engine showed no signs of lagging, continuing to give the car push up to and beyond the legal limit. During one passing run on the freeway, we looked down at the speedometer and noticed that the car was already up to 90 mph, showing how effortlessly it takes off.
Infiniti mates this engine to a five-speed automatic, which seems like an aberration in this car. The FX35, which gets the same engine and is built on the same platform, gets a seven-speed transmission. Infiniti might have chosen the five speed to save weight or to fit in a smaller space, but the result is higher engine speeds on the freeway.
Those higher engine speeds also mean worse fuel economy. The EPA rates the Infiniti EX35 with all-wheel-drive at 16 mpg city and 23 mpg highway. We've always found that Nissan and Infiniti cars with the 3.5-liter V-6 struggle to maintain fuel economy over 20 mpg, and the lack of a sixth gear does not help the EX35. In our testing we averaged 19.1 mpg.
The transmission has sport and manual modes, which both suited the car's performance-oriented handling. We raced the car over mountain roads to get a sense of how the transmission responded in its different modes, and found sport the most satisfying. Manual gear changes suffer from torque converter lag, but the sport mode did a good job of keeping the engine speed high for power in the turns. It is not as aggressive as some we've tested, but was well-suited to the car's ability to corner.
Like most Infiniti vehicles, the EX35 uses stabilizer bars to keep it settled in the turns. It doesn't go through the corners perfectly flat, but doesn't exhibit much roll, either. Our car's all-wheel-drive gave it an edge, as we could feel it digging in and aiding grip--especially useful to us since we were testing on wet roads.
Solid cabin tech
The power train proved to be the least high-tech aspect of the EX35, as our car came equipped with an impressive raft of cabin gadgets. Infiniti's hard-drive-based navigation system uses good-looking maps and shows some landmark buildings in 3D, although it doesn't go to quite the extreme of Audi's 3D rendering in the Q5.
This navigation system includes traffic and weather, and dynamically routes around traffic jams. We found it worked quickly, and showed very useful route guidance graphics, along with voice prompts that pronounced street names.
A combination of a touch-screen and a hardware controller made destination inputs easy. Infiniti uses one of our favorite interfaces, its knob studded with directional buttons that allows quick maneuvering around the various screens.
Infiniti reserves 9.3GB of space on the navigation hard drive for the car's Jukebox feature. We were able to rip CDs to the hard drive using the CD/DVD slot, and the car's internal Gracenote database correctly tagged the resulting MP3 files. There is also satellite radio and good iPod integration in the form of a USB port to which we plugged in an iPhone. This system also allows Bluetooth streaming.
The Bose audio system in the car uses 11 speakers, including two subwoofers and a center fill. The sound quality is very good, although not up to the level of some premium systems by THX and Mark Levinson. It produces a strong sound with solid bass, but the highs are not quite as distinct as we would like.
In sum
We were suitably blown away by the 2010 Infiniti EX35's cabin tech. The traditional features--navigation, stereo, and Bluetooth phone system--were all high quality, but the addition of the driver aid features pushes this car over the top. We love the around-view camera system, and the Distance Control Assistance was at least intriguing.
Although the power train and suspension did not push the tech envelope, they are well-engineered to make the EX35 a very enjoyable car to drive. We appreciated the compact dimensions and could see it as a comfortable multi-use vehicle. As for design, the cabin tech interface is attractive and one of the most usable we've seen. As for the exterior, the car cuts a pleasing profile, and is unmistakably an Infiniti.
Spec box
Model 2010 Infiniti EX35
Trim Journey
Powertrain 3.5-liter V-6 engine
EPA fuel economy 16 mpg city/23 mpg highway
Observed fuel economy 19.1 mpg
Navigation Hard drive-based with traffic
Bluetooth phone support Standard
Disc player MP3 compatible single CD/DVD player
MP3 player support iPod integration
Other digital audio Onboard hard drive, USB thumb drive, Bluetooth streaming audio, satellite radio
Audio system Bose 11 speaker system
Driver aids Rear view camera, around-view camera, side-camera, front camera, lane departure warning, lane departure prevention, adaptive cruise control, distance control
Base price $37,400
Price as tested $44,695

Citroen DS3 DSport THP150 (2010)

2010-05-27T08:30:00.000-07:00

The French philosopher Roland Barthes wrote when the original Citroen DS was launched in 1955 that the car was now the “exact equivalent of the great Gothic cathedrals: I mean the supreme creation of an era, conceived with passion by unknown artists, and consumed in image if not in usage by a whole population which appropriates them as a purely magical object.” Believe me: nobody’s going to write that about the new Citroen DS3.
Of all the great French cars, the 2CV might be the Frenchest, for its simplicity and affordability, but the original DS was unquestionably the greatest for its extraordinary styling and technological advancement. And now it’s back. Or the name is, anyway. The Peugeot-Citroen group, rightly if belatedly recognizing that there’s money to be made in premium cars, and danger in the way the premium brands are moving in on its small-car customers, is developing a DS ‘line’; each a premium version of an existing model.
So what is the new Citroen DS3?

This DS3, based on the new C3, is the first; a DS4 and DS5 will follow. Citroen has also rightly recognized that much of the success of the Mini and the Fiat 500 is down to a strong sense of national identity and a link to a cool small car of the past. Unfortunately, the best small French cars were admirable and accessible but seldom aspirational: a new 2CV wouldn’t appeal much to a buyer tempted by an Audi A1.
One CAR colleague says it’s sacrilege. I don’t agree. Citroen owns the DS name and can do what it likes with it; as a means of communicating Frenchness it’s better than a tricolore on the roof and a horn that play La Marseillaise. I’d just question the marketing wisdom of inviting comparisons.
But let’s leave the row over the name aside and examine the car. The DS3 is a three-door, five-seat hatch with a decent-sized boot, Citroen calling attention to the Mini and 500’s failings in these regards. It offers 90 and 110bhp diesels and 95, 120 and 150bhp petrols with five and six-speed manuals, and an auto with the 120. We’ll come back to the tech later, as it’s by far the least interesting aspect of this car.
Is it cheap?
It’s going to cost you between £11,700 and £15,900 before options, and close to nineteen grand with them all – for a car derived from a Citroen C3, remember. Options are the most interesting aspect of this car, Citroen having – again rightly if belatedly – recognized that personalization is another key to the success of the Mini and the 500. So you can have the roof in black, white, a purplish-red or baby blue, the wheels and wheel centres in a ‘near-infinite’ range of colours, chrome or colour for the wing mirrors and sills, and a choice of eight dash colours, seven gearknob designs and umpteen fabrics and leathers.
Orange County Choppers offers its customers less choice. It’s going to create a nightmare in the factory, but the carmakers know that in an age of chronic congestion, spiraling oil prices and likely GPS-enforced speed limits we’re not going to get our motoring kicks from actually driving any more. So the DS3 offers to extend the delicious agony of specifying your car, and delight you every day with the knowledge that your car is entirely your own creation and probably unique.
There’s a flip side, of course; the possibility of mild disappointment, or indeed complete horror, when the car arrives and you realize that design is best left to designers and there’s a reason your Mum still picks your clothes, or the moment three years hence when you realize that the used-car trade doesn’t love that brown-blue-pink combo as much as you do, and that you’ve irredeemably kippered your residual value.
Our test car looked very of-the-moment in white with white wheels, and blue roof and wheel centres, but we wonder how good it will look when the moment has passed. It does draw attention to the DS3’s better features, like the ‘floating’ roof, the ‘shark’s fin’ body-coloured B-pillar, and the long rows of LED running lights in the chin that emphasize the car’s broad and low (for a hatchback) stance.
I liked the way it looks, as did most of Paris from the extraordinary attention it garnered, but you’ll decide for yourself. Inside, I liked the way it worked, but found the looks unremarkable. The seat support and position were fine, there’s masses of storage including a vast glovebox, decent visibility and relatively logical switchgear, most of it lifted straight from the standard C3. The attempts at premium-ness are admirable – lots of extra leather with the leather trim option, and a glossy lacquer finish to the entire dash – but are let down by some traditional Citroen wobbliness in places. You interact with this stuff every day; nothing’s going to annoy you, but nor will it deliver the constant tactile delight of an Audi.
Verdict
We could only try the 150-badged petrol (actually 154bhp) with the six-speed box. Developed with BMW and made at Douvrin, this is a non-intercooled version of the 1598cc turbo unit that makes 175bhp in the Mini Cooper S and is used in varying states of tune elsewhere in the Peugeot, Citroen and Mini ranges. It’s torquey, flexible, refined and very linear, and the shift quality of the six-speed ‘box fair, though a little long and imprecise. Don’t confuse even this top engine option with a hot hatch though, especially one of Renaultsport’s current efforts. There’s enough power to entertain but not thrill, and any more would expose the chassis’ shortcomings.
As it is, engine and chassis are well-balanced. The ride is remarkably good given the top-spec 17-inch rims, with only the worst Parisian potholes sending much noise or shock to the cabin. Refinement is impressive; the engine is as well-isolated as the road, and the quick, fluid, fully electric steering is free of kickback but also free of feel. Good secondary ride on city streets translates into decent body control on open roads; push the motor harder and the chassis will start to roll and understeer earlier than a Mini, but the point of dynamic disintegration arrives much later than you’d think. You’ll enjoy driving this car briskly, but it doesn’t do fast.
If this praise sounds faint, it’s because the DS3’s general competence is compromised by the fact that it just doesn’t do anything new; its marketing is lifted straight from the Mini and its engineering from the C3 it’s based on. It won’t be as disastrous as the French car industry’s other recent attempts to do a ‘different’ small car – think 1007 or Pluriel – but only because it’s a much safer play. Frenchness alone can’t make it interesting, and we’d feel the same way even if it didn’t bear that storied name.

Toyota and Tesla strike $50m electric car deal

2010-05-27T08:21:00.000-07:00

Toyota today agreed to buy a $50 million stake in Tesla Motors, the Californian electric car start-up. The two companies plan to cooperate on electric vehicles, batteries and other EV technology.
But Tesla's tiny! Why would giant Toyota want to buy into a minnow?
Seems that Tesla really does have ideas and practices that is interesting the major players. It already has a deal in place with Daimler, but Toyota plans to introduce pure EVs by 2012 and is now keen to tap into Tesla's knowledge.
Toyota has already sold around 2.5m hybrids since 1997. Tesla operates on a slightly smaller scale: it's sold just over 1000 Roadsters in North America, Europe and Asia since launch.
Toyota-Tesla deal: the bosses speak
'I sensed the great potential of Tesla's technology and was impressed by its dedication to monozukuri [Toyota's approach to manufacturing],' said Toyota president Akio Toyoda. 'Through this partnership, by working together with a venture business such as Tesla, Toyota would like to learn from the challenging spirit, quick decision-making, and flexibility that Tesla has. Decades ago, Toyota was also born as a venture business. By partnering with Tesla, my hope is that all Toyota employees will recall that venture business spirit, and take on the challenges of the future.'
Tesla founder Elon Musk said: 'Toyota is a company founded on innovation, quality, and commitment to sustainable mobility. It is an honour and a powerful endorsement of our technology that Toyota would choose to invest in and partner with Tesla. We look forward to learning and benefiting from Toyota's legendary engineering, manufacturing, and production expertise.'

2010 Honda Civic EX-L

2010-05-23T06:34:00.000-07:00

The Civic received its last major update for the 2006 model year, acquiring smooth sides and hovercraft like overhangs. Honda did get a little radical with the instrument cluster, using a bilevel arrangement with the tachometer in the usual place, and a digital speedometer just below the windshield.
Nav needs update
Minor updates for the Civic EX-L model with navigation that we reviewed include the addition of a Bluetooth cell phone system and iPod integration. But the navigation system in particular highlights the aching need for Honda's next generation Civic, due to arrive as a 2012 model. Not only are the maps low resolution, with jaggy graphics, but the route guidance is poor and response time is slow.
This navigation system was introduced with the 2006 model, so don't expect external data sources with traffic and weather information, even though the car comes with satellite radio. The maps show in 2D only, on a touch-screen that also displays audio information.
We had no difficulty entering addresses into this navigation system, although there was a slight delay after each button push. Trying to follow its route guidance through dense urban streets proved frustrating, with insufficient graphics and voice prompts that seem to come only at every fifth turn.
Honda includes its excellent voice command system in the car, but its response time was also slow. Further, with the addition of the voice-operated Bluetooth phone system, the car gets two sets of voice command buttons, something we have previously complained about in models from Acura before the cabin tech was streamlined.
Using the Bluetooth phone system with a paired iPhone, the only feedback on the car's LCD is an informational graphic showing the location of the voice command buttons. You have to use voice command to enter digits, and the system does not import a phone's contact list.
Bluetooth was one add-on to this generation of Civic, as was iPod integration, which relies on a pigtail USB port in the console. Again, the system showed quite a bit of sluggishness as we selected albums or artists from the iPod library menu. The USB port will also work with USB mass storage devices.
As with the 2006 model, the only way to access the CD slot is to open up the LCD screen, which motors down. That single CD player also handles MP3 CDs. A more esoteric option sits near the CD slot in the form of a PC Card slot. With either a flash memory PC Card or an adaptor for an SD card you can play MP3s through the stereo
Bolstering the Civic's average nature, the EX-L trim version gets a six-speaker audio system. Not particularly loud, this system reproduced music well enough that we didn't mind listening to it, but neither did we look forward to cruising around in the car listening to music.
Sprightly engine
For power, the Civic EX-L uses a sprightly little 1.8-liter four-cylinder engine, mated to either a five-speed manual or automatic, as in our car. We liked the way the Civic felt ready to leap forward as soon as we put it in drive. That eagerness almost made it difficult to control as we maneuvered our way out of a crowded parking lot.
Honda squeezes 140 horsepower and 128 pound-feet of torque out of this engine using its i-VTEC variable-valve-timing technology. Techwise, the power train is far from cutting edge, another average component of the Civic. Other automakers are trotting out turbocharged and direct injection engines, whereas five speeds on the gearbox seems primitive.
The Civic drives well enough; it is easy to shoot around town and reasonably comfortable at speed on the freeway. When we mashed the gas pedal for passing power, the transmission dropped down a gear and the engine made a tortured grinding sound as the revs climbed. The Civic is one of those cars with good acceleration up to about 30 mph, but it quickly loses wind.
Its handling is responsive, but not particularly sporty. Honda offers the Civic Si for that. The Civic displays the kind of understeer we would expect, and the body is prone to leaning in turns when pushed, despite the firm suspension.
The EPA puts the Civic fuel economy at 25 mpg city and 36 mpg highway. By contrast, we easily got over 40 mpg with the Honda Insight hybrid, which, similarly equipped, can be had for about $2,000 less than the Civic. Going by the numbers, the Insight seems a no-brainer compared with the Civic.
In sum
Reiterating the point, the 2010 Honda Civic EX-L is a fine but purely average car. It has some of the cabin tech features we look for in cars, but the performance is not all that good, and the aesthetics are definitely lacking. The Civic also faces very tough competition in its segment from cars such as the new Kia Forte, which offers a better Bluetooth phone system and iPod integration, although not navigation.
The Civic's 1.8-liter four-cylinder and five-speed automatic is also pretty average in the current car market. Fuel economy is good, but not great, with the company's own Insight hybrid besting it without sacrificing much in the way of power.
Spec box
Model 2010 Honda Civic
Trim EX-L with navigation
Powertrain 1.8-liter four cylinder engine
EPA fuel economy 25 mpg city/36 mpg highway
Observed fuel economy Not recorded
Navigation DVD-based
Bluetooth phone support Standard
Disc player MP3 compatible single CD
MP3 player support iPod integration
Other digital audio USB drive, PC Card, satellite radio
Audio system 160 watt six speaker system
Driver aids None
Base price $23,805
Price as tested $24,555

Honda's new mobility device is about people, not cars

2010-05-17T02:39:00.000-07:00

For those with weakened leg muscles who don't need or want to use wheelchairs, there's a strange-looking new mobility device on the market, and Honda is its maker. As the Japanese multinational corporation (and the world's largest manufacturer of motorcycles) writes on its Bodyweight Support Assist product page, "Most people think of Honda as an automobile company. But our main focus is and always has been human mobility."
Potential users can be assured that what Honda didn't spend on a catchy name campaign it did invest in the design. The Bodyweight Support Assist device reduces the load on leg muscles and joints by having users semi-crouch on a seat (that appears to serve the additional function of a jockstrap) with a small frame and shoes. The assisting force that comes from the user's own legs is directed toward that user's center of gravity, resulting in near-effortless balance in all sorts of positions and during all sorts of activities.
When the device first appeared on YouTube in November 2008, replete with a soft porn track in the background presumably intended to simultaneously relax and excite viewers, the general reaction was that the thing might just be too weird to ever be able to catch on. (And really, you do have to see it to believe it.)
But after testing its device, Honda has decided to go for it, and showcases the Bodyweight Support Assist in the National Design Triennial "Why Design Now?" exhibition at the Cooper-Hewitt National Design Museum in New York from May 2010 through January 2011.
Only time will tell if this thing ever takes off. But we can all rest assured that, in the beginning at least, seeing this thing in action will be its own reward.

Renault Zoë ZE electric car 'to cost £13,000' in UK

2010-05-14T00:07:00.000-07:00

Renault's new electric cars may turn out to be cheaper than we expected. We had been looking to a price comparable to modern turbodiesels, but a senior executive has told us that the new 2012 Zoë ZE city car will be priced from just €15,000.
'The Zoe will cost around €15,000, or £13,000 in sterling,' said global vice president of sales and marketing, Stephen Norman. 'And that will include the subsidy.'

The UK Government has already pledged £5000 off full zero emissions vehicles. However, customers will have to lease the batteries and that cost is set to be between £85-£90 a month.
'The overnight charge will cost just a few pennies,' vowed Norman. 'These cars are serious – and they will be cheaper than an internal combustion engine vehicle.'
Electric cars, blah blah. They're not that clean if they're powered by coal, are they?
True, but Norman and his team of spinmeisters are one step ahead. 'We calculate that emissions would average 30g/km of CO2 – even with electricity production in the UK.'
The Zoë ZE is one of three electric cars being launched by Renault, as it and partner firm Nissan spearhead the charge into EVs.
Remind me of the madly named electric Renault line-up in full...
Based on the 2009 Frankfurt concepts, there will be three Renault battery cars at launch in 2011: the Fluence ZE four-door family car; the Twizy ZE slightly crazy small city car; and the Kangoo Van ZE commercial vehicle. The 4m-long Zoë ZE supermini Norman is talking about follows in 2012.

Expect the electric architecture of cars like the Zoë to be available on the next batch of traditional small Renaults, too. The new rear-wheel drive Twingo coming in 2013 will offer EV ability from launch and the new Clio due in 2012 will offer battery power. Each will be denoted by the ZE badge, for zero emissions.

The new 2012 Clio should be quite a car. It will also usher in the new Renault design direction, overseen by ex-Mazda styling chief Laurens van den Acker. It's said to be quite a departure from Patrick le Quément's preferred look in latter days. It'll have percolated across the entire range by 2014.

Lamborghini Gallardo LP550-2 Balboni CAR review

2010-04-18T09:07:00.000-07:00

Because the Lamborghini Gallardo LP560-4 isn't quite enough for everyone, there's now a less-is-more version. With no front driveshaft and all the power from the 5.2-litre V10 going to the rear wheels, this is the limited edition LP550-2 Valentino Balboni, and a chance to help shift a few more cars, deflect attention from the new Ferrari 458 Italia, and finally silence those whingers who claim that Lambos aren’t real drivers cars. Wonder how many have actually driven one?

So what’s the Balboni bit about in the Lamborghini Gallardo LP550-2 Valentino Balboni name?Valentino Balboni is Lamborghini’s recently retired test driver, a man who worked under Ferrucio Lamborghini himself when the company was still knocking out Miuras. Just 250 units of this special Gallardo will be made to honour Balboni’s 41 year association with the firm. And since much of his time was spent wrestling with lairy rear-drive supercars, Balboni the car fittingly does without the standard Gallardo’s front differential and driveshafts.

That’s not all it does without, judging by the name. Where did the 10bhp go?

Ditching the front shaft and diff has cut the weight 30kg to 1380kg, although that’s without fluids – say 1480kg measured the conventional way.
That means that the rear-driver still delivers a better power to weight ratio even with 543bhp (550ps) instead of 552bhp. But why reduce it at all? Because Lamborghini doesn’t want the rear driver overshadowing the four-wheel drive car.

And does it?

On paper, no. Zero to 62mph takes 3.9sec, two tenths longer because of the inferior traction and it suffers the ignominy of failing to crack 200mph thanks to the power reduction. Oh, the shame!

Forget all that and remember the power-to-weight ratio. Where it counts, on the road, the Balboni is every bit as rapid as the 560, whatever the performance figures and oddly muted exhaust note suggests. Compared with the Murcielago’s V12, the direct-injection V10 is buttery smooth and was perfectly matched in our test car to an old fashioned six-speed manual gearbox. Don’t be intimidated by the open metal gate – the change is slick and the clutch no heavier than a family car’s. You can still pay extra for the e-gear semi-auto if you wish.

Statistics

How much?	£163,245
On sale in the UK:	Now
Engine:	5204cc 40v V10, 543bhp @ 8000rpm, 398lb ft @ 6500rpm
Transmission:	Six-speed manual, rear-wheel drive
Performance:	3.9sec 0-62mph, 199mph, 20mpg, 341g/km CO2
How heavy / made of?	1380kg/aluminium
How big (length/width/height in mm)?	4345/1900/1165mm

2010 Cadillac CTS-V

2010-04-17T08:32:00.002-07:00

Super sport-sedans might just be perfect cars for gearheads and speed-freaks who juggle a family, or need a bit more space for friends, work, or whatever. Generally wolves in sheep clothing, BMW's M5, Mercedes-Benz's E-Class AMG, and Audi's RS6, tell little more externally than slightly different fascia and badges. These cars provoke your inner demons while allowing you to maintain a shiny, perfect "hidey-ho, good neighbor" façade. Don't worry, your secret's safe with me.
The German sedans mentioned above were the only worthwhile games in town; that was until 2004, when GM stepped up to the plate with its first contender, the CTS-V. Utilizing the 400-horsepower V8 harnessed under the hood of the top C5-generation Z06 Corvette, the CTS-V checked all of the performance boxes. Brembo brakes, 18x8.5-inch wheels, Goodyear Eagle F1 Supercar tires, track tuned suspension, and it became the first Cadillac in almost 20 years to be equipped with a manual transmission. Despite checking all the right boxes, quality issues plagued the first generation CTS-V, and sales numbers paled in comparison to its German rivalsThank god that wasn't the end of the CTS-V story.
In 2009, Cadillac introduced an all-new CTS-V, and not only are all the right boxes checked, the checks are as large and dark as possible. Borrowing quite a bit from the new supercar eating Corvette ZR1, the CTS-V is poised to be the king of the super sport-sedan segment. Imagine my delight then, when a Radiant Silver 2010 example rolled into our stable.
Remember my "wolf in sheep's clothing" comment? Yea, the CTS-V is more like a wolf wearing a sheep's costume that's 2 sizes too small. The rippling hood bulge, air gobbling front fascia, and burly 19" alloys do little to hide the beast within this CTS. So much so, that the V badges on the doors and trunk almost look redundant. No hiding this from the neighbor kids, they'll either stare in amazement or run home crying wolf when you rumble home. More like "Hidey-ho, good neighbor...now get the &%*# out of my way".
Next

2010-04-17T08:21:00.000-07:00

If you thought the freeway was thrilling, exiting can get downright raunchy. Tickle the suspension button into sport mode, and the ride firms up, ready to play at ten-tenths. Gripping the perfect size, seductive suede steering wheel provides you with more feedback than you've ever felt from a GM vehicle as you push through turns. With laser precision in every caress, you feel the front tires as if they were your own hands while the sticky 19" Michelin Pilot Sports effortlessly claw to heed your command. Sport mode results in very flat cornering, absorbing bumps and undulations in the pavement with ease. Never does the car feel unsettled, unsure, or ambiguous. This is truly a supercar, with ample room for 4.While other manufacturers play with acronym-happy, dual-clutch automated manual transmissions, Cadillac chooses instead to refine the tried-and-true conventional torque converter automatic. As with the Camaro, the optional 6-speed automatic in the CTS-V, can be summed in one word: excellent. Somehow, the transmission always knows what gear you want to be in. It does usually take two downshifts to hit the right gear for optimal acceleration, but those shifts are fast and purposeful. It's still not automated manual fast, but fast none-the-less.

Some buyers may find the performance of the CTS-V a bit raw and unrefined for a $68,445 (as-tested) sport-lux sedan. But, for the driving enthusiast who prefers performance over plush, it's hard to find a better alternative. BMW, Mercedes-Benz, and Audi have been building their respective sport sedans for years, every iteration a bit more luxurious than the last. The Cadillac stands out for not compromising sport for luxury, at a significant price-advantage to the competition.
That said, the CTS-V might be a tough case for some. To truly love the CTS-V everyday, you need to have a hankering for a true 4-door super sports car with a dash of luxury. At the end of the day, however, the CTS-V might be the most practical, potent, passenger vehicle you can buy. And starting at $60,720, it's a relative steal.
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2010-04-17T08:17:00.000-07:00

Like being scolded by mom when stealing a cookie from the cookie jar, the V is no passive creature. The engine barks and settles down to a gentle burble while gauges dance, lights flash and the Cadillac logo whizzes around on the extended navigation screen. The start up sequence is theatrical to say the least. With 556 horsepower awaiting the beckon call of my size 13 Puma's, the time to drive is now.Heavy on the throttle, the CTS-V roars with sounds that Zeus sets as his ringtone, while a relentless monsoon of torque makes your vision blur when 60mph passes in 3.9 seconds. I'm not sure it's an internal combustion engine under the hood, or an unstable nuclear reactor. The spec sheet reveals however, a 556-horswpower 6.2 liter V8 based off the herculean 638-horsepower, LS9 V8 found in the Corvette ZR1. Merging on the highway incites lunatic giggles as the spiky-haired guy you just passed in a similarly priced M3 picks his jaw off the floor.
Settling in at cruising speed, the CTS-V quickly shows its colors as an excellent gran tourer. The suspension, featuring magnetic ride control, offers both normal and sport mode, and gliding in normal mode offers a ride that's firm yet supple, erasing any and all memories of grandpa's cherry '77 Eldorado with boat-o-matic suspension. The only gripe that crept up was that at 60 mph, the exhaust note emits a headache-inducing resonance throughout the whole cabin. After 30 minutes of 60 mph traffic, I really wished Zeus' phone could be put on silent. It can be though, if the state law and traffic permits, 70 mph reduces the tone to a pleasant, soft rumble.
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2010-04-17T08:02:00.001-07:00

Inside, the theme turns to luxury. Chrome rings around the gauges and vents, optional "midnight sapele wood trim", ebony black plastic, "leather" stitched dash, suede seat inserts and steering wheel, all come together for a busy interior that feels like it's trying too hard. The suede steering wheel is brilliant, like holding hands with your first high school crush, but the ebony black plastic in our tester already had fine scratches all over, and with only 2,900 miles on odo, we can only imagine what the plastic will look like after 40,000 miles.
When equipped with the optional Recaro high performance seats, adjustable thigh and back bolsters assure that a perfect cocoon of performance solitude is but a few adjustments away...an option Cadillac should make standard on the V. Front leg room is ample, and even when adjusted for my 6'4" frame, there was still plenty of room behind the front seat for back seat passengers. Trunk space was adequate, with plenty of room for Sunday Costco runs.Aside from the pimp-my-ride-slick raising and lowering nav screen, the dash was quite confusing. There are far too many buttons, all with the same shape. Even after a week with the car, we were still hunting for simple things like changing the radio station, or moving around the navigation system. The Bluetooth pairing process was even more infuriating. Generally, I can pair my phone without consulting the manual, but with the CTS, the manual was my best friend. When equipped with navigation, as all CTS-V's are, the Bluetooth pairing process is only completed with aural prompts, which would be fine...if it worked. I was able to get my phone paired (I think), but when it came to making a call, the system somehow repeatedly misinterpreted my "Dial" command as "help". After 20 minutes of yelling "DIAL" in as many different tones and inflections I could think of, I just gave up trying to make my call. The Camaro we had last week was much simpler, and cost a third of the price.
The Bose 5.1 10 speaker audio system helped ease my frustration though, as it sounds absolutely stunning. On XM, FM, CD, or AUX, the sound system was fantastic at converting the stereo source to surround. Very few systems can complete this process accurately. Overall, there are certainly positives and negatives with the interior, but it's all merely a trace of memory as soon as you twist the ignition knob.
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The 'grand new Bentley' – CAR spy photos of 2010 Arnage

2010-04-16T21:29:00.001-07:00

Bentley Arnage RIP. CAR's scooped the 2010 Bentley Arnage replacement – these world exclusive spy photos reveal Bentley's new limo in production guise. They were smuggled out of the company's Crewe headquarters weeks ahead of the new Arnage's debut expected later in summer 2009.

Today we publish our second instalment of Bentley scoop photos – with the first glimpse inside the new Arnage successor. Click 'Next' below to read today's latest updates on the powertrain and interior of the most important big Bentley for decades.
What's the new Bentley Arnage successor going to be called?
That's still shrouded in mystery, but we hear the Grand badge is mooted. While the name might be uncertain at this stage, our pictures leave little of the look and shape to the imagination. It's being developed under the Project Kimberley codename.At first glance, the car is much more modern than the outgoing Arnage, which is essentially a Rolls-era limo. The new saloon has been developed entirely under the watch of new masters Volkswagen – and takes a technological leap forward accordingly.
New Bentley Arnage (2010) – the design story
The new Arnage is clearly aimed squarely at the Rolls-Royce Phantom end of the market. There's an imposing front end, the visage dominated by a huge mesh grille bisected by a chrome upright and bordered by a pair of lights. Each lamp is ringed by a corona of LEDs and there's a matching mini chicken-mesh grille below.
Bentley's official teaser photo above confirms the snout in high-res, and confirms there will also be a pop-up mascot, missing from our unauthorised photos of the production car.
Note the curvy tension built into the Arnage replacement's bonnet; there's real form, and the swelling peaks and troughs of the bodywork hark back to the 1950s R-type and other classic Bentleys.
Is the new Bentley Arnage a saloon?
Yes, although styling chief Dirk van Braeckel's design team has spirited in the feeling of a long, luxurious coupé. It's not clearly visible on these shots, but the rear door handles will be hidden and the bootline arcs downwards with a decidedly retro flourish.

Mercedes C-class Coupé (2011): the full story

2010-04-16T21:11:00.000-07:00

Mercedes is readying a new coupé version of the C-class for launch in 2011. Aimed squarely at the Audi A5 and BMW 3-series Coupé set, the new 2011 C-class coupé will revive the CLK range which many had written off after the arrival of the new E-class Coupé.
In line with the new CL being rebranded S-class Coupé, the new two-door C will be badged C-class Coupé. It's due for launch in March 2011.

So it'll be a mini E-class Coupé?
Pretty much, yes. Our sources claim the two models will look quite different, despite sharing plenty of hardware under the skin. In fact, they're more more closely related than Mercedes would like us to know. How close? Well, why don´t you check out the wheelbase which is an identical 2760mm for the C-class, the C-class Coupé and the E-class Coupé?
Although beauty is in the eye of the beholder, the C Coupé promises to be much prettier than the overstyled two-door E-class. We haven't yet seen the car, but the main image above show an early design sketch for the two-door E-class – giving a flavour of current coupé thinking in Stuttgart. The front and rear ends will be adopted from the C-class saloon/wagon which are to be facelifted early in 2011 anyway. This explains the more sculptured bonnet, the restyled lights and the enlarged nasal air intakes.
Will the 2011 C-class Coupé be a two-pairs-of-pants-and-a-toothbrush weekend-away car?
Far from it, our sources suggest. The boot of the new two-door C-class holds the same 475 litres as the four-door model. And the revised interior happens to be almost identical in space to the C and E coupés.
Inside you'll find major improvements over today´s C-class. There's a repositioned and enlarged sat-nav monitor, an easier to use Comand system and a host of extra-cost driver assistance systems such as lane guidance, lane departure warning, blind spot warning, traffic sign recognition, night vision, automatic parking aids, cornering lights and cruise control with brake actuation.
The 2011 C-class Coupé range in full
Prices will start at around £2000 above the equivalent C-class saloon. Pick from the following five models:
• C180 CGI 1.8litre/156bhp
• C250 CGI 1.8litre/204bhp
• C350 CGI 3.5litre V6/306bhp
• C220 CDI 2.2litre/170bhp
• C250 CDI 2.2litre/204bhp
The proposed C-class Cabriolet is on ice. The attractive soft-top was mothballed to protect the barely roomier but notably more profitable E-class Convertible.

Audi A8 W12 LWB (2010): the first official photos

2010-04-16T21:08:00.000-07:00

Audi today announced the new long-wheelbase A8 L. Due to be unveiled at the 2010 Beijing motor show, the stretched Audi A8 will be popular with the chauffeur crowd and the extra 130mm in the wheelbase liberates oodles of space for back-seat loungers, judging by these first official photos.
The new A8 L now tops 5267mm in length and Audi points out that makes it longer and wider than any of its LWB rivals.
The new W12 spec Audi A8
It's excess all areas with the new A8 L – Audi's previewed it with the group's W12 petrol engine. It's now 6.3 litres in capacity, fitted with FSI direct injection and develops 493bhp and 461lb ft. Enough for 155mph and 0-62mph in 4.9sec.
The previous 6.0-litre W12 was behind in every area: 443bhp and 12% thirstier (the new A8 L W12 averages 21mpg). Why does VW persist with this idiosyncratic layout? It says the W12 is more compact than a similar capacity V8, thanks to the four rows of three cylinders with a 15deg bank.
How can I spot the W12 when it muscles past me with its scowling LED face?
The W12 is distinguished by a black-gloss finish to the single-frame, goatee-beard grille, chromed door mirrors and air inlets and new bespoke exhaust trims.
Other A8 toys are present and correct: optional LED headlamps are the world's first all-diode front lights and A8 L can now order rear seats that move in every which way and a full-length console which houses a fold-out table and even a fridge.
And check out the massaging services on offer – 10 air pockets inflate and pummel away the aches and strains of hiring and firing for busy executives, and even the footrest is electrically operated.

Ferrari 599 GTO Makes World Debut

2010-04-16T20:35:00.000-07:00

The Ferrari 599 GTO is a 1495 kg (3296 lbs) supercar with a 0-liter V12 engine that produces 661 hp (493 kW / 670 PS) and 457 lb-ft (619 Nm) of torque.The 599 GTO will mark its next appearance at the International Automotive Exhibition in Beijing which takes place April 25 to May Starting price for the 599 GTO will be €319,495 ($426,843 / £285,053).The Berlinetta clocks the 0-100 km/h sprint in at 35 seconds and has a top speed of 208 mph (335 km/h).
Ferrari chief Luca di Montezemolo presided over the first public introduction of the flaghip model.

Deliveries are expected to begin later this year.The limited edition Ferrari 599 GTO was premiered yesterday in a ceremony at the Ducal Palace at the military academy in Modena, Italy.Powerful, yes.We've created a wonderful car, the most powerful in our history, an exclusive car I wanted to give a historical name like GTO, because it deserves it," said di Montezemolo.The 599 GTO will be (appropriately) limited to only 599 units, three of which were on hand here at the model's unveiling.

BMW M5 F10 Renderings are Scarily Convincing

2010-04-16T20:29:00.001-07:00

Here is a fine example of what the upcoming BMW M5 F10 could look like. Bimmerpost forum member Alpine325ci painstakingly photoshopped bits and pieces of existing photos taken at the Geneva Motor Show to create these amazingly realistic renders.
The new M5 will feature a downgrading in engine size, with BMW dropping the 5.0 liter V10 in favor of the 4.4 liter bi-turbo V8 already in use in the X5 M and X6 M. But that engine will be tuned to a more powerful rating than both the original V10 and its variant in the two X models. Power on the M5 will be boosted to 578 bhp with the torque rating climbing to 720 Nm (531 lb-ft) - a whopping 40 percent more than the previous M5.

Astoundingly, BMW says the M5 will consume about 30 percent less fuel than its predecessor thanks to the Bavarian brand's EfficientDynamics technologies. A kinetic energy recovery system (KERS) may also be made available in the new M5.
The next M5 is expected to be introduced sometime near the end of this year. Market launch will likely be sometime around the spring of 2011.

Chevy to Offer 500 Examples of 2010 Camaro Indy 500 Pace Car Replica

2010-04-15T08:55:00.000-07:00

For the fourth time in the history of the Camaro, GM will sell a replica of a Camaro Indianapolis 500 Pace Car. The last time Chevy offered a replica of the pace car was in 1993. Fittingly, Chevrolet plans to build a total of 500 units with up to 200 of those to be made available through 187 of the top-selling Camaro dealers based on 2009 retail sales.

"We set out to build a collectible vehicle that will appeal to the die-hard Camaro and Indianapolis 500 fan," said Jim Campbell, U.S. Vice President, Chevrolet Marketing. "We believe we've done just that with the 2010 Chevy Camaro Indianapolis 500 Pace Car Limited Edition."
The limited production replica is based on the Camaro 2SS model with the RS appearance package and a 400HP V8 paired to a six-speed automatic transmission, but adds some extra features unique to the actual pace car to be driven by Robin Roberts, anchor of "Good Morning America," during the this year's Indianapolis 500.
Available exclusively in 'Inferno Orange' with full body white pearl decal rally stripes, the replica comes with 20-inch polished aluminum wheels, an Inferno Orange heritage front grille and engine cover, special floor mats with accent colors and 2010 Indianapolis 500 event logos on the front fenders, the door panels and embroidered on driver and passenger headrests.

According to GM, the manufacturer suggested retail price of the Camaro pace car replica is $41,950 (includes $850 Destination Freight Charge).
Check out the gallery below for the list of dealers that will have allocation for the replica.