2010 Toyota Prius

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

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)

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!