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2011 Volkswagen Jetta By Joe TralongoVW's New Jetta Brings Style and Content at a Bargain Basement Price If I've learned one lesson in my long time on this planet, it's that life is never fair. Take Europeans, for example. They have guaranteed health care, a superior K-12 education program, great food and fabulous public transportation. But of all the European things I most envy, it's their seemingly limitless access to affordable European cars. Vauxhall and Opel, Peugeot and Renault, Skoda and Alfa Romeo -- they have dozens of choices. We, on the other hand, have a mere two: MINI and Volkswagen. And, if you're in the market for something with four doors and trunk, the short list is reduced by half. Perhaps this is why the Volkswagen Jetta has been such a maddeningly popular car here in the States. I say "maddeningly" because while people love it for its sporty handling, cool features, sophisticated design, and available diesel engine, the car's lackluster reliability record and tiny rear seat -- aspects VW loyalists lovingly refer to as quirks -- have kept more mainstream buyers at bay.  Well, someone over in the Fatherland has been doing their homework because the all-new 2011 VW Jetta not only eradicates those pesky quirks, it does so in a platform that is larger where in counts and smaller where it counts even more. The biggest news is the huge backseat (well, huge by Jetta standards) and the amazingly low entry level $16,000 price tag. And that doesn't get you a stripper, mind you, but a rather nicely equipped sedan with one-touch up/down power windows at all four doors, keyless entry, air conditioning, heated side mirrors, a fairly decent AM/FM stereo with CD and auxiliary input controls, six airbags and standard traction and stability controls. A comprehensive standard equipment list like that pretty much puts to shame competitors from Honda and Toyota, although the Kia Forte delivers a bit more in the way of features for the same price.Spend a little more for the SE or SEL and you can have cruise control, V-Tex leatherette seating (a leather substitute so good it will have vegans rejoicing), a power sunroof, Bluetooth, iPod integration kit, keyless access with push button start, navigation and even a Sport Package featuring a lowered suspension and comfy bolstered front seats. Volkswagen will continue to offer the Jetta in four trims: S, SE, SEL and TDI. Later in the year, the GLI will debut as its own line. Engine choices start with a timid 115-horsepower 2.0-liter in the base car, a 170-horsepower 2.5-liter engine for the SE and SEL with a 200 horsepower turbocharged 2.0-liter optional, and a 140-horsepower turbodiesel 2.0-liter engine for the TDI, which VW estimates will pull in better than 40 mpg on the highway. A five-speed manual is available on all but the TDI, which has a six-speed manual. Jetta's equipped with either the 2.0-liter turbo or TDI will offer a six-speed DSG (Direct Shift Gearbox) automatic; all other trims offer a standard six-speed automatic transmission.  I spent a day driving the SEL with the 2.5-liter engine and the automatic transmission. I must admit I was impressed by the car's power, its quiet interior and its overall build quality. To bring the price down, VW has equipped the Jetta with a less sophisticated rear suspension and replaced the rear discs with drums brakes on the base cars. Still, the Jetta hustles through curves and twists with relative ease, although I was not impressed by the overly assisted and nearly numb feel of the electrically assisted power steering. Having driven a MAZDA3 to the Jetta event -- a car that also substitutes an electric motor for the traditional hydraulic power steering pump -- I can say the Mazda design is far superior. The new touch-screen radios are really well designed and user-friendly; the same goes for VW's newest touch-screen DVD navigation system. While the interior materials appear first rate, I have to question the wisdom of not offering cloth seats on any of the trims. People who live in Palm Springs and Palm Beach will probably not be very happy with this decision. And what's with the awkward placement of the rear power door lock switch (it's a single switch mounted on the back of the center console instead of on the doors where it belongs) and the stalk-mounted cruise control (its hard to see at night)? Nitpicks aside, this car is a lot of Jetta for the money. And, although many VW enthusiasts like myself will no doubt whine about the car's increased size and perceived loss of "Jettaness", the upcoming GLI trim will most likely fill that void nicely, leaving the Jetta to reel in more mainstream buyers and swell VW's market share, just as the Fatherland intended.
2011 Chevrolet Silverado HD
By Casey WilliamsTaking the re-engineered 2011 Chevrolet Silverado HD to pick up a credenza at IKEA is like commissioning a stealth bomber to extinguish a tent camp. The big Chevy is capable of pulling insane loads through prairie and mountains with five aboard. However, my partner wanted a credenza -- with wood striped doors and a metal base to complete the mid-century look he was slaving over in our living room. His mother and nieces went along on the four-hour drive just for "fun".  The last time we made an IKEA run, it was in a Ford Focus two-door. We came home with an entire shelving unit, packed in about 10 boxes, for our den. You should have seen that carcacha slumping down the Interstate. This was going to be a lot easier, even if it was an insult to the Silverado's ample truckhood.To be honest, I was more than willing to entertain his decorative whimsy because I really wanted to drive the truck somewhere. Anywhere. The thought of powering up the 6.6-litre Duramax V8 turbo diesel kept me vibrating all night like a pubescent homo near a college natatorium. The beast stomps out 397 horsepower and an earth-tugging 765 lb.-ft. of torque! And what's not to love about its stout Allison-built six-speed automatic transmission? More astounding, the heavy duty truck achieved over 18 mpg in a combination of city and highway driving -- blindingly brilliant for a truck with this capability. Seventies sedans guzzled more fossils and could barely haul home macramé for your rumpus room.  Constant torque and a spinning turbo are more akin to a Gulfstream jet than your image of a pickup truck. I drove nearly two hours at speeds that more than once tapped the rev limiter just under 100 mph without either niece looking up from her texting. Step down at 80 and the truck surges ahead with the smoothness of an airliner at takeoff, but with the determination of a GE Dash 9 locomotive pulverizing the Rockies. Perhaps because of its size, speed just doesn't mean anything -- like the Queen Mary 2 kickin' it across the Atlantic at record pace. It is also a testament to the Silverado's aerodynamics, insulation, and thick side glass that nobody is alerted to growing velocities by wind noise. It would only be slightly less energetic with a 36-foot. Chris Craft out back.Even on a day warm enough to scare Texans back under mesquite trees, the dual zone automatic climate control froze five of us solid while not even causing a flinch in the dashboard temperature gauge. Unlike wimp wagons, this feat was even achieved while parked. Comfy leather seats, cruise control, tilt wheel, and adjustable pedals gave a snuggle-worthy embrace. When not tranced into their phones, the nieces jammed to XM Satellite Radio and their MP3s through the USB port. Bluetooth connected phones seamlessly to steering wheel controls.  All ensconced in vile luxury, it's easy to forget the Silverado HD earns its living through hard work. To that end, the cabin is equipped with an integrated brake controller that fits in the dash as naturally as a wood storage door in a 'Benz S-Class. A backing camera, dual glove boxes, large center console, and a flip-up rear seat cushion make the most of available space. Safety is enhanced by dual front, front side, and two-row side curtain airbags. If your momma or boyfriend needs it, there's an illuminated vanity mirror on the sunvisor to check makeup and eyeliner.The Silverado's exterior needs no such embellishment. It is clean, streamlined, and as tough as a sledgehammer. Your only clues to its capability are the Duesenberg-high chrome grille, 20" forged chrome aluminum wheels, and power-adjustable camper mirrors that you swear are going to knock Kias into the brush as you pass. The credenza looks great, placed near my favorite Eames lounge chair that has been colonized by my mother-in-law, whom I'm sure doesn't appreciate the full value of the artwork in which she sleeps. Leather, wood, constructed of perfection. It is far more than anyone deserves for watching movies (although, it's a perfect place to watch Mad Men with bourbon in hand). It's kinda like the Silverado HD hauling home goods from IKEA - it is certainly capable of doing so, but what a waste of an incredible piece of design and engineering. Price as tested came to $55,200. 2011 Chevy Silverado HD Five-passenger, 4x4 Pickup Powertrain:397-HP, 765 lb.-ft. torque, 6.6-litre V8 turbo diesel, 6-speed Allison automatic transmission Suspension f/r: Ind./Solid axle Wheels: 20"/20" f/r. Brakes: Disc fr/rr with ABS Must-have feature: Power, comfort. Tow capacity: Up to 21,700 lbs. Fuel economy:18 mpg combined Assembly: Flint, MI As tested price: $55,200
2011 Chevrolet Cruze By Jeff Stork
I spent some time last week in Washington, D.C. with an all new Chevy compact sedan. No, not the Volt -- the other one. The Cruze. C-r-u-z-e. Yes, I know you haven't heard of it. It's new. In fact, It's an all-new model that will be sold globally under the Cruze name, replacing a patchwork of different nameplates.  It's based on the front-drive GM Delta II platform (also used by that
attention-grabbing Volt) and will be produced in several countries, with
the North American Chevrolet version coming from the retooled
Lordstown, Ohio plant. The Cruze will go on sale in the third quarter of
2010.The Cruze will offer many choices -- perhaps too many. Five different models? One more and they'd tie the Brady Bunch. And there really is a sixth because the much touted Volt is based on the same Delta II platform, which makes the whole Brady analogy fit. The Cruze is the Jan Brady of Chevy. And it all makes sense. With the Volt wearing the Marcia-Marcia-Marcia "Look at Me" crown, the capable and competent Cruze is Jan -- second fiddle to her more newsworthy and headline grabbing sister, but for many, many people a much better choice based on sound technology and superior affordability. And while the Doug Simpsons of the world may line up to spend $35,000-plus for the Volt, the George Glasses will probably be getting the better deal. I suspect in the long run, Jan will eclipse Marcia's popularity.  Cruze trim levels range from the Cruze LS at $16,995 base, up to the slightly more stylish Cruze LT with the 1.4T and alloys at
$18,895. Moving up the line, the LT2 adds leather, bluetooth, USB and more at $21,395,
and for those who demand it all, the Diana Ross of Cruze is the LTZ
with auto climate control, parking assist, 18" alloys and four-wheel
discs at $22,695. Need to channel your inner performance diva? The RS appearance adds lower body fascia wrap, fog lamps and
spoiler to any LT or LTZ for $695. And for Al Gore supporters,
there's the $18,895 ECO with a standard six-speed stick and expected 40
mpg EPA highway fuel economy. I wouldn't say that the styling screams "Chevrolet!", keeping in mind the global intentions, but it is clean and contemporary, with the signature bisected Chevrolet grill up front and gold bowtie badge flanked by jeweled headlamps. The sides are clean, and the roofline tapers smoothly rearward. The car features a wide stance, and the wheels fill up the wheel wells nicely (standard size is 16"), especially with the optional 17"s and 18"s. After all, bigger is better, up to a point. (Wheels, people -- we're talking wheels here.) Stylistically, the rear seems the least distinctive part of the Cruze -- again cleanly styled but lacking any specific brand character. However, one must note that the styling of its Cobalt predecessor screamed "rental", so please don't think I'm displeased with the new look at all. Clean and contemporary, and light years ahead of some of the entries of the recent past. Besides, Jan looked nice but Marcia was the glamor girl. I didn't notice the biggest change until I climbed inside. Gone was the one-piece molded door panel and black plastic everything-you-touch. The interior has a two-tone theme on the dash and door panels, the materials are a HUGE (that word again!) improvement with soft-touch dash facing and the current GM HVAC and audio controls, which are very nice and tactile. The optional navigation system (which I did sample) integrates nicely into the display, although I found the map a bit small. Still this is a Cavalier successor, and we're discussing the navigation screen. That's called progress. Speaking of progress, you'll be pleased to note the Cruze's comfortable and well-tailored seats. Ahhhh. Much nicer than the Chevy compacts I remember. Overall impression is very comparable to the Buick Regal I drove last month (and liked), though slightly smaller in scale.  Power for most Cruze models comes from the new Ecotec 1.4-liter turbo with variable valve timing, which produces 138 hp and 148 lb/ft of
torque, mated to either a six-speed manual or six-speed automatic
transmission. In the ECO variant, the car is expected to deliver
40 mpg highway, with other versions likely achieving mid-30s. The
1.4 turbo is fitted to LT, LTZ and ECO models. The base LS utilizes a
1.8-liter conventionally aspirated engine developing 136 hp, and 123
lb/ft of torque. We did not drive that particular configuration. The Chevy folks took time to point out the many safety features of their newest compact, including ten air bags (two front, two head curtain, four seat mounted side impact, and two front knee bags) along with collapsible pedals (yay!), StabiliTrak electronic stability control, and a bunch of GM favorites like tire pressure monitoring, daytime running lamps, and automatic headlamps. Additionally, about 65% of the body is made of high-strength steel, and GM anticipates that the car will achieve five star crash ratings in every country in which it is sold, so it should be up to the rigors of Jan's paper route. Driving impressions come from a day on twisty rural roads in suburban Virginia. I drove a targeted variety of Cruze models -- one being an LTZ with navigation and one without. So I'm an Option Queen. I admit it. But at least I mixed up the colors. The 1.4-liter turbo four-cylinder is silky smooth at idle and pairs well with the six-speed automatic transmission. Acceleration is smart, and shifts are smooth. We're light years ahead of the Cobalt and Cavalier here. The ride is smooth and controlled, and I far preferred it to the Corolla S, which was provided for comparison. Interior materials were much nicer as well. I especially liked the soft touch dash and the door panels, which are much more substantial feeling than the Toyota or the Cobalt. We were also provided with a Civic sedan for comparison; it had a ride and handling more on par with the Cruze, but I can't get used to the Star Wars instrument panel and the A-pillars that seem modeled after the old GM Dustbuster minivans. The little Chevy held its head high against the gold standard of the compact class, and that's something I've never been able to say before. Jan Brady for Class President! Now what will they do for Cindy?
ChevroletSee more Chevrolet Models
2010 Nissan Frontier By Casey Williams When I was a much younger man, my scoutmaster toted us brave little troopers to campsites and boating adventures in a Nissan pickup. It wasn't called Frontier back then -- didn't need to be. There was only one Nissan pickup. The Titan would come later. He knew my father was a GM man, so he reveled in showing me all of the cool features his Nissan possessed, but alas, my father's Chevy did not. Simple and strong, the truck lasted forever. One gets the same feeling about the 2010 Frontier. It starts with the truck's beefy pug-boy looks. Smooth flanks are fronted by a large chrome grille, but flow over 16" alloy wheels, BFGoodrich Long Trail off-road rubber, and hulking fenders. A steel rear bumper provides a good place to attach trailers or to step into the bed. Designers sculpted sheet metal intricately around the windows and wheel wells to give the truck an upscale concept truck appearance. It is at once rugged and handsome -- a perfect trail companion.  If you're going to go out in the Frontier while dressed as a pimp or club queen, leather interior and all the accouterments will make you feel like a hot stud. However, back in daylight, the cool cloth interior with supportive bucket seats and rubber steering wheel work just fine. You can never beat the sexy feeling of leather, but cloth is more temperate in hot and cold weather. A version of the last-generation Nissan Z's three-spoke steering wheel, large analog gauges, supportive side bolsters, and center console almost convince you the Frontier is a sport coupe from the inside. Rear jumpseats with half-doors let a couple of friends (or nieces) ride along for wherever you're heading, so long as you're not heading too far. While inside, everybody will appreciate freeze-my-nuggets air-conditioning, roast-your-chestnuts heating, four-speaker CD audio, dual glove box, and front center armrest with storage. You can check your makeup in the lighted vanity mirrors before steppin' out. Large cupholders grip up to 32-oz. power drinks with ease. Safety is enhanced by dual front, side, and side curtain airbags.  Moving the tough pickup through rough and ramble, not to mention high-speed interstates and potted city streets, is a 4.0-litre DOHC V6 engine that generates 261 horsepower and 281 lb.-ft. of torque. Connected to a five-speed automatic transmission as in our test vehicle, the engine breathes deep to shove the Frontier forward. All of that torque is put to good use when pulling trailers or climbing steep grades. Unfortunately, V8-levels of power come with V8 thirst ratings of 14/19 mpg city/highway.No matter where you drive, you'll feel the Frontier was built to bust bunkers. That's not to say it's harsh -- it isn't. In fact, it's about the most refined and sporty pickup you can buy. The suspension absorbs roughness with hardly a shudder while the tight steering gives the Frontier a long-bed Nissan Z demeanor. Ok, you're not going to race supercars, but the Frontier is enjoyable to drive even while unloaded. But, let's say you want to load it up with camping gear and head off-road. Like my scoutmaster in hiking boots, the Frontier is ready for adventure. Four-wheel-drive models include a shift-on-the-fly system to engage all claws in 4-High or 4-Low modes. Hill Descent Control rappels drivers down inclines when 4H or 4LO is activated -- in forward and reverse. It can be used up to 21 mph in 4H and 15 mph in 4LO. Hill Start Assist lets you rest on a hill, release the brake, and not roll back for up to two seconds while you move your foot from the brake to throttle. It seems like a little thing, but is great in serious off-road conditions. Frontier also has a few tricks for on-road travel. Four-wheel anti-lock brakes, electronic stability control, and tire pressure monitoring keep all of the truck's parts heading in the right direction.  Scout troops would go all-gravy over our truck's rugged bedliner, sliding rear window, and flip-out bed extender cage. A front tow hook and Class IV hitch pull from both ends. Boy scouts carry a lot of gear, often in tandem-axle trailers or stuffed inside canoes. However they roll, the Frontier is ready to go.I always find pick-up trucks to be a warm hug. Riding inside, I feel like nothing can hurt me. They're the ultimate utility tool - versatile enough to take you off-road, bathe, and pull up at the valet stand. I prefer simple cloth interiors that will wear well over time and feel comfortable every day - like a favorite sweatshirt with Swiss Army knife utility. However you use the Frontier, or wherever you go, the truck will become your best friend as only a brave and loyal scout could. A price as tested of $26,580 makes the Frontier a frightening ghost story for the Toyota Tacoma, Chevrolet Colorado, GMC Canyon, Honda Ridgeline, and Ford Ranger. 2010 Nissan Frontier Four-passenger, 4x4 Pickup Powertrain: 261 hp, 4.0-litre V6, five-speed automatic transmission Suspension f/r: Ind/Solid axle Wheels: 16"/16" f/r. Brakes: Disc fr/rr with ABS Must-have feature: Function, handling Fuel economy: 14/19 mpg city/hwy. Assembly: Smyrna, TN As tested price: $26,580
2011 Subaru Impreza WRX and WRX STI By Damian GeddryIf you're interested in reading about an automotive appliance, you're about to scroll through the wrong article. If it's luxury and prestige you're after, click right on by, friend. And if runway styling and cutting-edge gizmos are your motivations when shopping for a new car, shop elsewhere. We're talking about Subaru here, and although they do make trusty appliances like the Impreza compact, Forester crossover, and Legacy midsize, we're not going there today. Nope, we're going to talk about the Impreza WRX and WRX STI: tough, turbocharged little rockets that deserve your attention if you have any 91-octane fuel coursing through your veins. These bulging, snorting, slightly demonic-looking rascals are Japanese hot rods, pure and simple. And although "hot rod" is an awfully retro term for vehicles that have an almost mythical image with Gen-Y buyers, the Subaru WRX is indeed a hot rod. Doesn't matter how many video games it's stared in.  I'll let Subaru prove the point: they've taken a vehicle the size of a Honda Civic and packed it with 265 horsepower (most Civics motor around with 140 horsepower). Does an extra 125 hp. get your attention? Excellent. Subaru then pushed the front and rear track out by an extra 1.5 inches. Do those brazen new fenders peak your interest? Good... very good. They're new for 2011 and make the base WRX look almost identical to the 305-horsepower STI model. And if the term "stiffer rear sub frame bushings" even registers in your prefrontal cortex, then Subaru's got you in their crosshairs, because now even the most basic WRX looks and feels like the pixelated Xbox fantasy that drives its image. Xbox, X Games, or ex-BMW driver, it doesn't matter: the revised 2011 WRX and WRX STI are gunning for your attention if you've got any interest in cars. Last year's WRX looked a bit too much like the domesticated Impreza it's based on, so the new car is now the spitting image of its more maniacal STI sibling -- a vehicle that's been terrorizing international rally racing for years. And in turn, the STI has been moved up the automotive food chain with stiffer springs, bigger stabilizer bars, and suspension joints that forgo some rubber bushings for solid mechanical connections: pillow ball bushings, as they're called, although there's nothing pillowy about them (they're stiff as hell). This comes on top of the STI's already stiffer body structure, stronger engine and more sophisticated all-wheel-drive system -- which, by the way, features mechanical limited slip differentials on the front and rear axles. So while the basic 2011 WRX now looks nice-'n-nasty, it's not as hard-core as the STI. And that's a good thing. Drive the new WRX like a commuter car and it's docile. The big 2.5-liter boxer four cylinder makes its amusing "pucka pucka pucka" engine sound while pouring torque into the full-time all-wheel-drive system. Subaru's power steering has a light, almost lazy feel, and the five-speed manual transmission pops each gear into place with a soft, rubbery nudge of the shifter. It's never quite as alert or precise as a Honda or VW, but it has its own easy, endearing character. Until you snap out of your rush-hour stupor and show the little Subie who's boss, that is. At which point the WRX gets interesting, because below 3000 rpm, and during pedestrian cornering speeds, the WRX simply feels like a competent Japanese compact with a big chip on its shoulder. In reality, it's a competent Japanese compact with a big chip under its hood. And when the tachometer finally swings into the power zone, the turbocharger huffs and puffs and blows 14 PSI of boost into the engine -- and then you're outta' here. It's a bipolar Jekyll and Hyde routine that bounces between frustrating and fantastic. Let the engine fall below 3000 rpm and the WRX chugs along like a suburban beast of burden. But keep the shifter stirring and the turbo spinning, and the WRX is a five-passenger laugh factory. The all-wheel traction and wider new 235/45 WR17 summer tires eliminate any torque-steering, wheel-spinning shenanigans, and instead catapult the car forward in bursts of pressurized acceleration. Plug the transmission into the next gear, wait a second for the turbo to inhale, and there's another whistling whoosh of power. Hilarious. Luckily, the ride quality isn't hilarious, and unlike too many boy-racer compacts, Subaru has left the WRX with lots of suspension compliance -- even with the stiffened rear suspension. There is no nervousness over rough pavement, no chattering chassis parts on city streets, and no spinal readjustments when you hit a pothole. The WRX stays relatively flat and stable in turns, and you can even coax the rear end into a nicely controlled slide on lift-throttle; but the main character of the suspension is compliance: not quite European levels of suppleness, but it's never brittle. And if anything, the rear springs are still rather soft.  However, if the civilized suspension and wide ratios of the five-speed transmission aren't edgy enough, there's always that industrial-strength STI to consider. Six forward gears keep turbo lag at bay, and the suspension is far more focused. Plus, the adjustable center differential and limited-slip front and rear differentials allow you to use the extra 40 horsepower and additional 46 foot-pounds of torque with a certain amount of abandon. It's a car that you can push, pull and slide around corners with almost unnerving speed and predictability. Which is why Subaru had the confidence to let us hacks run wild on an off-road rally-style dirt course. And lets just say that a 2011 Subaru WRX STI does sideways like the Bolshoi does ballet. This point was brought home again when we took another set of STIs out on a paved race course, where any normal car would have pirouetted right off the first corner at the speeds these Subaru's generate. Dial the center differential for the front-to-rear power distribution you want, and you can scrub speed with the front tires, rear tires or all four tires. Just keep the boost up and the steering wheel pointed in the right direction, 'cause that's were you're gonna end up. And fast.  So what do we have here: these rather odd-looking five-door hatchbacks, and their new-for-2011 four-door sedan counterparts? Starting at $25,500 and coming close to $40,000 for a loaded STI Limited with leather, navigation, HID headlights and 18-inch BBS wheels, they're certainly not economy cars. Same can be said for their appetite for premium unleaded fuel. And yet their slightly austere interiors and Japanese build quality say that they are useful tools. Add the cargo capacity of the five-door and the big trunk on the sedan and they're harder yet to characterize. Japanese Audis? Not quite, because the Germans can't offer this much wackiness and fun at these prices. Asian GTIs? No, because the VW doesn't have the Subaru's all-wheel drive, and the Subaru doesn't have the VW's seriousness and restraint. There's a certain karaoke comedy lacking in the Volkswagen. No, they're sport sedans without the baggage of a premium brand. They're sports cars that aren't afraid of winter (but bring snow tires). And they're one of the last daily drivers that make you do more than just operate the turn signals and adjust the audio system. With a WRX, if you don't pay attention to it, it doesn't pay attention to you. Sounds kinda cocky, eh? But then, if you've read this far, there's a good chance these street-seeking missiles have an attitude you can relate to.
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2011 Kia Sportage By Jeff Stork KIA showed off their new 2011 Sportage in San Francisco last week. It's the fifth all new product in just under two years, following on the heels of the Soul, the subcompact Forte sedan, the two door derivative Koup, and the Sorrento SUV.  It's the third generation of Sportage, and this one looks like
it came from Extreme Makeover: Kia Edition. It has a much larger
footptrint -- wider and longer, with expressive exterior styling in the
flavor of a miniaturized Audi Q7 (no surprise to learn it was penned by
former Audi stylist Peter Schreyer) and giant 18" wheels (standard on
EX) which are worthy of the coolest Tonka trucks. Did I mention that the
target audience is single and male? It's a stylish and playful look
which has a MUCH more upmarket look than its predecessors. Status
seekers might consider swiping a set of interlocking rings for the
grille. I think the Sportage could carry it off.  A much more upmarket execution permeates the interior as well. I
called it a manpurse inside: a black-on-black compartment with
comfortable, well-tailored leather seats, an Infinity Audio System with
Bluetooth, USB ,Sirius Satellite Radio heated and cooled driver's seat,
and a ginormous Panorama sunroof. Yes, it's a lot of black but so is a
Coach bag, and I found the interior much more pleasing and honest than fake wood
or fake aluminum or the fake carbon fibre Europeans love so much
these days. (Didn't they malign us for our fake wood in the 70's?
All fashion comes back, I guess.) The storage console is larger now,
the glove box is cooled (Evian, anyone?), and the door pockets are roomy.
All in all, a well designed manpurse, and the rear seat will be more
than comfy for taking the French Bulldogs to Palm Springs for the
weekend. Coming later in the year is Kia's handsfree UVO system,
developed by Microsoft and bearing more than a few similarities to Ford's Sync. But
more of that when it comes on stream.Power comes from the 2.4 litre Theta four-cylinder engine. In this guise, it produces 176 hp, earning 22 mpg in the city and 31 highway. Compared to the last gen's V6, it has a bit more power, a bit less torque, and quite a bit better highway fuel economy. For those who need more go, a 270 hp turbo will be introduced mid-year.  Driving impressions are favorable. The Theta engine idles very
smoothly and is quite adequate for the car's needs, although I think the turbo will be more suitable for sporting drivers. While not a sports
car, the Sportage handled quite nicely on the twisting roads of Half
Moon Bay: the increased width made it feel quite stable, and the ride
was quite pleasant for a vehicle of this wheelbase. Again, a big
improvement over past generations and in no way a "penalty box."So if your taste runs toward the tailored Audi look but budget constraints preclude such a reality, you might take a look at the Sportage. I was quite favorably impressed.
2010 Saab 9-5 Aero XWD By Nick KurczewskiThe new 2010 Saab 9-5 Aero is as comfortable to drive as relaxing in the cozy confines of an IKEA Poäng chair. (Go on: pretend you don't have one.) Unfortunately, with a base price of $49,165, this Swedish luxury sedan happens to be priced more like seats designed by Messrs. Eames and Saarinen. What you get with the Saab 9-5 Aero is a 2.8-liter turbocharged V6 engine, Saab's all-wheel-drive system (XWD), 6-speed automatic transmission with paddle-shifters and, not surprisingly, some really comfy seats. Thankfully, wooden pegs and an Allen key are not included.  That's good to know, since you wouldn't want to screw up the slick exterior of the 9-5. This is one seriously handsome car, and it should inspire plenty of customers to visit a Saab dealership for the first time. The cabin is equally uncluttered, though perhaps a little too empty looking for some people. I personally like the faux jet-fighter ambiance which, at best, brings to mind Saab's roots in aviation. At worst, the dash is too dark, and could do with a few more bits of aluminum trim to liven things up. The sports seats in the 9-5 Aero are phenomenally supportive and brilliantly designed. A little less inspired was the decision to place the chrome-ringed 'Night Panel' button high up and in the center of the dash. This otherwise cool little feature darkens everything but essential gauges during night driving. The only problem: I kept mistaking it for the starter-button which, true to Saab tradition, resides between the two front seats. With time, this wouldn't be a hassle. Yet during a test drive by the uninitiated, some buyers might be turned off by the car's quirks.  Like it or not, the Saab 9-5 remains a quirky car at heart. Friends of mine who happen to be devoted Saab fans shunned me for using the "Q-word" when describing the driving experience. "It's not quirky, it's a Saab", they protested. Ironically, the new 9-5 was designed and engineered while General Motors was still in charge of the brand. Having been purchased earlier this year by Netherlands-based Spyker Cars, Saab has to appease its fan-base while drawing in new buyers. This is why the 9-5 rides such a fine line in a very crowded luxury car market.The 300 horsepower V6 provided ample torque (295 pound-feet) when passing slower traffic, though so do the V6 engines in many cheaper family sedans. Saab estimates the Aero's 0-100 km/h (0-62 mph) time at 6.9 seconds, which is peppy but not pulse-quickening fast. There is very little engine noise and the 6-speed automatic did well to keep up with my driving demands, especially when quickly switching from aggressive driving to a leisurely pace. The ride was nicely controlled, yet the brakes could use a firmer bite when really pushing hard on them.  A dial on the center console controls Saab's "DriveSense," which permits the driver to choose from three different chassis settings: Comfort, Sport, or Intelligent mode, which matches itself to your driving characteristics. I opted for the firmer ride and heavier steering of Sport mode for the majority of my time behind the wheel. The Aero also comes standard with all wheel-drive (XWD), ventilated front and rear disc brakes, ABS, traction control, stability control, front and side airbags, rollover sensors, and anti-whiplash front head restraints. Safety has always been a big part of Saab's legacy, and the 9-5 is no exception.One feature I loved is Saab's "U-Rail" rear cargo divider. This sliding metal gate helps sectionalize the spacious 18.2 cubic foot trunk, allowing you to keep delicate cargo safe from heavier items. You'd probably also want to include the optional navigation system with eight-inch screen, CD/DVD player, and 40GB hard drive with MP3 playback - though this adds more than $2-grand to the price. If you want the handsome looks of the 9-5, but can live without the power of the turbo V6, a cheaper front-wheel-drive 9-5 is available. For $38,800, the base model comes with a 2.0-liter four-cylinder engine and choice of six-speed manual or six-speed automatic transmission.
2010 Mazda MAZDA3 Grand Touring
Built in 1954 by architect Morris Lapidus, Miami Beach's Fontainebleau was once the most luxurious and modern hotel in the country. Its curvy façade and bright blue pools made a perfect backdrop for Frank Sinatra welcoming Elvis Presley home from the Army in 1960 during an ABC television special. You've also seen the hotel in Goldfinger, Police Academy 5, and The Bodyguard. It welcomed both the conservatively wealthy and flamboyantly avant-garde down its famed stairway to nowhere. You could make a grand entrance at the Fontainebleau coming from just about anywhere. No matter your station in life, cruising around in the 2010 MAZDA3 Sedan makes its own grand entrance. Styling is based on Mazda's Nagare (motion and flow) philosophy. Curvy bodylines, Celestial Blue metallic paint, 17" alloy wheels, and a high-decked trunklid flaunt the MAZDA3's flamboyance; body sculpting looks like it was etched by wind, sand, and time. But, the MAZDA3 isn't just a clone of a crusty old Liberace. Think more like Dennis Rodman: it's showy, but has the goods to back up its flash. The powerful used to come and play at the Fontainebleau. With the MAZDA3 Grand Touring's power, you'll want to play in the sun, or all night long. Base models come with a 148 hp 2.0-litre engine, but the GT belts it out with a 16-valve 2.5-litre four-cylinder engine that generates 167 hp. Power comes on so smoothly that at first you might think there's a turbo lurking beneath the car's creased curves. If God created the Miata's manual transmission, then his son turned water into the MAZDA3's six-speed gearbox. Fuel economy ratings of 21/29 mpg city/hwy at least hint at heaven.  A hotel that has lasted a half-century must have good bones under the façade. Same with the MAZDA3's chassis. Bestowing the feel of an entry-luxury Japanese sport sedan, the four-wheel independent suspension absorbs bumps and bruises like the old hotel soaks up hurricanes. Nothing seems to shake the car's structure. Even over long stretches of broken downtown pavement, the car just rumbles over without a squeak, rattle, or hint of dissension. The MAZDA3 storms through quick backroads and tight onramps with maturity usually reserved for much more expensive cars. It feels like a Miata was stretched to accommodate four doors and a large trunk. Electronic stability control, traction control, and four-wheel anti-lock disc brakes keep this party under control. Overall behavior reminds me of the last-generation Acura TSX -- still one of my favorite cars.Hotels like the Fontainebleau are known for their grand ballrooms, designed in contemporary style with lighting and drapery to impress. Mazda's interior designers went all out in the MAZDA3 to give its cabin a comfortable, yet sporting flair. This is a place from which you want to rip through mountain roads, but also relax after a tough day making pay. Bolstered sport seats, huge analog gauges, a leather-wrapped three-spoke steering wheel, close pedals, and leather shift knob get your business done. Heated leather cushions, steering wheel audio controls, and automatic climate control add comfort (and the fab A/C will flat blast your chilled ass out of there).  Designers cleverly wrapped the dash from behind the instruments down into the center console, creating a cove for the navigation screen and audio read-outs. All you need is easily-accessible, but there is an incredible amount of technology ready for the asking. Keyless entry and push-button starting are but two examples. Your more raucous side could listen to a symphony on the Bose audio system, but that would probably bounce the neighbors' flower pots right off their porches. Current owners of the Fontainebleau have concluded recent renovations without ruining anything that makes the hotel spectacular. Sure, they added a new tower, upgraded the cabanas, and probably planted a few more palm trees. But, the essence of what makes the hotel great can be easily found. Since the Mazda GLC evolved into the 323, which begat the Protege and the MAZDA3, Mazda's small cars have had soul, durability, and a revered place among the compact faithful. ZOOM-ZOOM still means something, even with all of the freshness pumped into this latest rendition. High-finned Cadillacs may never again grace the Fontainebleau's driveways, but the MAZDA3 is nothing if not a fontaine of bleu. The hotel was named to the National Register of Historic Places in 2008, and given proper maintenance, you just might drive your MAZDA3 long enough to qualify for a set of Historic Vehicle plates. It has enough electronic tricks to impress James Bond, ample power to entangle a police force, and sufficient safety to guard five of your family's bodies. While the Fontainebleau may have fought with the neighboring Eden Roc hotel over air rights, the MAZDA3 will do battle with the Honda Civic, Kia Forte, Ford Focus, and upcoming Chevy Cruze. Price as tested came to $24,840. 2010 MAZDA3 Grand Touring Five-passenger, FWD Sedan Powertrain: 167 hp 2.5-litre I4, six-speed manual transmission Suspension f/r: Ind./Ind. Wheels: 17"/17" f/r. Brakes: Disc fr/rr with ABS Must-have feature: Sport, style Fuel economy: 21/29 mpg city/hwy Assembly: Detroit, MI As tested price: $24,840
2011 Mazda MAZDA2 The 2011 Mazda MAZDA2 four-door hatchback brings a cute new face to an increasingly crowded sub-compact market currently dominated by the Nissan Versa, Honda Fit and Toyota Yaris. Low-running costs and a bargain price-tag are the key ingredients in this company. And while it doesn't have the same "zoom zoom" driving excitement you'll find in a sporty Mazda Miata roadster, or the slightly larger and more powerful MAZDA3, the MAZDA2 does have some nice moves of its own. For a base price of $14,730, the 2011 MAZDA2 does many things well and, in some cases, much better than the competition. In terms of exterior design, the MAZDA2 is a huge improvement on the frumpy Versa and potato-shaped Yaris. Mazda officials said they wanted to instill a coupe-like profile, to avoid the "mini-minivan" (Mazda's terminology) look of the Honda Fit. Cute without being faddish, the MAZDA2 is one of the best looking subcompacts -- though the 2011 Ford Fiesta is probably tops in the looks department.  However, if the Ford is a little too pricey (the base Fiesta is more than $15,000), the MAZDA2 is worth serious consideration. Remember, this is 2010, a time when excess and vanity is out of style; sorry to those outdated divas in Sex and the City 2, along with every HUMMER owner, but being frugal is now cool. For many car buyers, fuel mileage has become as much a bragging point as heavy-hitting horsepower and rapid 0-to-60 times. This is good news for the MAZDA2, which sips fuel and has loads of standard features, but doesn't suffer from any excess of horsepower.The standard Sport model comes with air conditioning, power windows and locks, anti-lock brakes, and safety features like stability control and traction control. The Touring model ($16,185) adds fog-lights, alloy wheels, sportier seating with red piping, and audio controls on the steering wheel. There is no 'stripper' model (as in, no frills or features, not pasties and pole dances). But unless you get cheap thrills from winding up your own windows, there's really no reason to complain. However, a few extra ponies under the hood would be nice. With its 100-horsepower 1.5-liter four-cylinder, the MAZDA2 is one of the least powerful cars on sale. You'd need the reflexes of a three-toed sloth to somehow get this front-wheel drive hatch slipping and sliding to engage the stability and traction control. Still, they're nice safety features to have. And none of the MAZDA2's competitors are exactly what we'd call pocket rockets. Mazda has chosen a less-is-more approach, shedding weight from the MAZDA2 wherever and whenever possible. From the suspension components, to the chassis and wiring harness, every gram of extra poundage has been trimmed down. Even the door-speakers weigh roughly half of what they did in the last generation MAZDA2. Strange then that Mazda decided on a doughnut stop only 45 minutes into the test drive. After two jelly-filled and a large coffee, I'd probably undone some poor Mazda engineer's hard work. On sale since 2007, the previous MAZDA2 never made it to the U.S. Yet while living in Europe, I had the chance to drive the outgoing MAZDA2 in several trim levels, with a variety of gasoline and diesel engines. Nimble and easy to drive, Mazda was smart to leave the best attributes alone in the new model. Climbing behind the wheel of a MAZDA2 Sport, with optional 4-speed automatic ($800), I immediately felt at home and ready to dice with traffic.  The cabin is dominated by black and grey plastic, but the quality of the materials is good for the price-point and the controls are logically positioned. Too bad the cloth seats in the Sport model never did feel quite right. No matter where I positioned them, or how I wiggled around, my lower back started to ache after only a few miles. The vent for air recirculation also felt surprisingly cheap as I slid it back and forth, grimacing at the clunky feel and sound it made. But you can't argue with spacious seating for four (five in a pinch) combined with a 35 mile per gallon average during highway driving (with the 5-speed manual). This drops by a couple mpg with the four-speed automatic, but the trade-off is worth it if you're routinely dealing with stop-and-go traffic. Mazda expects that nearly 80-percent of buyers will opt for the automatic -- it'd be my choice, too. After all the talk about approximately 200 lbs being shaved from the new MAZDA2, I probably expected a little too much from the steering. It's precise and nicely weighted, especially for city driving. And for a sub-compact there's much more driving pleasure here than you'd expect. Yet it didn't feel much different from the MAZDA2s I drove in Europe which, to be fair, were always nice cars to zip around in. So where does that leave the 2011 MAZDA2? It's not a game-changer, though its cute looks and zippy handling offer lots of charm -- along with a rare dose of driving pleasure in the sub-compact market. There is some actual soul under this car's sheet-metal, even if some interior controls feel cheap and the stingy luggage space trails many competitors. The sub-compact market is heating up, economy is definitely in, and the MAZDA2 is a worthy addition to the field.
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2011 Jeep Grand Cherokee
By Damian Geddry This is going to be two stories, really: a story about a car, and a story about a company. The car is the Jeep Grand Cherokee, and the company is Chrysler. You remember Chrysler, don't you? And the Grand Cherokee? It arrived back in 1993 as the bigger, more suave brother of the Cherokee, which itself was a boxy, square-jawed little wagon -- sort of the crew cut of cars. More importantly, the Grand Cherokee that followed on the Cherokee's heels actually lived up to the promising name. It was more civilized, sophisticated and comfortable than the Cherokee. More "grand" than the rolling utilitarian toolbox that came before it. Just as importantly, it was vastly more stylish and in many ways more capable than the reigning king of SUVs, the 1990's-era Ford Explorer.
But by the time customers came back for the third time, the Grand Cherokee was still looking -- and feeling -- like their first Grand Cherokee, which meant that customers started looking elsewhere. And when they looked, they found that the competition had caught up and accelerated right past the Jeep. The Lexus RX floated by in the luxury lane, the BMW X5 clipped the Jeep in a corner, and the Mercedes ML took the Grand Cherokee's place in the valet-park starting grid. Which brings us to Chrysler. After buying Jeep from AMC, they've been the keepers of the brand, only to see their own fortune controlled by Mercedes-Benz, who owned them from 1998 - 2007; Cerberus Capital Management, who neglected them from 2007 - 2009; the U.S government, who forced them into bankruptcy; and now Fiat, who is helping them back on their feet. It's a wonder that Jeep survived at all. But Jeep means something to American buyers. And this new 2011 Grand Cherokee means that Jeep and Chrysler have a shot at redemption. In other words, despite the odyssey of owners and insolvency, Chrysler has kept its eye on the ball and built a Grand Cherokee worthy of the name. It's an excellent new SUV. Gone is the slightly flexy, flimsy-feeling body structure of the old model. And in its place is unitized body/chassis architecture, co-developed with Mercedes back when Germany was calling the shots. This point should be emphasized, because Mercedes builds rock-solid vehicles, and the new Grand Cherokee feels tighter and more robust than any Jeep vehicle I've driven in 30 years. And I've driven and owned plenty. So we're off to a good start here. Next, Jeep tossed the old solid rear axle in the trash bin and replaced it with multi-link suspension featuring aluminum lower control arms. At which point we now have a Jeep that doesn't hop, skip and jump over bumpy pavement, but rather rolls over rough surfaces with control and composure that was heretofore unheard of in a Jeep. In short, the pogo-stick suspension is gone. So too is the side-to-side head-tossing ride quality. Also missing is the cranky V6 that powered the outgoing model. Of course, if you haven't driven an Acura, Lexus or BMW with a six-cylinder engine, the old Grand Cherokee's six might seem adequate. That is if you think 210 horsepower is adequate for moving roughly 4500 pounds of SUV. And trust me, you don't. This engine must have sent numerous Grand Cherokee shoppers walking away from a test drive, shaking their head, and heading for a Toyota dealership.
You also won't need to apologize for the Grand Cherokee's fuel economy. Granted, it's no Prius, but rear-drive (2WD) models with the V6 are rated at 16/23, and four-wheel-drive (4WD) models promise 16/22 for city/highway fuel economy. And seeing that the Environmental Protection Agency (EPA) recently updated its ratings protocol, these figures are somewhat realistic. On the other hand, the Hemi V8 might help you get up into the Sierra Nevada a bit faster, but upon arrival you'll have to hand over your Sierra Club membership: the 4WD Grand Cherokee V8 is rated at 13/19. But whatever: that's between you, your conscience, and your credit card. Speaking of 2WD/4WD, Chrysler has kept the Grand Cherokee close to its Jeep roots by offering no less than four drive systems: Traditional rear-drive with traction control; full-time 4WD with four-wheel traction control (Quadra-Track I); full-time 4WD with a two-speed transfer case plus Selec-Terrain and hill-descent control (Quadra-Track II); and all that plus a limited-slip rear differential (Quadra-Drive II).
So while the Grand Cherokee is far more stout than the likes of a car-based Toyota Highlander or Honda Pilot, it's also notably more refined and civilized than the truck-based 4Runner or Pathfinder. And hence, the Grand Cherokee is back in its niche. It's not a camouflaged minivan like many of the seven-passenger crossover vehicles. Nor is it a domesticated truck. No, this is an amazingly civilized five-passenger Jeep. The build quality is light years ahead of the original -- and the existing model, for that matter. The on-road performance is leagues beyond anything else in its price range, and the off-road capability, when the vehicle is equipped with one of the upper-grade drive systems, is exactly what you expect in a Jeep. And here's the kicker: the base Laredo V6 2WD starts at $31,000, and the only demerit is cheesy-looking cloth upholstery. The rest of the interior is surprisingly high quality. And the full-boat Overland 4WD tops out around $48,000, loaded with navigation, premium audio, every electronic trick in the book, and get this: real wood interior trim and a hand-stitched leather-covered dash that matches the leather seats. So guess what fellow taxpayers? After driving the new 2011 Grand Cherokee, I think our $10 billion Chrysler/Jeep bailout was probably a good bet. Because if the economy holds, this vehicle should help return the investment.
Preview: 2011 smart electric drive By Casey Williams You've been warned. There's an invasion of battery-powered electric cars approaching. Tesla already carved out its niche at the top of the market with its Lotus Elise-based Roadster. Nissan is preparing to launch its American-built Leaf electric car this fall; Automotive News and several other publications recently had the chance to drive one of four production Leafs in existence. smart will lease an all-electric version of its tiny fortwo this fall, and I'm one of very few journalists who's driven it.  Green wheels, mirrors, and exposed safety cell around the passenger compartment are clues this is not your normal smart. Open the gas cap and you'll find a multi-pronged receptor that connects to 110v or 220v outlets, the latter for a quick charge. Cords are stored in the tailgate. Inside, the car is outfitted with green trim and the Pure edition's steering wheel, since the car uses a continuously-variable transmission instead of the gasoline version's five-speed paddle-shift automatic. Charge meters occupy the dashtop bug-eyes.Making the electric drive possible are high-capacity Lithium-Ion batteries and regenerative brakes that charge the batteries when decelerating. The electrical system is engineered by smart's partner, Tesla. Plugged to a 220v outlet, the car can be charged in 4 - 6 hours; fully topped off, it's good for a 100-mile driving range.  Like all electric cars, nothing really happens when you turn the smart electric drive's key. It goes into stand-by mode until you press the throttle, whereupon the car gently and quietly whirs away. Having driven many miles in gasoline-powered smarts with their sometimes-hesitant transmissions and mechanical engines, it's eerie to step on the throttle, hear nothing, and feel nothing but smooth acceleration.Making electric cars viable is going to take a concerted effort by automakers, dealers, drivers, and utility companies. Local dealers are actively involved in convincing power companies, state lawmakers, and the federal government to offer incentives for electric cars. These incentives will be necessary to lower the cars' prices to something competitive with hybrids like the Toyota Prius and Honda Insight.  The smart won't be alone when it debuts. Nissan will launch the five-door Leaf from its plant in Tennessee with a price presumably similar to smart. One level up in sophistication, Chevrolet will offer the 2011 Volt extended-range electric car that can travel 40 miles on a charge, then continue about 300 miles with an auxiliary gas engine charging the batteries.This feels vaguely familiar since I drove the GM EV1 in 1996. That car was a dream, quick as a Camaro, but was conceived two decades too early and failed because of limited range and a high price. Better batteries promise different results for the Volt. Prices are still being finalized, but expect to pay about $25,000 for a smart or Leaf (after incentives). Chevy Volts will begin around $40,000. Let the electric invasion begin!
2011 Ford Mustang GT Convertible
By Casey Williams From the available red-and-white-striped seats to the wind it puts in your face, the 2011 Ford Mustang GT Convertible is like a big kid's Schwinn Stingray. I had one in yellow and red when I turned five. About five minutes after it came home, I weebled it into my mom's Pontiac Phoenix and dented both the car and my chin. The car survived the incursion (although it later shed its transmission and every other part not deemed essential by itself). My chin, however, required five stitches to be put whole. Buy a 2011 Mustang GT and you'll have a lot of fun - hopefully without a trip to the emergency room.  Check the front fender and you'll see a classic element we used to love: a chrome 5.0 badge. Raise the hood and you'll find much more. An all-aluminum 32-valve V8 engine generates 412 horsepower, directed to the rear wheels through -- God forbid anything else -- a solid rear axle. You can option a six-speed auto transmission, but the crisp six-speed manual is the one to own. Fuel economy for the manual GT is rated 17/26 mpg city/highway. If that sounds like too much excitement, there's no shame in choosing the base Mustang with its 305 hp 3.7-litre V6 that achieves 31 mpg!One gets the feeling by looking at the Mustang that V.P. of Design, J. Mays and his team aimed to imbue just a bit more European flair to the latest pony. Exterior styling could be mistaken for nothing other than Ford's flagship sport coupe, but it seems more finely tailored. An aggressive grille, canted taillamps with progressive turn signals, and a hip bump in the shoulderline update the classic. I like the 19" alloy wheels on our test car, but would go for a more dramatic color than basic silver.  Back to those clay red leather seats with creamy white stripe: they look great, fashionable, and complement the red leather steering wheel and charcoal metallic-look dash inserts. Padded dash materials cover a twin-cockpit design that echoes past Mustangs. Large analog gauges with changeable light colors, a big aluminum shift knob, and freeze-cold climate control make the car even more enjoyable. Mustang is also available with SYNC, Ford's voice-activated audio and navigation system. You can summon restaurant directions, view weather forecasts, or access your iPod's menus (via USB port) on command. Mustang's key competitors - the Chevy Camaro and Dodge Challenger - sauntered out of the last decade underpinned by independent rear suspensions. Well, we would have none of that advanced technology under the Mustang. Ford sticks with a solid rear axle, but has significantly enhanced the car's handling with new rear lower control arms and stiffer rear stabilizer bar bushings. The car still dances its tail over very rough pavement, but the behavior is ages ahead of anything that came before. Purists will argue the rear axle allows hot rodders to more aggressively modify the Mustang. Who am I to argue? It certainly hasn't hurt sales, and Ford enthusiasts seem perfectly pleased. That's not where the under-skin changes stopped their molting. Engineers replaced the traditional belt-driven power steering system with electric assist that is quieter, uses less energy, and allows for variable-assist to best balance light low-speed effort with heavier high-speed feel. Drift-Pull Compensation automatically adjusts the steering to compensate for crosswinds and road crowning. Nibble Control filters out vibrations from out-of-balance wheels. Electronic Stability Control, four-wheel anti-lock disc brakes, and traction-control keep this powerful stallion in the corral. Available Brembo brakes halt the rampage from ridiculous speeds without drama.  Driving the Mustang GT is believing. The car is noticeably more refined, separated from squeaks and rattles, and behaves itself even over rough roads. It feels sportier, tighter, and much more mature than any Mustang before. It is a car that remembers its raucous roots, but steps up with a level of sophistication that would be a great compliment for many European-brand sport coupes. I was more than pleasantly surprised. Mustang enthusiasts have much for which they should be thankful.I could quibble about the solid rear axle, tight cockpit, and old-school powertrain. However, there is no debating how well Ford knows its customers that keep the Mustang in the pony car sales race. They evolve what needs to evolve and leave the rest the heck alone. That seems to keep the tribe happy, giving the rest of us plenty of eye candy on the highway and boulevards. One certainly can not dismiss 45 years of success. The classic styling of the Schwinn and the power of a modern day supercar put the Mustang GT at the top of any kid's wish list. Now available with the iconic 5.0 on the front fender, this may be the best overall Mustang yet. Put down the top, slip into the striped seats, and take a ride through your Schwinned childhood. (Just watch out for parked Pontiacs.) Mustang GT Convertibles start at an incredible $34,645. 2011 Ford Mustang GT Convertible Four-passenger, RWD convertible Powertrain: 412-HP 5.0-litre V8,six-speed, manual transmission Suspension f/r: Independent/Solid axle. Wheels: 19"/19" f/r. Brakes: Disc fr/rr with ABS. Must-have feature: Style, speed. Fuel economy: 17/26 mpg city/hwy. Assembly: Flat Rock, MI Base price: $34,645
smart BRABUS: Spicy Collegiate Timbit By Casey WilliamsTwo of my favorite places to visit in New Haven, Connecticut are Claire's Corner Copia at Yale and the Canadian-import known as Tim Hortons doughnut shop. I love Claire's vegan salad with soy chipotle chicken, avocado, organic egg, and balsamic vinaigrette. Afterwards, there's nothing better than a half-dozen cherry Timbit doughnut holes. If I could combine the spicy no-guilt flavor of Claire's with moist cherry Timbits and set it to wheels, it would look something like the smart fortwo BRABUS.  If not a chipotle Timbit, then the smart BRABUS is at least one coated with little colored sprinkles. It keeps the classic cute smart design, replete with integrated safety cage, but adds a German tuner kit to keep your man card in circulation. Sported-out facias, ground effects, 15" front/17" rear alloy wheels, low-profile tires, and center-exit twin chrome exhausts flaunt the promise of a fun ride. A lowered ride height and meatier rubber noticeably improve the BRABUS' handling over base smarts, making them almost agile on curvy backroads. Handling is definitely improved, although at interstate speeds, the car is still a pawn in Mother Nature's game of wind. As with other smarts, the BRABUS runs with a 70 hp 1-litre three-cylinder engine that helps the car achieve 33/41 mpg city/highway -- same as less exotic smarts. German burble from the exhaust sounds yummy, but the car waddles from 0 - 60 mph in 12.8 seconds on the way to an electronically-limited 90 mph top speed.  Smarts cruise happily at 80 mph, although a turbo -- available in Europe, but denied to us Yanks -- would give the car better breathing through long inclines and mountain passes. European smart BRABUS models not only have classier interiors with fancy leather and chrome, but also add significantly more power. Turbos gain 28 hp for 98 hp total. That lowers the 0-60 mph run to 9.2 seconds. As it is, the normally-aspirated Mitsubishi-built engine gives its all to wisp the Smart down the highway, but that additional 28 hp would make the 1,800-lb. car a spicy little 'bit without cutting up its green cred.Engineers obviously worked on the five-speed sequential-shifting transmission's auto mode, creating a level of smoothness that makes it almost livable. Thinking of the transmission, with paddle shifters on the steering column, as more manual and less automated helps the mind get over its occasional herks and jerks. All but the very base smarts come standard with speed-sensitive power steering, which feels heavy on the highway. Available heated leather seats, rain-sensing wipers, six-disc CD changer, iPOD input jack, and subwoofer keep the joy coming. Safety is enhanced by dual front airbags, side airbags, electronic stability control, four-wheel ABS, brake force distribution, cornering control, traction control, and hill start assist (which holds the car on hills when shifting from the brake to the accelerator).  People always ask if the fortwo is safe. Besides four airbags, substantial headrests, and a Mercedes-load of electronic stability controls, the car is essentially a crash shell with everything else attached to it. The black or silver outlines you see around the passenger compartment are actually exposed sides of the crash cell. The car was tested against Mercedes' E-Class large sedan and sports an array of high-star crash ratings. Nothing is indestructible, but the fortwo is one stoutly-built mini-mite that can't be beat for finding a tight parking space on the Yale campus.I've already driven 10,000 miles in my personal fortwo passion, from Indianapolis to beyond. It's taken me on vacations in the Smokey Mountains, Memphis, Asheville, and Myrtle Beach. I drove it to snowy Detroit for the auto show in January. It has enough power to flat-foot it through mountains, though I would love a BRABUS with the Euro turbo. It handles well, but some low-profile sport rubber wouldn't be turned away. I love its style, but some ground effects and twin exhaust pipes would pump some sexy. I love my car, but could go positively weepy over a BRABUS convertible. One of the best parts of eating at Claire's is the student-professor get-togethers that stimulate profound thought and new perspectives on the world. Driving a smart fortwo BRABUS will definitely open your horizons -- both for the economy it provides and endless conversation you'll encounter at every gas pump, restaurant, and stoplight. I've heard the jokes, ridden the roller skate, and counted the clowns. Dressed in BRABUS attire, it would be welcome at Yale, Claire's, or Tim Hortons hauling home the 'bits. To sample a smart before plunking down at least $17,990 for a BRABUS Coupe or $20,990 for a convertible, check out a Hertz rental to see if eating such fiery dumplings fits your stomach.
Ford F250: All Hat, All Cattle By Casey Williams There's a saying in Texas about a cowboy being "all hat and no cattle". You see them all over - driving their pickup trucks and SUVs to collect the kiddies at dance class or pulling a lone Jet Ski to a mud puddle. When these over-starched cowpokes really need a truck, they choose some whimpped-out pretenders that can barely wheeze under their own load. Buying a Ford F250 Super Duty with a diesel engine will put to rest all rumors about the size of their cattle. If you want to scare the night out of pesky drivers of Smarts and Buicks, hoover up to their bumper at 70 mph and see what happens. If the air you're displacing doesn't displace them, they will quickly displace themselves to the right-hand lane. Let them get a load of that meteor-sized chrome grille and Ford Oval as big as a football. When I see the crew cab truck in prairie-hued metallic brown livery, I don't know if I should run from it or polish it. For sure, you can't deny it.  Climbing into the saddle may be tough as you step on the big step chrome bars and heave up to the A-pillar-mounted grab-handles, but once seated in leather thrones, you'll have an easy view of your cattle and all they graze. Inside, notice the urban-outback themed woodgrain and silver metallic dash panels, camo leather seat inserts, leather-wrapped steering wheel, and huge center storage console. Automatic climate control will roast and freeze with ease. Ford's SYNC system allows for voice-activated calling, audio, and navigation. Truck stops with B20 diesel can be found just by asking. All prepped for work, the F-250 comes with trailer brake controllers and 4 uplifter auxiliary switches on the lower center control stack. A cool step with grab bar slides out of the tailgate to ease entry to the bed. Side and side curtain airbags are optional to enhance safety.  You don't buy a Super Duty because you want a pick-up truck for domestic duties. There are far better choices for commuting to work and carrying a little mulch. This is what you buy to pull the mini-yacht, a stable of horses, or a 30-ft. fifth-wheel through the mountains without loosing your (or your truck's) cool. Open the hood and try to count all of the radiator coils. If it uses or moves fluid, there is probably a coil up front to cool it. Properly-equipped, Super Duty trucks can tow 24,400 lbs. or haul 6,520 lbs. of payload, or roughly equivalent to 13.5 Smarts in tow or 3.5 in the bed.To do this, the Super Duty requires lots of power. You can get a 6.2-litre gasoline engine in the truck, but I wouldn't. There is no comparing ponies with Power Stroke® 6.7-litre turbo-diesel V8 that produces 735 lb.-ft. of torque at 1,600 rpm and 390 hp at 2,800 rpm - 85 lb.-ft. and 40 hp more than the 2010 model. Ford claims best-in-class fuel economy and the ability to run on B20 biodiesel fuel. In mixed driving, much of it running at super-legal speeds on the Interstate, the truck achieved just under 16 mpg. Given the truck's capability, that's impressively frugal. There are many 1970s cars that couldn't get 16 mpg going down a mountainside, and they could barely pull six Christians to church and back. Gas and diesel engines are mated exclusively to six-speed automatic transmissions, with column-mounted selectable gear capability, that enable Power Take Off. On Super Duty diesels with the PTO option, the truck can be equipped to power auxiliary equipment like snowplows, aerial lifts, tow truck lifts, cement mixers, or dump trucks. Power is available whenever the engine is running.  On the highway, the big truck is a dream. All of the diesel's torque is at the ready while a unique turbocharger, featuring a dual-sided compressor wheel in a single housing for improved noise and harshness control, breathes easily. The single unit provides the benefit of a twin-turbo, but with faster response (less turbo lag). Empty or loaded, the truck always has an obscene amount of power in reserve.Since most Super Duty diesels will pull trailers, engineers went the extra mile in providing for safe towing. Trailer Sway Control works with Advance Trac electronic stability control and Roll Stability Control to detect trailer sway, apply brakes, or reduce engine torque to correct unwanted motions. The built-in trailer braking works with the truck's anti-lock brake computer to minimize the potential for trailer wheel lockup. During a sway event, the system can apply brakes to stabilize the trailer. Hill Start Control (sets brakes to hold the vehicle on an incline), Hill Descent Control (creeps down inclines), and an electronic locking rear differential work in concert to get the most of friction. I think it was Christine Baranski's character Tanya in Mamma Mia! who was messing around with the kid that was "all mouth and no trousers." Drive up in the F250 and everybody will know you're packing a full set of pants. Price as tested came to $60,810 including the $7,835 Powerstroke Diesel V8 option, 4x4, Crew Cab with 6.75' bed, and Lariat package. Competitors with heavy-duty diesel models include the Dodge Ram, Chevy Silverado, and GMC Sierra. 2011 Ford F-250 Diesel Five-passenger, 4x4 pickup Powertrain: 390-hp 6.7-litre diesel V8, six-speed automatic transmission Suspension f/r: I-beams, solid axle Wheels: 18"/18" f/r. Brakes: Disc fr/rr with ABS Must-have feature: Engine, style Manufacturing: Louisville, KY As tested price: $60,810
2011 Buick RegalWELL-MANNERED AND WELL-TAILORED By Jeff StorkThe Regal nameplate returns to the Buick lineup for the 2011 model year. The original Regal made its debut in 1973 as a personal luxury coupe and bore the distinction of being the first mid-sized Buick to feature a stand-up hood ornament, opera windows, and plush velour seats. The newest iteration of Regal leaves those disco ball memories behind, appearing instead as a front wheel drive mid-sized sedan based on the latest Epsilon platform. Adapted from the Opel Insignia, the Regal is already on sale in China and will enter the North American market this quarter. Initial production for the U.S. market began in Germany and will move to Oshawa for the 2012 model year. Buick is taking a page from the Lexus playbook with two different mid-size sedans in its lineup. At 190 inches overall length, the new Regal is shorter than the La Crosse, has totally unique styling, and will be marketed as a sports sedan.  There are two different powertrains for the new Regal. The base CXL sedan offers a 2.4 litre Ecotec four-cylinder engine that develops 182 horsepower and 172 lb/ft of torque. It's mated to a six-speed transmission with manual shift control and offers EPA fuel economy rating of 20 mpg city, 30 mpg highway. The Turbo version, due later this year, will feature a 2.0 litre turbocharged four that develops 220 hp with 258 lb.ft of torque, and is fitted with a specially selected six-speed Aisin automatic transmission. The Aisin also features manual shift control, and a six-speed manual transmission will become available on the Turbo later this year, for those of you who are fond of grabbing the stick.The exterior styling is clean and contemporary, with smooth flowing lines and a well-tailored look. 18-inch wheels are standard, with optional 19s for the turbo. Both wheels look like something from the Jaguar XF brochure: it wasn't the only time I saw the XF in the Regal and it's not an unflattering observation. I see a lot of Jaguar in the side cove line, rear roofline and rear door styling as well. Up front, Buick's trademark waterfall grille takes center stage, but the overall effect remains clean, contemporary, and quite European.  The interior is nicely tailored as well -- the standard leather seats are supportive and highly adjustable -- the test vehicles had power lumbar, and felt very much like the seats in a Saab 9-3. Dash was well laid out and featured an integrated color navigation system ($1995). I found the display a bit small, but it was quite easy to use -- I even managed to engage route guidance on the fly. The quality of interior materials seemed quite good, and much more akin to the Cadillac CTS than the Saturn Aura incarnations of the Epsilon we have driven in the past. Harmon-Kardon audio was a step up from traditional Delco sounds, the door panels flowed nicely into the dash, woodgrain trim was relatively tasteful, and the overall effect was upmarket and classy. Kudos for the stitching on the dash, the tactile feeling of the controls and even for the Ice Blue instrument lighting -- it creates a feeling overall that GM designers have been shopping in nicer stores these days. I was able to drive both the CXL and Turbo versions on some delicious two-lane winding roads, and my impression is that both are quite well mannered -- smooth riding, easy handling with a nice on-center feel, and a well planted rear axle that knows where it belongs -- again, road manners were much more Saab-like than Saturn. The 2.4 litre four was impressively smooth and quiet, and although acceleration was adequate, it won't win any drag races (I had to go there, didn't I). The Turbo's drivetrain is much more rewarding, with smart off-the-line acceleration and a much fuller torque curve to make the most of those twisting rural roads. Neither is a dragster (there I go again) but rather a pair of nicely mannered sport sedans that could eat up a lot of pavement quickly. Our Turbo also had the Interactive Drive Control which controls settings for suspension, steering, braking and throttle -- and definitely enhanced the sporting personality of the Turbo on our drive. I did have one humorous moment on the drive -- stuck behind a ancient F150 gardener's truck on a two lane stretch of twisty road, I peeked at the speedometer registering 39 mph, turned to the GM exec riding with me, and commented that this was the only part of the day in which I had truly felt like a traditional Buick driver.Base price for the CXL is $26,995 including destination, the Turbo starts at $29,495, with a full boated Turbo around $33,000. For those looking at a well-tailored and well-mannered mid- size sedan, it definitely earns a spot on the short shopping list. Check this one out -- maybe you would really rather have a Buick this year, after all.
2010 Honda Accord CrosstourHONDA'S CROSSTOUR TO EASIER LIVING
By Casey Williams A great read is Mary & Russel Wright's Guide To Easier Living, published in 1950. It tells all of the Stepford domestic divas in suburbia how to while away their days without domestic help, keeping their homes organized and chipper. According to the book, it took 80 hours per week while the apparently-lazy-assed breadwinner pecked away a measly 40 hrs. If those over-worked missuses lived today, at least a few of them would drive Honda Accord Crosstours to make their lives easier. When the book was first published, houses were designed with room to relax, and that's exactly what you find in a Crosstour. It's a big car, roomy inside, with near crossover space, 60/40 split/fold rear seats, and a hatch as big as a cargo plane's through which Buster, doll houses, and wooden hobby boats can be loaded. Father could hide his stamp collection in the concealed rear underfloor storage bin. In a car or home, the deep interior is most reflective of our private lives. Tinted rear glass and a cargo cover keep peepers out of the Crosstour while everybody rides tucked down in the tall body sides. A backup camera, USB audio interface, 6-disc changer, Kevlar® cone speakers, aluminum dome-type front tweeter speakers, and Satellite-linked Navigation keep us tuned to the world through 360 watts of delicious sound. Kids can sit back, relax, and color in their own space with only bathroom breaks to halt the fun. All around the house, the Wrights lay down their ideas about large entrances to control dirt, easy-opening windows, and the best drapery designs. For the Crosstour, Honda fitted dual-zone automatic climate control with second row ventilation, auto up/down front windows, and a large sunroof with shade. They also advocated lots of closet space, which the Crosstour has everywhere from cubbies in the doors to a roomy front center console. To add more comfort, check the sheets for cruise control, steering wheel audio controls, and leather steering wheel. Reversible cargo floor panels defend against dirty puppy feet. The Wrights would have the lady of the house put a stopwatch to her tasks and define efficient standard work. Time studies, my ass! Put a stopwatch to this, bee-atch. Honda's 3.5-litre I-VTEC V6 engine with Variable Cylinder Management (runs on 3, 4, or 6 cylinders depending on need) lays down 271-HP at 6,200 rpm and 254 lb.-ft. of torque at 5,000 rpm. Taking a load off the family budget, the car achieves 18/27 mpg city/hwy. When father needs to get to work in a blizzard, available AWD is nifty. If you really want to get a handle on the dirty work, grip the wheel and head to the road for an old-fashioned family vacation. The four-wheel independent suspension system soaks up highways like a '55 Buick, but carves the snaky two-lanes to the campground more like a European wagon. Cruising the neighborhood looking for Fluffy, or moving momma's bouffant hair, the Crosstour is a slick ride. It is really hard to get good help these days, what with their demands for minimum wage and healthcare. Today's automotive servants include navigation, XM Satellite radio, and active sound control to erase harsh noise. The book provides tips on how to manage your domestic's time effectively, but the only paid help you'll require with the Crosstour is a trip to the Honda dealership for oil changes and regular maintenance. It's a good thing I'm gay because I don't think I would have much patience for going to work all day so Her Highness could re-decorate the house while drinking mint juleps on stylish patio furniture with her fellow hags. Of course, I work all day to make sure His Highness can re-decorate our mid-century ranch, but that's an entirely different matter. Maybe I'll have him read the damned book - and drive the cool Honda Accord Crosstour. He can put some of his own hard-earned money towards the $36,220 as-tested price. Just kidding, Love... 2010 Honda Accord Crosstour
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2010 Acura ZDX AdvanceAESTHETICS UNEMCUMBERED
By Casey Williams If you were unencumbered by traditional realms of aesthetics, what would you design? Phillip Johnson imagined a glass house, Frank Lloyd Wright waded through Falling Water, and Ludwig Mies van der Rohe brought Germany's famed Bauhaus stateside. They pushed the boundaries and changed our perception of home and habitat. Great stylists like Gordon Buehrig, E.T. Gregorie, and Raymond Loewy did the same for automobiles, styling beautiful Duesenbergs, Cords, Lincolns, and Studebakers. Those cars were also engineering marvels -- like the Acura ZDX.
Acura calls the ZDX a four-door sports coupe. Although the car rides crossover high, getting inside is much like crawling aboard a luxurious two-door. You kinda wedge yourself under the steering wheel, careful not to bump your head on the roof. Rear passengers will rehearse their contortionist routines as they shimmy up and behind the doorframe while ducking. Kids can do it better. If you want a big gaping crossover, go buy an RDX or MDX. There's something intimate and special about riding in the ZDX. LED cabin lighting shines on a gallery of stitched leather dash and door coverings, ultra lovable leather-wrapped steering wheel, and cavernous sculpted center console.
If you need extra space for your Louis Vuittons, pop down the rear seats, open the glass dome of a rear hatch, and free up 55.8 cubic ft. Crafty little critters that they are, Acura's designers created removable side panels in the rear compartment to fit golf bags even with four aboard. Under floor storage works great for smaller objects that you do not want spied. Acura's 3.7-litre V6 is a beauty in its own right. Producing 300 horsepower and 270 lb.-ft. of torque, the SOHC aluminum engine moves this fashion show along faster than a caffeine-strung Christian Siriano and hits its stride like Lance Armstrong humping through France. The six-speed automatic transmission with paddle shifters seems to read your wishes and shifts on-cue. Fuel economy ratings of 16/23 mpg aspire to V8-powered BMWs, requiring a 21-gallon fuel tank to make substantial progress. Acura might want to put the ZDX on a diet or crib sister Honda's hybrid tech.
Go ahead, deride the ZDX if you must. You might take a glance at Buehrig's Cord 812 Beverly, Gregorie's 1940 Lincoln Continental, or Loewy's Studebaker Avanti before you do. All of those cars were thought of as odd or ugly in their day, were technically advanced, and are now considered works of art. None come close to the engineering barrage brought to bear against the BMW X5, Mercedes ML, or Cadillac SRX. In future's light, the ZDX flaunts a pretty package. Just be prepared for the $56,855 as-tested sum to melt your kryptonite card. Storm Forward! 2010 Acura ZDX Advance
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2011 Audi R8 4.2L R-tronic
Lawn boys let go of their Toro self-propelled, mulching mowers. Salesmen at Mercedes-Benz dealerships halt their SL65 pitches mid-sentence. Middle-aged women are giving me THAT look. When the R8 rolls past, the world stops. Sound good so far?
Country Livin' We're blending in well. The large man gassing up his farm truck never looks low enough to see the R8 sitting next to him. The roof is about level with his belly button. An older women sitting in the passenger seat of the Buick can't stop staring and smiling. While finishing up the pit stop inside the gas station, a group of local guys explode through the door. In short order, everyone in the store is interrogated about the sports car parked outside. They've gotta know whose car that is. Cory points towards me. Uh oh. "That's yours? Dude...are you famous?!" For half a second, I think about saying yes. They are so excited they'll probably believe anything that comes out of my mouth. Who's to say I'm not the 2nd string quarterback for the New England Patriots? "Nah, just lucky," I answer. We all head back outside for a full on, up-close-and-personal drool session over the car. Yesterday, the only vehicle these guys would've spent $150,000 on was painted green and yellow and had tires 8 feet tall. Today, I may have altered their aspirations.
[Passenger] "So the transmission is a lot like the one in the Lamborg..." and then I floor it in third gear. A few seconds pass and my passenger looks over at me and smiles. [Passenger] "Wow. Uh...what was I saying?" With immense speed, you damn well better have the handling and road grip to go along with it. Normally, aluminum and magnets would be a lackluster combination. In the R8, they get you through the corner at alarming speed. The silver metal comes in buckets on the R8: An aluminum body is anchored to an all-aluminum Audi Space Frame chassis. All you really need to know about that is that it's light and rigid. Both of which lend themselves to excellent handling. Audi's magnetic ride adaptive suspension is the other half of the equation. The oil in the dampers contains small, magnetic particles. When you hit the "sport" button next to the gearshift, electricity is applied to those magnetic bits, and the viscosity of oil inside the suspension changes, giving you a firmer, sportier ride. The magnetic system is also constantly adapting to the road conditions to give you the best handling and ride possible. Combine these two things with Audi's signature Quattro all-wheel-drive system and you have a techno trio that will let the driver attack the apex and launch you out of the corner exit like a cheetah who missed lunch. One of the best examples I get of these three things working in harmony is during yet another "show off" ride to a friend. I decide at the very last millisecond to take a 90-degree, right-hand turn off the main road onto a side street. I'm already a third of way past the corner when I decide to turn right. In most cars, I would plow straight ahead, hurdle the curb, and slam into a row of pre-owned X5s sitting at the BMW dealership. But I'm not in most cars: the R8 went around the corner at 45mph without a second thought. A quick reflection after my abrupt cornering told me that it was really stupid to even try such a thing. The Audi, on the other hand, seemed to shrug it off and ask if that was the best I could do.
For now, this makes the 6-speed manual transmission a requirement for anyone who might, you know, enjoy driving. Not to mention, the manual saves you several grand. Money that will buy you all the 93-octane your right foot desires. All day, every day
Prom Queen? After a long day of flogging the R8 through the countryside, we're just about home and going through the last "Detroit left turn" of the day. I come up to the U-turn and Cory says something to me about the cars sitting at the intersection. That's about the time I notice the passenger standing up in the open sunroof of an Audi S4 taking photos of the R8. His level of excitement is somewhere around "nuclear." Once I'm through the U-turn and the light goes green for the S4, I'm being chased not by one, but two customized Audis -- one with a short man still standing up in the sunroof. If at this point you are picturing something along the lines of the prom queen drunkenly swaying while standing up in her limo, then you're absolutely correct. I accelerate to leave them in the dust since that's what you do when you drive an R8. The pursuing pair catches up to me just as I'm pulling into my subdivision. I pull over to talk with what I assume are some fairly crazy guys. "I guess you want a closer look, huh?" Indeed they do. Turns out these guys are not insane, just huge enthusiasts of all things four-ringed. The night ends with an impromptu car show outside my front door with five Audis lined up on my street, posing for a group photo. I'm pretty sure the neighbors thought the Russian mafia had just moved in. Bottomline Mr. Bueller said it best: "It is so choice. If you have the means, I highly recommend picking one up." 2009 Audi R8 R-tronic - $123,300 -Phantom Black Pear Effect Paint - $650 TOTAL MSRP - $147,550
2011 Ford FiestaCOLORFUL AND FUN, THE FIESTA LIVES UP TO ITS NAME By Joe TralongoFor years now, I have scratched my big balding head in bewilderment at Ford's refusal to bring its impressive world-class European models to the United States. There were attempts, mind you, in the form of the ill-fated Merkur brand in mid 80s, or the poor Ford Contour and Mercury Mystique, so watered down to meet American tastes that they became mere shells of their former Continental selves. So you'll have to forgive my skepticism when Ford invited me to test drive the 2011 Fiesta, the much-lauded European minicar scheduled to make its U.S. debut this summer. Would the suspensions be dialed back so far as to resemble riding atop marshmallow fluff in a tube? Would the interior be stripped of any semblance of original thought, replaced by generic Ford plastics and idiot lights? Would I even want to spend the week driving this thing? The answers to my questions were soon revealed in a quick test drive through the winding hills outside San Francisco, California, and the answers surprised even me..  My first inkling that something at Ford had gone horribly right occurred upon my arrival at the hotel. There, parked along the entrance, were three Fiestas. The first car, a SEL Sedan slathered in electric lime green paint, immediately caught my eye. But, as I drew closer, it was not the car's sleek body, but the interior that made my processed cheese-laden American heart beat faster (or so says Jeremy Clarkson). Not only was the original European dashboard completely intact, the interior itself was replete with--wait for it--color! On this car it was a lovely cashmere leather and vinyl combo with contrasting piping; and the color wasn't just on the seat surface as is the case with so many cars. No, the materials covered the entire seat from front to back and top to bottom. I then cast my gaze toward the second car, a stunning little magenta number in hatchback form; it too had matching magenta (Ford calls it "plum red" but I know better) leather seats. I mean, is it me, or do the top-of-the-line Fiestas now seem more opulent than a Lincoln MKS? I grant you it's a bit of a stretch, but to those of us who consider individuality and unique styling cues -- not endless hordes of technology -- to be the true hallmark of a refined motor car, it's not much of a stretch. After a brief walkaround, I grabbed my keys and headed toward my ride for the day. Climbing inside the Fiesta revealed a set of terrifically comfortable bucket seats, a thick-grip steering wheel, a proper dead pedal on which to rest one's left foot and an instrument cluster and dash design that could easily have come from the best Italian design studios. While I found most of the controls simple to view and operate, my old man eyes did have a bit of problem with the smallish monitor used to display the audio and SYNC features; its all-red LCD readouts are rather diminutive, making them sometimes hard to read, especially in strong sunlight. One other gripe of note is the absence of a volume regulator on the steering-wheel mounted controls. Not a deal killer by any means, but worthy of mention nonetheless.As impressive as the Fiesta is to behold, it's even more amazing in motion. Powered by a feisty 120-horsepower, 1.6-liter engine, the Fiesta's ability to dart in and out of traffic, as well as quickly merge from freeway onramps, is truly impressive. The five speed manual not only provides clean, precise shifts, but its clutch is so light and easy to engage that even first-time manual drivers will feel comfortable behind the wheel. For those who don't care to shift their own gears, Ford's new PowerShift six-speed automatic employs a twin-clutch setup that allows for rapid shifts and excellent fuel economy, an estimated 30 mpg city and 40 mpg highway. Complimenting the Fiesta's efficient powertrain is an equally capable suspension. With go-kart like handling, a smooth ride and cabin so quiet you'll swear you're driving a mid-size sedan, the Fiesta trumps everything in its class. And, despite its bargain basement price, the Fiesta employs a fair bit of high tech wizardry, such as an electric power steering system that includes Pull-Drift compensation to help keep the car moving in a straight line even when the road surface is crowning or the wind is pushing the vehicle from the side..  Ford offers the Fiesta in two body styles, sedan and hatchback, covered in a dizzying array of color choices including Lime Squeeze, Yellow Blaze and Blue Flame. The base S sedan features a tilt/telescopic steering wheel, AM/FM stereo with auxiliary audio and USB jacks, a rear defroster, 60/40 spilt folding rear seat, power side mirrors and 15-inch steel wheels with covers. The five-door trims start with the SE, which adds single CD player, message center, power door locks and windows and a rear decklid spoiler. The premium SEL sedan and SES hatchback include 16-inch alloy wheels, 80-watt six-speaker audio and LED driving lamps with chrome bezels; these upper end models can be equipped with heated leather seating, SIRIUS satellite radio, a power sunroof, adjustable color ambient lighting and push button start. Also available is Ford's widely acclaimed SYNC voice-activated communication and entertainment system that includes Bluetooth connectivity, 911 Assist, Directions and Information services, and steering-wheel mounted controls. Unique features include the Easy Fuel Capless Fuel Filler (just open the fuel door and fill 'er up) and the external locking/unlocking keypad, a great add-on to have when you can't take your remote fob with you.For the record, leather trim is an option, as are many of the Fiesta's upscale trappings. But, even the base car comes nicely equipped with such helpful features as seven airbags including side-curtain and a driver's side knee airbag, quad headlamps, electronic stability control, and a set of integrated blind spot side mirrors. With the sedan starting around $13,000 and the five-door hatch just hair over $15,000, the Fiesta is real steal. Even after tossing in some of the more exotic options, such as heated leather seats, the SYNC audio system, and the Intelligent Access with push button start, the Fiesta barely pushes past the $22,000 mark. But while the Fiesta's long list of cool features puts it well ahead of such competitors as the Honda Fit and Toyota Yaris, it's the car's willing engine, slick shifting five-speed manual transmission, and incredibly responsive suspension that makes this the sweetheart of the subcompact set.
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2011 Mercedes-Benz E-Class CabrioletMERCEDES E-LECTRA CABRIOLET
By Casey WilliamsA breezy spring day is enough to make anyone want to re-live childhood and hop on a classic bike, like the ones from California's Electra Bicycle Company. Cruiser styling reminds you of the past, taking you to your favorite day in which all things seemed possible, but brings you forward with new-tech materials and comfort. If Electra built a car, it would be called the E-Cabrio. In the meantime, we'll settle for the one built by Mercedes-Benz.  No lithe sports car, the 2011 E-Class Cabriolet is created instead in Mercedes' long tradition of incomparable grand touring four-seat convertibles like the '57 220S, '68 280SE, or its more direct ancestor, the '93 E320 Cabrio. The '11 edition elevates the standard significantly by remaining unflappable at high speeds while giving a little play on curvy backroads.Mercedes' doctrine of "Vertical Affinity" in which a model of any era resembles others is renowned, and as a 'Benz, the E-Cabrio draws inspiration from predecessors. Ponton rear fenders connect to the 220S, wood and leather echo the 280SE, and pop-up rear headrests began with the E320 to provide protection in rollovers. Large headlamps, inset smaller lamps, and a wide star-strewn grille with twin lamellas trace back to the '55 300SL "Gullwing" and others. Some find the in-dash key, gated gear selector, light switch location, low turn stalk, and upper left placement of the cruise control quaint, but they are exactly where your grandmother remembers them. For Mercedes enthusiasts, the cabin feels like home. Be-fallen planks of burled walnut cover the dash, consoles, and doors. Seats are bovine, but there's not enough stitched leather and too much vinyl on the dash. Mercedes could sacrifice another cow for total dash divinity. Available harmon/kardon speakers on rear deck are little grilles of pleasure, surrounding passengers with true 5.1 symphonic sound. In-dash navigation is near perfect in finding your way back to grandma's house, while parking sensors are helpful when the valet wedges your sled into unimaginable dimensions. Pulling the concealed chrome lever opens a tour of simple pleasures by retracting the top in 20 seconds at speeds below 25 mph. All four windows vanish with one button.  Much better on your rump than a 12-speed's saddle, the leather seats are heated, cooled, and smell like your favorite Bessie. A lady on a bicycle would want to wear a hat to keep her hive from blowing a-mess; Mercedes engineers imbued the E-Cabrio with modern equivalents. AIRCAP® is a power-deployable spoiler that raises from the windshield header to route air over the cabin, eliminating turbulence, and creating a pressure barrier that holds warm air inside. On a 300-mile drive, I nearly forgot the top was open, having normal conversation with a passenger, until my sun-roasted face posted a painful reminder.  On cool rides, you might also put on a scarf to stay warm. As in the company's roadsters, AIRSCARF® directs warm air onto front passengers' necks through vents below the headrests, adjusting through 3 temperature settings, rotating precisely 36-degrees, sliding up and down with the headrests, and blowing at variable speeds depending on your speed. Imagine a bicyclist's scarf that provided warm air and adjusted protection as you pedaled faster! An air-conditioned AIRSCARF would make summer driving even better, especially in southern climates.Unlike a two-wheeled Electra, the 'Benz Cabrio can transform from townie to roadie with one step of the throttle. A cool older gent may like driving the E350 with its 3.5-litre, 268-HP V6 and enjoy a quick blitz from 0-60 mph in 6.7 seconds. However, his young manservant would really pump the pedals of an E550 and its 382-HP 5.5-litre V8 as he zips from 0-60 mph in 5.1 seconds. Under tromped throttle, the E350 feels ever-so-burdened by its weight, but nobody promised an E63. The V8 has no such hesitation, launching down the road like a jet locomotive, fast and heavy.  Imagine a bicycle this safe. Electronic Stability Control, Brake Assist, and Electronic Brakeforce Distribution are all standard. Hidden behind the classic star is an optional radar unit that drives DISTRONIC PLUS active cruise control, but also enables PRE-SAFE, a system that monitors vehicles in front and can apply the brakes automatically to limit impacts, acting as an "electronic crumple zone". Innovative side head airbags deploy from the door tops to provide closed car-like protection. Adaptive high beams adjust intensity gradually, based on oncoming traffic. We're way beyond padded elbow pads, wheel-generator headlamp, and a cute little bell.From mountain passes to straight-aways in-masses, the E-Lectrifying Mercedes Cabriolet is sweeter than molasses. Go for a ride through the mountains, sun shining, ensconced in a cabin calmer than a country farmhouse foyer. A scarf warms the body and a canvas top enlivens the spirit. All things are possible. More expensive than the $600 Electra Cruiser, E350s start at $56,850 while E550s begin at $64,800 -- almost reasonable for a new-tech wonder and future classic.
2010 Chevrolet Corvette Grand SportIMMORTAL CORVETTE GRAND SPORT By Casey WilliamsA car like the 2010 Chevrolet Corvette Grand Sport can make even amateurs immortal. Maneuvers that take great skill in lesser automobiles are executed with such ease and precision as to seem unchallenging. And what beauty! You can really get a complex with everybody popping flash bulbs in your eyes - friends, family, co-workers, delivery guy, neighbor standing alone in my driveway. To really cause drama, choose a GS Convertible in bright yellow with white hash marks on the front fenders. Lady GaGa riding horseback upside-down through Central Park would not draw so many pa-pa-razzi.  Grand Sports were originally built for a race series that included the 24 Hours of LeMans and 12 Hours of Sebring in 1963. Engineers removed 1,000 lbs. from standard Stingrays, installed aluminum engines, Plexiglas windows, fender flares, and bathed them in a blue and white paint scheme. Chevrolet planned 125 units, but built only three coupes and two roadsters. Another GS was offered as a farewell for the C4 generation in 1996, painted blue with white stripes and red fender hashes. It's easy to be seduced by the Vette's beauty and power. Hit the Zeus pedal and you'll defy gravity like your favorite Greek deity while cackling in five registers. Nothing is more heavenly than letting a mom in her porked-out SUV ride your bumper at 70 mph, then tap down and tap her out as a blur of numbers rips across the heads-up display. The ethereal sound that comes out of the GS's pipes when the second mode opens shakes the rafters like Celine Dion on testosterone.  It is hard to believe this is the base Corvette's 6.2-liter V8 engine, producing 436 hp -- far less powerful than the Z06's 505 hp or the ZR-1's 638 hp. Further keeping this in perspective, the Grand Sport produces 61 hp more than the vaunted '90 ZR-1. The Grand Sport can do the naught to 60 strut in 3.98s and top out at 190 mph. It will also pull 1.0g on the skidpad and achieve 15/25 mpg city/hwy. Vented and cross-drilled brake rotors, four-wheel ABS, traction control, electronic stability control, and mama's largest rubber sneakers keep this toboggan gliding mostly straight.You expect unrivaled performance, however Corvettes are also some of the easiest cars to drive. Wind, semi-wake, and long days just don't affect you in a Corvette cockpit as they would in other vehicles; it is wide, planted like a steamroller, and if the trip is getting a little long, a slight twitch of your big toe can move things along. Skip the Magneride adjustable suspension -- the base chassis is nearly perfect. On a short drive around town with her hair blowing about, my four-year-old niece whispers to me, "My daddy said to talk you into getting ice cream." I figure nothing goes better with a convertible and a niece better than ice cream. Besides, how was I going to resist that cute face? I also had to usher each of my two nephews through the same drive-up window. The little gremlins were wearing as much twist cone on their clothes as was smushed on their lips, nose, cheeks, and leather bucket seats. The fact that my sister suggested I limit them to milkshakes with straws is beside the point -- not the first time I did something controversial. Kids love Corvettes, and this big kid went absolutely drooly over the Grand Sport Convertible. Check the exterior. Exposed projector beam headlamps look good in the car's long, sloping hood with bulging fenders. A low cowl lets drivers have a great view of the road or track. The bulge that starts in the doors and flows back into the rear fenders is taken from the 1963-67 C3 generation Vettes.  The power top goes from 0 to sunshine in 18 seconds to reveal an available stitched leather dash, heads-up display, shift paddles, navigation, Bose audio with CD, XM Satellite Radio, and heated leather seats with power-adjustable lumbar. Corvettes should immediately receive a USB port for full iPod compatibility, higher-grade trim leather (like Porsche or the Escalade Platinum), and removal of the generic steering wheel (I recommend installation of the Camaro's deep-dish wheel). Nobody should complain about the roadster's basketball star legroom or generous luggage locker. Unlike many over-hyped, under-satisfying products, Corvettes surpass your wildest imagination, causing you to praise your savior of choice each and every time you hit the throttle. Whatever you dreamed as a little boy, the real thing is better as a man (or woman). After your time in a Vette, there is an eerie silence around you as your celebrity wanes. All of the photos have been taken, obscene amounts of gas were burned, and you're mortal again. Even more than an American icon, directly tracing its pedigree to the exuberant 1950s, the Corvette defies the grim reaper's swath to plant its flag around the world. GS Convertibles start at $58,580; ours came to $75,740. 2010 Chevy Corvette GS Two-passenger, RWD Roadster Powertrain: 436-HP 6.2-litre V8, 6-speed automatic transmission Suspension f/r: Ind./Ind. Wheels: 18"/19" alloy f/r. Brakes: Disc fr/rr with ABS Must-have feature: Performance, style Fuel economy (city/hwy): 15/25-MPG (T4) 0-60 mph: 3.98s Top speed: 190 mph Manufacturing: Bowling Green, KY As-tested price: $75,740
Cadillac comes out during the NY Auto Show By Nick Kurczewski In a first-of-its-kind event - and something we hope to see a lot more of in the future - Cadillac hosted a reception geared towards the LGBT community during this year's New York International Auto Show. Gays and lesbians from a wide range of professional backgrounds rubbed shoulders, talked cars, and clinked cocktail glasses at this ground-breaking soiree. Seeking to counter what one sassy guest referred to as GM's "old white guys in suits" image, Cadillac chose the New York show and Jacob Javits Center in Midtown Manhattan to come roaring out of the closet. Of course, many carmakers have promoted gay-friendly advertising, or generously sponsored charities and organizations aiding the gay community. But in terms of LGBT get-togethers held during the testosterone-fueled atmosphere of an auto show? This was a definite first. And yes, we can thank GM and Cadillac for it.  Other than the hot gossip and cool drinks, there was plenty of exciting new sheet-metal to ogle at the show. Not surprisingly, a Cadillac was featured prominently. The Cadillac CTS-V wagon was one of the show's undisputed stars - my friends and colleagues routinely said it was the car they most wanted to take home for the weekend. From its sharply creased exterior, to its 556-horsepower 6.2-liter V8 and top speed of almost 190 mph, this is the kind of family wagon that everyone can appreciate -- no matter what your definition of 'family' might be. Several entertaining encounters with buff young gentlemen - was there a recent escape of extras from the cast of Jersey Shore? - asking yours truly about the car's stats helped drive the point home: this is one Caddy with plenty of cross-cultural appeal! And most importantly, Cadillac is now a luxury brand that is leading the pack when it comes to recognizing the LGBT community. Good job, Caddy! Now, when do you think we can borrow the keys to that CTS-V wagon?
2010 Buick LaCrosse CXA BETTER BREED OF BUICK By Nick KurczewskiEither I'm getting old, or Buick is building better cars. Let's stick with the second scenario, because how else can I explain my appreciation for the 2010 Buick LaCrosse? The new LaCrosse is a welcome departure from the stodgy Buicks (and Buick owners) I remember growing up. For many years - with a few notable exceptions - the only time a Buick got my heart racing was when I found myself stuck behind one, its driver stubbornly maintaining a steady 55 miles per hour in the left-hand lane. Owning a Buick was the automotive equivalent of an AARP card. Until now.  The LaCrosse - including the base CX 4-cylinder model I recently tested in northern Virginia - represents a true rival to entry-level luxury sedans from the likes of Lexus, Lincoln and Acura. One obvious reason for this is because, quite simply, the LaCrosse looks good. The exterior features lots of soft edges, strengthened by a side character line that sweeps over the rear door handles before leading your eye to the cutline for the tail-lights. It's a sporty touch, accentuated by a minimum of chrome and the traditional Buick portholes finding a subtle new home on the hood. Optional 19-inch alloys are available, even on the base CX. These wheels look phenomenal, on the car. Too bad the $3,995 price-tag looks much less appealing when viewed on the options sheet. The LaCrosse is front-wheel drive, with all-wheel drive optional on models equipped with a V6. The previous entry-level motor, a 3.0-liter V6, is set to be phased out for the 2011 model year. A 182-horsepower four-cylinder takes its place, with a 280-HP 3.6-liter V6 remaining as the top engine in the lineup. A six-speed automatic is the only transmission offered. The smooth power and whisper-quiet nature of the 3.6-liter V6-equipped LaCrosse is hard to beat, though the lower cost and higher fuel economy of the new CX four-cylinder is worth looking into. In many driving situations, I didn't miss the power of the V6 when driving the CX. In city traffic or on an open stretch of highway, the four-cylinder was quiet and provided decent acceleration. A 9.5 second 0-60 mph time is okay - then again, the V6 is more than two seconds quicker. If you live somewhere that puts a premium on horsepower - especially the ability to pass slower traffic safely on two-lane roads - the V6 is the better choice, plain and simple.  The CX four-cylinder does hold an edge in economy, managing 19/30 m.p.g. (city/highway). The V6 in front-wheel drive format averages 17/27, which dips to 16/26 with the combination of V6 and optional all-wheel drive. Also boosting the appeal of the CX is increased steering feel, thanks to the lighter 4-cylinder which adds less bulk in the nose of the car. You won't mistake the handling for some German sports sedan, but the CX felt adept at tackling some seriously crazy country roads Buick mapped out for the media drive.Inside, the cabin remains the same comfortable place you'll find in any LaCrosse - except life in a CX means doing without leather seats, satellite navigation, rear-view camera and panoramic sunroof. None of these options are available on the base CX. The (cloth) seats are wide and supportive, there is plenty of room for two adults in the back and a useful 13.3 cu ft of luggage space. One major complaint: visibility sure ain't great! The enormous A-pillars take a huge amount of real estate. On one stretch of twisty road, they completely blocked my view of oncoming traffic when zipping around several sharp corners.  That's a shame because, overall, the LaCrosse was incredibly composed over a wide variety of challenging roads. Driving enjoyment in a Buick? I know, I was pretty shocked, too. Buick showed enormous faith in the LaCrosse by plotting a route that was anything but dull. I even managed a short test-drive in a range-topping LaCrosse CXS, equipped with the Buick's new "HiPer Strut" suspension. Body roll and suspension movement were kept perfectly in check, without any noticeable degradation in ride quality. This is a great suspension and something I'd love to see on more G.M. products - including all LaCrosse trim levels. With a base price of $26,245, the four-cylinder LaCrosse CX is a bargain compared to the $33,015 you'd pay for a 3.6-liter CXS. That price gap should close a bit once the 3.0-liter V6 officially disappears from the lineup later this year. Personally, I love the extra power and smooth performance of the larger engine. And if driving with a reasonable amount of decorum, I wouldn't be surprised if the fuel economy of the bigger V6 could nearly match the four-cylinder's mileage figures. Then again, a difference of several thousand dollars means a lot when shopping for a car. I'm not too young (sadly) or too old (thank goodness) to recognize that fact.
2011 Ford MustangNOT SO FAST CAMARO: THERE'S A NEW PONY IN TOWN By Joe TralongoThere are two kinds of driver in this world and Ford builds a Mustang to suit them both. On the one hand there are people like my friend and fellow automotive journalist Wes Siler, one of the annoyingly cute adrenaline junkies from the impossibly straight Jalopnik clan. Wes and his ilk see cars as Herculean vessels designed to test the limits of manhood and common sense. They revel in pushing tires to their limits, get goose-pimply at the thought of triple digit speeds and dream of exceeding NASA approved g-force limits without ever leaving the ground. It is for the Wes Silers of the world that Ford builds the Mustang GT.  To prove the point, I recount for you my recent trip to Southern California, where I was invited by Ford to test the 2011 Mustang and Mustang GT. Wes was invited too, although after some insane red-eye flight from hell and a mere three hours of sleep, he appeared nearly catatonic at breakfast and was not much livelier as the drive began. He remained in this state until our group reached the Camarillo Airport. Here, Ford had transformed part of the tarmac into a quarter-mile drag strip and slalom course. Handed the keys to a bright red Mustang GT, Wes quickly jumped behind the wheel and set in motion a power braking session the likes of which I have not seen since my last day in the parking lot at Robert E. Peary High School, circa 1981. With tachometer racing and Mustang motionless, the spinning rear wheels quickly vaporized into a toxic veil of white smoke that immediately enveloped the Mustang. After a few minutes, the newly created low-lying cumulus cloud drifted away to reveal Wes, staring at us through the driver's side window, a giant, shit-eating, Cheshire Cat-like grin spanning his cherubic face, delighted with the thing he'd just made. Wes was happy, which made the Ford guys happy, which meant the Mustang GT had accomplished its mission. I tell this story because there is another Mustang to be touted, the kind that appeals to people like me; moderate car junkies that may be a little older, a little wiser (or wider) and endowed with measurably slower reflexes than our young, GT loving friends. For us, Ford builds the Mustang V6. Stay with me because the 2011 V6-powered Mustang has undergone a complete transformation from the car it replaces. Gone is the anemic V6 of rental car lore, with is spongy suspension, sickly manual transmission and laughable 0 to 60 speeds. The new Mustang uses a 3.7-liter V6 with variable valve timing for the intake and exhaust valves to generate big horsepower and torque numbers while keeping fuel consumption to a minimum (that is when you're not mashing the accelerator pedal to the floor). In V6 guise, the Mustang now boosts a whopping 305 horsepower, yet claims an amazing 31 mile per gallon highway driving when equipped with the automatic. That's nearly as much muscle as the old GT's V8! Better still, Ford has improved both its manual and automatic transmissions, instilling each with six gear ratios that help to enhance rather than inhibit the driving experience. On the GT front, the 5.0-liter engine returns to the Mustang ranch using the same variable valve technology to raise output to 412 horsepower and 390 ft.-lbs of torque. Gear heads will quickly point out that these figures are not superior to the Camaro SS' 426 horsepower and 408 ft.-lbs figures. But, the smaller, lighter Mustang is indeed faster than the more powerful Camaro. To prove the point, Ford shuttled an entire fleet of journalists to the aforementioned makeshift drag racing course, where we discovered the Mustang GT to be quicker in a straight line than the Camaro SS--at least when both cars are equipped with automatic transmissions. Of course the numbers vary widely when you move to the six-speed manual transmission, since it's the skill of the driver, not the transmission's computer brain, that decides which car is first to cross the quarter-mile marker.  Beyond the improvements in power, both the base Mustang and the uber-macho GT see significant improvements to their chassis, suspensions, brakes, and steering. The GT can be equipped with a Brembo brake package, which brings, not surprisingly, the Brembo disc brake setup from the GT500 and a set of really big, really expensive 19-inch wheels. The base Mustang also can be enhanced through a Performance Package that equips the V6 with much of the GT's upgraded stock suspension and performance equipment, including an enhanced electronic stability control with a sport mode. Needless to say, the Mustang, no mater which trim, is a far better performance car than its predecessor.But, there is more to the story than just the car's performance aspect. There is the livable daily driver side that so eludes competitors like the Camaro. It is here that the Mustang V6 takes center stage, for unlike the boy-racer GT with its rumbling exhaust note, stiff ride, and so-so fuel economy, the Mustang V6 seems to strike the perfect balance between performance and comfort.  Ford has made a number of improvements designed to stiffen the chassis and quiet the cabin, but it's the upgraded cockpit that makes the Mustang V6 such an enjoyable place to spend time. I found the seats to be much more comfortable than those in the Camaro and the quality of materials and dedication to details is light years ahead of both the Camaro and Dodge Challenger. Where the Camaro's instrument cluster looks like something developed by the skunk works division of Fisher Price, the Mustang's layout shows a sophistication and elegance harking back to the original car. The modern mixes with the old through the magic of Ford's "My Color" instrument cluster that can be modified with over 125 color combinations. Add to this an ambient lighting option allowing you to choose the lighting color in the foot wells, door panels and overhead pin lighting, and you have a car even Tim Gunn could love.The six-speed manual is tight and accurate and the clutch feels light and easily engaged; opting for the automatic brings an equally capable six-speed gear box, but the omittance of steering-wheel mounted paddle shifters makes this choice less engaging. Once up to cruising speed, the Mustang's ride is firm but not so much that it telegraphs every bump and road blemish into the cabin. The optional fixed glass roof bathes the interior in sunlight and creates a feeling of largess not found in most sports cars. Technophiles will love Ford's SYNC audio system that allows seamless integration of Bluetooth or USB compatible music storage devices and cell phones. Voice integration allows you to call out your favorite music by artist or song title; you can also call out commands to your cell phone, such as "call Mike." Team SYNC with the onboard navigation system, and your voice options expand to include such helpful shout outs as "increase driver's side temperature to 68 degrees." The brilliance of the SYNC system is that it allows you to control so many functions while keeping your hands on the wheel and eyes on the road. If it sounds like I'm high on the Mustang V6, you're correctly reading between the lines. With a base price starting around $23,000 and a well equipped V6 Premium remaining below $30,000, there's much to like. The GT trims range from a low of $30,000 to around $45,000 fully loaded, while the convertible trims add about $5,000 to the bottom line. In a nutshell, if you're all about speed, sound and burning rubber, the GT will please you in ways you never thought possible. But if you're looking for something a bit more demure, a pussycat that can become a panther only when it needs to, then Mustang V6 is the way to go. An unbeatable combination of price, fuel economy, performance, and comfort make this my favorite pony car for 2011. As for Wes, I figure he'll eventually reach the same conclusion, probably sometime around the year 2031.
2010 Toyota Prius, revisitedPRIUS POWER By Casey Williams Despite all of the Prius' supposed run-away dreams in California and elsewhere, the high-tech wonder from Japan continues its reign as the best-selling hybrid of all time, with over 1.3 million sold to date. Ten years ago, it defined what a practical four-door high-efficiency car could be. Now in its third-generation, the Toyota Prius still rides on top of the segment it created.  I drove two versions of that original model. It was a good car, but lived on the edge of what was acceptable on the freeway. It was also small and had a tiny trunk. The second-generation model was a dream by comparison -- and one of my favorite cars of all time. It kept the cool factor, but added a hatchback, fold-down seats, roomy interior, and peaceful controls. I averaged 42mpg hauling myself through the mountains of Tennessee at 80mph. The latest edition is even more efficient, but has enough power to surprise some sport coupe drivers.Toyota developed a more powerful 1.8-litre Atkinson-cycle four-cylinder engine that mates with a continuously variable transmission and electric batteries/motor in the hybrid system. The gas engine produces 98 horsepower at 5,200 rpm, but when combined with the electric system, generates 134 horsepower - about 24 HP more than the previous model. Toyota claims the mid-size sedan can zip from 0-60 mph in 9.8 seconds, and when driven more conservatively, achieve 51/48-MPG city/highway. Power to the Prius!  As a "full" hybrid, the 2010 Toyota Prius can run on the gas engine alone, batteries alone, or use a combination of both for the ultimate efficiency. The car can creep short distances through traffic without burning fossils and is never plugged in. Batteries are recharged through the brakes and by using excess power from the engine. While the new Prius has three power modes -- EV, Eco, and Power -- it can only run as an EV for less than a mile, under 10mph. Eco mode causes the Prius to behave much like previous models, straining every ounce of energy from its drivetrain. When you're feeling spunky, press the Power button to make the throttle more responsive and the Prius almost fun to drive. To discover the 2010 Prius' inner athlete, step on the gas, and put the Prius into a hard corner. The car is infinitely more fun to drive than the previous model. Optional 17" wheels and low-profile tires look great and enhance the car's cornering grip. Four-wheel disc brakes and electronic stability control also help. On the flip side, the bigger wheels and stiff suspension will shake the jiggles out of everything inside the Prius over rough roads. I might skip the upgrades and go for the standard wheels with more absorbent tires. Beyond comparable fuel economy ratings are possible in part from the Prius' famous shape. Designers updated the previous car's styling by moving the roof peak back 3.9 inches, giving rear passengers more headroom. You might also notice the sharper corners, which part and unite the wind more effectively, lowering the car's coefficient of drag from 0.26 to 0.25. LED headlamps and taillights use less energy and look great on the hyper-futuristic Prius. The car's shape is almost as famous as the VW Beetle's; Toyota designers were right not to mess with it much.  Slide inside and you'll have no doubt that the Prius was designed for the next decade. It continues tradition with a center mounted digital speedometer below the windshield while adding a diagram to show in real time where power is coming and going. The dashboard flows down into a flying bridge panel that includes the audio, climate, and gear controls. There is plenty of space for large drinks, phones, etc. iPODs can be connected to the vehicle with an AUX jack in the console, but unfortunately a USB was not deemed necessary -- a BIG omission for a car this advanced. Lane keep assist (provides steering resistance to keep drivers from accidentally crossing lanes), dynamic (radar) cruise control to maintain a set distance, heated leather seats, steering wheel buttons for audio/climate controls, JBL speakers, auto up/down windows, and voice controls for the navigation system are all available.Over the course of the past ten years, Toyota completely re-thought and re-engineered the automobile. Many competitors have followed, and more are coming, but to most people, Prius = Hybrid. At the end of my first review ten years ago, I stated, "The Prius is no toy showcase. It IS a real car, and a very enjoyable one at that." I couldn't describe the newest one better myself. Competitors include the Ford Fusion Hybrid and Mercury Mariner Hybrid.
2010 Cadillac Escalade ESV PlatinumCADILLAC TO THE MAX
By Casey Williams The Escalade is well-established as the ultimate SUV -- so much so that it's the only Cadillac with a non-ambiguously-lettered nomenclature. It summarily displaced Range Rover as the preferred over-luxuriated truck for Hollywood stars, corporate elite, and anybody else wishing to drive a capable and stylish wagon. Well into its second generation, minor complaints about the Escalade's interior trim quality are slashed with one word: Platinum. This is Cadillac to the MAX.
Exterior styling is instantly recognizable, but is even more impressive with a CTS-style grille, power running boards that ride flush with the body undersides, bright LED headlamps, LED taillights, and enough sheetmetal from which to rivet your own ship. Front fender vents and 22" chrome wheels bring on the bling. And in case anybody wonders who makes this truck, Cadillac placed enormous "Wreath and Crest" logos on the grille and power-operated liftgate. Grabbing the big chrome door handles or pressing the liftgate button on the key fob grants access to the most exclusive interior to grace a Cadillac since the '57 Brougham. There's nothing fake. Trees and cows died, and aluminum was mined, for this space. The doors, dashboard, and center console are covered in French-stitched leather. Aluminum panels gird the center dash and console. A tap on the Olive and Ash wood planks on the dashboard and doors confirm they're real. Super soft Tehama Aniline Leather upholsters the first and second row captain's chairs. Everything you see, touch, and smell is cabin class. Cadillac serves up enough electronics to manage a Jupiter mission. Navigation, tri-zone auto climate control, universal home remote, rear audio controls, 6-disc changer, XM Satellite Radio, traffic congestion warning, blind spot indicators, and heated power-fold mirrors are all here. I counted five LCD screens; there's one in the dash, two in the backs of the front headrests, and two more that flip down from the ceiling for both rows of rear seats. Phones connect with Bluetooth; an USB port is provided to easily sync your iPod with the vehicle's own controls.
As with the interior, there's nothing pretend under the hood. A 6.2-litre GM small block V8 makes 403-HP, 417 lb.-ft. of torque, and a throaty exhaust rumble. It connects to the wheels through a crisp six-speed automatic transmission, fully automated all-wheel-drive system, and locking rear differential. Variable displacement that shuts off four cylinders during low-power situations conserves at least some fuel, although you'll see 12/19-MPG city/hwy. There's no problem getting this rolling estate to blow past slow-moving sport coupes on the open interstate, in pounding rain, going through the mountains, with trailer attached. Just be careful. Four-wheel anti-lock disc brakes, Magnetic Ride Control (adjusts the suspension in real time), and electronic stability control can only do so much. If you must pull a 30-ft. Airstream, mini-yacht, or horse trailer, it is a comforting reminder that the Escalade is based on GM's full-size SUV platform, which includes the Chevy Suburban and GMC Yukon. Our test vehicle is rated to pull 7,800 lbs. I'm not sure who would abuse a flagship luxury wagon by running through streams and ramble, but the Escalade is up to the challenge if its owner is up to the expense. It is a real truck and can be used as one if you like. Getting to the lodge will be no problem. I nearly drove 5,943-lbs. of Escalade through a Saturn SL2 and Toyota Corolla when both, apparently involved in cell phone jabber, slammed on their brakes in the left lane of a 65 mph highway, in pouring rain, before swerving into a turn lane. I slammed on the brakes, ABS activated, stability control grabbed the SUV, I swerved the truck into the middle of the lanes, and proceeded around the brainless wonders. The big truck can really move when it needs to. I'm glad I didn't test the 5-star crash ratings! Fully laden with life's luxuries and wonders, the Escalade came to $87,630 (breathe). If you want to travel in three comfy rows of sweet leather, trailer attached, and surrounded by top technology, there is no better choice. Escalade Platinum should finally meet the refined expectations of high-end buyers.
Frank Myers Auto Maxx
Brands Sold: Suzuki City, State and Zip: Winston Salem, NC (click for Google Map) Contact Name: Tracy Myers (click to email Tracey) Telephone: 1-888-583-0018 Website: Frank Myers Auto Maxx About Frank Myers Auto Maxx: The original Frank Myers Store was started more than 83 years ago by Frank Myers, the Great-Grandfather of the current owner Tracy Myers and the Grandfather of the previous owner, Franklin Myers. Tracy has spent the past 15+ years trying to change the landscape of the car business and the bruised reputation of car salespeople all over the country. Tracy was one of the first 100 Certified Master Dealers in the Nation, a NIADA Eagle Award Winner and was the youngest recipient ever to be honored with the highest available distinction in the used car industry...the National Quality Dealer award. Frank Myers Auto Maxx was recently recognized as one of the Top 28 Independent Automotive Retailers in the United States by Auto Dealer Monthly Magazine, one of the Top 10 Internet Auto Retailers in the Nation & one of the Top 3 dealerships to work for in the country by The Dealer Business Journal. Tracy is also the Co-Creator of the world famous "Everybody Rides" program and author of the best selling book "Car Buying Secrets Exposed: The Dirty Little Secrets of a Used Car Dealer", available at Amazon.com and better bookstores. He is a Christian Business Owner whose goal is to run his business "By the Book".
Featured DealersOur dealer locator is one of our most valuable tools on Gaywheels.com and we are going to begin featuring dealers as they become listed as Premium Gaywheels.com Dealers on the site. Remember, if you see a dealer listing that is activated with hyperlinks, mapping functionality and an email address, that dealer is actively supporting your community by advertising with us. It is very important that we as a community support the businesses that support us. LGBT media sites like this one are supported by advertising and without it we cannot continue to provide information to our users. Even if you aren't in the market for a car, call or email these dealers and thank them for supporting the community. This month's featured dealer is in Winston Salem, NC 
Previous featured Dealers:
2010 Suzuki KizashiDON'T BE JEALOUS OF SUZUKI'S BOOGIE
By Casey Williams
Ru Paul and that bitch's drag race crack me up. Don't "F---" it up," she says as the drag divas lip sync for their lives! From playing clucking chickens to country divas, watching those queens compete to become the next dag superstar is too funny to miss. Grab a fruity martini and watch. As the song that sings the show out each week says, "Don't be jealous of my boogie." But, you might be jealous of Suzuki's new boogie - the Kizashi, pronounced "Kee-Zah-Shee" Designers went balls out with the exterior. Kizashi's honeycomb grille and aero facia are as photogenic as a supermodel's mug. Muscular 18" alloy wheels, bulging thighs, and a perfectly shaped, high bootie are a joy to behold. The arching roofline is as smooth as shaved legs and contributes to a hushed interior. A little sporty, and suave elegant, the sedan should be much more of the toast of the town than the Italian-accented Suzuki Verona it theoretically replaces. V-angled twin tailpipes finish off the hind view as the Kizashi launches down the expressway. If you can judge a Kizashi by its shell, then what's inside should be 2 pc. and a biscuit (or two Electro-wizards also had their way with the Kizashi's interior. One enters and starts the car without taking the key fob out of their pocket - just walk up, let the car automatically unlock the door, hop in, and press the start button. Bluetooth connectivity lets your cell phone sync with the car for one-button calling. While the audio system has a USB port to allow you to control your iPOD through the car's controls, the menu is about as hard to decipher as an Indian drag queen's accent. Fortunately, the Rockford Fosgate 10-speaker audio with subwoofer needs to translation to be clearly heard and enjoyed. Sachet away, or more like hit the gas and shift gears. The only motor you're going to make purr is a 2.4-litre DOHC four-cylinder that generates 185 horsepower with a manual transmission or 180-HP with a continuously-variable trans. as in our test car. There is plenty of power to scoot the sedan, but CVTs always behave like a high-powered weedeater had relations with a golf cart. Paddle shifters behind the steering wheel made this guy feel like he was driving a Ferrari. OK, maybe it won't get you all that untucked, but it was a pretty good drive anyway. With fuel economy ratings of 22/29-MPG city/highway, you'll pack enough back to show off at your favorite eatery. To rage on the throttle of this hot rocket, you will need Pilotis instead of Jimmy Choos. Hailing from Sagara Japan, Suzuki crafted a hot little social climber that may have been born from working class parents, but successfully graduated from finishing school to take its place among the best mid-size sports sedans on show. Don't be jealous of Suzuki's boogie. Get your own. Prices start at $18,999, but came to $27,864 as tested, making this Japanese hottie dragged-out competition for the VW Passat, Ford Fusion, Nissan Altima, and Dodge Avenger. As tested price: $27,864.
2010 Hyundai Tucsonby Joe LaMuraglia I am in snowy Asheville, NC for the regional launch of the 2010 Hyundai Tucson. The Tucson is Hyundai's compact crossover vehicle and while the last iteration was cute, the 2010 model is downright aggressive. The Tucson that was designed in Hyundai's Frankfurt design studio and along with the new Sonata, shows the new face of Hyundai. Image gallery after the twitter feed. ![Reblog this post [with Zemanta]](http://img.zemanta.com/reblog_e.png?x-id=655195a7-94b7-4717-bcd5-85fd1de0c1a4)
2011 Infiniti M - First Impression
Full photo gallery below the Twitter feed.
2011 Toyota Siennaby NICK KURCZEWSKI The recent release of an internal memo, boasting how the company saved $100 million by While it's impossible to ignore the quagmire of bad press currently engulfing Toyota, it would be unfair to totally dismiss the Sienna (especially since, as of now, it's not part of the ongoing recall). In fact, this could be a perfect opportunity for bargain hunters to do some serious haggling at a Toyota dealership. Pricing for the base front wheel-drive, four-cylinder Sienna starts at approximately $25,000. Throw every available goodie into it - including a more powerful V-6, optional all wheel-drive, and touch-screen DVD entertainment system - and stand back, because the price for the range-topping Sienna Limited AWD rockets past $40,000. We spent time behind the wheel of every Sienna set to go on sale, from base models to the Riding on a firmer suspension and with aggressive-looking 19-inch wheels (235/50s), the Sienna SE was surprisingly entertaining on a stretch of seriously scary mountain road. Roly-poly body control and sloppy steering could have easily ended up with us (and the Sienna) at the bottom of a gorge. Thankfully, the SE felt composed and tackled the twisties with way more gusto than any minivan we've driven. Of course, if driving pleasure is your ultimate passion, a sedan is always going to be the The grill and headlights look especially cool, giving the Sienna that extra ounce of attitude when hunting for a parking spot at Home Depot. Things are a lot tamer from other angles but, at the very least, the Sienna's exterior is a welcome step up from the plain-vanilla minivans we're used to. The interior is airy and dash has a smart-looking layout - too bad the overall success of the cabin is marred by several cheap-feeling plastic switches and panels. New for 2011 is a standard 2.7-liter four-cylinder engine, which comes in the two lower- The four offers plenty of power for most driving situations, though it does get noisy when punching the gas pedal from a red light, or when merging onto a highway. Then again, the V-6 didn't impress us by being that much quieter. No matter the engine choice, the Sienna's ride is always smooth and comfortable - though the electronic steering feels a little too disconnected from what's going on at the front wheels. Basically, the Sienna is a solid minivan with good road manners and a little extra styling pizzazz. You'd never buy one because it's sexy to drive, or handles like a sports car - even the edgier SE model can't shake off its minivan roots - but it definitely proves that minivans don't have to look (or drive) like the box they came in. The bigger question, at least for now, is whether or not the Toyota image is too tarnished to recommend. Resale values will certainly plummet (even for vehicles not directly affected by the recall) and with car sales still limping back from the Great Recession, a Toyota showroom won't be the only place to find a great deal on a new minivan.
2010 Lexus HS250hLEXUS HS250h DEFIES REASONby Casey Williams
Little sporting hybrids are not usually the types of cars I hop into for seven hours of driving, into a predicted snowstorm. I envision prissy little cars with high-strung personalities that are frugal, but not a buggy full of fun. My partner coming in the door after driving home through hellacious weather, and vibrating with excitement, should have been my first clue that the HS250h was more than met appearances. Part Prius with heavy sprinkles of Lexus IS250 and LS600h, the HS250h is a compact-sized George Jetson never imagined an automotive interior like this. It is at once luxurious and hyper-technical - like a leather-upholstered iPOD. Twin analog gauges look normal, but the left one communicates whether the batteries are being charged or depleted instead of engine rpm. The center of the dash flows up to a touchscreen and contains buttons for climate, audio, and navigation controls. A gay little gear selector is probably best engaged with pinkies raised. As with the RX350, the HS comes with a mouse-type controller to work through menus. Way cool, you can actually feel when the arrow has highlighted a particular function. Lane Keep Assist, activated by another button on the steering wheel, uses cameras to With all of the technical sophistication, it would be easy to forget the HS is primarily a I think part of the HS250h's poor weather confidence is its smooth powertrain. An Atkinson I wish you could have seen the valet's face when I stopped in front of my hotel. It took a few minutes to teach him how drive the car, but when he brought it back to me hours later, a big smile came across his face. "Nice car," he said as he handed me the fob. Nice car, indeed. So, how do you rectify the HS250h in your mind? It has enough technology to star in a sci-fi flick, but is a joy to drive at high speeds over long distances. It defies expectations and categories. Your mind wants to compare it to other near luxury sport sedans or eco-hybrids, but it really can't. It is special, and after driving it, nothing will ever be the same. All of that specialness comes with an as-tested price of $46,547, making it competitive with the Acura TSX, BMW 330d, and Mercury Milan Hybrid. Please send questions and comments to Casey at CRWAuto@aol.com.
2010 Lexus IS250CA JEWEL MORE DEARby Casey Williams
My partner equated the Lexus SC430 to a Faberge Egg, beautiful in its turtle dove shape, Although positioned a couple of rungs below the departed SC in the Lexus family, the IS250C is a jewel more dear. Its beauty is at least as radiant, the interior is divine, and its handling is a couple of strata higher. Summer is still a few months off, but the IS is a delight even in winter. IS models most dramatically exhibit Lexus' "L-Finesse" styling language that combines a Lexus installed one of the most beautiful interiors of any compact luxury car. The woodgrain center console with precise gated shifter, touch screen, and automatic climate controls could have been lifted from the top-flight LS600h, albeit on a reduced scale. I loved moving the perfectly sized three-spoke leather-wrapped steering wheel through my hands as I made the needles move. Heated (and ventilated) leather seats and insta-warm vents encouraged my winter-weary heart to smile. Making use of the technology showcase brings further joy. As with the big LS, IS comes with Under the aero brow is a little hummingbird 2.5-litre DOHC 24-valve V6 that produces 204 horsepower and 185 lb.-ft. of torque. It routes power through a paddle-shifted manumatic transmission to the rear wheels. Scampering the car down the highway is never a problem, and it cruises easily at near triple-digit speeds, but the IS250 is no muscle car. For that, you have to sign for an IS350C. Still, there is something gratifying about wringing power out of a smaller engine attached to a light and fun sport coupe. Best of all, it comes with fuel economy ratings of 21/29-MPG city/highway. The IS platform, whether under a sedan or convertible, is by far Lexus' most sporty vehicle From the moment the IS automatically unlocks its door and starts with the press of a button, it is a jewel of near-perfect clarity. The design is spot on, interior features rival flagship luxury sedans, and the convertible hardtop looks great up in winter or stowed in summer. I wish the bitter weather would go away so I could put sunglasses on this celeb and take it for a long evening drive. It may not be a Faberge Egg, but it will make eggs benedict out of other convertibles. As tested price: $48,200.
2011 Ford Edge - Preview
New grilles and trim look cool, but its engines are powerfully hot. Returning is a 3.5-litre V6, connected to a six-speed automatic transmission, now producing 285 horsepower and achieving 27-MPG highway. Extending Ecoboost turbo engines to the Edge, Ford will offer a 2.0-litre four-cylinder that gets 30% better fuel economy than achieved in 2006 while producing power comparable to a V6. Those wanting to Mustangize their Edge in terms of performance will opt for the Sport model and its 305-horsepower 3.7-litre V6. Edge Sport is the version you'd want to hand off to the club valet. You'll know it by its Tuxedo Black grille, smoked headlamps, body-color rocker moldings, and optional 22-inch aluminum wheels. Oval chrome exhaust tips and lower front and rear facias confirm the seriousness of the Edge Sport's performance. Aluminum pedals, smoke metallic leather seat inserts, and paddle shifters confirm sporty side inside. Here are our picks for the Top Five new models from the show. Click on a photo below.
2011 Chevrolet Silverado HD - Preview
Competition in heavy-duty trucks doesn't really happen with freshened grilles and bulging fenders anyway. The Silverado is handsome with its big chrome crossbar grille, enough chrome to occupy a truck stop service shop, large trailering mirrors, and fast windshield. But what matters to buyers is a 20,000-lb. towing capacity and a payload capability of 6,335 lbs (properly equipped, of course). So will the 6.6-litre Duramax diesel engine connected to one of Allison's renowned six-speed automatic transmission. GM is still sorting out horsepower and torque ratings, but they will be improved from the 2010 model's already-grunting 365 HP and 660 lb.-ft. of torque. You can also choose a 360-HP/380 lb.-ft. 6.0-litre V8 gasoline engine, but I wouldn't. Go for the diesel, tug your load, and scare the be-jesus out of your nieces. Here are our picks for the Top Five new models from the show. Click on a photo below.
2011 Honda Odyssey Preview
A sleeker cab-forward profile is enhanced with a roofline that appears to slope towards the rear window. The D-pillar is rendered in a way that looks upscale, like an Acura MDX. Easily the most distinguishing feature is the lightning bolt windowline that is expected on the production model and makes it easier to see out of the rear seats. Honda claims the van has a one-inch lower roofline and will be 1.4-inches wider. Wheelbase dimensions remain unchanged at 118.1 inches, keeping interior space very close to the current model. Odyssey's trademark third-row "Magic Seat" will still fold flat into the floor. Here are our picks for the Top Five new models from the show. Click on a photo below.
2011 Toyota Avalon Preview
Designed at Toyota's Calty Design Research center in Newport Beach, CA, the 2011 Avalon will be more aggressive than the current sedan, but will also be much more elegant. Toyota's theme is "Traveling Avalon Class" and that about explains the beauty and grace for which the new model will be known. In truth, it is really just a significant facia and interior update on the current model, but the car looks ready for a few more good years. The most distinguishing features are de-rigor light tubes in the tail, bold chrome grille, canted headlamps, and revised rocker panels. Inside, if you look carefully, you'll notice gleaming woodgrain trim, reshaped rear headrests, brighter instruments, and a jet-worthy reclining rear seat. Limited versions coddle with driver's seat cushion extensions, rain-sensing wipers, keyless entry and starting, heated/cooled leather seats, and a rear-backing camera. Toyota's 3.5-litre V6, producing 268-horsepower, remains married to a six-speed automatic transmission. Fuel economy creeps up 1-MPG to 20/29-MPG city/highway. Here are our picks for the Top Five new models from the show. Click on a photo below.
2011 Ford Transit Connect Preview
Developed in partnership with Azure Dynamics, which has been designing drive systems for over 20 years, the Transit Connect EV runs on a 192-cell, fluid-cooled lithium ion battery pack located under the floor. Ford claims the van will zip emissions-free from 0-60 mph in 12 seconds, continue to a top speed of 75 mph, and keep buzzing along for about 80 miles before a recharge. Weight goes up and payload goes down slightly from gasoline-powered vehicles, but the van is ideal for businesses with defined routes. Owners can charge with 120V or 240V outlets, the later enabling a full re-juice in 6-8 hours. Given the Crown Victoria has at least three wheels in the ditch, Ford is hoping to entice Taxi operators with their own special version of the Transit Connect. It is ideal for taxi service with its large cargo hold, low step-in height and sliding doors for passengers, upright seating, and rear controls for heat and A/C. Power comes from a 2.0-litre four-cylinder engine that can be converted to run on CNG (compressed natural gas) or LPG (liquefied petroleum gas). Natural gasses are not only more efficient and burn cleaner than gasoline, but 87% of it is produced in the U.S. Here are our picks for the Top Five new models from the show. Click on a photo below.
Internet Car and Truck of the Year Announced
AND THE WINNERS ARE...
INTERNET PROS AND AVERAGE JOES
PICK THEIR FAVORITE NEW CARS AND TRUCKS
Winners Announced at Chicago Auto Show - Automotive Journalist of the Year Named The Internet Pros are comprised of a select team of 12 online writers from some of the leading automotive Internet sites, while the Average Joes consisted of more than 50,000 votes from the motoring public. The winners, announced from the Chicago Auto Show today, are: Automotive Analyst Lauren Fix, one of the 12-member jury for the Internet Pros, had this to say about the Mazda3: "It's just the right size and has great performance. It comes standard with all the available bells and whistles and it's really edgy looking. I just wanted to take it to the track because it handled tightly, has great throttle response, and it's a blast to drive." ""...it's a clear signal of General Motors newfound realization that it not only needs great products, it needs the *right* great products. Cars like the Camaro, Cadillac CTS-V, and of course the Corvette - we all expect those to be great, and they are. Greatness in a niche is fine, but what's really going to breathe new life into the stumbling behemoth are the bread-and-butter cars." So while the Internet Pros and Average Joes agree on the Truck of the Year they have very differing opinions when it comes to their favorite car. The Pros opted for practicality while the Joes chose power. However, both demonstrated their respect for American Sheet metal with the Equinox. Between the semi-finals and finals rounds, more than 50,000 votes were cast for the Consumer Internet Car and Truck of the Year. Percent of males vs. females was 79 to 21 percent. Forty-seven percent of the voters were between the ages of 40-55. Also announced was the selection of John Neff as Internet Automotive Journalist of the Year. Neff, editor-in-chief of Autoblog.com, was selected for his talented stewardship of the Internet's largest automotive news site and his advocacy for Internet automotive journalists. The Internet Car and Truck of the Year awards were created by Keith Griffin, the Guide to Used Cars for About.com, and the Hartford (CT) Auto Examiner for Examiner.com, as well as a print automotive journalist and vice president of the New England Motor Press Association. For more information on Internet Car and Truck of the Year, email Keith Griffin at # # #
Dept. 180 at ChevroletI got this via Twitter this morning. It looks like Chevrolet is launching a new web series First there was VW's "discovery" of Sluggy - the inventor of Slug Bug and now Chevy 180. I'm liking how the brands are using the "social" media to be, well, more "social". In this example, the engineers are real people, not actors, doing their jobs. It just so happens that their jobs are VERY interesting. Who wouldn't want to drive a Camaro SS at speed on the track? I'm looking forward to seeing more of this from Chevy and other brands. In the meantime, what the hell does that logo mean and why does it flash "Scan Me" at the end of the clip? Inquiring minds want to know! This is WAY cool and an awesome integration of a traditional message via new media.
The first chapter of the series has been posted. Awesome stuff!
2010 Dodge Ram 2500RAM! BAM! BLIZZARD, WIZZARDby Casey Williams
When The President wakes up to find piles of snow in his driveway, he orders up an armored Suburban and continues with his appointed rounds. When Casey wakes up and finds the same mess of white, he brushes off a Dodge Ram 2500 4x4 and laughs in the face of Mother Nature. She puts up a good fight with 8" of snow and 30 mph winds, but the Ram is no baby. Snow, sun, empty, or loaded with a fifth-wheel trailer, the new Ram Super Duty is not to be stopped. Of course, brushing off the Ram takes a big brush with an extendable handle as the updated Customers were clear that they wanted no pansy-assed designer messing with their tough truck, but they mentioned a couple of other things they wanted. Regular cabs are OK on the ranch, but they really want four full-size doors to carry friends and offspring. Dodge complies with roomy Crew Cab models like our test truck, or the Maybach-sized cabin in Mega Cabs. It won't shock you that 90% of Ram buyers are male, average 55 years old, and married. Over a third graduated from college. Before we coo over the tough work boys behind the wheel, Ram's interior is fit for cowboys who keep their precious little hands warm with heated steering wheels and toast their chapped buns with heated leather seats. I'm afraid they also need to protect their manicures with thick rawhide gloves, but a man has to look good. Power adjustable pedals let their strong legs fit right in. Tough boys also like Sirius Satellite Radio, Bluetooth connections for cell phones, cooled seats (God Bless Texas!), rear in-floor ice boxes for soda (or other beverages), automatic climate control, touch-screen navigation, Super Gulp drink holders, trip computer, and an Alpine audio system with in-dash CD changer. Sirius Backseat TV with three channels of programming is available to keep the tykes content. Fashionistas will go nuts over the perfectly shaped three-spoke steering wheel, woodgrain dash and door inserts, and new age silver finishes on the center console. Nothing looks like a Ram, and nothing works like one either. Trucks come standard with a 383-horsepower 5.7-litre HEMI V8, but real men will shell out for the available 6.7-litre Cummins Turbo Diesel that produces 350 horsepower at 3,000 rpm and Godlike 650 lb.-ft. of torque at only 1,500 rpm. Diesels are 50-state compliant. If you can't pull the trailer you own with the Ram, buy a Kenworth. Giving a hint to the engine's longevity, Dodge recommends overhaul intervals of 350,000 miles. You can get a six-speed manual transmission for that over-the-road big truck feel, but most of us will prefer the six-speed automatic transmission and let the computer do the heavy shifting. All of that torque is divine when towing or hauling, but spins the wheels in deep snow and ice. Engineers refined the chassis for ride comfort. A front five-link coil spring with beam axle system compliments rear leaf springs. I don't know that I would commute to the office in it every day, but traveling from sea to shining sea would be a no-brainer. Fluid-filled hydromounts in the C-pillar improve damping and remove vibration from the truck's chassis. Compared to previous Rams, this is a dreamboat. Since way before they became handsome, Rams earned a well-deserved reputation for doing the tough jobs that other trucks couldn't. The 2010 edition is just as capable, but wears finer tailory, pampers weary guys and gals in a luxury cabin, and provides a ride that no other heavy-duty truck can match. It will also blow snow with glee. The President can take his Suburban. I'll choose the blizzard wizard Ram Heavy Duty 4x4.
Best Superbowl Car CommercialsWe posted teasers to five automotive-related car commercials prior to the 44th NFL Superbowl. Now that it is over and Bourbon street is rocking, we picked the Top 3 automotive commercials aired during the game. For the record, we think Toyota should have gone with this one. Our favorite is from VW. It is an awesome follow up to their "We Found Sluggy" campaign. Second place goes to Kia. I have to be honest, I didn't want to like this. Those life-sized toys really freaked me out in the teaser - especially the ribbed thing with arms. But the ending was good and it made my nephew laugh. A VERY close third place goes to Dodge. The product is not new but the campaign speaks DIRECTLY to the target market and it made both my 50+ year old brothers laugh hard.
Toyota Recall Video Ad
Recalls and quality problems are not unique to Toyota. In fact, Ford still holds the title of the largest recall campaign on record. What has differentiated Toyota, and what is infuriating a lot of customers and the press, is their slow response to the issues at hand. News is leaking that they were aware of some safety issues long before they were required by the government to issue recalls and their PR efforts to date have been interpreted as insincere. I saw this on Gaywheels.com this morning. It is a video ad discussing Toyota's 50-year history of producing "safe, reliable, high-quality vehicles". The tone of the ad is informative and apologetic. In my opinion, it is their best effort yet to communicate a sincere apology and explain their efforts to rectify the situation. Additional ads and a link to their recall site after the video.
For more information from Toyota about the recalls, visit http://www.toyota.com/recall
Superbowl Car Commericals - VWVW's new ad agency Deutsch LA is making their creative debut at the Superbowl with a new campaign featuring a modern interpretation of a classic game - "Punchdub". We posted a story last week about introduction of "Sluggy", the inventor of the Punch Bug game. Their new advertising campaign will take that to the next level. The teaser below hints at how Punchdub it works. Make sure you watch the game to see the full ad. It is awesome.
Superbowl Car Commercials 2010
Alas, I digress...for those of you that aren't really interested in the game, there is always a LOT of hype over the commercials shown during the match. Companies spend MILLIONS to air a 30-second spot in the hope that it will help them sell their products. Ad agencies go all out to create memorable ads and the PR types do their best to create buzz early on. We've put together a collection of ads that we know are coming this coming Sunday, February 7th. Some brands, like Audi and Hyundai, have already shown their commercials in their entirety. Others, like VW, Kia and Bridgestone, have published "teasers" to pique our interest. Click on the brand logos below to see their respective commercials/teasers for the big game.     
Superbowl Car Commercials - AudiThis ad is one of a series of spots from Audi that are pseudo public service announcements about enforcing green policies. The ads have been causing some controversy over the use of the term "green police". Seems that some people are offended that the same name was used for police in Nazi-era Europe. Audi passed the ads by Jewish leaders in the U.S. and got their approval before airing them. You can't please everyone... Controversy aside, the ads aren't exactly groundbreaking and while I can imagine how Audi is going to make the connection to their clean diesels, the campaign seems beneath them. Especially after their amazing commercial called "Oil Parade" and their prior superbowl efforts like the ad featuring the steaming Jason Statham. I suppose we'll be watching to find out how this plays out..and THAT, in the end, is exactly what they want us to do.
Superbowl Car Commericals - KiaI don't know where to start...Kia has two teasers out right now featuring life-size creatures from a kid's program (I had to ask) in an ad for the new Kia Sorrento. The car is barely in the shot but the music is catchy and the creatures are weird enough to make you want to know more. Just don't get me started on that tall, ribbed, rubber thingy..... Click on the brand logos below to see their respective commercials/teasers for the big game.
Superbowl Car Commercials - HyundaiHyundai is showing their full Monty before the game is aired. The first ad below features Brett Favre ten years from now discussing his potential retirement. Context appropriate but will it be usable after the game? The second ad is more a quality/product shot featuring the hot new Sonata. Beautifully filmed for sure, but not exactly Superbowl worthy in my opinion. It will, however, have legs long after the game is finished. Click on the brand logos below to see their respective commercials/teasers for the big game.
2010 Lexus GX 460The Old Guard in New Garb
by Ms. Cocoa Efficient
In this time of downsizing, belt-tightening and the ever relentless pursuit of greener transportation, the Lexus GX 460 seems a bit of a relic; the last of the old guard, fuel-thirsty SUVs that so many want to see fade into Olds-blivion. But reality is a cruel mistress, and for all the advantages of a hybrid RX or small BMW X3 the truth is neither can seat seven passengers, tow a horse trailer or forcibly banish left-lane-bandits simply by appearing in their rear view mirrors. No, there are just sometimes in life when you need a big, V8-powered SUV, and the new Lexus GX 460 makes an admirable choice. My first walk around the new GX left me, well, to be honest a bit under whelmed. Looking Salvation from the exterior can be found inside, where the GX 460 lavishes its occupants with Those who know me well know I like my V8 engines like I like my men: strong, smooth and nearly always silent. The new GX 460 meets this requirement and then some. Those with a Overall, the new GX 460 serves a purpose and serves it well. If the high cost of fuel isn't a detractor, and the styling doesn't strike you as it does me, then this Lexus could very well be in your garage by week's end. The GX 460 starts around $52,000 and with all the bells and whistles tops out just over $71,000. The GX 460 is on sale now.
VW Finds "Sluggy"We called it Punch Bug when I was a kid and we played it on the way to school and on every road trip. We never questioned where the game of punching someone else when you saw a VW Beetle came from but in this brilliant campaign launched today, VW claims to have found the guy that did. Sluggy is a little rough around the edges, but that makes him lovable. Kudos to VW for incorporating something so ingrained in our culture into a modern social media campaign. You can follow Sluggy on Twitter, "meet" him on VW's site and even follow him on his blog. If they can keep his unique personality and manage what is sure to be voluminous following, VW just upped the ante on social media campaigns with emphasis on the emotional connection component of "social". ![Reblog this post [with Zemanta]](http://img.zemanta.com/reblog_e.png?x-id=b7ce192b-f455-44d2-b51d-e6a41d602616)
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