2009 Acura TL Review

The Acura TL plays in a tough neighborhood, one defined by the Germans and challenged by the Japanese and Americans. Performance-luxury is the name of the game, and all of the world's premium automakers have a presence. And all of the cars in the class are among the best made. Competition is fierce, and so product differentiation and definition are very important.

Acura's strategy is a little different. Where most competitors have four- and six-cylinder models of their small performance-luxury sedans, Acura has two different cars. The TSX takes care of the four-cylinder sub-segment, while the TL handles V6 duties.

Now into its fourth generation with the release of the 2009 models, the TL is larger, more powerful, and better-equipped than ever. The standard TL is analogous to the previous Type S, as the old 3.2-liter V6 has been dropped in favor of a 3.5 in nearly the same state of tune as the Type S, with 280 horsepower. The Type S has given way to the TL SH-AWD, named for the "Super Handling AWD" all-wheel drive system that makes it the first TL to be so-equipped. It boasts a 3.7-liter derivative of Acura's V6, with 305 horsepower, and a more sport-oriented suspension tuning. Both versions use a wide-ratio five-speed automatic transmission with dual automatic modes, and manual shifting in each by means of steering wheel-mounted paddles.

The new TLis a bit larger than before, for enhanced interior space, and its revised unibody structure is stronger, more rigid, and more crashworthy. The The TL is still small enough for maneuverability and easy parking, and its roomier and restyled interior has all of the accoutrements expected in a sports-luxury sedan as standard equipment, with options including upgraded audio and Acura's Technology Package, which, with navigation with real-time traffic, weather, database of scenic attractions, calendar, and calculator, could almost make the TL a PDA on wheels. Outside, it's not likely to be mistaken for anything else.

The TL that was my test car for the past week was not the SH-AWD, but it seems wrong to call it a "base model" as it was entirely too well-equipped even had it not had the inclusive Technology Package. Fine road manners, a comfortable ride, and an excellent performance by its engine and, especially, transmission make it a fine choice, and the extra space is icing on the cake.

APPEARANCE: Long ago, Acura styling was conservative almost to the point of blandness. No longer, especially in the case of the TL. It's radical and distinctive, but is also a logical development of the previous-generation TL. Its concept-car looks are dominated in front by the massive new Acura five-point grille, while strong shoulder lines on the sides and pseudo-venturi panels around the rectangular exhausts distinguish it from the sides and rear. The angled surfaces that are Acura styling hallmarks are found in convex form on the front panel and hood, and concavely on the top of the trunk, and convex again at the rear. With the grille wide, low headlights and "twin nostril" lower intakes give the front a Japanese Anime look. Chrome trim around the side windows and auxiliary turn signals in the outside rear-view mirrors are modern luxury cues.

COMFORT: Other manufacturers in the performance-luxury segment go for more traditional interior styling. Acura does not, at least in the TL. It's more youthful and flamboyant. Think tuner sport-compact meets sport-luxury. It's visually busy, with a variety of shapes, materials and textures. Technology Package models get keyless access and push-button starting, premium leather upholstery, and upgraded trim in addition to all of the cabin electronics. The heated, power-adjustable front seats have firmer padding that has been usual in Acuras, for improved comfort and support. The rear seat has noticeably more room than in previous generations. Although it does not fold, there is a locking ski passthrough. The trunk is large for the car's size. The leather-trimmed steering wheel adjusts (manually) for both tilt and reach, and has cruise and auxiliary audio controls. Manual shifting is controlled by paddles behind the steering wheel spokes. Instruments are brightly backlit for easy visibility, and all controls, even those for the navigation and allied systems, are logically designed and intuitive to use. AM/FM/XM radio, a 6-CD changer, mini-jack and USB auxiliary connectivity, and Bluetooth¨ phone connectivity are standard, as is a tilt-and-slide moonroof; the nav system with real-time traffic display and re-routing and real-time weather forecasts and visual doppler radar display are included in the Technology Package.

SAFETY: Acura's "Advanced Compatibility Engineering" (ACE)(tm) means that the 2009 TL's structure is designed and built to protect passengers with a strong central structure and dissipate crash energy as much as possible for further protection. Six airbags -- dual front, front seat side, and side curtain -- are standard, as are four-wheel antilock disc brakes with EBD and Brake Assist, Vehicle Stability Assist, a tire-pressure monitoring system, and daytime running lights. The TL is expected to score the highest ratings for crash protection in government and insurance industry tests. The backup camera that is part of the Technology Package aids vision to the rear.

RIDE AND HANDLING: "Sport-luxury" means high standards of cornering and handling ability plus comfort and quiet. Those can be mutually-exclusive goals without careful engineering, but Acura engineers are nothing if not careful and thorough. A redesigned double-wishbone front / multilink rear suspension reduces lift under acceleration and dive under braking, and also reduce body roll during hard cornering. Torque steer, the bane of high-powered front-wheel drive cars, is also reduced. The ride is moderately firm, but still very comfortable -- just about perfect for the TL's intent. Electric power steering ensures an appropriate effort at all speeds, never too light and never too heavy. Twin-piston calipers on the front brakes (regular single-piston at the rear) help ensure excellent braking ability.

PERFORMANCE: Power is never a problem, not with 280 horses (at 6200 rpm) and 254 lb-ft of torque (at 5000 rpm) on tap. If the peak speeds seem high, the 3.5 liters of displacement ensures plenty of low-end grunt, as does Acura's VTEC variable valve lift and timing on the intake valves. A high 11.2:1 compression ratio helps both torque and efficiency, although it does mean a diet of premium unleaded. The five-speed automatic transmission also helps with both performance and efficiency. In "D", it is optimized for fuel efficiency, shifting early and holding higher gears as much as possible. "S" mode immediately drops down a gear or two, for higher revs and more power, and holds gears longer when upshifting. Grade Logic Control works in both modes to keep the transmission from hunting between gears on hills, and, more importantly, to keep it from shifting while cornering. Sequential SportShift manual mode is available in both S and D, merely by pressing the race car-style shift paddles behind the steering wheel. In D, the transmission will soon revert to automatic mode. In S, manual mode will be held until shifting to D. Acceleration is quick, and high cruising speeds are possible -- without undue use of that premium unleaded. EPA mileage is 18/26; in a week of 80% highway, 20% city driving I got just over 25 mpg.

CONCLUSIONS: The 2009 Acura TL combines performance with luxury and high-tech information and entertainment.

Source: http://www.theautochannel.com/

Audi RS6 saloon (2008) CAR review, By Glen Waddington, www.carmagazine.co.uk

Yes, yes and thrice yes. The RS6 is utterly, rampantly, addictively, oh-my-gawd rapid. So quick it’s worth inventing a new adjective for, complete with a matching expletive.

Not only is it fast, but it sounds great too, with a hard-edged throb at low engine speeds that increases in urgency as the needle whips round the clock. But the best thing about its voice isn’t the climactic snarl, and nor is it the unfettered whoosh of two turbos dumping gobfulls of air into the cylinders. No, it’s the muffled boom as the tiptronic transmission grabs the next ratio. It sounds like a bomb going off under water, except it comes from the boot. It makes you smile and emit a muffled exclamation of your own, every time.
It’s an Audi. Does it handle?

Depends what you mean by handling. This thing grips like cat claws on curtains, and it changes direction with greater haste and agility than a 5.0m length and a two-tonne weight would suggest. And… you know what’s coming.

It just isn’t involving in the way the best sports saloons are, and you can blame the steering. It’s rubbery and numb. Sure, it’s sharp enough, yet you can feel the weight of that engine in the nose and, despite the latest Quattro system’s 60 percent rearward torque bias, there’s never a hint of rear-end throttle steer.

Of course, because it’s so quick and grippy, there are plenty of less enjoyable things to do than drive an RS6 quickly. But it’s a machine of devastating power and towering ability rather than one of enormous character. Impressive yet aloof, the RS6 just isn’t friendly and encouraging in the way BMW’s M-cars are.

Source: http://www.carmagazine.co.uk

2009 Honda Pilot - Short Take Road Test , By Dave Vanderwerp, www.caranddriver.com

When the Pilot launched in 2002 as an ’03 model, it was a little ahead of its time. Back then, trucky, body-on-frame SUVs such as the Ford Explorer were the big sellers, and fuel economy wasn’t in the forefront of anyone’s mind. The Pilot’s innovative beginnings on the Odyssey minivan’s unibody architecture weren’t due to Honda’s superior foresight, however; the company simply didn’t have a body-on-frame platform to start with. So the Pilot launched by default as what is, in today’s vernacular, a crossover.

An intelligently packaged three-row, eight-passenger SUV, the Pilot was lighter and more efficient than the competition, as well as a smooth on-road driver, grabbing the large-SUV award at our annual 5Best Trucks competition six years in a row.

The competition took notice, and recently there has been an influx of competitors that have squarely targeted the Pilot: specifically, the Mazda CX-9 and GM’s quartet of large utes, the GMC Acadia, the Saturn Outlook, the Buick Enclave, and the Chevy Traverse.

Our current large-SUV champ in this ever-growing three-row class is the sporty CX-9, which knocked the Pilot off the podium for 2008. Naturally, Honda has rethought and updated the Pilot for 2009 to stay in the hunt.

Sticking to Its Sensibilities

This isn’t a radical redesign, as Honda had the formula pretty well nailed from the start. However, its customers clamored for some additional space, particularly in the third row and the cargo area. To that end, the ’09 Pilot gets a 2.9-inch stretch to both wheelbase and overall length and a one-inch gain in width and height, but it’s still about nine inches shorter than the CX-9 and the GM utes.

The new Pilot gets a bolder front end—anything is bolder than the current wallflower—that doesn’t look as awkward in person as it does in some of the photos. But this ute is all about function. It forgoes the recent trend of sportier, on-road-only SUVs and retains a high roofline to maximize headroom and cargo space, and it has a blocky shape that enables the rear cargo hold to accept four-foot-wide sheets of plywood. Ground clearance remains at eight inches to enable the light off-roading Honda says its customers demand. All Pilots come with a trailer hitch, and four-wheel-drive models can tow 4500 pounds (3500 for two-wheel-drive models). This practical approach leaves the similarly sized Acura MDX for buyers willing to pay more and sacrifice functionality for style, says Honda.

A redesigned interior features a see-through gauge cluster as well as a button-intensive center stack. The available navigation runs on a sharp eight-inch screen, but we think it’s a step backward to ditch friendly touch-screen controls for the corporate multifunction knob that’s spreading throughout Honda’s lineup.

Overall, we were unimpressed with the quality and fit and finish of the new Pilot’s interior. The dashboard plastics and the climate-control buttons come across as low-cost, and there are more cut-lines and larger gaps between panels than expected. This leaves a general impression that Honda is trying to squeeze a few bucks out of the interior.

The driver’s seat slides back farther than before—a welcome addition for this six-foot-five test driver who can now find complete comfort—and the steering wheel telescopes in addition to tilting.

The spacious second row benefits from an additional 1.1 inches of legroom and 0.8 inch of shoulder room that, Honda says, enables it to accommodate three car seats. It also slides forward farther to ease access to the way back.

The third row grows the most, with an additional 1.9 inches of legroom and a seat that’s positioned higher than before to better accommodate larger passengers. As far as third rows go, it’s a good one, but people much over six feet still won’t want to do much time back there.

Space behind the third row has grown by two cubic feet, three if you include the larger under-the-floor storage bin. That bin is even more useful now that the third-row headrests don’t have to be removed and stored there to fold the row flat.

Source: http://www.caranddriver.com/reviews

2008 Saturn VUE Green Line Hybrid Review - The General Goes Green, Sort Of, by Alex Kramer, www.reviews.carreviews.com

Pros:

• Excellent ride quality
• Snappy new exterior style
• Upscale interior design
• Spacious front seats

Cons:

• Tepid acceleration
• Hefty 3800 lb curb weight
• Less than hybrid worthy fuel efficiency
• Marginal rear legroom and smallish trunk

2008 has been a tough year for American auto manufacturers. Faced with high gas prices and strong competition from overseas, sales have plummeted, especially in the traditionally lucrative light truck and SUV segment. Much like in the 1970’s, the pain at the pump has driven consumers to smaller, more efficient models, many of which are made in Japan. Although the Big Three already have some fuel efficient compacts and hybrids for sale, or in the works, is it too late to convince the American consumer that Honda and Toyota aren’t the only ones meeting the MPG challenge?

The folks at Saturn would undoubtedly answer this question with a definitive “No!” Saturn was founded as a company dedicated to small, reliable, efficient cars. Although that mission changed a few years ago and Saturn now offers an array of different sized cars and SUVs, the brand is at the forefront of GM’s effort to go green. Green Line versions of both the VUE compact SUV and AURA mid-size sedan made their debut in 2007, but due to their “mild” hybrid systems and minimal fuel-efficiency gains, interest has unfortunately been mild as well.

After undergoing a significant makeover, the VUE Green Line returns for 2008 with a fresh new exterior, upscale interior, revised road manners, but the same minimally augmented powertrain. For a full hybrid, consumers will have to wait until the 2009 VUE Green Line, which will feature a version of GM’s two-mode hybrid system. Until then, this modest attempt at fuel sipping should convince at least a few consumers to sign at the dotted line, but definitely won’t cause Honda or Toyota executives to lose any sleep.

Driving Impressions

Like other hybrids, the hybrid system in the VUE Green Line consists of a standard gasoline engine mated to an electric motor and a rechargeable battery. Unfortunately, the VUE’s electric motor only puts out about 5 horsepower and is limited to mildly boosting the output of the 170 hp 2.4 L Ecotec engine. No silent running on electric power here, although the system automatically kills the engine when stopped and seamlessly restarts the motor when you release the brake pedal. The end result of this modest attempt at hybrid technology is a decent increase in fuel efficiency over the gas-only VUE: 25 mpg in city and 32 mpg on the freeway, compared to 19 city and 26 fwy for the base 4-cylinder version (EPA ratings).

Combine this minimalist hybrid system with a conventional 4 speed automatic transmission with widely spaced gear ratios and you get some seriously sluggish acceleration. Whatever boost the electric motor gives is hardly felt and the gas engine feels even less potent than its 170 hp suggests. 0-60 takes an agonizing 11 seconds, a full 3 seconds slower than a Nissan Rogue, which amazingly has the same horsepower rating (but does feature a CVT that helps maximize performance). Once up to speed, the engine does a decent job of keeping the car rolling, but forget about any driving excitement. Freeway passing requires a clunky downshift into second gear, after which the engine slowly crawls to its 7,000 rpm redline. This is the car Mr. and Ms. Slowsky would buy.

Part of the blame for this sluggishness must also go to a healthy curb weight of over 3,800 lbs., which is fully 500 lbs heavier than much of the competition in the small crossover segment. This extra heft does give the VUE a very composed, buttoned-down ride and the suspension does an excellent job of balancing ride quality with enough firmness to keep the VUE firmly planted on the road. GM’s borrowing from its European Opel division for the Saturn lineup seems to be paying off big in the ride department (in Europe the VUE will be sold as the Opel Antara). Steering response is also quite good and the brakes are solid with excellent pedal feel.

Build

Build quality is definitely a notch above the typical GM rattletrap from 10 years ago. If anything, the engineers went overboard in giving the VUE a solid foundation, given its high curb weight. The chassis is unflappable over rough roads and the body panels, doors, and windows are solidly put together. When it comes to safety features, Saturn didn’t skimp, with ABS, traction control, stability control, and a full complement of airbags all standard equipment.

Interior

Slide inside the VUE Green Line and you instantly notice the higher quality of materials used throughout. The dashboard and interior panels are made from a smooth, soft plastic material that is quite unlike the hard, shiny junk still found in so many cars. The seats are upholstered in cloth, not leather, and feature a somewhat clumsy manual adjustment instead of the increasingly common power settings, but they are reasonably comfortable. The Green Line comes with relatively few interior options, but does feature a 6-speaker sound system with CD and Satellite Radio that produced surprisingly clean, full-bodied sound.

Interior space is excellent from the perspective of the front seats. There is plenty of leg, head, and arm room and all the controls are well placed. Move to the back row and things shrink quite a bit, with somewhat limited legroom, especially with the front seats moved back. The trunk is also a bit on the small side, which is partially due to the tucked-in design of the rear of the car, but the rear seats fold down very easily for extra room. A few other interior oddities:

• The steering wheel is quite large, almost awkwardly so, which initially required some getting used to.
• The parking brake handle is placed right next to the driver’s seat and has an odd, wrap-around shape that feels a bit weird every time you grab it.
• The front seats have enough lumbar support to make any chiropractor happy, but you’ll need to dial it back for anything resembling comfort.

Exterior

The newly redesigned exterior is quite smart and snappy looking, with the streamlined, teardrop profile that is so popular among the new breed of crossover SUVs. The overall shape is a bit reminiscent of some of the recent designs coming out of Korea and rumor has it that GM consulted with Daewoo on the overall design of the car. Chrome accents are liberally, yet tastefully applied, including on the window trim, front grill, and eye-catching 17” alloy wheels. About the only miscue is a pair of faux air vents placed ahead of the front doors. Like on the 2008 Ford Focus, these just look weird.

Value / Who Should Buy It

Like the Saturn ASTRA that CarReview recently reviewed, the VUE Green Line is a frustrating car to drive due the inconsistency between its mediocre powertrain and surprisingly refined road manners. It’s almost as if someone married the engine/transmission of a cheap rental car with the ride/handling of a mid-size luxury sedan. Some customers will undoubtedly cut the VUE Green Line some slack due to its improved fuel efficiency, but even here the results are less than stellar. After almost 400 miles of casual driving, most of it taking place on the freeway at 65 mph, we recorded 28 mpg, well below its freeway rating of 32 mpg.

Compared to other hybrids on the market, most of which achieve superior mileage without sacrificing any performance in the process, the current VUE Green Line’s minimal hybrid technology will be a hard sell. Although it is competitively priced and is generally a well-built, nice looking car, customers looking for the real deal in a hybrid crossover SUV should definitely wait until the 2009 VUE Green Line, with the two-mode hybrid system, arrives on the scene.

Lifted from this source: http://reviews.carreview.com

Test Drive: 2008 Saturn Outlook XR AWD, by Bryn McKinnon, www.edmunds.com

Used to be, to accommodate their specific vehicular needs, medium- and large-size families were relegated to penalty-box minivans with questionable styling, or behemoth full-size SUVs with trucklike handling and abysmal fuel economy. The introduction of midsize and large crossovers, like the 2008 Saturn Outlook, has changed all that. Now, soccer moms, NASCAR dads and everyone else with a brood to chauffeur (and cargo to move) have a viable and — dare we say — desirable domestic alternative to the family mobiles of the past.

The 2008 Saturn Outlook is kin to the other General Motors crossovers based on the same Lambda vehicle platform: the Buick Enclave, GMC Acadia and the newest member of the family, the 2009 Chevrolet Traverse, all of which effectively take the place of minivans for the automaker. Even though the base Outlook XE starts out as the least expensive of the three (at roughly $28,000), once you step up to the higher XR trim level (which is what our test car was), add all-wheel drive (like our test vehicle) and start ticking off must-have and like-to-have options packages (also on our test vehicle), the ticket price blows through the $30,000 range. We decided to see how this $42,000 crossover from Saturn shaped up.

Performance

Our all-wheel-drive 2008 Saturn Outlook tester's 3.6-liter V6 engine puts out 275 horsepower and 251 pound-feet of torque at 3,200 rpm. That six-cylinder engine is mated to a six-speed automatic transmission with manual shift control, and they work together to get the 5,067-pound crossover to 60 mph in 8.7 seconds during performance testing. That's not all that an impressive number when compared to the Outlook's competitors, but it's nothing to be ashamed of for such a large, heavy people carrier. (The Toyota Highlander gets from zero to 60 in 7.5 seconds, the Mazda CX-9 does it in 7.7 seconds and the Buick Enclave takes 8.8 seconds.) The Outlook stopped in a respectable 127 feet in our 60-0-mph braking test, thanks to ventilated disc brakes at all four corners, and handled like a car (albeit a big car) courtesy of its unibody frame and comfort-tuned suspension.

During highway driving, we found the transmission often reluctant to downshift on its own. This was most apparent when merging into traffic and trying to get up to speed quickly, or when we needed a quick downshift to pass at speed. It felt like there was power there to tap into, but the six-speed transmission, obviously tuned for maximum fuel economy, was sometimes painfully slow to react to our pedal-based requests. This is a known issue for GM's Lambda platform crossovers, and there is an ECU reflash available through dealers to reportedly remedy the problem. The other way to fix the issue is to use the manual shifting option, activated by a rocker switch on the shifter.

Comfort

One of the biggest benefits of a crossover SUV built on a unibody platform (as opposed to a truck-based SUV) is a smooth ride quality and carlike demeanor. This holds true for the Outlook; it's well-mannered, predictable and easy to drive. Due to firmer suspension tuning, it's less floaty and boatlike than the Outlook's Buick Enclave sibling. Even loaded with seven adult editors of varying sizes, our Outlook test vehicle never seemed sluggish, and it exhibited minimal body roll when cornering considering its size. Freeway hop when cruising over expansion joints is fairly pronounced, but not so bad as to make the ride uncomfortable.

The eight-way-adjustable driver seat (with memory as part of the Enhanced Convenience Package) and height-adjustable seatbelts make it easy for people of many sizes to find a comfortable and safe driving position. The front passenger seat is four-way-adjustable and has power lumbar adjustment, allowing the person riding shotgun to dial in their seating position, too. Both front seat cushions are firm and wide, yet gentle side bolstering and decent thigh support help to keep even those with narrow or long frames comfortable on longer trips.

The leather-wrapped steering wheel feels good, with just enough thickness and cushion to keep road-weary hands comfortable. It also tilts and telescopes to adjust to drivers of different sizes and position preferences.

The second-row bench seat is roomy and comfortable, with copious legroom. Outboard seat cushions are firm with prominent side bolstering, but the center seat is very hard and narrow. The third-row seat, however, is where the 2008 Saturn Outlook really shines. Many crossovers or traditional SUVs have very cramped third-row seats. Yet adult passengers who end up in the Outlook's flat third-row bench will have little to complain about. Legroom can't be characterized as abundant, but average-size adults won't be eating their knees back there either. Rear-seat audio and climate controls with vents in the second and third rows are appreciated when things heat up.

Function

One of the best attributes of this eight-passenger crossover is the acrobatic second-row bench seat, which splits, tumbles, flips forward and slides easily to allow wide-open access to the third row or provide room for more cargo. Second-row captain's chairs are optional for increased seating comfort but reduce capacity (to seven).

With all rows of seats in use, the remaining cargo area is a usable 19.7 cubic feet, enough for a few pieces of luggage or a week's worth of groceries for a large family. Should you want to use more of the Outlook's generous 117 cubic feet of maximum cargo capacity, putting down the third-row seats is an uncomplicated process thanks to a simple lift-to-release lever and pull-to-raise strap, though it requires quite a bit of effort: The third-row seats are rather heavy and a 5-foot-7-inch editor had to climb into the cargo area to reach the levers and straps.

One of our few complaints is that, for a family-focused vehicle, there is a surprising lack of just-right medium-size storage bins, though there are many small storage compartments. Another gripe from the driver seat is that the small, similarly shaped buttons of the climate and audio controls are attractive and symmetrical, but these very qualities make them more difficult to use. The optional touchscreen navigation system now includes a rear back-up camera, which helps with rearward visibility in a vehicle of this size, but it comes with a hefty $2,340 price tag.

Our Recaro Como child safety seat was fairly easy to install on the outboard second-row seat (we installed it on the 40 side of the 60/40-split-folding seat to make access to the third row through the 60 side easier without having to remove the child seat). You'll find LATCH anchors on the second-row outboard seats only.

Design/Fit and Finish

Our test car's Garnet paint, a deep glittering red reminiscent of the gemstone for which it is named, was quite attractive and rich-looking up close, but dissolved to "non-descript dark" from any distance farther than a few feet, especially in bright sunlight. The Outlook's exterior design is friendly and clean, but less visually interesting than its GM brethren.

Interior materials are of good quality, and while not quite the premium feel of the Buick Enclave, they definitely don't feel cheap. Panel gaps were minimal on our test vehicle, and the entire interior felt solidly built, with nary a squeak or rattle. The light tan leather on the first- and second-row seats — part of the pricey $3,570 Luxury Package — was comfortable and attractive, but we noticed it already starting to look dirty after our test Outlook's 2,300 miles. Hard plastic on the backs of the front seats makes scuff removal easy but takes away from the upscale feel of the leather upholstery.

Who Should Buy This Vehicle

Carpools, family road trips, extended visits from extended family, big box shopping sprees: If those all sound familiar to you, the 2008 Saturn Outlook could be the understated minivan alternative you're looking for. If you like what the Saturn offers in terms of standard equipment, options and the like, it's a solid choice in the midsize or large crossover SUV segment, though we'd probably skip the pricier options if it were up to us.

Source: www.edmunds.com

2009 BMW 750i / 750Li - First Drive Review, by Dave Vanderwerp, www.caranddriver.com

A somewhat less honorable way to stand out is to purposely hold back at first and then impressively show huge improvement. Has BMW done just that with its 7-series?

Even though the new, fifth-generation 7-series follows suit as the technology pacesetter by adding a bunch of high-tech features including active suspension damping, rear-wheel steering, night vision with pedestrian detection, lane-change warning, and side-view cameras, the biggest news is BMW’s backpedaling from some of the previous 7’s, uh, “breakthroughs.” Last time around, BMW rethought the whole business of ergonomics and moved the shifter from the center console to a somewhat confusing lever on the column. It has now been moved back. The seat controls on the previous 7 were moved to the center console and operated in a way that made them about 10 times more difficult to use. For ’09 they’re back on the outboard side of the seat and operate conventionally, as on every other BMW.

Easier-to-Use iDrive

Furthermore, the 7-series’ most controversial piece of technology, iDrive, with its multifunctional central control knob that has been copied to varying degrees by Mercedes, Audi, and Honda, has been completely revamped and rethought. In fact, continuing to call it iDrive is almost an insult to the new system’s vastly improved menu structure and control strategy. There’s no more convoluted nudging of the iDrive knob in one of eight directions to choose a submenu; now you simply scroll through a straightforward list and click the knob to select it. Nudging the knob to the left always takes you back one menu. Also, there are a number of shortcut buttons around the knob’s periphery to ease the learning process, and the climate controls have been removed from iDrive’s clutches altogether and are now more easily operated by buttons and knobs on the dash.

Has all of our complaining finally paid off? We’re cautiously optimistic that BMW understands that complexity does not necessarily equate with sophistication.

Serious Chassis Complexity

But that’s not to say the latest 7-series isn’t complex. In what must be a tuning nightmare for chassis engineers, the new car features standard active dampers that vary compression and rebound characteristics independently in an attempt to maximize handling without sacrificing ride, in addition to the active front and rear anti-roll bars that are a part of the Sport package. Also new is rear-wheel steering, which is bundled with the optional active steering that varies the steering ratio. The new car features an unequal-length control-arm front suspension—a first for a BMW sedan—as well as a redesigned multilink rear.

Lifted from this source: http://www.caranddriver.com

First Look: 2009 Subaru Legacy, by Zach Gale, www.motortrend.com

The Subaru Legacy -- still the only midsize sedan with standard AWD -- drives into 2009 with revised trim levels and a number of subtle changes. Since the current-generation Legacy made its debut for 2005, Subaru has gently tweaked the car, adding the 2.5 GT spec.B and an available navigation system for 2006, SI-Drive controls for 2007, and the 3.0R Limited model for 2008.

All 2009 Legacys benefit from slightly different interior trim colors plus a smaller keyless entry remote transmitter -- an important change considering how often owners will be using it. Most of the other changes are focused on higher-end trims, such as the new Special Edition, which replaces the Premium model. The Special Edition packages together a 385-watt Harman-Kardon nine-speaker audio system, power moonroof, eight-way power driver seat, and Subaru's Vehicle Dynamics Control stability system, which is now available on all models except the 2.5 GT with the five-speed manual transmission.

Limited models get dual-zone automatic climate control and steering wheel controls, a change that makes its way onto the new 3.0 R base model as well. The 3.0 R model lowers the entry price for Legacys with Subaru's 245-hp 3.0L six-cylinder engine, although no word yet on the exact price. The 3.0 R Limited adds 18-in. wheels as standard equipment; 3.0 R models make do with 17-inchers.

Powertrain choices remain the same as last year. A 170-hp 2.5L four powers 2.5i models while a 243-hp 2.5L turbo four gets 2.5 GT models moving. At the top of the Legacy lineup are 3.0 R models, powered by a 245-hp six-cylinder engine. If you want a diesel packaged with the Legacy's AWD and clean, driver-focused (though small) interior, Subaru is preparing a torquey 2.0L diesel for the 2010 model. Until then, the 2009 Subaru Legacy seems ready to do battle in the midsize-sedan arena.

Source: www.motortrend.com

2008 Jeep Wrangler, by Bill Jackson, www.cars.com

Just as Jeep has expanded its lineup, it's also expanded its classic Wrangler. It gains two more doors, better road manners and more creature comforts, but remains a capable offroad vehicle.

What's good about the Jeep is its cargo area, offroad capability and Spartan interior, plus the fact that it's unique. What's bad about this Jeep is that it comes with a variety of interior features that might discourage some from really getting it dirty.

Exterior
The Unlimited is longer — almost 10 inches longer — than the regular Wrangler; two extra doors will do that to a car. It doesn't look unnaturally long or oddly proportioned, though, which is interesting because it's only about a quarter-inch wider than the two-door version. Usually when a car gets longer but not wider it looks goofy, but the Wrangler doesn't. Thanks to the standard offroad tires on our Rubicon model, though, it rides quite high.

Traditional Jeep styling remains. The grille has the same seven slots as the two-door model, and the fenders flare widely out from the sides. Our test vehicle came with a soft-top and the subsequent array of zippers required to remove it. That zip-off roof is probably the feature that most clearly says "Wrangler"; thanks to consistent rain, I never had a chance to drop the top, but it's the same multi-step process Wrangler devotees are used to.

Interior
As with past Wranglers, the Unlimited values function over form. It's not designed to be a luxury car, so there's a fair bit of exposed metal. The interior surfaces are all hard to the touch, to facilitate cleanup.

The seats are supportive and height-adjustable. As is the case in the two-door Wrangler, there is no dead pedal (an area to the left of the gas and brake pedals) to rest your foot on while driving. Other reviewers have complained about this, but I got used to it after a couple hours on the highway.

One of the things older Jeeps have is a rough-and-ready interior you can hose out when you're done playing — heck, they even put drain plugs in the floor. To keep it contemporary, they also put a navigation system and hard drive in ours, so be careful where you point that hose. In fact, our test model came with a carpet, and finding the drain hole proved impossible for me. Maybe it was there, but if it was I would have needed to cut a hole in the carpet to be sure. It may be a Wrangler, but I wouldn't suggest trying to hose this model out.

The extra length is more noticeable inside. Rear seat space is OK, but the cargo area is huge. I used it to donate some clothes and kitchen items to charity, then later put my bike, tent and sleeping bag in it, and it carried a surprising amount of cargo. The charity items included about nine 18-by-12-by-10-inch boxes, and the bike was a 58-cm road frame, so we're not talking about a bunch of tiny things. Cargo capacity with all the seats in place is 46.4 cu. ft., larger than the Nissan Xterra's 35.2 cu. ft. and the Ford Escape's 29.2 cu. ft.

The soft-top can occasionally slap like a sail at highway speeds, but it didn't happen as consistently in the Wrangler Unlimited as I've experienced in older Jeeps. If that bothers you, there's a hardtop version of the Unlimited that solves that problem.

Going & Stopping
The Jeep felt pretty pokey, both when driving around the city and especially when on the highway. That's partly because of the combination of slow accelerator response and a four-speed automatic transmission. The thing is, the 3.8-liter V-6 makes 202 horsepower and 237 pounds-feet of torque, so there is muscle there, it's just not very quick off the line or when passing at highway speeds. The transmission takes a second to kick down, and when it does there's still more noise than acceleration.

The Wrangler Unlimited gets the same mileage estimates as the two-door version, and it's not great: 15/19 mpg city/highway. Those estimates were consistent with my experience, but again, I didn't drop the top. I should also note that I tend to get better mileage than most of my driving friends.

There are four-wheel-disc antilock brakes, and I found stopping performance to be strong, predictable and easy to modulate. That's a nice thing to have in a vehicle that probably shouldn't be storming down highway off-ramps.

Ride & Handling
I stuck to pavement for the majority of my drive, so I can't speak to the Wrangler Unlimited's credibility as an offroad vehicle. One thing that did surprise me was how nice the ride was. It made short work of the absolutely terrible roads here in Chicago and was comfortable at speed on the highway. There was some wandering from side to side, but it didn't bounce up and down like a porpoise, as older CJ-Series Jeeps did.

The handling was also just OK, but you have to remember that this is a vehicle designed for offroad service. You don't want to take it to a slalom course. One thing that stood out to me and another reviewer was a large amount of play in the steering wheel. The Wrangler Unlimited lacks the pinpoint response of other vehicles, but I got used to it.

Overall, it's a vehicle that demands you pay extra attention to a few things: How fast you're going, where you are in your lane and what's going on around you when you're on the highway. That's not necessarily a bad thing if you're an experienced driver, just know that this car demands more attention than many other cars out there.

Features
What did our rough, tough, rock-bashing machine come with as far as options? A navigation system and the optional Infinity sound system. The navigation system was nice, though I believe I'm in the minority in preferring a knob-based system to this model's touch-screen interface.

I didn't like the Infinity sound system, but it should be noted I'm not an audiophile. I didn't notice any need for a boost in sound when cruising at highway speed with the soft-top attached, but I did notice all the room the subwoofer ate up in the cargo area. Maybe with the top removed the extra oomph from the stereo is warranted — and wanted.

A truly nice touch was the YES Essentials odor- and stain-resistant seat material. I didn't test it extensively, but it's a nice thing to have when you're always out working up a sweat.

Safety
The Insurance Institute for Highway Safety, our preferred source for crash-test data, ranks the Wrangler Unlimited Good in frontal-offset crash tests. Models without side-impact airbags are rated Marginal in side-impact tests. (The front-seat-mounted side airbags are a $490 option, and the Wrangler Unlimited was not tested with them.) IIHS has not tested the Wrangler Unlimited for rear crash protection.

All Jeep Wrangler Unlimiteds come with antilock brakes and an electronic stability system.

Wrangler Unlimited in the Market
The Wrangler Unlimited — all Wranglers, really — hold a rare space in the market. There aren't too many vehicles that let you zip off the top, cruise campus, then go climb a mud wall. For some, those abilities — and its cool factor — forgive all other Wrangler sins. The fact that Wrangler drivers can now more comfortably carry more passengers and gear is just all the better.

This car is an offroad niche vehicle, and it's hard to find fault with how it fills that niche. It's when the Wrangler Unlimited is compared to other small SUV — most notably car-based models — that you start to notice some shortcomings. It's not particularly easy to load stuff into, thanks to a high load floor and a swing-out rear gate that makes loading items a pain. The mileage isn't great, and our test vehicle — while loaded with some nice things — stickered at $34,290.

In the end, I think you have to be honest with yourself before you decide to buy this car. Do you have a real need to go off-road? Do you regularly carry big, bulky items? Is it OK if you're not pampered all the time? If so, the Wrangler Unlimited is worth considering and saving up for — it's designed to fill that niche. But if you need a car for a long highway commute, that's not the niche the Wrangler Unlimited is really best at filling. If you do decide to go that route, just be prepared to make tradeoffs in mileage, high-speed stability in turns and a lack of luxury in the cabin.

Lifted from this source: www.cars.com

2008 Chevrolet Impala SS, by Steve Purdy, TheAutoChannel.com

One of the most enduring automobile model names is 50 years old this year – Chevrolet’s Impala. I remember vividly my brother and I peeking in through the papered-over side window of our small town Chevy dealer in the fall of ’57 and getting a glimpse of the triple taillights embedded in a gracefully curved rear fender and the complex lines of the fresh, new 1958 Chevy Impala, so unlike its predecessor.

Now, here we are 50 years later and there is still an Impala, though very different in every way. That original Impala was the top of the line, full-size Chevrolet which included Bel-Airs and Delrays. Of course, there was only one size then – big. Most were powered by the modest, bullet-proof “stove bolt” in-line 6-cylinder but the small, 283-cubic-inch V8 was becoming more popular and the good folks at Chevy even pressed into service a 348-cubic-inch V8 truck engine for the hot rodders in their customer base. Yes, 1958 was a good year for Chevy.

But I digress. My purpose is to talk about this week’s test car, the 2008 Impala SS. I put a lot of miles on my white one this week and I must say I was quite pleased with it. In terms of appearance, performance and practicality I think it’s a good buy for the $31,500 (destination charge included) price tag.

First, let’s acknowledge that this Impala full-size sedan is a long-in-the-tooth body style. I’m not sure how many years it goes back, but the early ones I thought were a bit homely with a broad red plastic tail and big round lights underneath. The overall shape was OK but the details were less than aesthetically appealing. Over the years that basic body has been updated nicely with sharper edges, a more modern angular rear treatment and a respectably competent-looking front end. Dual, polished stainless steel-tipped exhaust and 18-inch bold aluminum wheels contribute to the performance look of this one. While certainly not an eye-catcher or a head-turner, Impala’s style is clean, up-to-date and attractive.

What makes this one (the SS model) particularly charming is the 5.3-liter, 303-horsepower, small-block V8 engine with active fuel management. Acceleration is brisk and the sound is subtle but inspiring. We do love the rhythmic rumble of a V8 with the throttle open. And, of course, we like to go fast. Mated to a fairly unsophisticated but efficient 4-speed automatic transmission this Impala SS satisfies these whims well, and we got a tad over 20-mpg for our week of hard, varied driving. The EPA estimates the range to be 16-city and 24-highway, so I guess we’re right in the ball park.

As they’ve modernized the Impala the Chevy folks have paid attention to safety issues as well earning the maximum NHTSA 5-Star ratings for driver and passenger frontal crash protection and front seat side impact protection and 4-Star ratings for rear seat crash and rollover protection. Four airbags, daytime running lights, ABS, Stability Control and Traction control all contribute.

Inside the Impala SS feels simple and comfortable. The generous leather seats have little lateral support so this may not be your best choice for an autocross racer. It seems odd that the shifter in the console has no graphics or slotting to indicate shift position. We only know what gear we’re in by the indicator in the instrument panel. Materials are about what we’d expect from a modern Chevy, that is, not particularly luxurious or high-end but of an adequate and reasonably quality. Again, the style and design are simple and attractive. Rear seat passengers will be comfortable as well with plenty of room to spread out.

Handling is not bad; in fact I think it offers a good balance between the inherent harshness of most high-performance sedans and the blandness of a white-bread sedan. This SS features larger anti-sway bars and stiffer spring rates than your run-of-the-mill Impala. On some really rough road surfaces I found it a bit stiff, but with minimal lean in the hard corners and feel of competence overall I’m happy with the suspension.

Of course, the Impala SS comes with GM’s 5-year/100,000-mile powertrain warranty.

So, maybe this new Impala is not so different from the original. It’s a full-size V8 powered stylish sedan for the masses, and an attractive, competent one to boot.

Quick Test: 2008 Volkswagen Passat Turbo

Speed and Grace

Even in a class filled with well-fortified challengers from the U.S., Japan, and South Korea, Volkswagen's Passat Turbo stands out. Its 2.0L four-cylinder engine is unusually muscular, thanks to a turbocharger that helps raise output to 200 hp. Chassis feel is decidedly Germanic: solid, taut, tuned to handle speed effortlessly. And the Passat's European DNA means a clean, sleek exterior shape and a simple, orderly cabin that stands apart from some of the flashier competition.

If you're seeking a four-cylinder, four-door "driver's car," look no further. With the most potent engine in its class, the Passat leaves rivals gasping in its exhaust fumes. Zero to 60 mph takes just 6.7 sec with the available six-speed automatic transmission (a $1075 option). Further, the Passat trips the quarter-mile lights in just 15 sec flat. "The 2.0L turbo is so lovely," says Kiino. "Gobs of torque down low, very smooth, plus good mileage." (The Turbo returns 19 mpg city/28 mpg highway with the automatic.)

The first time you bend the Passat into a corner, you'll know its virtues don't end with its mighty mill. Steering feel is smooth and linear, and the suspension returns plenty of handling prowess (0.83 g) with a ride that never turns harsh. Keep an eye on the speedo: The Passat Turbo does "swift" like Howard Stern does shock. You might not even notice your true pace until those blue lights appear in your rearview mirror.

Yet, for all of its athletic talents, the Passat remains a dutiful family member. There's plenty of room in the cabin, the materials mostly look and feel high-quality (the standard leatherette makes a fine leather substitute, but some gray plastic trim bits look cheap). Climate control is manual, though heated front seats are standard.

Criticisms are mostly minor. The pressurized engine drinks premium fuel only; that equates to about six percent more in annual fuel costs -- a price we're willing to pay to enjoy the Turbo's thrust. The standard "smart key" is an obnoxious little rectangle that, instead of being smart enough to talk to the ignition while still in your pocket, requires insertion into a motorized slot that seems to exist only to break one day. It's needlessly complicated. Also, it's no secret that VW has suffered reliability woes in recent years, though the company insists it's turning things around. (In an effort to back up that claim, VW has recently announced that all 2009 models will come with free scheduled maintenance for three years or 36,000 miles.)

At around $26,000 with the automatic, the Passat Turbo is pricier than some competitors but still a solid value. In fact, you'd have to call that price fair indeed for an "almost 3 Series."

Lifted from this source:

http://www.motortrend.com

First Drive: 2009 Porsche 911

A more perfect union of engine and gearbox

Consider the 2009 911 a brand-new car, even though the basic structure remains essentially the same as the outgoing model's. Two entirely new and more powerful engines and a new twin-clutch automatic transmission are the major refinements to Porsche's 45-year-old model, but there's much more to the transformation than the powertrains.

Suspension, brakes, lighting, interior and exterior styling all were massaged for the Carrera and Carrera S, and the process has resulted in the best 911 yet. We drove both models on a drizzly day over autobahn and narrow German back roads, and all we could do at the end of the drive was shake our heads in admiration: They've done it again. They've built a better 911.

Arriving at North American showrooms in September, the lineup is a base Carrera Coupe, outfitted with a 3.6L, 345-hp boxer six and mated to a revised six-speed manual, at $75,600. The base Cabriolet and Carrera S Coupe, which is powered by a 3.8L six with 385 hp, are both $86,200, while the Carrera S Cabriolet is $96,800.

Both models boast more power, bigger brakes, more athletic suspensions, and a clean and classic exterior rehabilitation, but arguably the most significant aspect of the oh-niners is Porsche-Doppelkupplungsgetriebe (say PDK to avoid lingual strain), the new twin-clutch gearbox that replaces the generally unloved Tiptronic S.

Built by ZF, PDK has a three-shaft configuration that's more compact than Tiptronic, lighter by 22 lb, and so slick in operation there's no auxiliary cooler even though less gearbox oil is used to reduce internal drag. Airflow is all that's required to keep the oil at optimum temperature, though a separate oil chamber, cooled by a small heat exchanger, is used to lubricate the two wet clutches that give the gearbox its name. One clutch handles the odd gears, 1-3-5-7, and the second engages 2-4-6. PDK offers a range of shift strategies within its software, from a total consumption-optimized approach to one that gets the most out of the powertrain, but either way the gears change more quickly, by up to 60 percent when the car is fitted with optional Sport Chrono Plus.

When asked to lope along, PDK reaches the taller gears in less time and culminates in an especially economical seventh gear. When the driver goes to the whip, acceleration is optimized by exploiting the rotary mass's energy during upshifts and by eliminating the interruption of tractive force. In the sport modes, downshifts are accompanied by a rev-matching blip of the throttle, and kick-down will drop top to second gear without visiting any of the intervening ratios, and without any noticeable passage of time.

Especially welcome are the steering-wheel mounted switch-like paddles -- push to change up, pull to shift down -- that replace Tiptronic's cheesy plastic buttons. They're fixed just above the new three-spoke steering wheel's two lateral arms, which makes it easy to keep track of their placement when cranking through corners. As before, automatic or manual modes are chosen by repositioning the console-mounted shift lever, which also offers push/pull gear selection.

Lifted from this source: www.motortrend.com

5 Electric Cars You Can Buy Now

With gas prices soaring, plugging in has its appeal. But there are trade-offs: high costs and low speed.

By: Peter Valdes-Dapena, http://money.cnn.com

Tesla Roadster

Cost: $109,000

Charge time: 3.5 hours

Range: 220 miles

Top speed: 125 mph

The Tesla Roadster, which recently entered production, is probably the best known electric car in America. The company's president has called it "the only production electric car for sale in the United States."

There are several other electric car companies that would differ with him on that point, but those other vehicles are either limited to speeds below 25 miles per hour or have fewer than four wheels, making their status as "cars" somewhat debatable.

With a full set of wheels and a claimed top speed of 125 mph, there's no question this two-seat convertible is a real car. Tesla also boasts an amazing 220-mile range on a full charge as measured in EPA fuel economy tests.

Meanwhile, the charging time claimed by Tesla is less than half that of other electric vehicles, thanks to advanced lithium-ion batteries -- which do account for much of the car's high cost.

But even gasoline-powered two-seat soft-tops are luxury toys, not daily drivers. Tesla promises it is working hard on a more moderately priced four-door model for driving's other half.

GEM Car

Cost: $7,000 to $13,000

Charge time: 6-8 hours

Range: 30-40 miles

Top speed: 25 mph

The GEM car, from Chrysler's Global Electric Motorcars division, is more typical of what's available to today's average consumer.

It's a small, lightweight vehicle that can go up to 25 mph. It can go just a little faster on a downhill grade, but the electric motor automatically steps in to slow it down.

The 25 mph top speed is a matter of law, not engineering. "Low Speed Vehicles" (LSVs) like the GEM don't have to meet the same safety requirements as faster cars. They can only be driven on roads with speed limits below 35 mph, so highways and even faster surface arteries are off limits.

But 25 mph is still adequate for many daily commutes and around-the-town errands. In many gated communities, you're not allowed to go any faster, anyway.

Like most low-speed vehicles, the GEM has three-point safety belts and uses laminated safety glass for its windshield. It has a range of 30 miles on a six-to-eight hour charge, the company says.

The GEM still sells mostly to fleet customers. It's available in versions with seating for two, four or six and with a flat bed or with a literal trunk.

Dynasty iT Sedan

Cost: $14,000 to $25,000

Charge time: 6 hours

Range: 30 miles

Top speed: 25 mph

Dynasty Electric Car Corp. is a company in transition. The Canadian electric car maker was recently bought by a Pakistani auto company, and its North American manufacturing facilities are being transferred to Pakistan, a company representative said.

Right now, Dynasty has only a few cars available in the U.S., but more should be available once factory production is up and running again.

The Dynasty iT sedan has a two-speed transmission and halogen headlamps. It has an aluminum frame and a fiberglass body, and it can go up to 25 mph.

ZENN

Cost: $16,000

Charge time: 6-8 hours

Range: 30-50 miles

Top speed: 25 mph

The ZENN (Zero Emissions, No Noise) is available with a sunroof, a stereo and air conditioning. (For a limited time, the company is offering free AC.)

Its maker, ZENN Motor Company Inc., claims its energy efficiency is equivalent to a gasoline-powered car getting 245 miles per gallon.

The Toronto-based carmaker recently announced plans for a highway-capable auto to go on sale in the autumn of 2009.

Zap Xebra

Cost: $11,700

Charge time: 6 hours

Range: 25 miles

Top speed: 40 mph

Technically speaking, the Xebra isn't a car. That's because it has only one front wheel, which makes it a motorcycle even though it can amazingly seat up to four.

And as a motorcycle, it can go faster than 25 mph without having to meet the heavy-weight safety requirements of a real car. But with a top speed of 40 mph, the Xebra still isn't suited to highway driving. It can go 25 miles on full charge.

The Xebra is made by California-based electric vehicle maker, Zap, but it's manufactured in China. It's available with leather seats and a CD player.

Lifted from this source: http://money.cnn.com.

Running with Pilgrim: More laps in the 2009 Cadillac CTS-V by Kyrill Ougarov http://blogs.motortrend.com

The Nurburgring-record-setting silver 2009 Cadillac CTS-V is now making its way across the country on a barnstorming tour of sorts. Its latest appearance was at an enthusiast event at the Auto Club/California Speedway in Fontana, Calif., put on by Cadillac tuner D3 Research & Development. Yours truly managed to sneak a few ride-along laps in the 7 minute 59.32 second Caddy.

This CTS-V is virtually stock. The only non-production items being the bolt-in harness bar (GM says it's attached in a way that doesn't improve rigidity), race seats, test equipment, and fire system. In all, about 20 pounds extra. It's also equipped with a rear differential cooler, a dealer-installed accessory that's unnecessary for the street but recommended for track use.
uto Club Speedway's 1.4-mile infield roadcourse is no Nurburgring. It's not even the "Lutzring" at GM's Milford Proving Grounds in Michigan on which Motor City Blogman Todd Lassa got his laps with John Heinricy behind the wheel. But it is not a bad track either, with a few good curveball corners and a pair of straights on which to pick-up speed. The pilot for the ride was Andy Pilgrim, who drives the Cadillac CTS-V R in the Speed World Challenge series.

Despite having never driven the course or a '09 CTS-V before that morning, the veteran Brit was putting in scorcher laps, topping out at around 130 mph on the track's main straight. The car never stepped out on him, kept its balance, and compliantly transitioned from corner to corner. And this is a two-ton luxury sedan, not a sports car.

Pilgrim commended the car for its balance, quietness, phenomenal power, and superb brakes. He said that when he got into the driver's seat, he "felt immediately like a part of the car" and that overall, it was a "great place to work." He said it compared favorably to competing German offerings, its key advantage being its balance.

The passenger's thoughts? Two thumbs up and a stupid grin.

Read more on Motor Trend.

2010 Ford Fiesta Review by Paul Eisenstein, Executive Editor www. TheCarConnection.com

This is the face of Ford’s future.

For months, we’ve been teased with images of the troubled automaker’s Verve concept. Now, however, we’re getting a look at what Ford’s new global small car really will look like.

The three-door, shown here, is one of at least three different Verve variants that will begin fanning out to markets around the world, starting next year. European buyers will be offered this and a five-door hatchback, while a four-door sedan version is being styled up for China and the United States.

There’s also a strong possibility that U.S. buyers could get this three-door, Ford marketing czar Jim Farley tells TheCarConnection.com, based on the results of a series of consumer clinics.

The European introduction is scheduled for later this year, hence Fiesta’s much-heralded reveal at the 2008 Geneva Motor Show. China will get its subcompact about a year later, but the American debut is being held back until 2010.

“We need 24 months to figure it out,” concedes Farley, who joined Ford, last year, after a long stint with Toyota . He admits that there is a “thermonuclear war” underway for the hearts, minds and pocketbooks of the young buyers who will make up Fiesta’s core market.

There are several reasons to pay particular attention to Fiesta. For one thing, it marks the beginning of a worldwide transformation at Ford, which will now rely heavily on its European design and engineering operations to help craft its future products. Fiesta will be the first of these global models, though plenty more are in the pipeline.

For buyers, what will matter more is that this won’t be the typical, bare bones subcompact. Ford promises that Fiesta will be a surprisingly lavish and well-equipped model – and for that you should expect to pay at least a modest premium over some of the segment’s truly entry-level offerings. (But, Farley stresses, Fiesta should still come in at a sticker price under that of the bigger Ford Focus.)

Look for some of the more compelling touches first seen on the Verve concept car, along with some features normally only found in larger, more up-market products. That includes safety equipment such as front, side and curtain airbags, and even a driver knee airbag, electric power steering, a MacPherson front strut/twist beam rear suspension and, Ford promises, excellent driving dynamics.

For all global markets, the Fiesta engine lineup will include five powerplants: two gas engines, a 1.3-liter and a 1.4-liter four, and three diesels, topped by a 1.6-liter diesel four with 85 hp. A five-speed manual and a four-speed automatic are the transmission choices for European customers.

Inside, the Fiesta’s styling theme is based on the look and feel of mobile phones, Ford says. The audio system in particular is integrated into the whole center stack, with separate areas for the volume, the display and the electronics, which Ford says frees the stylists’ hands. The European Convers+ system incorporates a large center screen with buttons for audio, phone and vehicle settings — and seems like a natural spot for Ford to integrate its Sync system when the Fiesta makes it to the U.S.

Other features on the Euro Fiesta include Bluetooth connectivity; a capless fuel refiller; a telescoping steering wheel; and special ambient lighting.

Ford sold a Fiesta in the U.S. from 1978 to 1980. Since then, the minicar has been one of Europe ’s favorites. In Europe the Fiesta goes on sale late in 2008. Ford says by 2010, versions of the new global small car will be sold on every continent except South America and Antarctica .

European Fiestas will be built in Spain and Germany; North American plans have yet to be announced, though it seems likely the automaker will opt for a low-cost factory, such as its operation in Hermosillo, Mexico.

Read more on 2010 Ford Fiesta.

2009 Audi A4 by Marty Padgett, Executive Editor www.TheCarConnection.com

Audi’s new station wagon, the A4 Avant, gets its world premiere in two weeks at the Geneva motor show. And when the new wagon bows, it will bring a new “high-powered, four-cylinder turbocharged engine” to the party, according to information released by Audi.

This fall, both the new-generation A4 sedan and the A4 Avant arrive in the U.S. And while the sedan also will offer a 265-horsepower version of Audi’s 3.2-liter V-6, the Avant wagon arrives only at launch with the new four-cylinder, Audi noted in its release.

In other markets, there will be smaller gasoline and diesel engines offered, among them a 240-hp 3.0-liter turbodiesel six.

Six-speed transmissions will be offered and quattro will be standard on U.S.-market Avants, Audi confirms.

Audi says its Avant will be the most successful premium wagon in its class. With the new generation, the Avant inherits the deep grille, sweeping roofline and the somewhat controversial interior styling of the new A4 sedan. Inside, the new cockpit adopts the styling of the A4 sedan and the new A5/S5 coupes, with a deep binnacle shading a touchscreen interface.

Audi also promises better functionality with the new Avant. A new suspension design on the sedan and wagon translates into better weight distribution, while the reconfigured proportions of the vehicle mean shorter front overhang with a longer wheelbase. The new wagon sits more than 4.7 inches longer than the previous version, though it’s 10 percent lighter and more rigid than before, Audi says.

With a cargo hold of up to 50.5 cubic feet, Audi says its wagon is the best carrier in the class that also includes the small wagons from BMW and Mercedes-Benz. A split-folding rear seat is standard, while a power tailgate is a new option.

Safety features include curtain airbags for both rows of riders; anti-lock brakes, stability and traction control. Features such as a rear parking assist; a lane-departure warning system; and a blind-spot detection system will be available as options, as will adaptive cruise control.

Other options will include Audi’s navigation system, bundled with the multimedia interface (MMI); iPod connectivity; Sirius satellite radio; a panoramic sunroof; and in some markets, a Bang & Olufsen audio system.

Stay tuned for more on the new A4 Avant as TheCarConnection.com reports live from the Geneva auto show on March 4 and 5.

Read more on 2009 Audi A4.