Automotive Research & Discussion

2009 Mazda RX-8 Vehicle Overview

2009-08-16T14:34:00.000-07:00

2009 Mazda RX-8 Vehicle Overview

Introduction

The 2009 Mazda RX-8 is weird. Its body style? Weird. Its engine? Weirder. Its styling? Yep, that's pretty strange too. Since its introduction five years ago, the RX-8 has served as an automotive asterisk. However, weird can be a good thing. Jim Carrey's weird and so is Japan, but plenty of people saw "Ace Ventura" and vacation in Tokyo. At the same time, though, those two entities also produced "23" and cucumber-flavored Pepsi (respectively, of course). So goes the Mazda RX-8 -- weird in good ways and bad.

The RX-8's coupe-like body features a pair of rear-hinged doors that grant easy access to the surprisingly roomy backseat. If you've ever seen an extended-cab pickup, it's the same idea. Given the car's performance and handling capabilities, that old marketing cliché of "four-door sports car" actually applies here. Under the hood is not a sports car's typical inline-4 or V6, but instead, Mazda's signature rotary engine. The number of other cars that feature this type of engine is exactly zero, but the resulting effect is that the RX-8 behaves like nothing else. With the manual transmission, the rotary engine spins up to 9,000 rpm with the ease of a blowtorch through Country Crock. The sounds are glorious, and playing with such a free-flowing, high-strung engine is a lot of fun.

All of this would be weird in a good way except that the rotary can also get tiresome in everyday use, as it produces very little low-end torque. Drive sedately and the RX-8 feels like a slug. That high-spinning nature also hammers fuel consumption to the point that the 3,000-pound, 232-horsepower Mazda RX-8 gets the same fuel economy as the 4,300-pound, 273-hp Mazda CX-9 crossover. That's weird in a bad way.

That last point is truly the 2009 Mazda RX-8's Achilles' heel. We could probably live with the rotary's less-than-stellar straight-line performance, given the fun derived from the RX-8's superb handling, but the fuel economy and dearth of low-end power are hard to reconcile. The BMW 128i, Nissan 350Z and Mustang GT provide better performance and/or fuel economy for a similar price. Of course, none of those cars provide the practical four-door coupe body style or that one-of-a-kind styling inside and out. In other words, if the RX-8's your type of weird, there's no other choice.

Body Styles, Trim Levels, and Options

The 2009 Mazda RX-8 is a four-seat coupe with a pair of rear-hinged "suicide" doors that ease access to the backseats. There are four trim levels: Sport, Touring, Grand Touring and R3.

The base Sport features 18-inch wheels and performance tires, a rear lip spoiler (manual transmission models only), air-conditioning, cruise control, a leather-wrapped steering wheel and shifter, full power accessories and a six-speaker stereo with CD player and auxiliary audio jack. The Touring trim adds a limited-slip rear differential, xenon headlights, foglights, an auto-dimming rearview mirror and an in-dash six-CD changer.

Grand Touring RX-8s have this equipment plus automatic headlights, heated side mirrors, rain-sensing wipers, an eight-way power driver seat with memory, heated front seats, leather upholstery, automatic climate control, keyless ignition/entry, Bluetooth and a nine-speaker Bose surround-sound system. The new-for-2009 R3 trim level is essentially a Touring model with a more aggressively tuned suspension, 19-inch wheels, a rear wing spoiler, a revised front bumper, Recaro front sport seats, keyless ignition/entry, Bluetooth and the upgraded Bose stereo.

The Touring and Grand Touring can be equipped with a premium package that includes a sunroof, satellite radio and the Bose stereo (Touring). Also optional on the Grand Touring is a new touchscreen navigation system with voice commands and a dedicated iPod connection.

Powertrains and Performance

The rear-wheel-drive Mazda RX-8 is powered by a 1.3-liter rotary engine. The engine's output depends on the transmission selected. Models with the six-speed automatic (with paddle shifters) receive 212 hp and a redline of 7,500 rpm. The six-speed manual version has 232 hp and an atmospheric redline of 9,000 rpm. All RX-8 engines produce a rather meager 152 pound-feet of torque.

Although generally quick by most measures, acceleration is hardly impressive for a sports car. In our tests, a manual-equipped RX-8 went from zero to 60 mph in 7 seconds. Fuel economy is unimpressive at 16 mpg city/22 mpg highway and 18 mpg

Safety

The 2009 Mazda RX-8 comes standard with antilock brakes, front side airbags and front side curtain airbags. All but the Sport model get stability control standard. In government crash testing, the RX-8 earned a four-star rating (out of a possible five) for driver protection in frontal impacts and five stars for the front passenger. In side-impact testing, the RX-8 received four stars.

Interior Design and Special Features

Giving the 2009 RX-8 a serious advantage over class rivals is its true four-passenger capacity. The "free style" reverse-opening rear doors make loading people and cargo much easier. Provided they are shorter than 6 feet tall, those seated in the back will find supportive seating and ample room all around.

The rear compartment is equally accommodating for luggage or grocery bags. The trunk is a different matter, as its opening is small and no flip-down rear seat function exists to increase that luggage capacity.

The RX-8's cockpit features a circular theme, with three round gauges and a circular central dash control stack that houses the stereo and climate control functions.

Look closely and you'll also spot numerous circle and triangle details throughout the cabin, a visual homage to the car's rotary engine design. Although the gauges are easily read, we've had mixed feelings about the central display used for the audio system and climate control, which some find to be too crowded with information. The optional navigation system is now operated through a touchscreen and voice recognition interface, which works well and is a welcome improvement.

Driving Impressions

Although the 2009 Mazda RX-8 has the look of a race-tuned sports car, its demeanor on the road is considerably more docile. There's plenty of grip in the corners and solid feedback through the steering wheel, but a compliant ride means that it won't beat you up on the daily commute. The rotary engine requires high engine speeds to make serious power, but the delivery is virtually vibration-free and noise levels are subdued. If you like a smooth engine (in feel, sound and delivery), there's none smoother. Overall, the RX-8 is one of the best examples of a car that's both fun to drive and very livable on a day-to-day basis -- just be prepared to pay at the pump.

2009 Chevrolet Traverse Review

2009-07-19T10:11:00.000-07:00

2009 Chevrolet Traverse Review

Introduction

It's no great secret that recent history has seen a decline in the sales and appeal of truck-based SUVs as family movers. Nonetheless, no matter how practical and easy to use a minivan is, there's just no getting around the minivan stigma for many people. Automakers have reacted to this trend with the crossover SUV, a vehicle that combines the family-focused functionality and car-based dynamics of a minivan with the outgoing appearance and personality of an SUV. With the introduction of the 2009 Chevrolet Traverse, General Motors now has four such vehicles built on the same "Lambda" platform, the others being the Buick Enclave, GMC Acadia and Saturn Outlook.

Having so many similar vehicles available might seem like overkill, but the quality and thoughtfulness of design that all the Lambda crossovers share has made every one of them a strong segment contender thus far. The brand-new Traverse seems poised to do just as well, if not better. To help differentiate it from the General's other crossover offerings, the Traverse shares some styling cues with the new Malibu, including the distinctive mesh front grille, vaguely circular taillights and the lines of the dual-cockpit dash that extend onto the doors. Overall, the interior styling of the Traverse's cabin, while largely similar to the Acadia's and Outlook's due to parts-sharing, offers an edgier design without losing any mass appeal.

Like those that came before it, the 2009 Chevrolet Traverse is a strong entry in the already crowded full-size crossover SUV segment. If you're looking for a solid-performing people mover that seats up to eight (and doesn't exclude adults from the third row), hauls a lot of cargo and doesn't cramp your ego, the Traverse deserves your serious attention. Those considering a GM crossover who haven't made up their minds on which one should note that, at a starting price just over $28,000, the Chevy is the least expensive in the family. So if the styling and options specific to the Traverse speak to you, this latest addition to the brood may be just the right pick. But if the Traverse or its siblings don't work for you, the Ford Flex, Honda Pilot, Mazda CX-9 and Toyota Highlander are all worthy competitors and merit a close look.

Body Styles, Trim Levels, and Options

The 2009 Chevrolet Traverse is a large crossover SUV available in LS, LT and LTZ trim levels. Standard equipment on the LS includes 17-inch steel wheels, eight-passenger seating, split-folding second- and third-row bench seats, a tilt/telescoping steering wheel, air-conditioning, full power accessories, OnStar and a six-speaker CD/MP3 player with an auxiliary audio jack and satellite radio.

The midrange LT trim level actually comes with the choice of two packages: the moderate 1LT and the more upscale 2LT. The 1LT package offers 18-inch alloy wheels, an eight-way power driver seat, leather-wrapped steering wheel, rear parking sensors and remote vehicle start. Select the 2LT package and get all that plus Bluetooth, tri-zone automatic climate control, a 10-speaker Bose system, rear audio system controls, seven-passenger seating featuring second-row captain's chairs, a power liftgate and a rearview camera integrated into the rearview mirror. The Traverse LTZ improves upon the 2LT with 20-inch wheels, leather seating, heated and cooled power front seats with driver memory settings, a navigation system with real-time traffic and a rearview camera.

Many of the features on upper trim levels can be added to the lower ones via optional packages. Also available are dual sunroofs and a rear-seat entertainment system. Should you wish to take advantage of the Traverse's 5,200-pound towing capacity, a trailering package is available on all trim levels and includes a heavy-duty engine cooler and trailer hitch.

Powertrains and Performance

There is only one engine/transmission combination available for the Chevrolet Traverse -- a 3.6-liter V6 mated to a six-speed automatic with manual shift control. In the LS and LT trims, which sport a single-outlet exhaust, the V6 produces 281 horsepower and 266 pound-feet of torque. In the uplevel LTZ, hp jumps to 288 and torque goes to 270 lb-ft thanks to a dual-outlet exhaust and an upgrade to direct fuel injection, which allows for increased efficiency and reduced emissions when compared to the V6 used in earlier years of the Traverse's platform mates.

EPA fuel economy estimates for the front-wheel-drive Traverse are 17 mpg in the city, 24 mpg on the highway and 19 mpg combined. All-wheel-drive Traverse models are very similar at 16/23/19 mpg.

Safety

Antilock disc brakes, traction and stability control, front seat side-impact airbags and side curtain airbags for all three rows are all standard on every 2009 Chevrolet Traverse, as is one year of GM's OnStar service, including turn-by-turn navigation and Bluetooth hands-free phone connectivity.

In both frontal- and side-impact crash tests performed by the National Highway Traffic Safety Administration, the Traverse received a perfect five-star rating for its protection of occupants in head-on and side-impact collisions.

Interior Design and Special Features

Inside the roomy cabin of the Traverse is an attractive layout in a two-tone color scheme with brushed aluminum and chrome trim. The instrument panel consists of dual gauges featuring bright white numbers on a black background that are simple and easy to read. One of our few complaints is that the audio and climate controls consist of too many small and similar-looking buttons and not enough knobs.

Depending on the configuration chosen, the Traverse seats either seven (with second-row captain's chairs) or eight (split-folding second-row bench seat) passengers in three rows. The first- and second-row seats are quite comfortable and supportive, and the split-folding third-row seat which is often a kids-only zone in traditional SUVs -- can accommodate adults in reasonable comfort.

Maximum cargo capacity is a generous 117 cubic feet with second- and third-row seats folded down, and even with all three rows of seating in use, there are still a useful 24 cubic feet of luggage space.

Driving Impressions

Like the other three large General Motors crossovers, the 2009 Chevrolet Traverse hits a happy medium between secure handling and a comfortable ride. And even though it is a big vehicle (4,720 pounds with front-wheel drive, 4,925 pounds with all-wheel drive), it doesn't feel nearly as large and lumbering as it should from behind the wheel. The 3.6-liter V6 feels peppy and capable. Its higher than average towing capability is a plus, too, though during a test-drive that included towing a 4,200-pound boat (1,000 pounds below the Traverse's maximum tow rating), the crossover seemed a bit overtaxed when compared to a lighter competitor. Additionally, the six-speed automatic transmission is often unwilling to downshift, which, though good for fuel economy, can be frustrating.

2009 Honda Civic Hybrid

2009-07-19T09:51:00.000-07:00

2009 Honda Civic Hybrid

You don't buy a hybrid for its high horsepower or because it's fun to drive in any of the ways a traditional all-gas all-the-time car can be. You buy a hybrid to get better fuel economy than everything short of a golf cart. You buy a hybrid to use less gas in your everyday driving and to fill the air with fewer emissions every year. Those are all great reasons to consider the 2009 Honda Civic Hybrid. It's not fast, it isn't a world-class handling car and it won't break any speed records. But it's a solid contender in the compact hybrid sedan market, an arena that is becoming increasingly crowded with vehicles worth considering.

The current Civic Hybrid was fully redesigned for 2006, but got a refresh for 2009 that includes styling changes to the nose and tail, and additional features like Bluetooth and leather upholstery. Our test car was the highest trim level Civic Hybrid available, with leather and a navigation system, giving it a slightly more upscale feel for a hybrid compact sedan. It also featured Bluetooth and satellite radio, all for a sticker price of $27,420 including destination charge, a couple thousand dollars less than a comparably equipped Toyota Prius.

Unlike the Prius, the 2009 Honda Civic Hybrid is one of several hybrid vehicles that looks just like its non-hybrid sibling. While that may appeal to a buyer who likes to fly under the radar, many hybrid buyers are looking for something that looks a little different. For them, the 2010 Honda Insight will essentially share the Civic's hybrid technology, but will be more affordable and have that futuristic space-pod look that Prius buyers have flocked to. The non-hybrid Honda Fit should also be considered, with its spacious interior, fun-to-drive demeanor and still-impressive fuel economy, if you're not dead set on a hybrid.

Performance

Our 2009 Honda Civic Hybrid featured the 110-horsepower 1.3-liter four-cylinder engine (the only option for the hybrid sedan) coupled with an electric motor that kicks in 20 more hp, and a continuously variable transmission (CVT). The Civic Hybrid is a little different from hybrids from other manufacturers in that the electric motor assists the gasoline engine when it needs it, but can't power the vehicle on its own (as Toyota's system can). Honda calls it Integrated Motor Assist.

From a stop, the Civic Hybrid can only be described as powerless. During performance testing, our Civic Hybrid test car took a painful 13.5 seconds to reach 60 mph, which makes it one of the slowest cars you can buy in this country. When the car finally starts moving, it's a bit jerky and halting. However, we found that passing on the highway was just fine, which isn't surprising given Honda's reputation for building engines that excel at tapping into available power at high rpm. During our time with the car, we achieved a combined fuel economy of 36.1 mpg (EPA estimates for the Civic Hybrid are 40 city/45 highway/40 combined), but during a fuel consumption test under controlled conditions we managed to get 45.7 mpg in combined driving.

Brake performance on our 2009 Honda Civic Hybrid test car was unimpressive. At our test track, the hybrid came to a stop from 60 mph in a longish 140 feet (the Prius stopped in 128), while the regenerative braking feature produces an odd pedal feel. Our drivers eventually got used to the pedal feel, and we'd expect most owners would, too. But there's no getting around the longer distances.

In terms of handling, we also observed a surprising amount of body roll around corners — this isn't a car that responds eagerly to aggressive driving. But in general, the Civic's handling and steering are perfectly appropriate for the kind of driving you'd be doing in a fuel-sipping compact sedan.

Comfort

Our top-of-the-line Civic Hybrid test car was decked out with heated leather front seats with manual seat-height adjustment, and a tilt-and-telescoping steering wheel. The front seat cushion was firm (but not hard) with some minor side support. The more aggressive side bolstering on the seatback could feel a bit tight for a broad body type. Headroom and hiproom were better than expected for a compact. In back, the fairly flat rear bench seat offers very little lateral support, but the center seating position is softer and more comfortable than most in the class. Overall, it's an impressive level of comfort for a compact sedan in the under-$30,000 price range.

If only Honda could do the same thing about road noise. Enough tire rumble made its way into the cabin to remind us that this is a Honda (cars known for substantial road noise), with the most noisy moments occurring on highways and rougher road surfaces. Wind noise wasn't terribly obtrusive, but overall this is not a particularly quiet car.

Function

Though the Civic Hybrid's compact size allows for decent overall visibility, its high rear deck and wide rearmost roof pillars make it a little difficult to see while reversing. No extra parking aids (sensors, rearview camera) are available to remedy the situation.

As is typically the case with any Civic, the hybrid's climate controls are very simple, intuitive and easy to use. Unfortunately, the audio-navigation system controls drew mixed reviews.

The small knobs, rocker switches and buttons all look and feel too similar to each other, and they seem flimsy. But we appreciated the logically arranged menus and the detailed audio graphics of the touchscreen navigation system. Voice activation makes programming the navigation system a breeze — unlike other systems, you can enter a destination while driving.

Interior storage in the 2009 Honda Civic Hybrid is varied and useful, for the most part, though there are no large storage areas. Small nooks and medium-size bins are plentiful and scattered throughout the front-seat area, but rear-seat storage is limited to seatback pockets and shallow door bins. Two adjustable cupholders by the front seat work well and can be hidden completely by a sliding door, but there are no rear cupholders or rear armrest.

The Civic Hybrid's trunk measures only 10 cubic feet (due to the battery pack), which is almost 50 percent smaller than that of the Toyota Prius (the Prius can also expand further thanks to its hatchback body style and flip-down seats). Honda's Fit hatchback is also much roomier (max cargo is 20.6 cubes, while most other dimensions are comparable). Nevertheless, the Civic's trunk easily swallowed two sets of golf clubs, and one or two small luggage pieces will also fit at the same time. Our child safety seat fit just fine in the rear seat, though, as can be expected in a compact sedan, it reduced the range of seat travel for the front passenger when installed facing the rear.

Design/Fit and Finish

Thanks to the recent benchmark of hybridtude, the Toyota Prius, the space pod look has become synonymous with the term "hybrid." The Civic Hybrid is a stealth hybrid, as it has the same newly updated exterior design as the non-hybrid Civic. The future Prius-look Honda Insight would seem to indicate people haven't exactly warmed to this philosophy, though.

Inside, the swoopy dash looks more design-y than previous-generation Civics. Our tester featured the new-for-2009 leather seating, which had a fine, light texture and a snazzy navy blue hue. Other interior materials are made from perfectly acceptable plastics, some with a pleasant sheen, some with a pebbly look to them. The leather-trimmed steering wheel is moderately grippy. Our test vehicle seemed well put together and we noticed no squeaks or rattles in our time behind the wheel.

Who Should Consider This Vehicle

If you're simply looking for an ultra-efficient reliable sedan with some available luxury goodies, the 2009 Honda Civic Hybrid with leather and navigation may be a good choice for you. But we think most buyers will be better off waiting for a 2010 Honda Insight or buying a Toyota Prius, which offers more efficiency, performance and interior space.

2010 Hyundai Genesis Coupe

2009-06-21T13:26:00.000-07:00

2010 Hyundai Genesis Coupe Vehicle Overview

Introduction

The 2010 Hyundai Genesis Coupe shares its name with the Genesis sedan, but that's effectively where the sharing stops. Yes, the Coupe's uplevel 3.8-liter V6 is similar (though not identical) to the sedan's base engine, and yes, the cars roll on the same basic platform. Drive them back to back, though, and you'll think they might as well be from different planets. While the Coupe is laudably comfortable and refined, it has none of the sedan's plush, isolated character. It's a genuinely sporting car that can run with its benchmark, the Infiniti G37 coupe, in all respects save straight-line acceleration. If you're looking for a stylish coupe with serious performance, the Genesis Coupe is one of the best deals on the market.

The Genesis Coupe's 2.0T trim levels come with a 210-horsepower, 2.0-liter turbocharged four-cylinder. Considering the car's affordable base price and the presumptive ease with which horsepower can be increased by aftermarket tuners, the 2.0T will likely be the trim of choice for young hot-rodders. Should you wish to keep your Genesis' warranty intact, the turbo-4 is adequate right out of the box, and the uplevel 3.8-liter V6 provides burly acceleration with an exhaust note to match. The only powertrain lowlight is the shifter/clutch tandem on manual-transmission models -- the shifter lacks precision, and neither it nor the clutch likes to be rushed.

There's very little wrong with the 2010 Hyundai Genesis Coupe from a style or design perspective. The exterior sheet metal is handsome and sporty -- calling the coupe the best-looking Hyundai ever would be a perfectly reasonable statement. The cabin is particularly impressive, boasting an enveloping cockpit-like environment. The rear seat is useless for adults, but you can fit a couple kids back there in a pinch. We've often said that Hyundai's models are "nice for the price," but the Genesis Coupe is just a nice car, period.

Note that the Genesis Coupe does have a clear rival in the bang-for-the-buck category -- the new 2010 Chevrolet Camaro, which offers a sophisticated 300-hp V6 at the Genesis Coupe 2.0T's price point, and a honking 422-hp V8 priced opposite the top-of-the-line Genesis Coupe 3.8 Track. One could also consider the retro-themed and enjoyable Ford Mustang GT a competitor for the 3.8 Track model. But no other coupe can match the Hyundai's combination of style, refinement and performance for the price. The BMW 128i comes the closest, but its polarizing exterior design hurts its case, and the Nissan 370Z is too single-minded in its sportiness to present a real challenge. We weren't sure we'd ever be saying this about a Hyundai performance car, but the Genesis Coupe is the real deal.

Body Styles, Trim Levels, and Options

The 2010 Hyundai Genesis Coupe is a performance coupe available in six trim levels: 2.0T, 2.0T Premium, 2.0T Track, 3.8, 3.8 Grand Touring and 3.8 Track. The base 2.0T comes standard with 18-inch alloy wheels, keyless entry, a tilt (but not telescoping) steering column, air-conditioning, full power accessories, cruise control, a leather-wrapped steering wheel and shift knob, a trip computer,

Bluetooth and a CD/MP3 stereo with USB/iPod connectivity and steering-wheel-mounted controls. The 2.0T Premium adds a power driver seat, keyless ignition, an Infinity audio system, a sunroof and an auto-dimming rearview mirror. The 2.0T Track piles on 19-inch alloy wheels with summer tires, Brembo brakes, a rear spoiler, a sport-tuned suspension, xenon headlights, foglamps, a limited-slip rear differential, red cloth seat inserts and aluminum pedals.

In addition to the 3.8-liter V6, the Genesis Coupe 3.8 comes with the base 2.0T's standard equipment plus foglights, chrome front fascia accents, metal door sill plates, automatic climate control and black leather upholstery. The 3.8 Grand Touring adds rear parking sensors, xenon headlights, foglights, heated side mirrors with integrated turn signals, keyless ignition, a sunroof, leather upholstery, heated front seats and the Infinity audio system. The 3.8 Track is equipped similarly to the Grand Touring and also gains the 2.0T Track's performance-related equipment.

Options are limited to carpeted floor mats and an iPod/USB cable.

Powertrains and Performance

The rear-wheel-drive Hyundai Genesis Coupe is powered by either a 2.0-liter turbocharged four-cylinder engine (in 2.0T models) or a 3.8-liter V6 (in 3.8 models). The four generates 210 hp and 223 pound-feet of torque, while the V6 pumps out 306 hp and 266 lb-ft. A six-speed manual transmission is standard across the board, while a five-speed automatic is optional on the 2.0T and 2.0T Premium (the 2.0T track is manual-only), and a six-speed automatic is optional on all 3.8 models. Both automatics feature paddle shifters.

In performance testing, we recorded an impressive 5.9-second sprint from zero to 60 mph for the 3.8 Track model, We've also tested a 2.0T with the manual transmission, and that car accomplished the same task in 6.9 seconds, which is about average for a sport coupe in the low $20,000 price range.

EPA fuel economy estimates range from 21 mpg city/30 mpg highway for the manual-shift 2.0T to 17 mpg city/26 mpg highway for the manual-shift 3.8.

Safety

The 2010 Hyundai Genesis Coupe comes standard with stability control, antilock disc brakes with brake assist, front-seat side airbags and full-length side curtain airbags.

Interior Design and Special Features

The Genesis Coupe's cabin boasts an alluring mix of eye-catching contours and generally high-quality materials, though the silver-painted plastic on the center stack is clichéd. The dash's swooping curves flow into the door panels, necessitating an unconventional sideways orientation for the power window and mirror switches.

The driving position is excellent, with abundant outward visibility despite the low-slung seating position; however, the lack of a telescoping steering wheel means that drivers with shorter legs may find the wheel uncomfortably close to their chests. Controls are generally intuitive, but navigating through the stereo's tonal adjustments is too labor-intensive. Despite being an upgrade, the Infinity audio system generates only mediocre sound.

The power seats that come standard on higher trim levels are superbly shaped for both enthusiastic driving and long-distance cruising. The rear seat, though, is strictly for kids and cargo. The 10-cubic-foot trunk is surprisingly useful, particularly with the rear seats folded down, but the folding procedure requires an awkward reach deep into the trunk.

Driving Impressions

On the road, the 2010 Hyundai Genesis Coupe 3.8 Track is virtually a dead ringer for its Infiniti G37 inspiration. Hyundai even aped Nissan/Infiniti's trademark baritone exhaust note for the V6. Body control in quick transitions is excellent, steering feel and responsiveness are all-time Hyundai bests, and the sophisticated ride quality won't beat you up over broken pavement. The 2.0T Track model combines these ride/handling characteristics with even better balance, thanks to its lighter-weight engine; on the downside, acceleration from the turbo-4 is merely adequate for this segment. Non-Track models feature a more compliant ride at the expense of all-out handling ability.

The biggest performance issue lies with the manual transmission. The shifter lacks the direct, positive feel one would hope for from a car of this caliber, and the high-strung clutch requires too much attention in aggressive driving.

2009 Volkswagen Jetta

2009-06-21T13:06:00.000-07:00

2009 Volkswagen Jetta Vehicle Overview

Introduction

For decades now, the Volkswagen Jetta has existed in its own special niche. It may seem like an oxymoron, but this compact VW has made a name for itself by being an upscale economy car. Although roughly the same size as econoboxes from the United States and Japan, the Jetta has long exuded a sense of solidity and refinement in line with illustrious fellow Germans sporting fancier badges.

The latest-generation Volkswagen Jetta, which debuted four years ago, carries on this tradition. It's a little deficient in the "cool factor" that earlier Jettas had, but from an all-purpose standpoint, there's little to complain about. For 2009, the wagon body style -- cutely dubbed the Sportwagen -- returns to the Jetta lineup. Compared to the old boxy Jetta wagon, the new Sportwagen features a more tapered roof line, but retains an impressive amount of utility. In fact, this Jetta actually boasts significantly more cargo space than VW's new Tiguan compact SUV -- 18 more cubic feet with the seats up, 10 more with them folded.

Also notable this year is the new 2009 Jetta TDI. The popular diesel-fueled TDI trim level has been MIA the past few years due to new government emissions regulations, but implementation of "clean diesel" technology has allowed VW to bring back the TDI. The new model is 50-state-certified and returns an impressive 34 mpg combined on the EPA testing cycle. A significant boost in power makes this fuel-efficient model even more attractive, although the rising price of diesel doesn't help the TDI's value equation.

The 2009 Volkswagen Jetta may dwell in its own niche, but it competes indirectly against a wide variety of models. Lower trims may be cross-shopped with economy cars like the Mazda 3 or Saturn Astra, while higher trims can be compared with midsize sedans like the Honda Accord or Nissan Altima. The Sportwagen is worthy of strong consideration if you're contemplating a compact crossover, while the TDI makes for an interesting alternative to hybrids. On its own merits, any Jetta is a serviceable substitute for those who want a premium German sedan but don't have the bankroll needed to bring one home.

Body Styles, Trim Levels, and Options

The 2009 Volkswagen Jetta is available in sedan and Sportwagen body styles. The sedan is available in S, SE, SEL, Wolfsburg Edition and TDI trim levels. The Sportwagen is available in S, SE, SEL and TDI trims.

The Jetta S comes standard with 16-inch steel wheels, heated mirrors and washer nozzles, air-conditioning, cruise control, keyless entry, a tilt/telescoping steering column, eight-way-adjustable front seats with power recline, heated front seats, velour upholstery, a 60/40-split rear seat and an eight-speaker stereo with single-CD player and auxiliary audio jack.

The Jetta SE adds 16-inch alloy wheels (optional on S), a rear seat armrest, a sunroof (sedan only, optional on S and TDI), leatherette vinyl upholstery, a leather-wrapped steering wheel and shift knob (sedan only) and a 10-speaker stereo with a six-CD changer and satellite radio.

On top of this, the Jetta SEL sedan adds 17-inch wheels, a multifunction steering wheel and a trip computer. Jetta Sportwagen SELs also have a sprightly turbocharged engine, dual-zone automatic climate control, a 12-way power driver seat with memory functions, a leather-wrapped steering wheel and shift knob, Homelink and upgraded speakers.

The Jetta TDI sedan is equipped similar to the SEL sedan, but comes with 16-inch alloy wheels and doesn't have a sunroof. A special edition known as the TDI Loyal adds premium speakers. The Sportwagen TDI sedan is equipped similar to the SE Sportwagen, but it adds a trip computer.

The Jetta Wolfsburg Edition is basically an SE sedan with the aforementioned turbocharged engine, 17-inch wheels, no exterior chrome window trim and Wolfsburg badges.

Optional on all Jettas is an iPod interface and rear side airbags. A touchscreen navigation system is optional on all but the Jetta S, with a 30GB hard drive, digital music storage, SB memory card slot, USB port and DVD playback. A panoramic sunroof is a stand-alone option on the Sportwagen.

Powertrains and Performance

There are three engines available for the 2009 Volkswagen Jetta. All S and SE trim levels, as well as the SEL sedan, are powered by a 2.5-liter five-cylinder engine rated at 170 horsepower and 177 pound-feet of torque. The standard transmission is a five-speed manual, while a six-speed automatic with Tiptronic automanual capability is optional. In performance testing, a Jetta SE with the manual went from zero to 60 mph in 8.6 seconds. EPA fuel economy regardless of transmission is 21 mpg city/29 mpg highway and 24 mpg combined. In California and California-emissions states, this engine earns a squeaky-clean PZEV tailpipe emissions rating.

The 2009 Wolfsburg Edition sedan and SEL Sportwagen get the same turbocharged 2.0-liter four-cylinder engine found in VW's high-performance GLI sedan and GTI hatchback. It produces a zesty 200 hp and 207 lb-ft of torque. A six-speed manual is standard, while VW's slick dual-clutch DSG automatic transmission is optional. These two models should sprint from zero to 60 mph in the 7-second range, while fuel economy is roughly the same as with the base 2.5-liter mill. The manual yields 20 mpg city/29 mpg highway and 24 mpg combined, while opting for the DSG improves fuel economy by 2 mpg city and 1 mpg combined.

The Jetta TDI features a 2.0-liter turbodiesel engine that utilizes VW's new clean diesel technology, making this car compliant with all 50 states' emissions requirements. This diesel produces 140 hp and a healthy 236 lb-ft of torque. The TDI shares the same six-speed manual and DSG transmission choices as the Wolfsburg. Fuel economy for the TDI with a manual is estimated to be 30 mpg city/41 mpg highway and 34 mpg combined, while the DSG lowers mileage by 1 mpg in each context.

Safety
Standard safety equipment includes antilock disc brakes, stability and traction control, front side airbags and full-length side curtain airbags. Rear side airbags are optional on all Jettas. The National Highway Traffic Safety Administration gave the Jetta sedan and Sportwagen four out of five stars for frontal collision protection, and a perfect five stars for side protection. In Insurance Institute for Highway Safety crash tests, the Jetta sedan received the highest rating of "Good" for frontal offset and side crash protection.

Interior Design and Special Features

The Jetta's cabin is a strong selling point, with abundant high-grade, soft-touch materials and metallic trim. The vinyl "leatherette" upholstery found in most Jettas is finely stitched and does a good impression of real cowhide, with the added bonus of being easier to clean. Stereo and climate controls are straightforward and easy to use, and we're also fans of the cool blue lights used for the instruments and radio display. This year's new and improved navigation system now features an intuitive touchscreen interface and a 30GB hard drive that not only increases processing time but also devotes 20GB to digital music storage.

The Jetta's tall roof line lends a sense of spaciousness to the front seats, which boast a wide range of motion in order to accommodate drivers of various sizes. Headroom is a little tight in the rear, however. Nonetheless, there's an adequate amount of legroom in back, particularly compared to past Jettas, although even an economy sedan like the Toyota Corolla offers more.

The sedan's trunk capacity is very impressive at 16 cubic feet, while the Sportwagen is naturally even larger -- cargo volume for the latter is 32.8 cubic feet with the 60/40 rear seat up and 66.9 cubic feet with it down.

Driving Impressions

For most shoppers in this segment, a comfy ride matters more than simulating a track day on Main Street. By this measure, the 2009 Volkswagen Jetta is a fine companion in day-to-day driving. It swallows bumps and provides a relatively quiet cabin from which to endure the daily grind. If you do decide to drive aggressively, the Jetta's steering is nicely weighted and accurate, though body roll is significant in enthusiastic cornering. Should you want additional excitement, the sport-tuned Jetta GLI model may be more your speed.

With the TDI models, expect a little more vibration, a tad more noise and noticeably less high-end kick when trying to charge up that highway on-ramp from a stop. However, the diesel's prodigious low-end torque makes it feel downright muscular around town, as it pulls away from traffic lights with authority.

2010 Mazda MAZDA3

2009-06-17T10:48:00.001-07:00

2010 Mazda MAZDA3 Vehicle Overview

Introduction

"Whatever you do, don't screw it up." Such is the prevailing sentiment whenever one ventures to follow up a successful first try, yet the second go-round often turns out to be a disappointment. The original Mazda 3 was a huge success in terms of sales and critical praise, and it only grew stronger as time wore on. As such, the redesigned 2010 Mazda 3 seemed like a prime candidate for sequel failure. Happily, though, the new 3 is a delight, more "Empire Strikes Back" than "Caddyshack 2."

The biggest fear for many was that the new model wouldn't be as fun to drive as its predecessor. Thankfully, that attribute is still firmly intact. The underlying platform is mostly unchanged, save for the added use of high-strength steel and a retuned version of the suspension, which combine to give the new 3 better body control without any additional ride harshness. The steering remains communicative and confidence-inspiring, while the amount of vibration transmitted to the driver's hands has been reduced. The result is a more polished version of what was already a highly refined and fun car.

The base 2.0-liter four-cylinder remains unchanged in terms of power, but fuel economy has improved thanks to a new five-speed automatic transmission. While not quite at the gas-sipping level of the Honda Civic and Toyota Corolla, the new 3 can no longer be slagged for relatively gluttonous fuel consumption. The bigger four-cylinder gets pumped up to 2.5 liters and a healthy 167 horsepower, and its fuel economy improves by 1 mpg on the highway. These are two of the peppiest power plants found in the economy sedan class.

The biggest changes are on the styling front, with an all-new exterior and interior covering the 3's virtually unchanged dimensions. The smiley front end has garnered mixed reactions, but at least there's a rational explanation for it -- Mazda designed it to maximize aerodynamics for increased gas mileage and decreased wind noise. The flared wheel arches are an obvious Mazda family cue, while the tail ends of both sedan and hatchback body styles are curvier evolutions of their predecessors. The interior is less controversial, with a more modern, eye-catching design and improved materials. Uninitiated passengers might even mistake the cabin of the Mazda 3 in fully loaded Grand Touring guise for that of an entry-level luxury sedan.

For those who find the 3's ride too firm or its interior controls too complicated, the Hyundai Elantra and Honda Civic are good alternatives. The Volkswagen Rabbit and Jetta could also be considered against the 3's trim levels. Nonetheless, the 2010 Mazda 3 remains our top choice in the economy sedan category thanks to its pleasing driving demeanor, strong powertrains, ample equipment, excellent quality and versatile body styles. Far from screwing it up, Mazda has made the new 3 a thoroughly satisfying sequel.

Body Styles, Trim Levels, and Options

The 2010 Mazda 3 is available in four-door compact sedan and hatchback body styles.

The 3i model (sedan only) is offered in SV, Sport and Touring trim levels.

Standard equipment includes 16-inch steel wheels, a 60/40 fold-down rear seatback, height-adjustable driver seat, tilt-and-telescoping steering column, power windows and mirrors, and a four-speaker stereo with a CD player, an auxiliary audio jack and steering-wheel controls.

The 3i Sport adds air-conditioning, a temperature display and the option of an automatic transmission. The 3i Touring adds 16-inch alloy wheels, remote keyless entry, power door locks, cruise control, Bluetooth phone and audio connection, and a six-speaker stereo.

The 3s Sport (available as sedan and hatchback) adds to the 3i Touring a bigger engine, different front and rear fascias, 17-inch alloy wheels, foglights, dual exhausts, rear lip spoiler, more aggressively bolstered front seats, upgraded upholstery, leather-wrapped steering wheel and shift knob, trip computer and electroluminescent gauges. The 3s Grand Touring adds automatic bi-xenon headlights with auto-leveling and corner swivel illumination, heated side mirrors, dual-zone automatic climate control, heated front seats, leather upholstery and an eight-way power driver seat with driver memory functions.

Optional on the 3i Touring and all 3s trims is the Moonroof & Bose package that adds a sunroof and a 10-speaker surround-sound system with an in-dash six-CD changer. The Tech package available on the 3s includes keyless ignition/entry, satellite radio and a navigation system with steering wheel controls and a small, high-mounted display screen. Satellite radio is also a dealer-installed option on any Mazda 3, as is an iPod interface.

Powertrains and Performance

The 2010 Mazda 3i comes with a 2.0-liter inline-4 that produces 148 hp and 135 pound-feet of torque. A five-speed manual is standard, while a five-speed automatic is optional on all but the 3i SV. Estimated fuel economy is 24 mpg city and 33 mpg highway with the automatic -- the manual improves by 1 mpg city. This is a few miles per gallon less on the highway than class leaders.

The Mazda 3s is powered by a 2.5-liter inline-4 good for 167 hp and 168 lb-ft of torque. A six-speed manual is standard here, with a five-speed automatic optional. In performance testing, a manual-equipped 3s went from zero to 60 mph in 7.9 seconds. Estimated fuel economy is 22 mpg city and 29 mpg highway with the automatic (21 mpg city with the manual). Both fuel economy and acceleration are on par with similarly powerful small cars.

Safety

Standard safety equipment on the 2010 Mazda 3 includes antilock disc brakes with brake assist, active front head restraints, front side airbags and side curtain airbags. Stability and traction control are standard on all trims above 3i Touring, and not available on the 3i SV and 3i Sport. In testing, the 3s Grand Touring came to a stop from 60 mph in 127 feet -- a decent performance for this type of car.

Interior Design and Special Features

The 2010 Mazda 3 is a class leader in terms of interior design, quality and feature content. Most Mazda 3 sedans and hatchbacks won't be optioned-out Grand Touring models, but they'll still greet their owners with high-quality materials, comfortable seats, ample space and easy-to-reach controls. However, the stereo controls in particular aren't as simple as those in a Civic or Elantra. The optional navigation system features a relatively small display screen, but it's mounted high and costs much less than rival systems.

The Mazda 3 sedan is less spacious than its competitors, but only slightly so. The front seat offers a wide range of adjustment (especially with the optional power seats), and the tilt-and-telescoping steering wheel is a welcome feature. Taller drivers should note that the optional sunroof chews into front headroom considerably. The 3 hatchback would be our body style choice, since it offers all the sedan's high points while adding a greater level of practicality. Trunk space is 17 cubic feet with the hatch, but only 11.8 with the sedan.

Driving Impressions

The 2010 Mazda 3 has refined road manners that will likely come as a pleasant surprise to most economy car shoppers. Thanks to its performance-oriented chassis tuning, the 3 is blessed with minimal body roll and a healthy amount of grip on twisty blacktop, and the steering is quick and communicative. In the real world, this translates into a greater sense of driver confidence. The 3's highway ride is smooth enough to please most commuters, although drivers who prefer softly sprung compacts like the Toyota Corolla might think the 3 is too firm.

The beefed-up 2.5-liter engine in 3s models is the same one that powers the midsize Mazda 6. It's a wise choice for driving enthusiasts or those downsizing from a bigger, more powerful car. The smaller four-cylinder found in the 3i still isn't quite as fuel-efficient as those found in the Honda Civic or Toyota Corolla, but it's a bit more powerful.

2009 Honda Civic

2009-06-16T06:09:00.000-07:00

2009 Honda Civic Vehicle Overview

Introduction

To borrow a line from Yogi Berra, it's déjà vu all over again.

Back in the mid-1970s, fuel prices jumped during the first gas crisis of that decade. Honda was there with a neat solution: the Civic, which it had introduced to Americans just a couple years earlier. With its petite yet space-efficient dimensions, 40 mpg fuel economy and reliable nature, the Civic was a big hit for Honda. Compared to the heavy, sluggish American small cars of the time -- automotive luminaries such as the Vega, Pinto and Gremlin -- the much smaller Civic had a light, sporty feel, a lot more room for passengers and fuel economy ratings about 50 percent higher.

More than three decades later, fuel prices have increased again and savvy consumers are again flocking to Honda dealers in search of Civics. But the 2009 Honda Civic is a far cry from that vehicular roller skate of the disco era. The latest Civic is larger and much more luxurious than its puny ancestor. In fact, it's no longer Honda's smallest car; that would be the Fit. And there are now a wide range of Civics, from the give-sports-cars-the-bird-on-a-twisty-road Civic Si to the give-oil-companies-the-bird Civic Hybrid and natural-gas-powered Civic GX.

The current Civic generation bowed for 2006, and we're quite fond of it. Some styling elements are rather odd, such as the minivan-like windshield, snub nose and the dual-tiered instrument panel that combines digital and analog gauges. But the high build quality, sporty driving dynamics, rock-solid reputation for reliability and impressive fuel efficiency more than make up for a few aesthetic quirks. Some may even think of such quirkiness as a plus.

No matter which Civic you choose, this Honda's traditional strengths in comfort, overall quality and safety are all still firmly intact. Though we suggest doing a bit of comparison shopping -- the sporty Mazda 3, affordable Hyundai Elantra and Volkswagen Rabbit/Jetta are also very good choices -- the 2009 Honda Civic remains an ideal pick for a small sedan or coupe.

Body Styles, Trim Levels, and Options

The 2009 Honda Civic is a small car available as a sedan or coupe. For both, there are five main trim levels: DX, LX, EX, EX-L and Si. On the Civic sedan, Honda also offers the DX Value Package, the LX-S, the Hybrid and the GX.

The DX is meant for those on a very tight budget and offers little more than 15-inch steel wheels, power windows, a tilt/telescoping steering wheel and a height-adjustable driver seat. At least with this year's new DX Value Package, you get air-conditioning and a four-speaker CD/MP3 audio system with an auxiliary audio jack.

The popular midgrade LX has the above features plus 16-inch wheels, full power accessories, keyless entry, a folding rear seat and cruise control. The LX-S adds alloy wheels, a chrome exhaust outlet, a rear spoiler and front sport seats.

Going with a Civic EX gets you 16-inch alloy wheels, a sunroof, six-speaker audio (with steering-wheel-mounted audio controls and a USB input jack) and a 60/40-split rear seatback with a rear armrest.

The EX-L comes with leather upholstery and heated front seats. The sporting Civic Si has most of the EX's features plus a high-output engine, a sport-tuned suspension, 17-inch alloy wheels, foglights, a premium audio system, sport seats and special interior trim. High-performance summer tires are an option for the Si, and a navigation system with Bluetooth phone connectivity is offered for the Si and EX/EX-L models. Hybrid models are equipped similarly to the EX and have automatic climate control; they can also be equipped with the optional navigation system and leather/heated seats. The GX has a feature list similar to the LX's.

Powertrains and Performance

Civic DX, LX and EX models are powered by a 1.8-liter four-cylinder engine that produces 140 horsepower and 128 pound-feet of torque. That power is sent through the front wheels via a five-speed manual transmission or an optional five-speed automatic. With an automatic transmission, the Civic sedan goes from zero to 60 mph in a class-typical 9.6 seconds.

The GX also has a 1.8-liter engine, but it's fueled by clean-burning compressed natural gas and makes 113 hp. It only has a cruising range of 200 miles, but with Honda's Phill device, you can refuel from the comfort of your own garage. The GX is also America's cleanest mass-production car in terms of tailpipe emissions.

The 2009 Civic Hybrid uses a gasoline/electric hybrid powertrain to maximize fuel economy. Its 1.3-liter four-cylinder engine makes 110 hp and is paired to a continuously variable transmission (CVT). For the Civic Si, Honda installs a 197-hp 2.0-liter engine and an exclusive six-speed manual transmission with a performance-enhancing limited-slip front differential. The Civic Si goes from zero to 60 mph in 7.1 seconds.

Nearly all Civic models boast above-average fuel efficiency. Civics fitted with the standard 1.8-liter engine and the automatic transmission earn an EPA estimate of 25 mpg city/36 mpg highway and 29 mpg combined. The GX posts a similar 24/36/28 mpg, although its smaller "gas" tank results in a shorter range. The Hybrid tops the Civic lineup with fuel mileage of 40 mpg city/45 mpg highway and 42 mpg combined. Civic Si models have a 21/29/24 mpg estimate.

Safety

All Civics come with front-seat side airbags, full-length side curtain airbags and active front head restraints. Antilock brakes are also standard; EX and Si models have four-wheel discs, while the rest have rear drums. Stability control comes on EX-L, Hybrid and Si trims but is unavailable on the others.

In government crash testing, the 2009 Honda Civic earned a perfect five stars for its protection of occupants in frontal impacts. Side-impact tests resulted in a four-star rating for front passenger protection and five stars for protection of rear passengers. The Insurance Institute for Highway Safety gives the Civic its top rating of "Good" for the car's performance in frontal-offset and side-impact tests.

Interior Design and Special Features

The Civic's dash features an unusual, polarizing layout. An analog tachometer is in the traditional location, but the digital speedometer and gas gauge are at the base of the windshield. Though some drivers find the two-tier display distracting, others say it makes quick visual checks of speed easier. Otherwise, its controls are well laid out and easy to operate, while materials are of high quality.

The Honda Civic continues to be one of the best small cars in terms of room, interior storage and refinement. Regular Civic sedans have 12 cubic feet of trunk space, but it drops to about 10 for the Hybrid and 6 for the GX due to the space taken up by the hardware of their respective powertrains.

Driving Impressions

The 2009 Honda Civic's suspension and steering work together seamlessly, giving the car a well-balanced, confident feel on city streets, back roads and highways alike. Even the mainstream models can be described as being somewhat sporty to drive. The Civic Hybrid and natural-gas GX are unfortunately quite slow, but neither model is meant for supreme acceleration anyway. That task is taken up by the Civic Si. Possessing nimble handling and a delightfully fizzy engine, the Si is one of the few cars available in any price range that makes you want to drive it just for the sake of driving.

2009 Honda Fit

2009-06-15T01:29:00.000-07:00

2009 Honda Fit Vehicle Overview

Introduction

On a weekly basis, we auto writer types in the office get weekly reports about what cars are most popular in terms of searches on our site. And for much of 2008, we were amused by reports for "Inside Line," our dedicated car enthusiast site. One phrase kept coming in as number one. It wasn't one of the expected ones like, "Nissan GT-R," "Bitchin' Camaro" or even "Danica Patrick." It was, believe it or not, "2009 Honda Fit."

Sure, we can understand why "normal" car shoppers would be interested in the Fit. This entry-level model, introduced just a couple years ago, quickly became a hit thanks to its high fuel mileage, innovative interior and nimble handling. But car junkies? Either the Fit has suddenly become cooler than a GT-R, or real-world, $4-dollar-a-gallon gas and everyday practicality have trumped supercar daydreams.

Either way, there's a lot of hype for the fully redesigned, second-generation 2009 Fit. Honda's plan for the car was to keep the original model's spunky spirit intact while making a few key improvements. The new car is 4.2 inches longer than the previous model. This might seem like cause for concern, but curb weight, at about 2,500 pounds, has pretty much stayed the same. Enhanced body rigidity and suspension updates provide better handling, and Honda says the new body structure benefits from the company's latest crash safety engineering efforts.

Inside, the extra length provides more room for rear passengers to stretch out. It also allows owners to fold down the rear seat without having to first remove the rear headrests. As before, you can do a lot of trick things with that rear seat, including flipping the cushions up (like in a crew-cab pickup) to create a tall cargo area. In terms of features, a telescoping steering wheel is a welcome addition. You can even get a factory navigation system and stability control for the first time.

Under the hood of this four-door hatchback, you'll find a 1.5-liter four-cylinder engine, the same as last year. It's been revised with a number of changes, including an improved version of i-VTEC variable valve timing. Some might be disappointed that this hasn't led to dramatically higher horsepower or better EPA fuel economy estimates (they're both about the same as last year). But the overall drivability of the new Fit is noticeably better thanks to a wider spread of power.

Overall, we're very impressed with the redesigned 2009 Honda Fit. Considering that we liked last year's version more than competitors like the Chevrolet Aveo, Nissan Versa and Scion xD, it would seem that the Fit has extended its superiority even further. The only hold-up will likely be price. Given the interest in this car, actual sales transaction pricing will no doubt stay close to MSRP, and that MSRP is already higher than some of its competitors'. But for the small hatchback shopper, or even car enthusiast daydreamers who need something to get to work, Honda's Fit is the best pick out there.

Body Styles, Trim Levels, and Options

The 2009 Honda Fit is a subcompact four-door hatchback available in two trim levels: base and Sport. Base Fits come standard with 15-inch steel wheels, air-conditioning, a tilt-and-telescoping steering wheel, full power accessories and a four-speaker sound system with CD/MP3 player and auxiliary audio input.

Opting for the Fit Sport gets you 16-inch alloy wheels, foglights, lower body extensions, a rear spoiler, cruise control, map lights, a driver armrest and an upgraded audio system with six speakers and a USB port. The Sport is also eligible for a navigation system.

Powertrains and Performance

The front-wheel-drive Honda Fit comes with a 1.5-liter four-cylinder engine that produces 117 horsepower and 106 pound-feet of torque. A five-speed manual transmission is standard and a five-speed automatic is optional. On Fit Sports, the automatic comes with manual shift control via steering-wheel-mounted paddles.

EPA fuel economy estimates stand at 27 mpg city/33 mpg highway and 29 mpg combined for a Fit with the manual transmission. The numbers are almost identical for the Fit Sport equipped with the automatic. More conservative shift programming on base models fitted with the automatic raise the numbers to 28/35/31 mpg.

Safety

Standard safety equipment for the 2009 Honda Fit includes antilock disc brakes, front seat side airbags, full-length side-curtain airbags and active front head restraints. Fit Sports can be equipped with a stability control system, but curiously, it comes packaged with the navigation system.

Interior Design and Special Features

On the new Fit, passenger volume is only fractionally larger compared to the previous model. Even so, taller drivers will be more comfortable sitting in this new Fit, as its standard tilt-and-telescoping steering wheel has made the driving position far more agreeable.

An extra inch of rear legroom makes it pretty hospitable in back, too.

The rear "Magic Seat" can be configured in a variety of ways, and it's a key part of the Fit's appeal. The rear seatbacks fold completely flat with just the pull of a lever. You can also flip up the rear seat cushions to create a tall load area right behind the front seats. This should be particularly welcome for dog owners, since Rover can more safely ride along in the passenger compartment. The front passenger seat folds down, allowing the transporting of items up to 7 feet, 9 inches long.

Honda says that if the rear seat is folded completely flat, the Fit can provide 57.3 cubic feet of cargo space. Note that this figure is considerably more than last year's 41.9 cubic feet. Given that the total interior capacity is about the same as it was before, we suspect Honda has started to factor in the space available if the front passenger seat is lowered.

Driving Impressions

The 2009 Honda Fit drives a lot like the previous model, only better. Like all subcompacts, it's highly maneuverable and a great urban runabout. Where the Fit rises above the rest is in the way it actually drives. Because of its approximately 2,500-pound curb weight and wonderfully direct steering, the Fit feels light and nimble while cornering. Going with the manual transmission takes full advantage of the Fit's engaging personality, though the Fit Sport's available automatic with shift paddles is a viable alternative.

2010 Chevrolet Equinox

2009-06-14T06:46:00.000-07:00

2010 Chevrolet Equinox Review

The Chevrolet Equinox is part of a growing segment of "plus-sized" small crossover SUVs. Like other vehicles of this type, the Equinox provides the style and utility one normally associates with more traditional SUVs, but without their inherent instability and poor fuel economy. As with other crossovers, the Equinox is built on a carlike platform that provides superior on-road comfort and crashworthiness. A decently powerful V6 engine is standard, as are many of the latest convenience features.

Current Chevrolet Equinox

The Chevrolet Equinox is a midsize SUV that ferries up to five passengers. Though it broadly competes against small SUVs, its long wheelbase and large cargo area give it its midsize classification. A wide range of trim levels are available.

Standard amenities on the base LS include 16-inch wheels, a CD player, powered accessories, stability control and antilock brakes.

Step up to the Equinox LT and the list grows to include 17-inch wheels, foglights, alloy wheels and snazzier upholstery. The luxury LTZ provides leather seating, heated front seats and upgraded audio.

The Sport adds a more powerful V6 as well as bigger wheels and a firmer suspension. Full-length side curtain airbags are available as an option, along with OnStar, satellite radio, heated seats, a navigation system and a rear-seat entertainment system. While not available early in this generation, OnStar and stability control now come standard.

All Equinox models except the Sport are equipped with a 3.4-liter V6 that generates 185 horsepower and 210 pound-feet of torque. The Sport features a 3.6-liter V6 that makes a potent 264 hp. Both engines are mated to a five-speed automatic transmission that sends its power to the front wheels. Though the Equinox is not meant for serious off-road duty, consumers who live in snowy climes will be glad to know that both trims may be purchased with all-wheel drive. All Equinoxes are capable of towing up to 3,500 pounds.

Slide inside the Chevy Equinox and you'll find there's no shortage of room, a situation that's a direct function of the vehicle's extended wheelbase. The interior offers an impressive amount of passenger room and flexibility. Its 60/40-split rear seat may be maneuvered almost 8 inches fore and aft. An adjustable rear cargo shelf enhances storage opportunities and doubles as a picnic table. There's lots of room for groceries and whatever else you need to haul, thanks to the 35 cubic feet of luggage space available behind its rear seats. With the seats folded, that space jumps to 69 cubic feet. And the Equinox is no slouch when it comes to interior style, either. Its cabin turns heads with its minimalist approach, marked by big gauges and gleaming faux aluminum.

In reviews of the Chevrolet Equinox, our editors noted that the ute's all-independent suspension is adjusted to favor ride comfort over sportiness. Whether this is a good or bad thing depends, of course, on your perspective. Long drives were a breeze, thanks to a quiet cabin and a suspension that enabled the vehicle to remain unruffled in the face of potholes and road irregularities. There were a couple of gripes. We noted considerable body roll around turns, and the truck's electric power steering is sluggish and offers little feedback. Overall, though, the Chevrolet's ride and handling balance will please most compact and midsize SUV buyers.

Past Chevrolet Equinox Models

The Chevy Equinox debuted for the 2005 model year and is still in its first generation. Changes to this model have been minimal, though 2007-and-later models have more desirable features.

If you're considering a used small Chevrolet SUV previous to the Equinox's arrival, you'll be looking at the Tracker, a small body-on-frame SUV with inadequate power, a raucous engine and a grimly unforgiving ride. Despite its bargain-basement price, we'd recommend you pass on this choice if looking for a used SUV.

2009 Nissan 370Z

2009-06-12T05:15:00.000-07:00

2009 Nissan 370Z Vehicle Overview

Introduction

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

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

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

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

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

Body Styles, Trim Levels, and Options

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

Standard equipment includes 18-inch alloy wheels, performance summer tires, cruise control, keyless ignition and entry, automatic climate control, an eight-way manual driver seat and a four-speaker stereo with a CD player, an auxiliary audio jack and steering-wheel-mounted audio controls.

The 370Z Touring adds leather and faux suede upholstery, power seat adjustments, heated seats, a rear cargo cover, an auto-dimming rearview mirror, Bluetooth and an upgraded Bose stereo with six speakers, two subwoofers, an in-dash six-CD/MP3 changer and satellite radio.

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

Powertrains and Performance

The 2009 370Z is powered by a 3.7-liter V6 good for 332 hp and 270 pound-feet of torque. A six-speed manual transmission is standard, and when equipped with the sport package includes SynchroRev Match.

This feature automatically blips the throttle during downshifts, eliminating the need to heel-and-toe downshift. A seven-speed automatic transmission is optional and includes manual-shift paddles.

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

Safety

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

Interior Design and Special Features

The interior was probably the old 350Z's low point: a dour den of cheap black plastic with limited storage capacity. The 2009 370Z features the same basic look with equally intuitive controls, but materials are greatly improved and in line with the rest of Nissan's pricier offerings.

The driving position is now friendlier for tall folks even though there's still no telescoping feature for the steering wheel. The instrument pod continues to tilt along with the wheel, though the gauges tend to reflect off the windshield.

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

Driving Impressions

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

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

2009 Aston Martin DBS

2009-06-12T04:37:00.000-07:00

2009 Aston Martin DBS Vehicle Overview

Introduction

The dormant 2009 Aston Martin DBS fires up and comes alive, its ferocious 510-horsepower V12 awakening with a sharp blip and a mighty roar like the crack of a whip inciting an avalanche. Your grin widens; your eyes glow. The boisterous horns of the James Bond theme blare in your head. If this ever got old, it would be time to sell everything off and pursue a higher calling.

The DBS is a modified version of Aston's sexy DB9, with bulging fenders and a more chiseled fascia that give the impression that it can kick your teeth in if you challenge it. The difference between the two is like pretty boy Pierce Brosnan and Daniel Craig's tough guy in a dinner jacket, yet both appeal in their own way. A 510-hp V12 (a 40-hp increase) lurks under the DBS's lightweight carbon-fiber hood, and with a curb weight of only 3,737 pounds (143 less than the DB9), it can hit 60 mph in about 4 seconds. The handling is slicker and the entire car feels more like a dedicated driving machine.

Yet, while the DBS is clearly a tough guy, there's more to the "dinner jacket" than its styling. The interior is swathed in made-to-order leather, Alcantara and subtle accent trim of aluminum, carbon fiber and/or piano-black wood. For 2009, the DBS can be optioned with a pair of vestigial rear seats that replace the standard rear parcel shelves. With either rear setup, the DBS is really intended for two people who'll be surprisingly comfortable over long journeys, with front seats that strike a brilliant balance between comfort and support. Road trip comfort is also aided by a surprisingly compliant suspension given the car's sporting nature.

When it comes to the exotic segment, the few models available each chisel out their own particular niche, making direct comparisons pointless. If a Bentley Continental GT Speed, Ferrari 599 Fiorano, Ferrari 612 Scaglietti or Lamborghini Gallardo also tickle your fancy, there's little apples-to-apples fodder to share. Having said that, Aston's own DB9 is much cheaper and offers nearly as much performance as the DBS. In the end, it all depends on how much money you want to spend and what type of exotic automotive experience you desire. When it comes to the 2009 Aston Martin DBS, it's expensive, but it's hard to imagine being disappointed by the sights and sounds of this truly unique automotive experience.

Body Styles, Trim Levels, and Options

The 2009 Aston Martin DBS sports car comes in one body style (a convertible arrives next model year). Two seats are standard, with a pair of rear parcel shelves that can be replaced by two tiny optional seats.

Standard equipment includes 20-inch wheels, an electronically adjustable suspension, carbon-ceramic brakes, xenon headlights, front and rear parking sensors, power-folding outside mirrors, cruise control, an eight-way power driver seat with memory settings, a four-way power passenger seat, a tilt-telescoping steering column, heated front seats, leather and Alcantara upholstery, automatic climate control, an auto-dimming rearview mirror, a battery deactivation switch (for long-term disuse), Bluetooth, a hard-drive-based navigation system and a premium stereo with in-dash six-CD changer and iPod integration.

Major options include the rear seats, forged aluminum wheels (versus heavier cast aluminum), satellite radio and an incredible 10-speaker Bang & Olufsen surround-sound system. There are a number of customization options, including piano black interior trim and special-order paint colors.

Powertrains and Performance

The 2009 Aston Martin DBS is powered by a 6.0-liter V12 that produces 510 hp and 420 pound-feet of torque.

A six-speed manual transmission is standard, while a six-speed automatic with paddle shifter manual mode is optional. Aston Martin estimates the DBS will accelerate from "naught" to 100 km/h (62 mph) in 4.3 seconds, meaning it's a good bet it'll get to 60 mph on our test track in close to 4 seconds flat.

Safety

The DBS comes with a fair amount of safety equipment for an exotic sports car. Stability and traction control are standard, along with antilock carbon-ceramic disc brakes. Side airbags and front and rear parking sensors are standard. There are no side curtain airbags. "Casino Royale" showed you can flip a DBS nine times and allegedly survive, but there haven't been any official government crash tests conducted as of yet.

Interior Design and Special Features

Like all Aston Martins, the 2009 DBS is one of the finest examples of interior craftsmanship. It's difficult to find a surface not covered in soft leather or Alcantara faux suede. Subtle carbon-fiber trim lines areas of the doors, while tasteful alloy trim and must-have optional piano-black trim adorn the center console.

The elegant key fob (or Emotion Control Unit) that seamlessly slides into the dash is partly made from sapphire crystal. When it comes to controls, easily deciphered buttons combine with a central LCD screen layout borrowed from Volvo to create a user-friendly and attractive interface.

The gauges are a different story. Not only do the speedometer and tachometer strangely rotate in opposite directions (the tach goes the wrong way), but the speedo features such a huge range of numbers, you have to rely on the redundant digital readout in the trip computer.

Surprisingly, space is quite good in the DBS. Even tall drivers will find plenty of head- and legroom, although the passenger seat annoyingly doesn't adjust for height. When so equipped, the rear seats are only usable for tiny people. We'd stick with the parcel shelves to bolster the decently sized 9-cubic-foot trunk.

Driving Impressions

The 2009 Aston Martin DBS is striking for how easy it is to drive. The clutch is light and short in travel, while the shifter snick-snicks through the gates with precision. The steering is light and the cabin's decent visibility makes it feel less onerous than some other exotics. Not only is it easy to handle, it's also surprisingly comfortable. Although the ride is firmer than the DB9's, the DBS is never punishing.

The DBS may be easy and comfortable, but with 510 hp flowing to the rear wheels of a 3,737-pound sport coupe, it is a car that must be shown respect. Even a dollop of excessive throttle will get the tail wagging mid-turn, so unless you're a drifting specialist, it's wise to constantly observe the age-old mantra of slow in, fast out. The DBS is also not a canyon carver like a Ferrari 599, as it prefers long, high-speed sweepers to tight hairpins. In either setting, though, that light steering proves to be a slight detriment, lacking the feel and weight of a Ferrari or Porsche's steering. If you want a balance between comfort and hard-core driving histrionics, the DBS is it.

2009 Dodge Viper

2009-06-12T04:04:00.001-07:00

2009 Dodge Viper Vehicle Overview

Introduction
When it comes to supercars, European automakers typically represent refinement, couture style and technological advancement, to the point of sterility. Here in the States, supercars are comparatively raw, visceral and rugged to the point of brutality. We're the sledgehammer to their scalpel, the bucking bronco to their show horse and the Bourne to their Bond. For better or worse, that's how we roll.

The current, third-generation Viper maintains the excitement and soul of the 1989 Carroll Shelby-inspired concept, with the obligatory low-slung body, long hood housing a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper doesn't ask permission and makes no apologies. Despite technological advances over the past two decades, the Viper has just enough safety equipment to make it legal, delegating the remaining responsibility to the hands and feet of the driver. If the performance numbers alone aren't enough to cause heart palpitations, consider that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.

It is this unfiltered, uncomplicated nature that makes the Viper so attractive to enthusiasts, hearkening back to eras when drivers were heroic, rugged and relied on the seats of their pants rather than electronic aids. For those seeking more comfort, refinement and everyday driving manners, there are always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. However, the 2009 Dodge Viper bests the Z06 in practically every applicable performance metric and is significantly less expensive than anything comparable from the Old World. In the end, it comes down to what you're willing to compromise -- performance or finesse.

Body Styles, Trim Levels, and Options

The 2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get enormous forged-aluminum wheels with Michelin Pilot Sport PS2 tires measuring 275/35R18 in front and 345/30R19 in back.

Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more go than show, cosmetic and convenience options are scarce.

Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all that is offered.

The big performance-enhancing option for the Viper is the American Club Racer (ACR) package, which is only available for the coupe variant. Though street legal, the ACR is clearly intended for track use. The package adds carbon-fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, fender-mounted dive planes and additional underbody treatments. All of this aero work results in a claimed 1,000 pounds of downforce at 150 mph. Lighter wheels shod with stickier tires (both slightly wider up front), lighter brake rotors, a stiffer suspension with 14-way-adjustable shocks and deleted foglamps round out the ACR package. In the end, the ACR weighs in 46 pounds lighter than the standard coupe.

In the spirit of "you can never go too far," the ACR package can be further enhanced with the Hard Core Package. Generally, one expects additional performance to cost more, but the Hard Core option is free -- primarily because the package removes options that are not track-essential. Deletions include the radio, speakers, amplifier, trunk upholstery, hood pad and tire inflator. Weight savings amounts to an additional 42 pounds -- not a whole lot, but every ounce counts on the track.

Powertrains and Performance

Underneath the Viper's louvered hood is an imposing 8.4-liter V10 engine that thunders out 600 horsepower and 560 pound-feet of torque. It's enough to propel the sleek snake from zero to 60 mph in 3.7 seconds. The quarter-mile is a memory in a mere 11.8 seconds. Top speed is a claimed 200 mph. All of this merriment is funneled to the rear wheels through a six-speed manual gearbox, which is the only transmission available.

Fuel economy -- though obviously an afterthought for exotic sports cars -- registers an EPA-rated city/highway of 13/22 mpg and 16 mpg in combined driving.

Safety

The best safety equipment for the 2009 Dodge Viper isn't included with the car. It's a driver with great skill, preferably with a racing pedigree. What is included, however, is antilock brakes with huge 14-inch rotors that can stop the Viper from 60 mph in an eye-bulging 104 feet. Conspicuously absent are side airbags, traction control and stability control -- making the skills of the aforementioned driver even more critical.

Interior Design and Special Features

Getting in can also be a challenge. Because of the trademark side exhaust, the side sills can get hot enough to singe your calves, and taller drivers will find that the smallish door opening hampers entry and exit.

The overall design of the Viper's interior is rather drab, though it can be livened up a bit with optional two-tone color schemes and dash panel inserts. The black-on-white-faced gauges are easy to read and well-placed.

The large tachometer is mounted centrally in the instrument pod, beside the 220-mph-max speedometer. The center console accommodates additional gauges, the audio system with the six-CD changer, climate controls and a racy red starter button to fire up the V10.

Driving Impressions

The 2009 Dodge Viper is rough, raw, loud and unrefined when compared to other sports cars, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you'll be pinned to the seatback. Jam on the brakes and you can feel your internal organs slam against your rib cage. Novices can appreciate the Viper's straight-line power and fury, but only advanced drivers should explore its cornering limits.

Steering is precise and offers enough feedback to toss the Viper deep into turns, while judicious amounts of throttle from a deft right foot can direct its nose with smart-bomb accuracy. However, sniper-like accuracy can be achieved with sharper, lighter performers like the Z06 or range-topping Porsches. Get it right in a Viper and the payoff is immediate and plentiful. Get it wrong and you'll be relying on every car-control skill you've ever learned. Barring impact or damage, either outcome is wildly entertaining and rewarding.

2009 Chevrolet Colorado

2009-06-12T03:48:00.001-07:00

2009 Chevrolet Colorado Vehicle Overview

Introduction

Higher fuel prices have changed many people's perceptions about what's truly needed from a pickup. Suddenly, small pickups are an acceptable alternative to full-size pickups for many people. You might think this trend would bode well for the 2009 Chevrolet Colorado. However, you'll want to think twice before buying Chevy's pint-sized pickup.

Things would appear to be looking up for the Colorado. For 2009, Chevrolet has effectively addressed our previous concerns about a lack of power by making a V8 engine available for the first time. It's a 5.3-liter V8 capable of 300 horsepower, and it should make the Colorado one of the quickest small pickups you can buy. Meanwhile, the previously available four- and five-cylinder engines are still available, promising enhanced fuel economy.

Unfortunately, that extra power or fuel economy will likely be largely forgotten as soon as you sit inside the Colorado. The interior is still bland, the seats are uncomfortable and the plastic trim looks and feels cheap. It's the same with the driving experience -- the ride is bouncy and there's plenty of road noise.

The 2009 Chevrolet Colorado compensates for its faults somewhat via relative affordability and a variety of powertrain choices. But overall, we still believe the Dodge Dakota, Nissan Frontier and Toyota Tacoma are better trucks in almost every regard. If you're a budget-minded shopper with light-duty usage in mind -- and you have completely ruled out used pickups -- the Colorado may be worth checking out. But if you've set your sights on a refined and thoroughly capable small pickup, you'll want to skip the Chevrolet Colorado.

Body Styles, Trim Levels, and Options

The 2009 Chevrolet Colorado is a compact pickup available with two- or four-wheel drive in three body-style configurations: regular cab, extended cab (with short reverse-opening doors) or crew cab (with four regular forward-swinging doors). Crew cabs come with a 5-foot cargo box, while other Colorados feature a 6-foot bed.

There are three primary trim levels to choose from on regular- and extended-cab models - the base Work Truck, midlevel LS and top-of-the-line LT. The crew cab is offered in LT trim only. Inside, base vehicles are pretty spartan aside from air-conditioning and an AM/FM stereo.

The LS is a better choice for most folks, with upgraded seating and trim and the opportunity to add more optional features. The LT trim is offered in three increasingly well-equipped flavors (extended cab and crew cab only): 1LT, 2LT and 3LT. Depending on your selection, you'll end up with features like an in-dash CD changer, satellite radio, a larger five-cylinder engine, full power accessories and remote keyless entry. A new value package (VL) combines popular options like the five-cylinder engine, full power accessories and an automatic transmission on the crew cab.

Three suspension packages are offered to tailor ride and handling to specific needs. They include the standard Z85, a Z71 off-road package and the new ZQ8 sport suspension with standard 18-inch wheels. Depending on trim level and body style, other major Colorado options include heated power leather seats and a sunroof.

Powertrains and Performance

Both the four- and five-cylinder engines carry over for the 2009 Colorado, although a 5.3-liter V8 is now available in extended-cab and crew-cab models. The standard 2.9-liter four-cylinder makes 185 hp and 190 pound-feet of torque, and an optional 3.7-liter inline-5 produces 242 hp and 242 lb-ft of torque. The 5.3-liter V8 (only offered on extended-cab and crew cab models) makes 300 hp and 320 lb-ft of torque. A five-speed manual transmission is standard on most four-cylinder Colorados, with a four-speed automatic optional. The five-cylinder and V8 come with the automatic. Four-wheel-drive models feature a two-speed InstaTrac transfer case with push-button controls and an optional locking rear differential.

EPA fuel estimates stand at 18 mpg city/24 mpg highway for a four-cylinder regular cab, down to 16 mpg city/22 mpg highway on a 4WD crew cab with the inline-5 engine. The V8's fuel economy wasn't available at the time of this writing. Properly equipped, a V8-powered Colorado can tow up to 6,000 pounds.

Safety

The 2009 Chevrolet Colorado features a new braking system with standard antilock brakes. Traction control is also standard, as is the OnStar emergency communications system. Head-protecting side curtain airbags are optional.

In government frontal-impact crash tests, the Chevrolet Colorado crew cab earned a perfect five stars for the protection of the driver and front passenger. Other Colorados earned four stars in those tests. Side-impact testing resulted in four stars out of five for front-occupant protection, and five stars (without side curtain airbags) for rear passengers in crew-cab models. In Insurance Institute for Highway Safety frontal-offset crash testing, the Colorado earns either a highest-possible "Good" rating (extended cab) or a second-best "Acceptable" (crew cab). Without the side curtain airbags, the Colorado earns a "Poor" rating for side-impact protection, the IIHS's lowest score.

Interior Design and Special Features

While its competitors have gotten more luxurious and refined in recent years, the Chevy Colorado remains saddled with subpar materials, an abundance of hard plastic and mediocre seat comfort. The layout of controls and gauges gets high marks, however, for a simple and straightforward design. There's lots of room up front, though rear legroom is tight in both extended-cab and crew-cab models; rear entry/exit can also be awkward due to small rear door openings. A nice feature is a dual-position tailgate that can be secured when partially open to better support building materials resting on top of the wheelwells.

Driving Impressions

The 2009 Chevrolet Colorado's inline four- and five-cylinder engines are reasonably smooth, though acceleration and hauling performance are lackluster compared to those offered by the larger V6s of competitors. A newly available V8 should fix this, but there's an obvious penalty in fuel economy. The four-speed automatic transmission doesn't offer as many gears as its rivals, but its shifts are smooth and well-timed. Chevy's small truck is relatively quiet around town, though wind and road noise increase at highway speeds. Either the Z71 or the ZQ8 suspension upgrade packages are worthy additions, depending on your trucking priorities.

2010 Ford Mustang

2009-06-11T04:38:00.000-07:00

2010 Ford Mustang Vehicle Overview

Introduction

From the driver's perspective, the 2010 Ford Mustang is a tale of two engines. The base Mustang with its aged V6 is a truck in sport-coupe clothing, a debatable 20-dollar upgrade at the Hertz counter. The Mustang V8, on the other hand, is a barrel-chested beast that lives to make stoplight mincemeat of similarly priced import sport coupes. But even the base Mustang V6 benefits from the numerous exterior and interior styling updates for 2010, and new optional features like Ford Sync are undeniably alluring. On this view, the 2010 Ford Mustang actually offers something for everyone: a rowdy V8-powered performance car for enthusiasts and a distinctively styled six-cylinder coupe for those whose tire-squealing days are behind them.

Let's start with the Mustang GT, a rambunctious purveyor of burbling exhaust pipes and smoking tires that can nonetheless tackle a twisting mountain road with admirable poise. Its non-independent rear suspension might not be the most technologically advanced design on the planet, but the GT makes up for it with a combination of a sweet 4.6-liter V8 and shrewd suspension tuning, both of which have benefited from a raid on the discontinued Mustang Bullitt's parts bin. The V8 gains 15 horsepower and 5 pound-feet of torque this year, thanks in large part to the Bullitt's cold-air induction system, and the springs and shocks have also been dialed up to Bullitt levels of stiffness. For those who aren't sufficiently impressed by the GT's improvements, the TrackPack option package tightens up the suspension even further.

The Mustang V6, on the other hand, is saddled with an ancient V6 that's intimately related to the venerable Ford Ranger pickup's optional 4.0-liter power plant. It continues to sell well because of its eye-catching retro styling and considerably lower cost, but in our opinion, there are simply better choices. The Mustang V6's base price makes us think of numerous other desirable sporty cars we'd rather spend that money on -- the Honda Civic Si and Hyundai Genesis Coupe 2.0T, to name a couple. However, we will confess that the Mustang V6 convertible would be our rental ragtop of choice, easily beating out the monumentally boring Chrysler Sebring.

Notwithstanding the Mustang V6's mediocrity, the V8-powered GT is certainly an enticing proposition. It's more nimble than the Dodge Challenger, and we anticipate that the Chevrolet Camaro will cost substantially more when equipped with a V8, even if it does end up being a better all-around car than the Mustang. One might also consider the Hyundai Genesis Coupe V6 and the Nissan 370Z, though neither can match the Mustang's melodious V8. All said, the Mustang V6 may be the dog of this show, but the GT is a thoroughbred pony that offers one of the best sub-$30,000 rides in the business.

Body Styles, Trim Levels, and Options

The 2010 Ford Mustang is available as a coupe or convertible in four trim levels: V6, V6 Premium, GT and GT Premium. The base V6 starts with 17-inch alloy wheels, keyless entry, cruise control, air-conditioning, full power accessories and a CD audio system with an auxiliary audio jack.

The V6 Premium adds upgraded 17-inch wheels, leather upholstery, a power driver seat, Sync, color-adjustable gauges, a leather-wrapped steering wheel, upgraded interior trim and a Shaker 500 stereo system with a six-CD changer.

The V8-powered GT comes with the base V6's features plus 18-inch alloys, dual exhaust tips, a limited-slip rear differential, a rear spoiler and foglamps. The GT Premium is essentially a GT with different 18-inch wheels and the V6 Premium's roster of features.

Options on the base Mustang V6 include an exterior appearance package and an anti-theft system. The V6 Premium unlocks a slew of packages and options in addition to those available on the base model, including the Pony Package (consisting of various exterior styling enhancements), the Comfort Package (power passenger seat, heated front seats, auto-dimming rearview mirror) and the Electronics Package (voice-activated navigation system with travel link, automatic climate control). Also available are remote start, xenon headlamps, a glass roof, a tonneau cover for convertible models and a back-up camera (which requires the Electronics Package). The GT can be outfitted with a 3.73 Rear Axle Package, which provides upgraded front brakes and a recalibrated stability control system in addition to a performance-biased 3.73:1 axle ratio. The GT Premium can be had with all the V6 Premium's and GT's options plus a 3.55 rear axle, an array of 18-inch and 19-inch wheels and the even more powerful Shaker 1000 sound system (not available with the Electronics Package). Finally, the TrackPack for GT models contributes 19-inch summer tires, the 3.73:1 axle package and numerous suspension tweaks designed to facilitate expanded handling abilities.

Powertrains and Performance

The rear-wheel-drive 2010 Ford Mustang comes standard with a five-speed manual transmission, and a five-speed automatic is optional.

The Mustang V6 is powered by a 4.0-liter V6 that produces 210 hp and 240 lb-ft of torque, while the Mustang GT boasts a 4.6-liter V8 with 315 hp and 325 lb-ft of torque (335 lb-ft on premium fuel, which is not required). Expect a 0-60-mph sprint in the low 5-second range for the GT model, with the V6 trailing its brawnier brother by a considerable margin. Despite the performance gap, the archaic V6 is barely better on gas than the thirsty GT -- last year's Mustang V6 was rated at 16 mpg city/24 mpg highway and 19 mpg combined (17/26/20 mpg with the manual transmission), while the GT came in at 15/22/18 (15/23/18 with the manual).

Safety

Antilock four-wheel disc brakes, front-seat side airbags and stability control are standard on all Mustangs. Though crash tests for the 2010 Mustang hadn't been released at the time of this writing, last year's Mustang earned a perfect five stars for front-impact protection and side-impact protection of front passengers. The convertible got a five-star rating for rear side-impact protection, while the coupe got four stars. In Insurance Institute for Highway Safety testing, the '09 Mustang convertible, the only model tested, scored "Acceptable" (the second highest of four ratings) in frontal-offset tests and "Good" (the highest rating) for side-impact tests.

Interior Design and Special Features

The 2010 Mustang's cabin retains its characteristic retro design while adding significantly higher-quality materials to the mix.

The result won't fool you into thinking you're driving a luxury coupe, but it's a notably nicer interior than we're used to seeing in a Mustang. Major controls are simple to operate and the seats are comfortable, though the base seats could use more lateral support (the GT's seats have more aggressive bolstering). The optional Sync system provides useful voice-integration technology for music and Bluetooth functions. Both the Mustang coupe and the convertible offer seating for four, and average-size adults can fit in back, but they'll be a bit cramped. Trunk capacity is decent, with 12.3 cubic feet in the coupe and 9.7 in the convertible.

Driving Impressions

Acceleration is respectable from the industrial-sounding V6, but if at all possible, we recommend anteing up for the vastly more enjoyable (yet hardly less fuel-efficient) Mustang GT, which brings a snorting 315-hp V8 to the party. We can't think of another engine at this price point that sounds as good and pulls as hard as the GT's V8. In the handling department, the 2010 Ford Mustang infamously utilizes an old-school solid-axle rear suspension that helps keep costs down, yet Ford has managed to endow the Mustang with a fairly comfortable ride and responsive handling, particularly in GT trim. The TrackPack makes the Mustang even sharper, though you still won't confuse this American throwback with high-tech handlers like the 370Z, RX-8, 128i and Genesis Coupe.

Ford Mustang

2009-06-11T03:18:00.000-07:00

2009 Ford Mustang Vehicle Overview

Introduction

Secretariat, Seabiscuit, Mr. Ed. What's missing from this list? There's another American steed famous for entertaining its fans for nearly half a century - the Ford Mustang. Having weathered oil crises, ugly styling crises, increasing emissions standards, corporate turmoil and unending penny-pinching over the years, the Mustang is a true survivor. While rival pony cars have been sent to the glue factory, the original has only grown stronger and more popular.

In case you've been locked in that glue factory yourself for a few years, you'll be interested to learn that today's 2009 Ford Mustang hearkens back to the glory days of the 1960s with classic muscle-car looks and classic muscle-car power. The V8-powered GT model boasts 300 horsepower and driving dynamics that, in a departure from Mustangs past, are actually pretty impressive in spite of the car's old-school solid-axle rear suspension. And the Mustang Bullitt version, which debuted last year, takes the nostalgia to a new level with styling and trim inspired by the classic Steve McQueen movie car, along with a sport-tuned suspension, modified exhaust and upgraded brakes. If we had our pick of regular V8 Mustangs, the Bullitt would be the one.

On the other hand, we'd skip V6-powered Mustang models. Their losing combination of 210 hp and SUV-like fuel economy is hard to appreciate in this time of $4-a-gallon gas. If you're going to drive a gas-guzzler, it had better offer thrilling acceleration as a trade-off -- the GT does, but the V6 does not.

Another con to consider is the Mustang's lack of refinement -- both in handling and interior quality. Competitors like the BMW 128i, Mazda RX-8 and Nissan 350Z are superior on both counts. However, the Mustang's style, available V8 power, respectable handling and affordable price will always find takers in this muscle-car-loving land. Even as Chevy and Dodge resurrect their pony car nameplates with the Camaro and Challenger, there's no doubt the legendary Ford Mustang will remain an American favorite.

Body Styles, Trim Levels, and Options

The 2009 Ford Mustang is available as a coupe or convertible in four trim levels: V6 Deluxe, V6 Premium, GT Deluxe and GT Premium.

The V6 Deluxe includes 16-inch alloy wheels, keyless entry, cruise control, air-conditioning, full power accessories, a CD player and an auxiliary audio jack. The V6 Premium adds upgraded 16-inch wheels, a power driver seat and a Shaker 500 upgraded stereo with six-CD changer.

The convertible versions feature a power vinyl top with cloth material as an option. In addition to its V8 engine, the GT Deluxe comes with all the V6 Deluxe's features plus 17-inch alloys, a rear spoiler, foglamps and sport seats. The GT Premium adds the Shaker 500 sound system and leather upholstery.

There are a number of option-package and special-edition Mustangs available. The V6-powered Mustangs can be equipped with the Pony package, which includes firmer suspension tuning, 17-inch wheels, foglamps and a unique grille. The GT appearance package offers chrome exhaust tips, a hood scoop and an engine cover with the Mustang emblem. Both Premium trims can be upgraded with a comfort group that adds heated front seats, a power passenger seat and an auto-dimming mirror with compass. There are also interior trim upgrade packages available.

The Mustang Bullitt is considered an options package for the GT Premium coupe. It adds a cold-air-induction setup, unique exhaust and suspension tuning, high-performance brake pads, a front strut tower brace, 18-inch alloy wheels and special interior and exterior alterations. There are also two cosmetic packages available -- the GT California Special and the Warriors in Pink. Proceeds from the latter benefit the Susan G. Komen for the Cure breast cancer activist organization.

Individual options, depending on trim level, include 18-inch alloy wheels, xenon headlights, a glass roof, the upgraded Shaker sound system, remote ignition, Bluetooth, iPod integration and a touchscreen navigation system.

Powertrains and Performance

All Ford Mustangs are rear-wheel drive and come standard with a five-speed manual transmission.

A five-speed automatic is optional on all versions except the manual-only Bullitt. The Mustang V6 is powered by a 4.0-liter V6 that produces 210 hp and 240 pound-feet of torque. Given this output, fuel economy is disappointing at 16 mpg city/24 mpg highway and 19 mpg combined -- the same as Ford's 262-hp Flex SUV. The Mustang GT features a 4.6-liter V8 with 300 hp and 320-lb-ft output worthy of its muscle-car looks and heritage. With a manual transmission, the GT goes from zero to 60 mph in 5.7 seconds and clears the quarter-mile in 14.3 seconds. Its fuel economy is 15 mpg city/23 mpg highway and 18 mpg combined.

Safety

Four-wheel disc brakes and front-seat side airbags are standard on all Mustangs. Antilock brakes and traction control are optional on the V6 models and standard on the GT. Neither stability control nor full-length head curtain airbags are available.

In National Highway Traffic Safety Administration crash tests, the 2009 Ford Mustang earned a perfect five stars for front-impact protection and side-impact protection of front passengers. The convertible got a five-star rating for rear side protection, while the coupe got four stars. In Insurance Institute for Highway Safety testing, the Mustang scored "Acceptable" (the second highest of four ratings) in frontal-offset tests and "Good" (the highest rating) for side-impact tests.

Interior Design and Special Features

With its dual-hooded dash, three-spoke steering wheel and old-school gauges, the cabin of the 2009 Mustang gives more than a nod to the past. Yet this is not an outdated ergonomic mess the controls are simple and the seats are comfortable, though they could use more lateral support for enthusiastic drivers.

Both the Mustang coupe and the convertible offer seating for four, and average-size adults can sit in back with little problem. Trunk capacity is pretty good, with 12.3 cubic feet in the coupe and 9.7 in the convertible.

That's where the compliments end, though, as the Mustang features an abundance of rock-hard plastic and other unpleasant materials that make the car feel cheap. In particular, the rubber-trimmed metal hand brake operates and feels like it belongs on a John Deere grain harvester. Springing for upgraded trim options helps somewhat, but there's no getting around the Mustang's industrial feel.

Driving Impressions

Acceleration is respectable with the V6, regardless of whether you choose the precise bolt-action manual or the responsive automatic. The Mustang GT provides the quintessential muscle car experience, of course, with loads of torque available right off the line and an exhaust note to match. The four-wheel disc brakes do an adequate job of reining in the Mustang, as a stop from 60 mph takes a bit less than 125 feet. Despite its switch to an all-new platform a few years ago, the 2009 Ford Mustang continues to use a rather basic solid-axle rear suspension design. This allows Ford to keep the pricing low, yet careful tuning has resulted in reasonably precise handling through the corners and a surprisingly compliant ride.

Acura TL

2009-06-10T07:14:00.000-07:00

2009 Acura TL Vehicle Overview

Introduction

From now on, there will be no more chicken-(expletive) designs from Acura. At least, that's what one company official tells us. Acura's new goal is to be bold and brash, with aggressive lines and audacious details. The 2009 Acura TL accomplishes just that. Gone is the previous TL's wedge shape with side cut lines, replaced by prominent wheel arches and a new-look front end dominated by a shiny alloy grille. Some say the grille resembles a guillotine, or a vegetable slicer. Folks have gotten creative in their derision, but as BMW has proven, changing the status quo with a bold new styling direction can pay dividends. Acura is hoping to follow in those footsteps.

Underneath the midsize TL's radical new styling is a car that addresses many key customer complaints and requests. There's more interior room, a more powerful V6 engine, new technology features and lighter steering weighting to help with parking lot maneuvers. There are also two TL models available: the base car and the more athletic SH-AWD model. The latter's name indicates the sophisticated all-wheel-drive system that manages the model's 306 horsepower (the base car makes 280) by eliminating torque steer and providing impressive cornering abilities. Though last year's TL Type-S and its available manual transmission are no more, the SH-AWD carries on most of that car's finely tuned performance characteristics.

Like all Acuras, the TL is a showcase for the latest automotive gadgets. The base car comes standard with iPod and Bluetooth connectivity, and the optional Technology Package is a cornucopia of electronics goodies. An excellent hard-drive navigation system, real-time traffic and weather forecasts, adaptive climate control and a superb surround sound system will have technophiles playing around in their car while it's parked. Given the TL's price, it all comes at quite the bargain and Acura predicts most TLs will be so equipped.

Our opinion of the 2009 Acura TL varies depending on the model. The base TL with no options is really nothing more than a dressed-up Honda Accord V6, and as such, it's not the best choice. The Technology Package makes it slightly more persuasive, but we really think the SH-AWD model with its more powerful V6, better handling and all-wheel-drive traction is the one to get. But there are many other choices in the entry-level luxury sedan game such as the Audi A4, BMW 3 Series, Cadillac CTS, Infiniti G35 and Mercedes-Benz C-Class, along with non-luxury choices like the Hyundai Genesis, Nissan Maxima and Volkswagen CC. Acura's new TL stands out thanks to its roomy interior, competitive price, high-tech features and reputation for reliability, but we certainly suggest taking a good look around as each vehicle here has its own area of appeal.

Body Styles, Trim Levels, and Options

The 2009 Acura TL is a midsize luxury sedan available in base and sport-oriented SH-AWD trim levels. The base TL comes equipped with 17-inch alloy wheels, xenon headlights, a sunroof, heated side mirrors, dual-zone automatic climate control, rear ventilation controls, eight-way power front seats with heating and driver memory functions, a tilt-telescoping steering column, leather upholstery and Bluetooth phone connectivity. Also standard is an eight-speaker stereo with in-dash six-CD changer, satellite radio, Bluetooth audio connectivity, auxiliary audio jack, USB port and dedicated iPod interface.

The TL SH-AWD adds all-wheel drive, a more powerful engine, 18-inch alloy wheels, upgraded brakes, more aggressively bolstered front seats, upgraded metallic trim and upgraded leather upholstery with contrasting stitching.

The Technology Package available on both trims adds a hard-drive-based navigation system with voice recognition, real-time traffic, real-time weather forecasts, GPS-linked and solar-sensing adaptive climate control system, keyless ignition/entry, a rear spoiler, rearview camera and a 10-speaker Panasonic/ELS surround-sound system with DVD audio and 12.7 GB of digital music storage. All TLs can be equipped with more aggressive tires, while the SH-AWD can be equipped with 19-inch wheels.

Powertrains and Performance

The base model 2009 Acura TL is front-wheel drive and is powered by a 3.5-liter V6 that produces 280 hp and 254 pound-feet of torque. The all-wheel-drive 2009 TL SH-AWD gets a 3.7-liter V6 that makes 306 hp and 275 lb-ft of torque. The all-wheel-drive system is capable of transferring different levels of power to individual wheels to maximize traction and grip through turns and in inclement weather. Both TL models come standard with a five-speed automatic that includes automanual steering-wheel-mounted paddle shifters. Fuel economy for the 3.5-liter TL is 18 mpg city and 26 mpg highway, while the SH-AWD returns 17 city and 24 highway.

Safety

All 2009 Acura TL models come with antilock disc brakes with brake assist, stability and traction control, front-seat side airbags, full-length side curtain airbags and active front restraints.

Interior Design and Special Features

Along with the litany of standard and optional high-tech features, the 2009 Acura TL features a thoroughly high-tech design. The center stack juts out in a waterfall fashion toward the driver, which puts climate, audio and navigation controls right at hand.

The steering wheel also features a number of buttons for audio, cruise control, the trip computer, Bluetooth and the Technology Package's large number of voice commands. With either trim (and its subsequent LCD display), a direct iPod interface is standard and one of the best available.

Interior quality and craftsmanship are quite good, but some may feel that it lacks the luxurious, glossy wood ambiance of competitors like the Lexus ES 350, Cadillac CTS and Hyundai Genesis. In particular, TLs without the Technology Package feature cheaper-looking metallic trim and audio switchgear, which gives the cabin the impression of belonging to a snazzied-up Honda Accord. On the flip side, the SH-AWD model's available two-tone color scheme, higher-quality alloy trim and contrasting stitching are a nice touch.

The TL's cabin is quite roomy, and drivers will appreciate the wide adjustment range for the well-bolstered driver seat. The rear seat is spacious and offers enough headroom for passengers more than 6 feet tall. Large flip-up headrests provide protection for occupants, while clearing rear vision when nobody's back there. The trunk holds 13.1 cubic feet of luggage, a bit less than typical for this class of car.

Driving Impressions

Since both 2009 Acura TL models feature different engines, different drive wheels, different wheel sizes and different electronic steering calibrations, they are very different to drive. The base TL is more for comfort-minded buyers who should find the 280-hp V6 more than ample for commuting. The steering's low-effort response, however, feels decidedly artificial, and the car lacks the previous TL's nimble nature.

The SH-AWD is a different story, as the "Super Handling" part of its acronym proves to be more than just hyperbole. By apportioning more power to the outside wheels during cornering (it's the same principle that makes a tank turn), the TL exhibits excellent grip and control. The SH-AWD TL's electric steering also exhibits more weighting and feedback, resulting in a more natural feel. It's not as communicative as the old TL's power hydraulic steering and the car doesn't feel as agile, but the newfound maneuverability at lower speeds is a trade-off most consumers should be happy to make. In addition to the inclement weather benefits of all-wheel drive, SH-AWD also allows for the model's 306 hp to offer lively thrust without the torque steer.

2009 GMC Yukon

2009-06-10T05:12:00.000-07:00

2008 GMC Yukon Vehicle Overview

Introduction

For families who need a spacious, comfortable and rugged full-size SUV, GMC's entries have long been the go-to vehicles. With their stout, truck-based underpinnings, these sport-utilities are ideal for towing and off-roading duties. But until recently their interiors were seriously lacking in terms of build and materials quality compared to most rivals. That all changed with last year's redesign, which brought rave reviews thanks chiefly to the handsome, well-tailored new cabin design that was more in line with the GMC Yukon's price tag, particularly in high-end Denali form. For 2008, the well-respected Yukon sees only a few detail changes.

This SUV should meet just about any full-size SUV buyer's needs. It can seat up to nine passengers, can tow about 8,000 pounds and offers enough features to keep the most demanding families happy. And although it's not exactly nimble, the Yukon is a couple of feet shorter than its otherwise similar Yukon XL big brother, and hence easier to handle in the cities and suburbs.

Arguably, the Yukon's closest rival is the Ford Expedition. Certainly, both are capable and spacious and each offers a few advantages over the other. The GMC has a nicer interior, for instance, but the Ford features a fold-flat third seat while the Yukon's must be muscled out and stored in the garage. One could also consider the Nissan Armada, which has been updated this year, or even GMC's new large crossover SUV, the Acadia, if seating flexibility and fuel economy are bigger priorities than towing and off-road capability. Meanwhile, the ritzy and powerful Yukon Denali arguably surpasses the more expensive Lincoln Navigator and Infiniti QX56 for out-and-out luxury and performance. Obviously it's important to assess your priorities carefully. Thanks to its long list of attributes, though, the 2008 GMC Yukon (and its Chevy twin, the Tahoe) is a strong candidate if you require, or simply crave, the abilities of a traditional full-size SUV.

Body Styles, Trim Levels, and Options

The 2008 GMC Yukon is a full-size SUV that's available in two main trim levels: base SLE and ultra-plush Denali. Seating configurations range from five to nine passengers. The SLE is far from bare-bones, as it comes with 17-inch alloy wheels; foglamps; full power accessories; front bucket seats with a console; OnStar telematics; keyless entry; a six-way power driver seat; dual-zone air-conditioning; a trip computer; and an eight-speaker CD audio system with satellite radio, an auxiliary input jack and rear-seat controls. If you prefer a 40/20/40-split front bench seat (with built-in storage compartments) and can do without a few features such as foglamps and rear audio controls, the de-contented SLE with the 3SA package will save you some green versus the standard SLE.

If you want more luxury, however, consider either of the SLT option packages: SLT1 and SLT2. Choose SLT1 and the following are added: leather seating, triple-zone automatic climate control, a six-disc CD changer, power-adjustable pedals, remote vehicle start, rear parking assist and the "Turn-by-Turn" navigation feature for the OnStar system.

The SLT2 adds a premium Bose sound system, 12-way (versus six-way) power/heated front seats, power-folding mirrors with turn signals, and a 50/50-split third-row seat.

The high-line Yukon Denali features all of the above plus a unique grille, 18-inch alloy wheels, an adaptive suspension (with a rear load-leveling feature), a power liftgate and heated second-row captain's chairs.

Many of the Denali's extra features are optional on the Yukon SLE. Options for both trims include a navigation system, power-folding second-row seats, a rear-seat DVD entertainment system, a rearview camera and 20-inch wheels. A heated steering wheel is an exclusive option for the Yukon Denali.

Powertrains and Performance

Three V8s are employed in the Yukon line. Two-wheel-drive Yukon SLEs with the 3SA package get a 4.8-liter V8 with 295 horsepower and 305 pound-feet of torque. All other Yukon SLE models pack a 5.3-liter V8 (320 hp and 340 lb-ft); it's optional on the 2WD SLE 3SA. (A flexible-fuel version of the 5.3 capable of running on E85 fuel is also available.) With either of those engines, the transmission is a four-speed automatic. Buyers have a choice of two-wheel drive and four-wheel-drive, and the 4WD system includes low-range gearing. Equipped with the 5.3-liter V8 and 4WD, the Yukon is fairly quick, getting to 60 mph in just 8.6 seconds.

The GMC Yukon Denali boasts a 6.2-liter V8 (380 hp and 415 lb-ft) matched to a six-speed automatic transmission with a manual-shift mode. All Denalis are equipped with all-wheel drive and do not have low-range gearing.

The 5.3 V8 is the most popular engine in the GMC Yukon line, and it's fitted with GM's cylinder deactivation technology to improve fuel economy. It earns EPA ratings of 14 mpg city/19 mpg highway (4WD) for 2008. These are hardly spectacular numbers, but they're a bit above average for a large, traditional SUV. Properly equipped, a Yukon SLE can tow up to 8,200 pounds. The Denali tops out at 7,900 pounds.

Safety

Antilock disc brakes, stability control and full-length side curtain airbags (with a rollover sensor) are standard on all Yukons. Front-seat side airbags are not available. In National Highway Traffic Safety Administration frontal crash testing, the Yukon scored a perfect five stars for the driver and front passenger.

Interior Design and Special Features

In contrast to past GMC trucks, the newest Yukon boasts attractive, high-quality materials and tight build quality. The control layout is simple and even the navigation system is easy to use. Depending on how you equip your Yukon, up to nine passengers can be transported, making it a class leader in that respect.

At 109 cubic feet, the Yukon's maximum cargo capacity bests that of the Nissan Armada and Dodge Durango, and is about the same as a Ford Expedition. Although the Yukon's second row is available with a power folding feature, the third-row seats must still be removed manually. We've tried it, and trust us, those seats are a bear to remove or install.

Driving Impressions

Aimed for the horizon on an interstate, there aren't many better cruisers. The 2008 GMC Yukon's ride is notably quiet, with a suspension that smothers bumps without feeling sloppy when the turns come up. The price paid is a somewhat rubbery quality to the steering and handling. Although the Yukon doesn't feel particularly nimble around corners, its relatively compact 39-foot turning circle makes it fairly maneuverable in the city. When towing a heavy trailer, the Yukon performs admirably. It's able to maintain speed up long grades, albeit with some gear hunting and rather loud exhaust noise.

2010 Chevrolet Camaro

2009-06-08T19:34:00.000-07:00

2010 Chevy Camaro Vehicle Overview

Introduction

OK, we're going to get straight to the point here. The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy's new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this - the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can't corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it's an altogether different beast.

Impressively, the new Chevy Camaro is an excellent performance-car value whether it's equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6's fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds - 426 hp will do that for you - yet it's considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

Riding on a shortened and reworked version of GM's Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that's an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn't to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car's retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials -- they're better than the old Camaro's, for sure, but a couple competing models do it better. There's also the comically small trunk opening (meaning it's hard to load large items into the trunk) and the lack of a factory navigation system.

But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that's no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS.

The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black "Heritage" steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.

The 1SS trades some of the 2LT's luxuries for the power of the 6.2-liter V8. Upgrades include SS-specific exterior and interior styling cues, 20-inch aluminum wheels and Brembo brakes. The 2SS unites the 1SS's sporty styling touches and performance hardware with the 2LT's full list of standard equipment.

There are two optional packages. The Convenience and Connectivity package (1LT only) adds Bluetooth, steering-wheel-mounted audio controls, a USB port, a leather-wrapped steering wheel and shift knob, a cargo net and remote start. The RS package (available on all V6 models except the LS) adds xenon headlights, exclusive 20-inch aluminum wheels and a spoiler, among other exterior enhancements. Other options, depending on trim level, include special exterior graphics and a sunroof (available on all but the LS).

Powertrains and Performance

The rear-wheel-drive 2010 Chevy Camaro is powered by either a 3.6-liter direct-injected V6 (LS, 1LT, 2LT) or a 6.2-liter V8 (1SS, 2SS). Both are offered with either a six-speed manual transmission or a six-speed automatic with manual shift control. The V6 is rated at an even 300 hp and 273 pound-feet of torque. The V8 on manual transmission-equipped cars makes a honking 426 hp and 420 lb-ft of torque. Camaro V8s with the automatic have slightly less power (400 hp, 410 lb-ft) but come with a cylinder-deactivation feature for enhanced fuel economy.

In our performance tests of manual-transmission Camaros, we've recorded 0-60-mph sprints of 6.0 seconds with the V6 and 5.0 seconds for the V8. EPA fuel economy estimates are an impressive 17 mpg city and 29 highway for the V6 (18 mpg city with the automatic), and 16 mpg city and 24 highway with the V8 (25 mpg highway with the automatic). These are very impressive fuel consumption figures, particularly given how powerful these engines are.

Safety

Standard safety features include antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. Basic OnStar is standard on the LS and 1SS, while the 1LT, 2LT and 2SS receive OnStar with turn-by-turn navigation featuring a graphical display in the gauge cluster.

Interior Design and Special Features

Muscle cars have traditionally had bland interiors (a trend that continues with the Camaro's Ford and Dodge competition), but the Camaro laudably mixes retro touches like square gauge hoods and the available four-pack of auxiliary gauges with common-sense modern ergonomics. On the downside, there are a few ergonomic annoyances. The steering wheel is overstyled and doesn't fit human hands the way it should; the same goes for the bizarrely shaped manual shift knob. We also dislike the main gauges (they're hard to read) and the dead pedal (it isn't angled properly for comfortable cruising). Other issues include lackluster interior materials quality, the lack of an optional factory navigation system and the Camaro's tiny trunk opening, making loading elongated objects an exercise in frustration (golfers be warned). Backseat comfort is marginal, as you'd expect - there's a shortage of headroom and legroom, so don't expect to use the rear quarters for more than short trips. The rear seats don't fold down, but there's a trunk pass-through.

Driving Impressions

The 2010 Chevy Camaro is the no-brainer choice among muscle cars for those who enjoy spirited driving, thanks to its unbeatable combination of big power, ample grip and refined suspension tuning. It's even got enough finesse to give luxury performance coupes like the BMW 135i and Infiniti G37 some competition. We just wish the experience were less like driving a really agile tank, but the Camaro's dramatic exterior styling leaves no other option. The base V6 Camaro feels quick and sounds sophisticated -- a knockout bargain at $22,000 and change -- while the V8 model will deliver tire-evaporating torque along with that classic muscle car roar at full throttle. What's more, for all its performance capabilities, the 2010 Chevrolet Camaro still manages to be quite civil around town and on the highway in terms of both ride quality and wind/road noise.

2009 Cadillac STS

2009-06-08T18:59:00.000-07:00

2009 Cadillac STS Vehicle Overview

Introduction

Being the middle child is never easy. Just ask Jan Brady of "The Brady Bunch." Somewhat plain and not especially talented, Jan was constantly overlooked in favor of her popular older sister Marcia and oh-so-cute kid sister Cindy. Jan just couldn't catch a break, or adoration for that matter.

And so it's been for the middle child of the Cadillac family, the full-size STS luxury sport sedan that sits between the inexplicably popular DTS luxury barge and Caddy's best-selling midsize jock sibling, the CTS sport sedan. By comparison, the STS barely gets noticed, with less than half the sales of its siblings. And that's even after Cadillac made a number of cosmetic revisions last year (such as a new grille and upgraded cabin trim), while adding a beefier base V6 engine that helped bring it out of the shadows and give it more of a chance in a very competitive luxury sport sedan market. The 2009 Cadillac STS sees only minor detail changes, such as Bluetooth capability for cars not equipped with a navigation system, new wheels and a speed-limit notification feature on the navigation system.

Buyers in the luxury sport sedan segment expect the latest in high-tech gadgets, and the 2009 Cadillac STS has enough to make a Sharper Image junkie drool with delight. Among them is a lane departure warning system, which, as with rivals' systems, uses cameras to watch road lines and warn the driver if he or she wanders. There is also a side blind-zone alert system that scans for vehicles in the driver's blind spot and flashes a warning light embedded within the sideview mirrors.

We've always liked the current Cadillac STS, and last year's revisions made it even more endearing. The powerful V6 almost makes the V8 version irrelevant. Meanwhile, the STS's ride and handling continues to impress, with moves that almost make you forget you're driving a sedan that's 6 inches longer and 200 pounds heavier than a Ford E-350. Undercutting its European rivals' price tags by thousands doesn't hurt either, even if a side effect is a few mediocre-grade interior plastics.

The STS does have a new competitor this year, Hyundai's all-new Genesis sedan, which offers many of the same strong-value qualities as the STS but a more powerful V8 and a higher-quality interior. All said, know that there are plenty of excellent choices in the $45,000-$60,000 range, including this car's not-so-little sibling CTS. So, as much as we like Caddy's STS, we can't help but think that, just like Jan Brady, it's yelling "Marcia! Marcia! Marcia!"

Body Styles, Trim Levels, and Options

The 2009 Cadillac STS is a large luxury sport sedan available in V6 and V8 models. Both versions feature 17-inch wheels, leather seating, wood and alloy interior trim, eight-way power front seats, dual-zone automatic climate control, remote keyless entry and vehicle start, satellite radio, Bluetooth connectivity, an eight-speaker Bose sound system and OnStar. The V8 version adds a CD changer, memory seating presets, heated seats (front and rear), a heated steering wheel and rain-sensing wipers. Many of the V8's features can be added to the V6 model via a series of packages.

Other features available on both models (in packages or as à la carte items) include a sunroof, xenon headlamps with washers, adaptive cruise control, a lane departure warning system, a blind-spot warning system, a head-up display, and heated and ventilated front seats. The navigation system is bundled with a Bose surround-sound audio system. There is also the Performance Handling Package, which adds better wheels, tires and brakes. An adaptive suspension system (Magnetic Ride Control) is also available, as are larger 18-inch wheels.

Powertrains and Performance

The standard engine on the 2009 Cadillac STS is a 3.6-liter V6 that produces 302 horsepower and 272 pound-feet of torque. The optional engine choice is a 4.6-liter V8 making 320 hp and 315 lb-ft of torque. Though that's certainly plenty of thrust for most folks, the truly power-hungry should know that top rivals have anywhere from 40 to 62 hp more. Both engines come only with a six-speed automatic transmission, and both can be ordered in rear-wheel-drive or all-wheel-drive guise.

In performance testing, the STS V8 reached 60 mph in 6.3 seconds. Cadillac estimates put the V6 at 6.5 seconds to the same speed. Fuel mileage estimates range from 17 mpg city/26 mpg highway and 20 mpg combined for the V6 to 15/24/18 mpg for the V8.

Considering that the new V6 accelerates with similar gusto and turns in better fuel mileage, it's hard to justify the V8's added price and weight.

Safety

Antilock disc brakes, stability control and a full complement of airbags are standard on every Cadillac STS. The airbags include front-seat side and full-length side curtains. There are also a number of available advanced technologies designed to prevent accidents, including lane-departure warning, a blind-zone alert system and active steering. The latter is available only on AWD V8 models, and is notable for turning the front wheels into a skid when the rear wheels lose traction.

In government crash tests, the STS earned four stars (out of five) for both driver and passenger in frontal tests. In federal side-impact tests, the STS scored four stars for front impacts and five stars for rear impacts. In Insurance Institute for Highway Safety frontal-offset crash testing, the STS scored a rating of "Good," the highest possible. It scored a second-best rating of "Acceptable" for side-impact protection.

Interior Design and Special Features

Last year's refresh brought higher-quality wood and the addition of tasteful alloy trim to the cabin. A sportier steering wheel also debuted with more wheel-mounted controls. Fit and finish are solid, and luxury buyers should be pleased with this Cadillac's generally high-class ambience. Minor demerits include the use of some low-grade plastic trim pieces that put the STS at a disadvantage against the admittedly more costly European and Japanese luxury sedans. The overall design is also on the dull side compared to the classy confines of the CTS.

Controls are straightforward and easy to use, with the exception of the confounding memory-setting procedure for the driver seat, mirrors, radio and climate controls. Unlike with traditional systems, which place buttons on the door or driver seat, you must dive deep into the navigation touchscreen to set memory functions. It's frustrating and unnecessarily complicated, but at least it's something done only occasionally. The trunk is also a bit small, with 13.8 cubic feet of total capacity.

Driving Impressions

Although large in size, the 2009 Cadillac STS sedan feels three-fourths its size when driven with enthusiasm -- yet it rides like a supple luxury car when you're gobbling up miles on the highway. Cadillac offers an optional Magnetic Ride Control suspension that includes Touring and Sport modes. In Touring mode, the Cadillac STS provides a cushy ride and composed handling, although the car will still dive into the turns with unwavering composure and never feels as if it's sprung too softly. In the Performance setting, the handling is a little sharper and the ride a bit stiffer, but the STS handles so well in Touring that we question the necessity for the two settings.

Braking is strong as well, with progressive pedal action and an impressively short 120-foot stopping distance from 60 mph. The torquey V6 is more than ample. With its V8-matching acceleration and higher fuel economy, the base-model STS would be our pick over the pricier V8 version.

2009 GMC Envoy

2009-06-06T16:47:00.000-07:00

2008 GMC Envoy Vehicle Overview

Introduction

With crossover SUVs becoming increasingly popular, it might be easy to forget that SUVs started out based on pickup trucks. While crossovers hold an attractive edge in terms of ride and handling dynamics, and usually better fuel efficiency and interior space, traditional truck-based utes still offer tougher off-road capability and greater towing capacity. For those who prefer this old-school approach to SUV design, GMC offers the 2008 Envoy.

An upscale twin to sister division Chevrolet's TrailBlazer midsize SUV, the Envoy takes a trip uptown with fancier styling, a more luxurious cabin and a longer standard features list. Traditional SUV design means the Envoy offers a choice of rear- or four-wheel drive, with the latter having low-range gearing. A pair of capable engines is offered -- an inline-6 and a V8 -- and either one can handle towing a trailer or a boat.

Although the Envoy's modern features (such as a navigation system, DVD entertainment system and stability control) will attract its share of consumers, there's no denying the fact that this generation (now in its seventh year) is past its expiration date. On the upside, it has respectable performance, a supple ride and a roomy cabin. But examined more closely, the 2008 GMC Envoy can't match its rivals in terms of driving dynamics and interior quality. The Envoy's steering is devoid of road feel, and handling is mushy when pressed.

We've never thought very highly of the Envoy and its GM relatives, and that opinion certainly hasn't changed for 2008. If you still want a traditional midsize SUV for its towing and off-road ability, well-rounded choices such as the Ford Explorer/Mercury Mountaineer twins and the Toyota 4Runner will prove to be more satisfying to own. And if you don't expect to fully utilize the Envoy's truck-based strengths, GMC's own Acadia crossover is a much better choice thanks to its higher-quality (and larger) interior, third-row seating and better fuel economy.

Body Styles, Trim Levels, and Options

The 2008 GMC Envoy is a midsize SUV that's offered in three trim levels: SLE, SLT and Denali. The SLE features 17-inch alloy wheels, dual-zone air-conditioning, a CD player, satellite radio, full power accessories, keyless entry and OnStar telematics. The plush SLT adds a power driver seat with memory, a trip computer, automatic climate control, leather seating and steering-wheel-mounted audio controls. The Denali adds a unique honeycomb grille, 18-inch alloy wheels, a load-leveling rear suspension, power-adjustable pedals, heated seats, a power passenger seat and a Bose audio system.

A variety of options packages are available on the SLE, such as the SLE-2 package that includes an auto-dimming rearview mirror, a power driver seat, a roof rack, an overhead console and power-folding heated side mirrors. Many of the SLT's and Denali's standard features are optional on the SLE. Optional for all are a rear-seat DVD entertainment system and the sunroof. Only the SLT and Denali, however, offer a navigation system.

Powertrains and Performance

SLE and SLT trims are powered by a 4.2-liter inline-6. With an output of 291 horsepower and 277 pound-feet of torque, this engine outguns most of its competitors' V8s, let alone their V6 offerings. The Denali packs a 5.3-liter V8 that pumps out 302 hp and 330 lb-ft of torque. Although the transmission is just a four-speed unit, it's matched perfectly to these burly engines and delivers firm, precise gearchanges.

All Envoy trims offer buyers a choice of either two- or four-wheel drive. Properly equipped, the six-cylinder Envoy can tow up to 5,800 pounds, while the V8 can tow up to 6,600 pounds. Fuel economy estimates for the two-wheel-drive Envoys are 14 mpg city and 20 mpg highway. The six and the V8 are rated the same, thanks to the V8's cylinder deactivation technology that shuts down four cylinders under light load conditions (such as freeway cruising).

Safety

Antilock disc brakes, stability control and head curtain airbags are standard across the board. In National Highway Traffic Safety Administration crash tests, the 2008 GMC Envoy earned five stars (the best possible) for its protection of front and rear passengers in the side-impact test. That agency's frontal-impact tests resulted in a subpar three-star rating for the driver and a four-star rating for the front passenger. The Insurance Institute for Highway Safety rated GMC's midsize SUV "Marginal" (second lowest) after conducting its frontal offset crash test.

Interior Design and Special Features

The Envoy's spacious cabin easily accommodates five adults, but there is no third-seat option. Brushed metallic and, on the Denali, wood-tone accents dress up the interior. But that luxurious effect is sullied somewhat by the use of low-grade plastics on the dash and door panels. The rear seat is split 60/40 and folds for cargo-loading flexibility. With those seats folded, the Envoy has a maximum cargo capacity of 80 cubic feet.

Driving Impressions

On the road, the 2008 GMC Envoy delivers a well-cushioned ride that most shoppers will like. Unfortunately, the steering offers little in the way of road feel, and handling is sloppy around corners due to the overly soft suspension. Off-road, the Envoy is capable of tackling the moderate terrain owners are likely to encounter while accessing trailheads and campsites. Ultimately, the most enjoyable aspect of the Envoy is its peppy performance that comes by way of its brawny engine lineup.

2009 GMC Acadia

2009-06-06T16:14:00.000-07:00

2009 GMC Acadia Overview

Introduction

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

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

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

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

Body Styles, Trim Levels, and Options

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

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

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

Powertrains and Performance

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

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

Safety

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

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

Interior Design and Special Features

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

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

Driving Impressions

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

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

2010 HUMMER H3 SUV

2009-06-04T00:26:00.000-07:00

2010 HUMMER H3 SUV

Handling
With their comparable turning radiuses, the HUMMER H3 SUV and the average SUV most definitely handle almost the same into and out of tight spots.

Drivetrain
The typical SUV's engine isn't much bigger than the HUMMER H3 SUV's. The H3 SUV could learn a lesson or two from the average SUV as far as torque.

Utility
Drivers with frequent kid-duty might favor the average SUV over the HUMMER H3 SUV. The typical SUV is a better choice than the HUMMER H3 SUV in terms of hauling capacity, especially if you often need to carry a lot of cargo or big pets. Towing is substantially more the H3 SUV's forte than it is the average SUV's.

Convenience
You will definitely have to visit your friendly gas station more often with the HUMMER H3 SUV than with the typical SUV.

Comfort
While the front cabin in the HUMMER H3 SUV offers a bit more head room than the typical SUV, there really isn't much of a difference. The average SUV is not particularly roomier for your passengers than the HUMMER H3 SUV.

Dimensions
The typical SUV's tank is roughly the same size as the H3 SUV's, though the H3 SUV's is a little larger. The HUMMER H3 SUV and the average SUV compete for the same parking spaces.

Cost
The destination charge is a standard charge for transporting the vehicle from its point of origin to the dealer. It costs roughly the same to get the HUMMER H3 SUV to the dealership as the average SUV. The HUMMER H3 SUV will tax your gasoline budget considerably more than the typical SUV will. The average SUV isn't much less costly than the HUMMER H3 SUV when it comes to MSRP. The typical SUV will save you a lots_of_money at the pump every year compared to the HUMMER H3 SUV.

Overview
The basic warranty that comes with the average SUV isn't quite as generous as the HUMMER H3 SUV's.

2009 HUMMER H2

2009-06-04T00:09:00.000-07:00

2009 HUMMER H2 Vehicle Overview

Introduction

Few vehicles on the road make a statement quite like the Hummer H2. Patterned after the stalwart military transport Humvee, the H2's dimensions and Tonka-like profile give it the aura of a playground bully. But as with many goliath/bully narratives, the mighty are being challenged by the meek, becoming victims of their own audacity. An uncertain future looms for the Hummer brand due to rising fuel costs, changing public opinion and dwindling sales. Despite all of this, the 2009 Hummer H2 remains the iconic, in-your-face leader of the pack. The off-road capabilities of the H2 are legendary, while its brash reputation appeals to image-conscious urbanites.

As with most of the GM lineup, the Hummer H2 shares much of its underpinnings with other models. Its rugged frame is similar to that of the previous-generation Chevrolet Tahoe, though the H2 boasts short overhangs and massive ground clearance that help bolster its off-road credentials. Underneath the hood is a robust 6.2-liter V8 that's powerful enough to motivate all of the H2's 6,600-plus pounds. Meanwhile, it's all wrapped up with bold exterior styling that still makes the H2 one of the most distinctive-looking vehicles on the road.

While these brash qualities are certainly admirable in today's politically correct world, there's no getting around the H2's obvious faults. Its bulky exterior dimensions are at odds with the cramped rear seating and limited cargo room, and its dismal fuel economy will put greedy smiles on the faces of oil execs. For daily use, SUVs like the Land Rover Range Rover, Lincoln Navigator and Mercedes-Benz GL-Class will be much more pleasing to own and offer additional cachet and prestige as well. Unless you're truly in need of something that can traverse 2-foot-deep streams, the 2009 Hummer H2 is probably one full-size luxury SUV you can pass on.

Body Styles, Trim Levels, and Options

The 2009 Hummer H2 is a full-size luxury SUV. Besides the generously appointed standard H2, two options packages are offered -- the H2 Adventure and H2 Luxury. Standard H2 equipment includes 17-inch alloy wheels, dual-zone automatic climate control, auxiliary rear climate control, leather seating, power front seats with driver memory, heated front and second-row seats, remote engine start, OnStar, Bluetooth and an eight-speaker Bose audio system with in-dash six-disc changer, satellite radio and an auxiliary audio jack.

The H2 Adventure package includes all standard equipment and adds more off-road might with a front brush guard, self-leveling rear air suspension, first aid kit, portable lamp and toolkit. The H2 Luxury package is geared decidedly for on-road splendor, opting for opulence over utility by foregoing the rough-and-tumble Adventure gear for 20-inch chrome wheels, chrome accents, third-row seating, a premium Bose surround-sound audio system, a navigation system with real-time traffic and a rearview camera, and a rear-seat DVD entertainment system. Those who would rather pick and choose are in luck, since most of these add-ons are available as individual options. Second-row captain's chairs are also an available option across all variants.

New for 2009 is the Black Chrome package. Limited to a production run of only 1,300, the package substitutes the bright chrome trim with black chrome as well as body color-matching wheel flares, rocker moldings and hood louver. Exclusive to the Black Chrome package is the Sedona Metallic body color and matching interior.

Powertrains and Performance

Pushing the 2009 Hummer H2 down the road is a 6.2-liter V8 producing 393 horsepower and 415 pound-feet of torque. Power passes through a six-speed automatic transmission with manual shift control on its way to turning all four wheels. When the pavement runs out, the H2 conquers the wilderness with the help of a dual-range transfer case, electronically controlled throttle calibrated for the low range and driver-selectable rear differential locker. For those expecting to haul more than the Hummer can store internally, towing capacity maxes out at 8,200 pounds.

Because the H2 has a GVWR (gross vehicle weight rating) of more than 8,500 pounds, the EPA does not provide fuel economy estimates. Obviously, your fuel card is going to take a hit when it comes time to fill up the 32-gallon tank.

Safety

Standard H2 safety equipment includes antilock disc brakes with brake assist, stability control with rollover prevention, traction control and full-length side curtain airbags. OnStar is also included with emergency communications and turn-by-turn navigation.

Interior Design and Special Features

The H2's interior, updated last model year, is furnished with surfaces that are soft to the touch and clearly superior to the hard plastics found in lesser cabins. The H2's passenger capacity now ranges from four to seven thanks to this year's newly optional second-row captain's chairs. Rear-seat accommodations include climate control and an optional entertainment system to keep passengers cool, comfortable and occupied. Despite an exterior that gives the impression of an echo-inducing cabin, interior space is surprisingly modest. Rear legroom is limited for taller passengers and the optional third-row seat is less roomy than a Toyota RAV4's. Meanwhile, the 86.6 cubic feet of cargo space is smaller than other full-size luxury SUVs.

Driving Impressions

The 2009 Hummer H2 excels off-road with its lofty ground clearance, steep angles of approach and departure, long suspension travel and tenacious tire grip. Among luxury SUVs the H2 is quite literally the off-road king of the hill. Back on city pavement, however, the H2's demeanor is a bit like an overloaded rolling suitcase in a crowded hallway being pushed by an NFL linebacker -- unwieldy and awkward, but its massive proportions are enough to intimidate its way past nearly anything else. Despite its size and mass of 6,614 pounds, it should reach 60 mph in less than 10 seconds. It's no sloth, and like the aforementioned linebacker, it's doubtful anyone would be challenging the hefty H2.

2009 BMW 6-Series

2009-06-01T16:04:00.000-07:00

BMW Vehicles

For more than eight decades, BMW has built vehicles that are uncompromising, authentic and exhilarating to drive. As an independent company, BMW has the freedom to stand by the leading-edge concepts of their engineers and designers and protect unconventional thinking. It’s what transforms great ideas into ultimate driving machines.

2009 BMW 6-Series

The BMW 6-Series coupe is essentially an upscale two-door bodystyle with two-plus-two seating built on the 5-Series chassis. Powered by a 360 horsepower BMW 4.8-liter V8, with three choices of transmission, it offers BMW's traditionally excellent handling performance and driving satisfaction, with luxury interior appointments and an extensive list of high-technology innovations.

The V8 engine is the only one available on the 6-Series. With 360 horsepower and 360 pound-feet of torque, the car is capable of sub-six-second zero to 60 performance, faster than the Z4 roadster. A stop-start system is available, which shuts down the engine at stop lights, reducing emissions and improving mileage above the typical 19 miles per gallon.

BMW's new six-gear sequential manual gearbox is standard, with electronic clutch operation and gear selection in what is essentially a manual gear box. Reviewers have not been complimentary of the performance of this first-generation innovation, finding its gear selection choppy in normal driving. The optional six-speed Steptronic automatic transmission will better suit most drivers, and a six-speed manual transmission is also available.

The styling of the 6-Series, new in 2006 and given a face-lift for 2008, is thought by many to be the best in the BMW line-up. The smooth coupe lines make the rear-end styling look much more graceful than on the sedans, though it has been pointed out that if the rear trunk projection were removed, in silhouette the car would look very much like a Porsche.

On the interior, space in the front seats is reasonable and the supportive sports seats are a good choice for spirited driving. The rear seats, though quite comfortable, are fairly limited for taller adults. Trunk space is about average for mid-sized coupes and sedans, but the rear seats do fold down to form a carpetted shelf for luggage for a long trip.

Most luxury features are standard on the 6 series, including leather upholstery, dual-zone climate control, eight-speaker audio system, auto-dimming mirrors, xenon adaptive headlamps, and moonroof. The optional Sport Package upgrades the seats, wheels and tires for the more performance-oriented owner. Cutting-edge options include BMW's innovative heads-up windshield display, radar-managed cruise control, a night-vision screen, navigation, satellite and high-definition radio, and heated front seats.

An important aspect of all this technology is that everything, from audio to ventilation is controlled by the single-knob BMW iDrive system. Opinions differ widely on this system, even with recent improvements. Younger, more computer-savvy, reviewers find no problem mastering the system, while more traditional critics complain about the five or six separate actions required to do a simple task like change a radio channel.

As with all other BMWs in the current line-up, safety features are extensive, including multi-stage front airbags, front-seat mounted side-impact airbags, curtain-style head protection, ABS with brake assist and brake-force distribution, tire-pressure monitors, BMW's Assist telematics system with automatic collision notification and SOS button. and the fully-equipped first-aid kit that has always been packed in BMW trunks.

2008 Update

The updated grand tourer now features active headrests, which provide protection against whiplash. BMW has also added LED front turn signals and replaced all taillights and tail turn signals with LED units.

As is typical for a mid-cycle update, the 2008 model has updated rear and front bumpers. The additional brake light is now integrated in the spoiler lip. A variety of new wheels designs and interior colors/materials are available.

Leather upholstery can now be ordered with SunReflective Technology in the convertible version. This feature reduces overheating of the seat surfaces when the car is open, providing a difference in temperatures compared with conventional leather of up to 36 °F in the case of dark colors.

2009 Cadillac V-Series

2009-06-01T09:41:00.000-07:00

Cadillac Vehicles

For more than 100 years Cadillac has represented the automotive American dream with a full range of performance luxury vehicles. An expanded Cadillac lineup now includes SUVs, trucks and two-passenger convertibles that continue to attract discriminating drivers.

2009 Cadillac V-Series

Supercharged 6.2L V8 with 556 hp
High-performance 6-piston front, 4-piston rear Brembo disc brakes; Limited slip differential; Premium ZF Servotronic 2** steering

Performance-tuned suspension
19" x 9" (Front) and 19" x 9.5 (Rear) painted aluminum alloy wheels; Polished wire mesh grille; Integrated deck-lid spoiler; Xenon High-Intensity Discharge (HID) Headlamps with headlamp washers

10-speaker Bose® 5.1 Cabin Surround® Sound System with hard-drive device, AM/FM/RDS¥/MP3/DVD with USB audio connectivity and steering wheel controls; Bluetooth® for phone Interface¥¥

Front heated bucket leather seating surfaces with sueded fabric material inserts

A staggering 556 horsepower. 551 lb-ft of torque

Zero to 60 in a blinding 3.9 seconds
Tempered with the massive stopping power of vented 6-piston front, 4-piston rear Brembo brakes with co-cast rotors

Tuned on Germany's merciless Nürburgring, the CTS-V has been precisely engineered to shatter any outdated perceptions of American muscle

2009 Pontiac G8

2009-06-01T09:22:00.001-07:00

The Pontiac G8 sport sedan comes in two models for 2009: the G8 and G8 GT. The G8 comes with a 256-horsepower, 3.6L V6 with variable valve timing, while the G8 GT steps up to a 6.0L V8 making 361 horsepower and 385 lb-ft of torque.

The V6 is paired with a five-speed automatic transmission and the V8 is mated to a six-speed automatic with manual shift mode. A six-speed manual is reportedly a possible mid-year addition. The V8 uses the Active Fuel Management system, which saves fuel while coasting or cruising by temporarily shutting off half of the cylinders. The G8's suspension has a four-wheel independent design and is adjustable, front and rear, in several different ways to provide tailored suspension tuning.

Powerful four-wheel disc brakes with anti-lock are standard on the G8; they're vented in front on both models, but the G8's brakes are even larger to handle additional braking needs. The interior features a cockpit-like instrument panel, dressed up with satin and chrome trim plus Pontiac-signature red lighting. Well-bolstered sport seats are ready to offer firm support in cornering with good overall comfort. Optional on the G8 GT model is a two-tone cloth or leather combination, which brings black seats with red or blue inserts and color-matched instrument faces.

From the outside, there's quite a bit of attention to design details; for instance, in back on GT models there are clear taillight lenses and quad chrome exhaust tips, while all G8s have projector-beam headlamps, fog lamps, and an aggressive front fascia.

The G8 GT also piles on more luxury features, including dual-zone climate control and an 11-speaker Blaupunkt audio system with MP3-compatible six-disc changer and big LCD color display. Bluetooth and XM satellite radio round out the notable standard items.

On the safety front, seat-mounted thorax air bags are standard, as are roof-mounted side curtain air bags that cover front and rear outboard occupants. Electronic stability control is also included, as is traction control. Major options include a Sport Package, available on both models, which brings larger 19-inch aluminum wheels, summer performance tires, leather trim, and alloy pedals A Premium Package includes leather upholstery, leather trim, and heated power front seats.

2009 Lexus GS 450h 4dr Sdn Hybrid

2009-06-01T09:09:00.000-07:00

Lexus Vehicles

Lexus has earned a well-deserved reputation for turning out utterly refined luxury vehicles. The company has revolutionized the luxury motoring experience through its passionate commitment to producing the finest products and the most satisfying automobile ownership experience.

2009 Lexus GS 450h 4dr Sdn Hybrid

HYBRID

For a long time luxury vehicles manufacturers have struggled with the question of how to deliver more power without simply building bigger engines that burned more fuel and produced more emissions. Driven by the pursuit of perfection, Lexus introduced a breakthrough solution: Lexus Hybrid Drive.

By combining a highly efficient petrol engine with one or more high-output electric motors, Lexus Hybrid Drive achieves the power and acceleration of a high-performance luxury vehicle with the impressive fuel efficiency and lower emissions of a smaller car.

Lexus Hybrid Drive is the fruition of forty years of intensive research and development and has already resulted in three breakthrough Lexus models: Whether you choose the RX 400h hybrid SUV, the GS 450h performance hybrid saloon or the flagship LS 600h luxury hybrid saloon with permanent all-wheel drive, you will enjoy an unrivalled driving experience. Acceleration is extremely rapid but remarkably quiet, while the Electronically-controlled Continuously Variable Transmission (E-CVT) delivers extraordinary smoothness without the jumps between gears that can occur with a conventional transmission.

Lexus Hybrid Drive vehicles partner a petrol engine with one or more electric motors to deliver seamless power and responsiveness. The systems in each vehicle in the hybrid range are intelligently integrated to constantly manage the vehicle’s power sources, ensuring the optimum balance between power and economy.

START-UP
Under normal conditions, only the electric motors are used when the vehicle starts, moves off and travels at low speeds. This means zero emissions, for example, in stop-start town driving. When the vehicle accelerates, the batteries send power to the Power Control Unit (PCU). This then redirects power to the electric motors at the front and rear, allowing the vehicle to move off smoothly.

ACCELERATION
The engine powers the vehicle as normal but, to give high acceleration, the electric motors support the engine, for instance, when you need to overtake. The engine also powers the generator, which redirects surplus power to the PCU.

DECELERATION
Kinetic energy that would otherwise be lost during braking is converted into electricity, which in turn is sent back to the batteries. This means you’ll never have to worry about recharging them.

You might be drawn to a Lexus Hybrid Drive vehicle for its fuel-efficient performance, or perhaps you want to reduce your impact on the environment. Whatever your reasons, you will be rewarded with an incomparably sophisticated driving experience.

2009 Mitsubishi Lancer

2009-06-01T08:33:00.000-07:00

The 2009 Mitsubishi Lancer is available with two engine choices, with a third expected later in the model year on the Lancer Ralliart. The DE, ES, and ES-Sport Lancers are powered by a 152-horsepower, 2.0L four-cylinder engine (though the engine only makes 143 horsepower in California-emission states), while the GTS sports a bored-and-stroked version of the base engine.

The resulting displacement on the GTS is 2.4L, with an output of 168 horsepower. Either engine can be mated to a five-speed manual or continuously variable automatic transmission (CVT). The CVT also features a Sportronic mode, which simulates six gears that can be selected using magnesium steering-wheel paddle shifters.

The base DE model is offered at an especially low price point but doesn't come with standard air conditioning. The ES model brings a more luxurious and refined package, with color-keyed door handles, chrome grille trim, and five-spoke alloy wheels. New for 2009, the ES-Sport adds fog lamps, a rear spoiler, front and side air dams, and a leather-wrapped steering wheel. At the top of the range, the performance-oriented GTS brings a sport-tuned suspension, bigger wheels and brakes, and a chrome tailpipe tip. Inside, the GTS brings many more convenience features, including a Bluetooth interface, an upgraded audio system, cruise control, automatic climate control, and rear-seat heater ducts.

The Sun and Sound Package, on ES-Sport and GTS models, brings a 650-watt Rockford-Fosgate premium audio system with six-disc CD changer, Sirius satellite radio, a power glass sunroof, and Mitsubishi's FAST-Key entry system, which allows the driver to enter and start the car with the key fob in a purse or pocket.

All Lancer models come prepped for the Sirius service. A navigation system is available on all but the base Lancer DE, and it includes a 30-gigabyte hard-drive navigation system and digital music server. Front seat-mounted side air bags and side-curtain air bags, along with a driver's knee-protection air bag, are standard on all Lancer models. Anti-lock brakes with electronic brakeforce distribution (EBD) are standard on all models but the DE with manual transmission. Mitsubishi expects to release the Lancer Ralliart later in the model year. The car will pack 235 horsepower, a turbo 2.0L, and all-wheel drive, with gear shifts handled by the twin clutch SST gearbox.

Mazda CX-7

2009-05-19T10:48:00.000-07:00

2009 Mazda Cars Review

History
Having forayed into the Canadian market in 1968 with the R100 coupe, Mazda entered the US in 1970 by forming the Mazda Motor of America Inc. Its earliest entries were the RX-2 in 1971, and the rotary-powered RX-3 the following year. This model earned the distinction of being the first ever vehicle to pass new US standards for regulating exhaust emissions in 1973. The RX-4; the GLC, or the Great Little Car; the RX-7 sports car; the 626 series and the B2000 were some of the important models from Mazda in the 1970's decade. In 1979, Ford Motor Company purchased a 24.5 percent stake in Mazda Motor Corporation. In 1990, the MX-5 Miata, one of Mazda's all-time favorites, was released. In that year, the Mazda 787B won the prestigious Le Mans race, becoming the first vehicle with a rotary engine to do so.

Expansion
This Japanese automaker is one of the worlds leading companies. It is known the world over for delivering cars that are fun and inexpensive. The Toyo Cork Kogyo Co. Ltd, which was how the company was initially called, was started in 1920. Its name was changed to The Toyo Kogyo Co. Ltd in 1927. Its founder, Jujiro Matsuda, was believed to be a deeply spiritual man who was inspired by the Ahura Mazda, the holy book of the ancient Zoroastrian religion. He named his first vehicle, a three-wheel vehicle Mazda. The other interpretation given to this name is that it is an Anglicized version of the founders name. Throughout World War II, the company manufactured army vehicles. Following this, it made efforts to be different from other Japanese manufacturers by having its vehicle fitted with the Wankel rotary system. This step was never a big success elsewhere, but most of Mazdas vehicles are run to this day on this engine type. The first Mazda vehicle was the R360 coupe, which was introduced in 1960. In that decade, some of its popular models included B-Series 1500 and the 110S Cosmo Sport.

Models Mazda B Series
The 2009 Mazda B Series Truck now has two variants -the B2300 and the B4000. For 2009, the Mazda B Series has discontinued the high-end Cab Plus 4x4 SE model; also gone are four exterior colors. The AM/FM radio now comes with fewer station presets. A Class III trailer hitch is made standard for this year.

Mazda CX-7

The Mazda CX-7 is a crossover that offers the best of two types of vehicles -the utility of an SUV with the smoothness of a car. For 2009, dual illuminated vanity mirrors and an auxiliary audio jack are given as standard equipment for the Mazda CX-7. On the Grand Touring models, an auto-dimming rearview mirror and integrated turn signals in the side mirrors are given as standard equipment.

Mazda CX-9

The Mazda CX-9, which got a largely upgraded engine for 2008, makes changes that are of a peripheral nature for 2009. These changes are huge in number, though. For this year, a trip computer is made standard on all models, while all-wheel-drive engines have a standard towing package. The Grand Touring trim is given an auto-dimming rearview mirror that comes with Homelink buttons. Most trims are given Sirius Satellite Radio and Bluetooth wireless phone communication for this year.

Mazda3

The 2009 Mazda3 is an exciting sports car. It offers a variety of engines across many trims in its sedan and hatchback versions. For 2009, it has stressed on improving safety. Its safety features have gone up. Antilock brakes, as well as side-impact and side curtain airbags are now made standard across the trims.

Mazda5

Having carried out major changes in 2008, the 2009 model offers few novelties. The only notable additions are the new Liquid Silver color and a choice of more exterior colors for vehicles with the Sand interior.

Mazda6

This front-wheel drive sedan carries a number of changes for 2009. Both its interiors and exteriors are reshaped for this year. Apart from being given more powertrains and new transmission options, engines with inline cylinders offer more trims. The hatchback and wagon versions are discontinued for this year.

MazdaSpeed3

This is a compact, yet powerful hatchback. This five-door vehicle is offered in two trims, Sport and Grand Touring. It offers no significant changes for 2009.

Mazda RX-8

The RX-8, which is a rotor-powered sports car, carries some changes inside and out for 2009. While the engine has not been altered, it now rides on a stiffer driveshaft. The rear suspension is revised, and the exhaust tips are larger. Also, the seats are made bigger, while a new steering wheel is given. Also new is a tachometer that has a variable redline that moves in tandem with the engine temperature. A new package, the R3 Sport, is available from this year.

Mazda Tribute

The Mazda Tribute's engine is almost totally redone for 2009. Following changes done on the interior and exterior in 2008, Mazda has concentrated on changes for the engine this year. Both its four-cylinder and V-6 engines are now made more powerful, and are expected to offer better fuel economy as well. Both these get a new six-speed automatic transmission. On the peripheral side, its front and rear seats are slightly redesigned.

Mazda Tribute Hybrid

The Mazda Tribute Hybrid has one unique feature -it can run 100 percent on electric energy. Sold in only limited editions in only California, it carries some core changes in 2009. Its 2.5-liter, four-cylinder engine is new. It also offers improved mileage and performance. The new damping system given for this year cuts noise, while the braking has been made more efficient. The 2009 model also gets some additional standard equipment.
SEE MORE MODEL HERE

2009 Mazda CX-7

Overview
The 2009 Mazda CX-7 is a roomy, stylish, crossover utility vehicle (CUV) with a robust engine, new technology and highest government safety ratings. It is available in Sport, Touring and Grand Touring trims. A few optional features and package modifications are new for 2009.

Engine and Performance
The Mazda CX-7 is either a front-wheel drive (FWD) or all-wheel drive (AWD) model. A 2.3-liter, direct injection, turbo-charged four-cylinder engine rated at 244 horsepower and 258 pound-feet of torque, is standard. The engine is matched to a standard six-speed automatic transmission (AT) with manual shift capability. Active Torque Split All-Wheel Drive (AWD) is optional on all trims. The FWD AT models deliver 17 mpg in city and 23 on highways and the corresponding figures for AWD AT models are 16/22.

Body and Styling
The 2009 Mazda CX-7 is a midsize, five-passenger crossover SUV bestowed with stylish interior design; good build quality, attention-grabbing styling. However, in terms of utility the Mazda CX-7 may lag behind some other compact SUVs in its segment. Eighteen-inch alloy wheels; cruise control; air-conditioning; full power accessories; a six-way manual adjustable driver seat; and a stereo system with a CD player and MP3 capability are standard. Nine-speaker, Bose Center point surround system 240 watt with AudioPilot, DVD Entertainment System, and in-dash six-dash CD/MP3 player are optional. The new technology includes an auxiliary audio input jack for mobile media devices and available Bluetooth hands-free phone access.

Safety Features
The 2009 Mazda CX-7 has received the highest safety ratings 5-Stars in government frontal- and side-crash-test ratings. Tire-Pressure Monitoring System (TPMS), Dynamic Stability Control (DSC) and Traction Control System (TCS), engine-immobilizer antitheft system, front side-impact air bags and front/rear side air curtains with roll-over protection, and LATCH child-safety-seat anchors are standard. Back-up camera and anti-theft perimeter alarm are optional.

We have many different pictures of the 2009 Mazda CX-7 Sport FWD. Our images, pictures, and pics are designed to show you the most popular features of the car. These pictures are of the steering wheel, instrument cluster, dashboard, instrument panel, door controls, front seat, rear seat, doors, trunk, wheel cap, headlight, front view, front grille, rear view, taillight.