Luxury cars have seldom been known for their high fuel economy, and SUVs have also never been known for being frugal with gas. Put the two together and you have a recipe for fuel consumption that would make an oil executive put a down payment on a second yacht. Bucking this trend, though, is the 2011 Audi Q5. Notable this year for the Q5 is a new turbocharged four-cylinder engine that delivers only a couple mpg less on the EPA driving cycles than the Audi A4 Avant wagon. Even the Q5 with its available, more powerful V6 is pretty good on gas. Yet fuel economy is only one of the Q5's many virtues. Thanks to its underpinnings from the Audi A4 sedan, the Q5 is one of the most entertaining vehicles to drive in the segment of luxury crossovers. It has the confident handling and alert responses of the A4, yet the Q5's decent cargo hold and generous passenger space mean it's pretty comfortable and practical, too. Indeed, its family-friendly sliding rear seat is the only one of its kind among luxury crossovers of this size.
The Q5's biggest downside is its price, which can end up thousands of dollars more than what you'd pay for some other competitors once you order all the familiar options. The Volvo XC60 is a bit bigger than the Audi and offers a few extra features that are useful for families. The Mercedes-Benz GLK350 is a bit smaller, but has a cheaper base price and a more solid feel to it. The BMW X3 has been redesigned for 2011 and will likely be the athlete of the class, while the new, surprisingly luxurious Jeep Grand Cherokee should appeal to those who plan on venturing off the beaten path every now and then. Certainly you're not going to go wrong with any of these choices. But considering the 2011 Audi Q5's well-rounded virtues as well as above-average fuel economy, we think this vehicle will suit luxury crossover shoppers quite nicely indeed.
Body Styles, Trim Levels and Options:
The 2011 Audi Q5 is a compact luxury crossover available in four trim levels: 2.0T Premium, 2.0T Premium Plus, 3.2 Premium Plus and 3.2 Prestige.
Standard equipment on the 2.0T Premium includes 18-inch wheels, automatic headlights, automatic wipers, roof rails, eight-way power front seats with adjustable lumbar, a tilt-and-telescoping steering wheel, leather upholstery, tri-zone climate control, a sliding and reclining 40/20/40 rear seat, a dash-mounted Multi Media Interface (MMI) and a 10-speaker sound system with CD/MP3 player, auxiliary audio jack and satellite radio. Options on the Premium include a panoramic sunroof, heated front seats and Bluetooth. These items are included on the 2.0T Premium Plus, which also gets xenon headlights, LED running lights, a power tailgate, auto-dimming and power-folding exterior mirrors, an auto-dimming interior mirror and an iPod interface. Nineteen-inch wheels are optional. Step up to the 3.2 Premium Plus for a V6 engine, 19-inch wheels, headlight washers and S Line exterior trim. The top-shelf 3.2 Prestige adds adaptive headlights, a blind-spot warning system, keyless ignition/entry, a 14-speaker Bang & Olufsen sound system and the Audi MMI Navigation Plus package (navigation system, digital music storage, voice controls, rearview camera, HD radio, CD/DVD player and center-console-mounted MMI system). The 3.2 Prestige can also be equipped with Audi Drive Select (four settings alter throttle response, transmission shift points and steering assist), adaptive cruise control and the Luxury package (ventilated front seats and upgraded leather). Both 3.2 models can be equipped with 20-inch wheels and the S Line package, which adds different 20-inch wheels, performance tires, a sport steering wheel, shift paddles and brushed aluminum trim. All but the 2.0T Premium can be equipped with the MMI Navigation Plus package and the Bang & Olufsen stereo.
Powertrains and Performance:
The 2011 Audi Q5 2.0T comes standard with all-wheel drive and a turbocharged 2.0-liter inline-4 engine good for 211 horsepower and 258 pound-feet of torque. An eight-speed automatic transmission is standard. EPA-estimated fuel economy is 20 mpg city/27 mpg highway and 22 mpg combined. The Audi Q5 3.2 gets a 3.2-liter V6 that produces 270 hp and 243 lb-ft of torque. A six-speed automatic is standard. In Edmunds performance testing, a Q5 3.2 accelerated from a standstill to 60 mph in 7.2 seconds, a performance on par with the Audi's peers. Estimated fuel economy stands at 18/23/20, which is tops among similarly powered all-wheel-drive crossovers. Towing capacity with the 3.2 is above average, with a 4,400-pound rating when properly equipped.
Safety:
The 2011 Audi Q5 comes standard with stability and traction control, front side airbags and side curtain airbags. Rear side airbags are optional on all models, while a blind-spot warning system is standard on the 3.2 Prestige. In government crash tests, the Q5 achieved perfect five-star ratings for frontal and side impacts. In Insurance Institute for Highway Safety testing, the Q5 was likewise awarded the highest rating of "Good" in frontal-offset and side crash tests. In Edmunds braking testing, the Q5 came to a stop in 123 feet, a competitive performance.
Interior Design and Special Features:
Like other Audis, the Q5 benefits from classy interior design and top-notch construction. The center stack controls are canted toward the driver, although the layout depends on whether or not you opt for the navigation system.
Without navigation, the knob and buttons for the MMI system reside on the center stack, and the resulting procedure for using the stereo is not intuitive. With navigation, though, the controls migrate aft of the shift lever, where they fall more readily to hand. Navigation-equipped models also get the latest, third-generation MMI system with revised menus and an additional joystick button for enhanced control. Despite its compact size, the Q5 manages to feel roomy whether you're seated in the front or rear. The rear seats slide fore and aft, which is a rarity in this segment of luxury crossovers, and the seats also recline for greater comfort. Folding the rear seats down creates 57 cubic feet of maximum cargo space, which is a little below average for this segment.
Driving Impressions:
Though we have yet to drive the 2011 Audi Q5 with its new turbocharged inline-4 engine, we've had good experiences with this engine. The Q5's acceleration will likely seem relatively slow, but this torque-rich mill has surprising low-end punch and should return impressive fuel economy as well. The Q5's 3.2-liter V6 delivers smooth, powerful acceleration, and the six-speed automatic is also refined and responsive. With it, the Q5 matches European rivals like the X3, GLK350 and XC60 in terms of acceleration, though the Japanese Infiniti EX35 has more punch. Regardless of engine, the Q5's ride quality is firmer than the norm for this class of vehicle, but we've never found it to be harsh. In terms of handling, the 2011 Q5 is one of the sportiest crossovers on the market. One downside, though, is that the electric power steering has both a consistently artificial feel and an odd tendency to weight up suddenly at low speeds. We would skip the optional Audi Drive Select system as it's pricey and complicated; the car's standard setup is just fine.
The 2011 Toyota Land Cruiser is an icon for Toyota, but it's also like a misfit at a high school dance. At a time when every manufacturer is trying to create a light-duty carlike crossover, the Land Cruiser continues to stay true to its 53-year history in America as a tough, all-terrain sport-utility vehicle. But to blend into the dance of stylish crossovers in the marketplace, the Land Cruiser has packaged its go-anywhere capability within a well-appointed shell.
At the heart of this full-size SUV is a 5.7-liter V8 that pumps out 381 horsepower and 401 pound-feet of torque and it's been specifically designed to allow the Land Cruiser to either scramble up a craggy peak. Full-time four-wheel drive with low-range gearing further enhances the Land Cruiser's off-road capability, as does its "Crawl Control," a three-speed hill ascent and descent mode in which the throttle and brake are electronically manipulated to maintain a constant, controllable speed over challenging terrain, freeing the driver to concentrate on the obstacles ahead. Both on- and off-road abilities are enhanced with Toyota's Kinetic Dynamic Suspension System (KDSS), which automatically controls the front and rear antiroll bars depending on the driving conditions. Basically, this allows for more body control while cornering on pavement, a smoother ride on the highway and greater wheel articulation (travel) when navigating an off-road trail. As a large SUV, the 2011 Toyota Land Cruiser is a strong choice in the segment. True, it is quite expensive compared to most other large SUVs. But when looking at other direct competitors -- the Range Rover and Mercedes-Benz GL-Class, for instance -- you'll likely find each falls well short on capability or value for the dollar. At the same time, the Land Rover LR4 offers similar capabilities but is notably cheaper.
Body Styles, Trim Levels and Options:
The 2011 Toyota Land Cruiser is a full-size luxury SUV available in just one well-appointed trim level. Standard equipment includes 18-inch alloy wheels, foglamps, heated and power-folding mirrors, a sunroof, keyless ignition/entry, front and rear parking sensors, a power tilt-and-telescoping steering wheel, heated eight-way power front seats with driver memory functions and adjustable lumbar, leather upholstery, four-zone automatic climate control, an auto-dimming rearview mirror, Bluetooth phone and audio connectivity and a 14-speaker JBL audio system with a six-CD changer and an iPod/USB audio interface.
The aforementioned KDSS also comes standard. Most options are bundled into the pricey Upgrade package that includes a rear spoiler, a rear-seat entertainment system, a navigation system, real-time traffic update feature, a back-up camera, wood interior trim, heated second-row seats and a center console cooler box. The navigation system and rear spoiler can be ordered as stand-alone options, however.
Powertrains and Performance:
The 2011 Toyota Land Cruiser is powered by a 5.7-liter V8 engine that produces 381 hp and 401 lb-ft of torque. It's paired with a six-speed automatic transmission and a full-time four-wheel-drive system with high- and low-range gearing. In Edmunds performance testing of the almost mechanically identical Lexus LX 570, a sprint from zero to 60 mph took 7.4 seconds. EPA fuel mileage ratings stand at 13 mpg city/18 mpg highway and 15 mpg combined. Properly equipped, this SUV can tow 8,200 pounds.
Safety:
Standard safety features include antilock disc brakes (with brake assist and multi-terrain programming), stability control, front and second-row side airbags, front knee airbags, full-length side curtain airbags and active front head restraints. The 2011 Toyota Land Cruiser also receives Toyota's Safety Connect telematics system, which is similar to GM's OnStar, notifying emergency responders if the airbags deploy or if a severe rear-end collision is detected. The optional advanced seatbelt system (which is included with the Upgrade package) will tighten the front seatbelts when the brakes are suddenly applied or when tire slippage is detected by the stability control system. And as with all of Toyota's 2011 models, the Land Cruiser also has the company's "Smart Stop," a throttle override/brake enhancement system.
Interior Design and Special Features:
The 2011 Land Cruiser's interior is as refined as a Toyota gets, with high-quality materials and excellent fit and finish. The cabin can accommodate eight passengers, though we'd recommend the third row only for kids because of the flat seat bottom and high floor. Access to the third row is eased via a one-touch tumble-forward second-row seat.
Middle-row occupants fare better with more space, along with slide and recline adjustments. With the rear seats in place, cargo space is 16 cubic feet or about the same as a midsize car's trunk. The third-row seats do not fold down, nor are they removable. Instead, they fold up against the sides of the cargo bay -- a rather awkward solution. Consequently, the Cruiser's maximum cargo capacity is modest at 82 cubic feet, which is a relatively small figure for a large SUV.
Driving Impressions:
As with previous Toyota Land Cruisers, the 2011 model has excellent off-road capability while still delivering a thoroughly comfortable ride on urban streets. When exploring the untamed wilds, the Land Cruiser's crawl control takes much of the worry out of the hands (or feet) of the driver. Uphill or down, simply dial in the desired speed (as low as 1 mph), keep your feet off the gas and brake pedals, and steer in the desired direction.
In the more maddening wilds of the urban jungle, the 2011 Toyota Land Cruiser behaves like the civilized luxury SUV it's intended to be, soaking up bumps with composure and insulating driver and passengers from the outside world. When faced with curvy roads, the Land Cruiser remains relatively flat through corners, feeling surprisingly confident for such a large and heavy vehicle -- a lot of credit goes to the KDSS active antiroll bars. Performance is also strong, with the 5.7-liter V8 furnishing plenty of thrust for passing, towing or effortless freeway cruising, but expect it to be thirsty.
All-new, better than ever, easier to operate.(by Ted West)
The BMW 5 Series is all-new for 2011. Virtually no hardware was carried over directly to the 2011 BMW 5 Series from the previous models. The all-new 2011 5 Series lineup includes the BMW 528i and BMW 535i with six-cylinder engines, and the BMW 550i with a V8.
You'll never hear it from BMW. But with no less than nine new models arriving all at once in the 2011 line, to a significant degree, BMW is starting over. Not surprising. Under the guidance of controversial American Design Director Chris Bangle during the past decade, BMW took an excursion into doing some very un-BMW things. Contour by contour, the Ultimate Driving Machine became overstuffed looking, given BMW's famously aggressive design language, downright frumpy. Simultaneously, with the debut of the first-generation iDrive system several model years ago, Munich offered to the world the single most counter-intuitive, infuriating cockpit management system ever brought to market. Ever since that bleak debut, the revered company has been backtracking at a stubborn, no-we-never-screw-up rate. But at last, the news is spectacular; 2011's fourth-generation iDrive is wonderfully intuitive, a pleasure to use.
There are further good tidings. The broad line of new 2011 BMWs, far from looking frumpy, has regained the aggressive, exciting enthusiasm that had been the company's trademark since long before these difficulties began. From 7 Series to 5 Series to 3 Series, 2011 models are back to the reliable old BMW formula: Same sausage, in three different lengths. But oh, what sausage!
Dead center in the BMW sausage case is the 5 Series, always a strong choice for buyers who want vigorous acceleration and crisp handling, but not the limited interior space of the 3 Series, nor the girth, weight and fee-fye-foe-fum price of the 7 Series. As a luxury midsize sedan, the 5 will hit the sweet spot for many families that include a driver or two with a strong taste for performance accompanied by all the latest safety provisions.
In comparison with the previous 5 sedan, the 2011 version is two inches longer, with a three-inch longer wheelbase. That translates to one inch less frontal overhang than in any previous 5. This will certainly be helpful in tight parking situations, but far more than that, it give the 5 its stunning visual impact. With its forward-lunging shapes, muscular flanks, and low, road-hugging front end, the 5's appearance accurately communicates its racerly velocity and apex-strafing agility. Said agility is aided and abetted by the new 5's near-perfect 49/51 front/rear weight distribution. This package delivers levels of handling that have inherent stability, with no sudden surprises. Very, very BMW.
Sliding into the new 5's interior, you will find a typically German environment. The BMW representatives we spoke to describe the cabin as contemporary but warm, and so it is. The dashboard surfaces of our test BMW 550i were a combination of bright tan and matte black, highlighted by the expected graceful brushstrokes of wood. The instrumentation is thorough and easy to use, and the seats are covered in either leatherette, for the 528i and 535i, or leather in the 550i. As has been the case from nearly the beginning, cloth interiors will not be imported to North America.
And somewhat surprisingly, comparing content to content in the 2011 5 Series versus its predecessor, the 5 Series furnishings represent a drop in prices.
Lineup
The 2011 BMW 5 Series is available in three models: the BMW 528i ($44,550) with 3.0-liter inline-6, the BMW 535i ($49,600) with more powerful 3.0-liter inline-5, and the 550i ($59,700) with 4.4-liter V8.
The 528i and 535i come standard with leatherette upholstery, automatic dual-zone air conditioning with micron air filter, 205-watt AM/FM/CD/MP3 audio with 12 speakers, redundant steering wheel controls, pre-wired for satellite radio and CD changer, iDrive, power moonroof, Bluetooth, wood trim. The 550i comes standard with leather trim.
Options: The Active Ventilated Seat Package ($2,950) adds front ventilated seats, active front seats, multi-contour seats, heated front seats; Convenience Package ($1,700) adds power tailgate, keyless entry, soft-close automatic doors; Cold Weather Package ($1,050) includes heated steering wheel, heated front seats, heated rear seats, retractable headlight washers; Driver Assistance Package ($1,750) supplies automatic high beams, lane departure warning, active blind spot detection, parking assistant; Dynamic Handling Package ($2,700) adds electronic damping control, active roll stabilization, adaptive drive.
The Premium Package for 528i and 535i ($1,800) upgrades to Dakota leather and includes universal garage-door opener, auto-dimming mirrors, ambiance lighting; Premium Package 2 for 550i ($2,800), 528i and 535i ($4,900) adds navigation, rearview camera, satellite radio, premium audio, power rear sunshade with manual side windows, heated front seats, park distance control, iPod and USB adapter. The Sport Package ($2,200) features 19-inch alloy V-spoke wheels (18-inch on 528i), increased top-speed limiter, leather steering wheel, multi-contour seats, shadow-line exterior trim.
Safety provisions in the 5 Series are lavish: two-stage front airbags, side-impact airbags and curtain front-to-rear head protection, active head restraints, LATCH child seat mounts, three-point seatbelts with force limiters and front-seat emergency pre-tensioners. Seatbelts are your first line of defense in an accident, so we recommend wearing them.
Optional rearview camera's wide-angle view and tracking lines make parking easier and safer; Top View combines views from side mirrors with rear-view to provide full picture of vehicle surroundings; Side View monitors side traffic, viewed from front bumpers. Active cruise control adjusts speed to maintain safe interval to car ahead, with provision to stop the vehicle completely if required; collision warning indicates an imminent collision, primes the brakes for full stopping power, and will automatically apply the brakes. Active blind spot detection monitors safe lane reentry when overtaking another car; a backup visual signal and a recognizable vibration in the steering wheel provide further warning. Lane departure warning monitors lane markers; when a lane change begins and turn signals are not activated, the system warns the driver with vibration in the steering wheel. Automated headlights follow curves in winding roads, and automated high-beam controls switch high beams on and off as required when drawing close to another car or meeting oncoming cars up to 440 yards ahead. Adaptive brake light system flashes bright taillights when ABS is engaged or brakes are applied strongly. Night Vision with Pedestrian Detection, provides early detection of objects and pedestrians in the night; warning is provided by the Control Display and is displayed on the inner surface of the windshield if fitted with head-up display. Head-up display delivers vehicle speed and other data without requiring a glance away from the road ahead.
Walkaround
The outward appearance of the 2011 5 Series is unmistakably BMW. It has no odd rear horizontal surfaces or Bangle bustles in its profile, adhering instead to the strictly functional appeal that has long been BMW's signature. The traditional kidney grille is present, and the 5's short frontal overhang, a BMW trademark, is accompanied by a traditional long hood and long, segment-leading 116.9-inch wheelbase.
The cabin is set considerably to the rear, giving the profile a slightly wedged, coupe-like forward-thrust shape that, given the car's performance, is in no way misleading. Handsomely flared wheel openings filled with stylishly modern wheels and large tires underline the car's muscularity and its rear-wheel drive layout. And the signature kink in the rear side window's aft edge confirms that this is a bona fide BMW.
At the nose, the 5 Series features BMW adaptive xenon headlights (optional on the 528i) for powerful, safe forward illumination. And in daytime running, the headlight complex is illuminated by LED rings of light. The new turn indicators, as well, are illuminated by LED. And following Audi practice, new taillight clusters are illuminated in an LED pattern distinctive to BMW.
Interior
The cockpit of the 2011 BMW 5 Series is all business, deferring in every way to the driver. The dashboard is angled towards the driver, while the horizontal lines of the dash add to a feeling of spaciousness for both front-seat occupants. And as expected, all controls are well placed, with the driver-only functions situated to the left of the steering column or on the wheel itself. The steering wheel contains 12 fingertip adjustments for audio, phone and adaptive cruise control. It also has a convenient tilt-away provision for easy ingress and egress.
The front seats are supportive and grippy, with unobtrusive but firm side bolstering. Both front seats have 10-way power adjustment, though with the Sport Package, for maximum comfort and driver alertness, the driver's seat is provided with deluxe 18-way multi-contour seats. The rear seats offer decent side bolstering, while rear seat legroom is generous, a half-inch greater than in the preceding 5.
Instrumentation includes four classic circular gauges set against a black panel for optimal legibility. The optional navigation system, located in the center console, proved easy to use, delivering a fine three-dimensional display and excellent, well-timed verbal instructions even in the most complex of multi-lane maneuvers. Combined with the navigation option, this entirely user-friendly fourth-generation iDrive is contained in a large and legible 10.2-inch screen. (Without navi, a 7-inch console screen is standard.) The display is transreflective, sunlight beating on it actually enhances its legibility. And if the head-up option is included, relevant navigational instructions are added to the head-up display.
Six different two-tone interior color schemes are available in the interior, and the standard Dakota leather can be replaced by optional, more luxuriant Nappa leather. The strokes of wood that give the 5 interior its deluxe feel are available in three colors, with Ash Anthracite and Fineline Matte optional.
Climate controls and ventilation are as expected: superb.
Driving Impressions
We drove both the 535i and 550i on the racetrack and were stupefied by how extremely competent and balanced this midsize performance sedan really is. The chassis of both models had exceptional poise and pace.
The 550i's front/rear weight balance was slightly more nose heavy, at 52.4/47.6 percent, than the 335i's 50.9/49.1, but it would take Mario Andretti to notice the difference, which he no doubt would. For the rest of us, merely bringing our game up sufficiently to fully exploit the real potential of the two different 5s was an all-day exercise.
So what does racetrack performance have to do with everyday driving in these 5s? Absolutely everything. Virtually any emergency maneuver in normal traffic demands near maximal use of a car's balance and grip. On the racetrack, a car's balance, grip and maximum performance and being assessed constantly. We found the two 5s to be extremely controllable at massive levels of acceleration, stopping and cornering. Compared with their competition, the BMWs should provide excellent performance in accident avoidance maneuvers.
One of the singular components of the new 5 is a superb new eight-speed automatic transmission, up from six speeds last year. This eight-speed, combined with newly intense weight-saving provisions with aluminum doors, hood, front side panels and suspension components, produce good fuel mileage for such a strong performer, in part because gears seven and eight are both overdrive.
Fuel economy are an EPA-estimated 20 City/29 Highway for the 535i and 17/25 mpg for the 550i. Not bad for a racing sedan. The 535i and 550i, after all, achieve 60 miles per hour in 5.7 seconds and 5.0 seconds, respectively.
Much as we admired the new eight-speed gearbox's quick shifts and energy efficiency, the shifter had a bit of the first-generation iDrive about it. It has a P button on top for Park and an unlock button on the left side. To get out of Park, you depress the unlock button and move the shifter forward or backward for Reverse or Drive. Sounds simple enough. You can only go from Drive to Reverse, and vice versa, by first pressing the unlock button. If you move the shifter left, you get manual selection of the eight gears. To return to Park, you must place the lever between D and R, in neutral, and press Park on the top of the lever. It takes a bit of self-training, and a goodly number of mistakes, to master the three simple goals of D, R and P. Like some other German carmakers, BMW thinks it's important to do things their way, even when there is absolutely nothing about their way that is superior to the utterly conventional PRNDL auto-shifter. On the plus side, the manually selected eight-speed did its very best to give us the shift we wanted every time.
The new 5's steering is electronic, variable ratio and feels seamless and precise. And breaking with longtime BMW practice, the new front suspension eschews struts in favor of a proper multi-link system.
To heighten controllability and give the driver an improved platform, available dynamic damping control constantly adjusts shock rates to match the current road surface. The system is so fast that when a front wheel senses a pothole a highway speed, the rear shock can adjust before the pothole arrives. In addition, active roll stabilization curtails body roll in hard cornering, giving the driver a heightened sense of command. As we found on the racetrack, these advanced electronics work wonderfully well.
The new BMW brake system is combined with the other stability control systems, pre-setting the brakes in heavy braking, drying the brakes in wet driving, and compensating for brake fade in vigorous driving. And the brakes have a regenerative-energy feature, not unlike in a pure hybrid, that captures electric energy and recharges the battery during slowing. This reduces the net amount of time the alternator must regenerate charge, cutting engine drag and improving fuel efficiency. You can actually feel the regenerative feature engaging during gradual braking. Nice.
Summary
The BMW 5 Series is dramatically updated and improved for 2011. If you've held back because you've heard complaints about some of BMWs' cockpit controls, the waiting is over. The 5 is unquestionably one of the premier performance sedans in the world.
Ted West filed this NewCarTestDrive.com report after his test drive of the BMW 5 Series at New Jersey Motorsports Park and around greater Philadelphia.
One badge away from the limelight(by Thom Blackett)
Prejudice. It seems like a heavy and out-of-place topic for the pages of an automotive website. Talk of how people perceive other individuals or groups, and the negative implications of that, belongs in other forums, discussed by greater minds.
But, this is the right venue, and we're just bright enough, to discuss the concept of car prejudice. The idea came to mind after recently driving the 2010 Nissan Maxima, a vehicle that, much like the late Volkswagen Phaeton, a luxury sedan that failed to find a broad audience because it was offered by VW, has often been overlooked or ignored. Though it has attracted its share of fans, the Maxima is not considered by premium shoppers focused on driving home an Infiniti or Acura, while the bulk of visitors to a Nissan showroom will find all they need in the hot-selling and affordable Altima.
It would seem that the Nissan's top-shelf four-door is a car without a home, but we're inclined to suggest that it's a premium sedan sans the premium badge. Savvy sport sedan shoppers will gaze past the name on the grille and check out the style, performance, and amenities offered by the 2010 Maxima.
#1. The 2010 Nissan Maxima is a worthy consideration for shoppers of premium sport sedans.
Nissan is a brand that many associate with the Z sports car, muscular utility vehicles like the Pathfinder, and the ever-popular Altima. The Maxima doesn't enjoy the same recognition, but after a week behind the wheel, we believe more people should take notice. Our 2010 Maxima 3.5 SV test car was priced at just about $37,000, which seems high for a non-premium brand sedan, though it's actually a bargain when compared to comparably-equipped - and less powerful - models like the Acura TL and Audi A4. The Maxima is also less expensive than its corporate cousin, the Infiniti G37 Sedan, though that car delivers more power and rear-wheel drive (all of these competitors offer all-wheel-drive, something not available with the Maxima). Get past the badge of an affordable mainstream brand, and you find a sporty, powerful, capable, comfortable and luxurious sedan worthy of a long test drive.
#2. Nissan calls the Maxima a sports car, but there's no hiding its practicality.
Despite its aggressive styling and capable handling, the 2010 Nissan Maxima exists as a four-door sedan that needs to be useful and practical. For buyers interested in maximum Maxima utility, they'll want a model like our 3.5 SV test car, which featured the standard 60/40 split rear seat. This is handy to have, given the trunk's deep but short and narrowed shape. On the plus side, the opening is wide and low, and there's space for a couple of large suitcase and a few smaller items. Folding the rear seat requires pulling release straps in the trunk and then walking around to pull the seatback forward. This doesn't create a completely flat load area, but allows for additional or long cargo. Buyers keen on this convenience will need to steer clear of the Sport and Premium packages, as they ditch the split bench to make room for dual buckets with a fixed back and lockable center pass-through.
#3. It's assembled well, but the 2010 Maxima's material quality could be more consistent.
In evaluating the 2010 Nissan Maxima's quality, we checked not only the bits and pieces used to build the car, but also how it was all put together. As is the case with every test vehicle, we poked and prodded our way around the interior, and were pleased to find everything solidly planted in its place, with no loose or flimsy panels to be found. Exterior fit and finish was equally impressive.
In contrast, the interior materials were less consistent. Overall, the look and feel was positive, thanks to padding and matching grains on the door sills, sections of the dashboard, and around the center instrument panel. Kudos, too, for the use of mesh fabric on the headliner, visors and upper pillars, as well as soft leather upholstery on 3.5 SV models. Less desirable were hard plastics with differing grains and finishes around the gauges, the navigation screen, and lower sections of the dash and door panels.
#4. Inside the Maxima is user-friendly technology, with the infrequent hiccup.
All of the technological conveniences that car buyers have grown fond of, and increasingly dependent upon, can be a mixed blessing. On one hand, they are packed with features designed to make our lives easier, but using them can be a pain in the...neck.
Some manufacturers deliver the convenience without the headache, as does Nissan with its 2010 Maxima. Instead of burying radio and climate controls in a central screen or dial as others have done, Nissan has designed the Maxima with separate buttons and dials that may be less fancy but are more user-friendly. Rubber textures and the fluid motion of these controls also provide a quality, upscale feel.
There are certain radio-related commands integrated with the optional navigation system, including audio adjustments. A few taps on the touch screen, which is recessed and limits glare from the sun, and you're drumming up bass or trimming the treble. We used the unit to direct us from Maine to a friend's house in Boston, and though the nav system guided us to our destination without a single wrong turn, it ultimately directed us down our friend's one-way street...headed the wrong way.
#5. Four people sit comfortably in the five-passenger 2010 Maxima.
Sports cars typically cater to their drivers, something that holds true with the 2010 Nissan Maxima, aka the 4-Door Sports Car. Both front buckets are plenty comfortable, offer proper thigh support, and bolsters that are noticeable yet not as substantial as you'd expect to find in a genuine sport sedan. But the driver is treated to a manual lower seat cushion that extends for those with longer legs, an optional heated steering wheel, and a standard tilt wheel. Boosting the comfort in our tester were dual-setting heated buckets, padding on the wide center armrest and door sills, and generous overall room.
Move to the Maxima's rear seat (our test car featured a bench seat; dual rear buckets are available) and you'll find that its low position affords lots of head room. Our five-foot-eight-inch tall editor also benefited from ample leg and foot room. Taller folks - and, specifically, their knees - will appreciate the curved front seatbacks. The backrest is set at a comfortable reclined angle, the lower cushion provides adequate thigh support, and the fold-down, padded center armrest is a welcome, and expected, touch. The center hump is stiff and unsuitable for any real distance.
Amenities include two cupholders, two seatback pockets, and two adjustable air vents, but kids and far-traveling passengers might long for some power outlets and door storage.
#6. Other than the Z and the GT-R, the Maxima just might be Nissan's best-handling car.
Take a walk around the 2010 Nissan Maxima, and you might notice a sticker that reads 4DSC. That acronym stands for 4-Door Sports Car. We all know that car manufacturers can get a little over zealous when describing their own vehicles, but in this case, the 4DSC label is earned. During our one-week evaluation under the sunny summer skies of Maine, we tested the Maxima on a variety of tight, winding road, traveling at a healthy clip that was safely short of stupid-fast. Each outing rewarded us with unwavering grip from 18-inch Goodyear Eagle RS-A rubber. At these speeds, there was nary a bit of understeer. Crank things up a bit, and you'll start to notice some body roll, and the tires will start squealing in corners, but understeer doesn't join the party. Steering is firm and responsive at all speeds, and the brakes, which delivered plenty of feedback and never hinted at any fade or shudder, served up worry-free stopping power.
Though it's very easy to drive fast, the 2010 Maxima is sufficiently comfortable while commuting or cruising around town. With its sporting intentions comes a stiffer ride than you'll find in sedans such as the new Buick LaCrosse, and you will feel the bumps in the road, but the ride isn't stiff or jarring. Consider the Maxima a sport sedan that hasn't taken sport to the extreme.
#7. Plenty of power, and a CVT we actually like.
From an outside view, the 2010 Nissan Maxima has a sleek sporty look, and to our delight, engine output was in line with that impression. Though there are a number of comparable sedans pushing at least 300 horses, the 290-horsepower Maxima delivers more than enough scoot, even for those of us with unwanted collections of speeding tickets. The continuously variable transmission, which has been vastly improved since its early days, promises the Maxima driver acceptable off-the-line response. It'll even let you chirp the tires when matting the gas pedal from a stop, something we haven't experienced with any other CVT-equipped mainstream vehicle.
At normal cruising speeds and even high revs, the Maxima's V6 sounds and feels smooth, unlike the relatively unrefined V6 application in the Nissan 370Z and Nissan Frontier pickup. The Maxima's throttle is easy to modulate, and unlike CVTs of the past, a jab of the throttle for a quick highway pass elicits the feeling of a traditional automatic's downshift.
#8. If you squint, you might notice the changes from last year.
Nissan overhauled the Maxima for the 2009 model year, so, not surprisingly, changes for 2010 are relatively minor. There are a couple of new colors and the wheels have been tweaked slightly, but more noteworthy is the standard Bluetooth, and the iPod jack that's been upgraded to a universal USB port. Also new for 2010 is a Monitor Package, available only on the Maxima 3.5 SV, that tacks on a seven-inch color screen in the middle of the dash with a rearview camera, a two-gigabyte music box in lieu of the 3.5 SV's standard six-disc CD changer, and an iPod adaptor offered in addition to the standard USB port.
Travelers in the 2010 Nissan Maxima 3.5 SV will appreciate the availability of real-time NavTraffic information, provided on top of the 3.5 SV's standard XM satellite service when any of the three Tech Packages are selected.
#9. Maxima delivers lots of horses and respectable fuel economy.
Packed under every 2010 Nissan Maxima's hood is a 3.5-liter V6 engine that directs 290 horses and 261 lb.-ft. of torque to the front wheels. Managing that output is a continuously variable transmission (CVT). Put it all together and you have a five-passenger sedan that, according to the EPA, returns 19 mpg in the city and 26 mpg on the highway. We recorded 24.6 mpg in mixed driving. Nissan recommends the use of premium unleaded.
A deeper dive beneath the 2010 Maxima's skin unveils vented disc brakes on all corners, a speed-sensitive rack-and-pinion steering setup, and a four-wheel independent suspension system.
#10. Pricing for the 2010 Nissan Maxima starts at just over $30,000.
Shoppers interested in Nissan's top-dog sedan have two models to choose from, including the 2010 Maxima 3.5 S and the 2010 Maxima 3.5 SV. The 3.5 S, starting at $30,690, is equipped with standard items such as an electrically adjustable driver's seat, Bluetooth connectivity, push-button ignition, a moonroof, and a slew of power features. With a jump up to $33,410, buyers get themselves into the Maxima 3.5 SV, which adds exterior upgrades such as foglights and signaling mirrors, while the interior is treated to leather upholstery, a Bose audio system, and a driver's seat with power lumbar and adjustable thigh support.
The 3.5 SV is also the version you'll want if any of the 2010 Nissan Maxima's major options appeal to you. Only available on the pricier trim are the Sport Package, featuring a sport suspension, paddle shifters, and more; the Premium Package, including a dual-panel moonroof and Eucalyptus trim; and others, including three different Tech Packages.
