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.
The Acura TL has long been a favorite among entry-luxury cars. Significantly redesigned for 2009, when it received a powerful V6 engine and the availability of all-wheel drive, it continues into 2010 with only a few changes. The most important new feature for the 2010 TL is the availability of a six-speed manual transmission on the upper-level SH-AWD (Super Handling All-Wheel Drive) model.
The 2010 Acura TL lineup consists of two models: The base Acura TL has a 280-hp 3.5-liter V6. The Acura TL SH-AWD has a 305-hp 3.7-liter V6. Both engines come with a five-speed automatic, but the SH-AWD is available with the new six-speed manual. (Both transmissions are the same price.)
Get behind the wheel of the Acura TL and you are presented with a quality, driver-focused interior with plenty of available gadgets. Standard features include solar-sensing, dual-zone automatic climate control with automatic humidity control, XM satellite radio, an iPod interface, and a Bluetooth cell phone link. A Technology Package, available on both models, includes the Acura Navigation System with Voice Recognition, AcuraLink Real-Time Traffic with Traffic Rerouting, AcuraLink Real-Time Weather with radar image maps, an Acura/ELS Surround premium audio system, and the Keyless Access System with pushbutton ignition. The Navigation System features an eight-inch full VGA high-resolution color display for excellent visibility. The Acura/ELS Surround 10-speaker, 440-watt premium sound system includes DVD-Audio, CD, DTS, AM/FM tuner, XM Radio and a 2,500-song hard disk drive (HDD) media storage.
Room in the front seat is plentiful. The back seat is big enough for most passengers, though tall rear passengers will want more head room. The trunk offers a decent amount of space, but split folding rear seats are not offered.
On the road, the TL drives smaller than its size, and that's a compliment. The base front-wheel-drive model handles quite well, reacting readily to quick changes of direction and leaning very little through turns.
The SH-AWD model is heavier, but stiffer suspension settings make it handle capably as well. Acura's Super Handling All Wheel Drive system can send power to the outside rear wheel in a turn, which helps rotate the car through that turn. All-wheel drive is a great option for customers in northern climates.
The responsive handling doesn't come at the expense of ride quality, however. Bumps seldom intrude, there is no float or wallow, and up-and-down motions are kept to a minimum. The TL's balance of ride quality and handling prowess is quite impressive. Braking is quick and worry-free.
Both models offer plenty of power to get in front of traffic from a stop or pass with ease. While the SH-AWD model has more power, it also weighs more, so straight-line performance of the two versions is similar. Both engines provide enough power to make a 0-60 mph run in 6.0 seconds or less. The automatic transmission has a manual shiftgate and standard steering-wheel shift paddles to allow drivers more interaction with the powertrain. The six-speed manual provides a high degree of shift accuracy with great feel and low effort, and utilizes a short-throw shifter. The manual transmission is matched with a dual-mass clutch for consistent feel and effort.
Bottom line: The Acura TL offers bold styling, plenty of responsive more power, great handling, and the benefit of available all-wheel drive. Anyone looking for a capable sport sedan will do well to give the TL a test drive.
Lineup
The 2010 Acura TL is offered in two models, the base TL and the TL SH-AWD. The base model has a 280-hp 3.5-liter V6 engine, while the SH-AWD model has a 305-hp 3.7-liter V6. Both are matched to a five-speed automatic transmission with a manual shiftgate and steering-wheel shift paddles. The SH-AWD 3.7-liter V6 is available with the six-speed manual.
The Acura TL ($35,105) comes standard with leather upholstery; heated front seats; cruise control; solar-sensing, dual-zone automatic climate control with automatic humidity control; tilt/telescoping leather-wrapped steering wheel with audio controls; power windows and door locks; heated power mirrors with tilt-down back-up aid and turn signals; eight-speaker 276-watt AM/FM stereo with six-disc CD changer; XM satellite radio; auxiliary audio input jack; USB port; Bluetooth cell phone link; multi-information display; 10-way power adjustable driver's seat with lumbar adjustment; eight-way power adjustable front passenger?s seat; memory for the driver's seat, mirrors, climate control and radio settings; interior air filter; auto-dimming rearview mirror; universal garage door opener; theft-deterrent system; sunroof; rear pass-through; automatic high-intensity discharge headlights, fog lamps; and P245/50R17 tires on alloy wheels.
The TL with Technology Package ($38,835) upgrades with premium Milano leather upholstery, keyless access and starting, rear spoiler, chrome accented door handles, navigation system, rearview camera, AcuraLink real-time traffic with traffic rerouting, real-time weather, and a 440-watt Acura/ELS 10-speaker premium audio system with DVD Audio and 12.7-gigabyte hard drive.
The TL SH-AWD ($38,655) adds sport steering wheel, sport front bucket seats, and P245/45ZR18 tires. P245/40ZR19 Michelin Pilot Sport summer tires are optional. Automatic transmission is standard. The TL SH-AWD with Technology Package ($42,385) is available with either the automatic or six-speed manual transmission for the same price.
Safety features include dual-stage, dual-threshold front airbags, head-protecting curtain side airbags, torso-protecting front side airbags, and active front head restraints. Active safety features include antilock brakes with electronic brake-force distribution and brake assist, and Vehicle Stability Assist (VSA, or electronic stability control) with traction control. Tire-pressure monitoring is standard. A rearview camera comes with the Technology Package, and we recommend it because it can help the driver see small children and pedestrians when backing up. SH-AWD all-wheel drive improves safety in slippery conditions.
Walkaround
The Acura TL has a wheelbase of 109.3 inches and overall length of 195.3. To help reduce weight, there is aluminum in the hood, front bumper beams, subframe and steering hanger beam. The TL has what Acura calls a Motion Surface body design, which is a styling theme marked by emotional design, linear fluidity and strong presence. While the first two of those traits may be debatable, the TL certainly has a stronger presence than any Acura in recent memory.
The calling card of the design is the beak-like front grille assembly, similar to that of the TSX and RL models. On the TL, this silver-painted assembly extends up and over to meet the hood, where it ends abruptly. The grille is flanked by a set of slit-like headlights that rise up toward the edges of the front end, giving the TL a sinister, grinning look. Below the grille assembly is a pair of trapezoidal air intakes that house the fog lights. Additional driving lights are found in these intakes on the TL model, while the SH-AWD lacks them for improved air flow. The SH-AWD also incorporates brake cooling ducts into these intakes at the outside corners.
The bottom edges of the headlights resolve into character lines that flow all the way to the taillights and angle upward to give the TL a sporty, raked appearance. Prominent flares surround the front wheels, and these extend up into the aforementioned character lines, giving the TL a visually interesting and distinguishing front wheel hump design trait. The base model's 17-inch wheels look uninspired, but the SH-AWD's 18s and optional 19s look great and fill out the wheelwells nicely.
The greenhouse is thoroughly modern, balancing maximum interior space with a sporty coupe-like rake. At the rear edges, the rear window is inset slightly, giving the rear pillars a flying buttress look.
The rear view has the most presence. The angled trunk shape reflects the beak-like look of the front end. Below the trunk is a silver-painted, wing-shaped decorative piece that combines with the trunk shape and a center character line to give the rear end something of a boattail appearance. Models with the Technology Package also have a tasteful rear spoiler that only adds to the look. At the bottom, a pair of backup lights mimics the shape of the front air intakes, and the TL has dual exhaust, while the SH-AWD has quad exhaust outlets.
Interior
Step inside the TL and you are presented with a quality, driver-focused interior. The center stack is thoughtfully angled toward the passengers, making every control easy to reach. The design is attractive, and the materials have a quality feel with a lot of soft-touch surfaces and tight panel gaps. Small-items storage is fair, including a change tray at the bottom of the center console, two cupholders behind the gearshift, map pockets in the doors, and a center console that can hold about 10 CD cases. The glove box is also fairly large, and it has two levels.
The driver's seating position offers plenty of adjustments to make most drivers happy. Head and leg room up front are plentiful, and the seats do a good job of keeping passengers in place, especially those in the SH-AWD model, which have more side bolstering. The rear seat is quite livable for all but tall passengers, who will complain about head room. Getting in and out of the front seat is easy, but the rear requires some ankle twisting, especially if the front seats are set far back. The rear seats include a fold-down armrest with two cupholders and a center pass-through, which will allow carrying skis or fishing poles, but long, flat packages won't fit.
Trunk space is about average for the class, at 13.1 cubic feet. With the SH-AWD model a bit of the floor space is taken up by the all-wheel-drive components.
From the driver's seat, you are presented with four, individually shrouded gauges under an overarching shroud. The large tachometer and speedometer are flanked by smaller fuel and water temperature gauges. Between the tach and speedo is a digital readout for gear selection, outside temperature, and other information.
The center stack has a shrouded black and white Multi-Information Display screen that displays radio information, interior temperature settings, and compass direction, among other tidbits. The screen has a plexiglas cover and we found that it washed out in strong sunlight.
Below the display are centrally located radio controls with dual-zone climate control settings along the sides, easily accessible to each passenger. An interface dial is found under the radio settings. It controls the Multi-Information Display and is fairly easy to use. When the Technology Package is chosen, the Multi-Information Display is replaced by an eight-inch VGA high-resolution screen that is easy to see in any light conditions. With the Technology Package, the interface knob adds more functions, controlling the navigation system and various audio and climate control settings. It can also be controlled by voice commands. This interface is generally easier to use than similar systems from BMW and Audi, but it can still complicate such functions as programming a radio station.
The navigation system comes with XM NavTraffic that can give real-time traffic updates and suggest alternate routes. The XM NavWeather shows real-time weather information for 21 metropolitan areas, one- and three-day forecasts, severe weather alerts, and Doppler-style radar maps.
All TLs come with an auxiliary audio input jack and a USB port. The latter offers iPod connectivity and can also read thumb drive storage devices. The iPod interface is displayed in three lines on the Multi-Information Display or navigation screen. Long playlists will require a lot of scrolling, but it's nice that you can control an iPod through the audio system. Music on a thumb drive can also be played through the audio system, but cannot be loaded to the 12.7 gigabyte hard-drive that comes with the Technology Package. The only way to load music to the hard drive is to rip it from CDs. Acura says the hard drive can hold up to 2,500 songs.
The audio system offered with the Technology Package was developed with music producer/engineer Elliot Scheiner. It has DVD Audio capability. DVD Audio is a high-quality audio format that delivers more accurate sound through six discreet channels. It requires its own software, meaning audiophiles will want to buy their own DVD Audio discs.
Driving Impressions
The Acura TL is surprisingly agile and tossable for such a large and fairly heavy car. It is very easy to drive, with an electric power steering (EPS) system instead of hydraulic power steering. The EPS gives the TL a light steering feel, which is especially appreciated at low speeds for parking-lot maneuvers. The steering feel firms up at higher speeds, and while we generally like the steering, we'd like it to be a bit firmer at road speeds. Unlike some electric steering systems, the TL's system feels natural and provides informative feedback. It's also quite quick.
The front-drive model has 17-inch wheels and is every bit a sport sedan, reacting well to quick changes of direction and driving much smaller than its useful size. As for the Super Handling All-Wheel Drive, under normal conditions it is front biased, sending 90 percent of the torque to the front wheels. Stomp the throttle or drive on a slippery surface and SH-AWD can send up to 70 percent of the torque to the rear wheels. Plus, the rear differential can apportion the power between the rear wheels. This allows the TL to send most of the power to the outside rear wheel in a turn, which helps rotate the car through that turn.
Standard on the TL SH-AWD model are 18-inch wheels, with 19-inch wheels and tires optional. Suspension and chassis changes from the base model include stiffer shocks and springs and revised bushings. The models we drove were equipped with the 19-inch wheels and tires, and though the SH-AWD model weighs roughly 250 pounds more than the base model, it feels every bit as responsive. It also has the added bonus of more grip in fast, sweeping turns, thanks to the wider tires. Plus, it is the best choice for snow-belt customers, though without the 19-inch summer tires.
All those handling improvements don?t come at the expense of ride quality. The TL is forgiving over bumps, even the SH-AWD model with the optional 19-inch wheels and tires. Bumps seldom intrude, there is no float or wallow, and up-and-down motions are kept to a minimum. The TL is a model of ride and handling balance.
The TL also has ample brakes, with large two-piston calipers. While we didn't get out on a racetrack to really put the brakes through their paces, they were easy to modulate and provided worry-free stops.
When it comes to power, the TL has that, too. The base engine is a 3.5-liter V6 that makes 280 horsepower at 6200 rpm and 254 pound-feet of torque at 5400 rpm. The TL SH-AWD is powered by a 3.7-liter V6 that produces 305 horsepower at 6300 rpm and 273 pound-feet of torque at 5000 rpm. Both engines are matched with the five-speed automatic transmission with a manual shiftgate and steering-wheel shift paddles, and the 3.7-liter V6 is available with the six-speed manual. EPA fuel-economy ratings are 18 mpg City, 26 mpg Highway for the 3.5-liter engine and 17 mpg City, 25 mpg Highway for the 3.7-liter engine with either transmission.
While the 3.5-liter V6 has Acura's VTEC (Variable Valve Timing and Lift Electronic Control) for the intake valves, the 3.7 adds VTEC for the exhaust valves as well. It also comes with lower gear ratios for a sportier driving experience. Given the SH-AWD model's extra weight, however, the 3.7 makes the SW-AWD only slightly quicker than the base TL with the 3.5. Both cars should easily reach 60 mph in less than six seconds.
Both models have no problems merging with traffic, passing, or accelerating away from an intersection. Power delivery is smooth and linear, and the steering-wheel paddles of the automatic are easy to use if you want to take the shifting duties into your own hands. If you put the TL's automatic transmission in Sport mode, it will hold the gears and not shift up for you.
Summary
The Acura TL delivers decent interior room with handling befitting a smaller vehicle. It offers good value for the money, a lot of capabilities, great handling and ride comfort, the latest technology and safety features, and the added bonus of available all-wheel drive.
NewCarTestDrive.com correspondent Kirk Bell filed this report after his test drive of the Acura TL models along Pacific Coast Highway near Santa Monica, California.
The all new 2011 Ford Fiesta resurrects a legacy nameplate in the Blue Oval family with a sparkling new sedan and hatchback that sport new technology inside and underneath. The result is a car that today's newly arrived urbanites should find perfectly fitted to their needs, wants and comforts.
Inside, the Fiesta breaks new ground in the mobile multimedia market with a voice activated infotainment system that augments the traditional AM/FM/CD/MP3 stereo with audio and podcasts streamed into the car's sound system via a Bluetooth link to a smart phone. Non voice audio controls and for creature comfort settings revert to basic knobs and buttons that are sized and arrayed for ease of use with minimal distraction from the driving task.
Comfortable seats have enough side and bottom bolsters to keep occupants properly positioned, but gingerly, without obstructing ingress and egress. Quality of interior materials is either on a par with or a tick or two above the expected standard for cars in the new Fiesta's class. Ford wants to boost this even further, too, with something not commonly found on cars in this size and price class: Leather seating surfaces and heated front seats are optional on the top of the line sedan and hatchback.
Underneath, the Fiesta introduces a new transmission technology as an option to the Fiesta's standard, 5 speed manual gearbox. This is a 6 speed, twin clutch, automated manual that operates like an automatic but with the fuel economy of a manual transmission. This offers what approaches the best of both worlds for people who like driving but live a city centered life: not having to deal with a clutch pedal but enjoying authentic manual transmission gear changes and the traditionally better fuel economy of a row your own gearbox. Evidence of this latter benefit is the EPA estimated, city/highway rating of 30/40 miles per gallon for the 6 speed against 29/38 mpg for the 5 speed. Normally, an automatic would come up two or more mpg short of a manual.
The new Fiesta feels right at home running around town and on weekend errands. It slips conveniently into fleeting gaps in stop and go urban traffic and into space limited parking slots. Its 120 horsepower, 1.6 liter engine will take the daily commute in stride. Ride is smooth. Wind and road noise is decently muted. Steering feel is certain. Corners taken at responsible speeds reveal little body roll. This means it'll also handle quite well a relaxed Sunday drive to the coast or to a family gathering.
The two body styles make distinct statements. The sedan is an interesting combination of an American style econobox with softened edges and a high rear deck (trunk lid). The hatchback presents a more satisfying, Euro like profile, with nicely wedged side character lines and an almost sensuously rounded posterior. Choice is in the eye of the beholder, but both are pleasant and more than competitive in today's design conscious new car market.
Manufacturer's suggested retail price of $13,320 for the base 4 door sedan and $17,120 for the top level, 5 door hatchback make the 2011 Fiesta competitive in the financing side as well.
Lineup
The 2011 Ford Fiesta comes as four door sedan or five door hatchback. All have the same 120 horsepower, 1.6-liter, four cylinder engine. The standard transmission is a 5 speed manual. Optional on everything but the base sedan is a 6 speed, twin clutch, electrically shifted, automated manual ($1,070).
The Fiesta S sedan ($13,320) comes standard with air conditioning; cloth upholstery; 60/40 split fold down rear seatback; four speaker, 40 watt AM/FM stereo with audio input jack; power door locks and outside mirrors; carpeted front floor mats; rear seat heat ducts; cloth door panel trim. Steel wheels with a six spoke hubcap wear 185/65R15 tires. An option package adds a CD/MP3 player, remote keyless entry, auto lock doors ($495).
Fiesta SE ($14,320) comes with the Fiesta S option package content plus upgraded upholstery; metallic painted interior trim accents; power windows; trip computer; and 195/60R15 tires on aluminum alloy wheels. Option packages include SYNC entertainment center with six speakers and 80 watts, redundant audio controls on the steering wheel and USB equipped center console ($665), and a sport appearance group ($815) that includes painted aluminum wheels, cruise control and deck lid spoiler.
Fiesta SEL ($16,320) has everything that was standard and optional on the S and the SE plus rear seat floor mats; seven color ambient lighting; a second, rear seat auxiliary power point; auto dim rearview mirror; SIRIUS satellite radio; and leather wrapped steering wheel. Fiesta SEL comes with 195/50R16 tires on aluminum alloy wheels. One upgrade option group is offered, with chrome external trim, heated front seats, perimeter alarm and keyless door unlock/pushbutton start/stop ($795).
The Fiesta hatchback has two trim levels, the SE ($15,120) and the SES ($17,120). Standard equipment on the SE hatchback tracks the SE sedan's, as do the available option groupings' content, save for the sport appearance group ($575) because the hatchback comes standard with a spoiler. Fiesta SES is equipped similarly to SEL.
Stand alone options for the SE sedan and hatchback include a power moonroof ($695); SIRIUS satellite radio coupled with seven color ambient lighting ($370); carpeted rear floor mats ($35); and heated front seats and outside mirrors ($195). The Super Fuel Economy Package ($795) comprises cruise control, partial grille blockers, side air deflectors, underbody shields and 195/60R15 T-rated (low rolling resistance) tires. (Ford hasn't released official estimates for expected fuel economy increases, but independent studies suggest T-rated tires can cut fuel use by between 1.5 percent and 4.5 percent.)
Options for SEL and SES include leather seating trim ($715), power moonroof and special exterior paints. Four graphic body trims ($150). The SEL can be tricked out with a ground effect lower body kit ($700), and a more aggressive, Euro style rear spoiler can be added to the SES ($295).
Safety equipment that comes standard includes seven airbags, with dual stage frontal, front seat side impact, side curtain and driver knee; antilock brakes; electronic stability control; tire pressure monitoring system; and child safety seat anchors (LATCH).
Walkaround
Looking at the 2011 Fiesta profiling proud in a parking lot, certain telling descriptors come to mind. Exaggerated wedge. Overdone side sculpting. Yawning grille. Bustle (sedan). Proper proportion (hatchback). Hyped fender arches. Busy shapes. Some of it's good. Conversely, some of it isn't.
Ford's stylists describe the lower grille opening as a reverse trapezoid. Bottom-feeding catfish fits, too. The body colored treatment of the hatchback's upper grille is a better fit for the car's proportions, and market position, than the Ford Fusion themed horizontal chrome strips on the sedan. The geometrical exercises that frame the LED driving lights on the uplevel models conflict with the otherwise, flowing round shapes of the front fascia and the double creased fender arches. Eyed head on, the stance is solid, with the front tires visible outside of the leading edges of the fenders.
Viewed from the side, what's forward of the sedan's C-pillar (the vertical frame behind the rear side door's window) looks right. The front wheelwell arch may overwhelm the tire and the parallel character lines on the upper and lower door panels a little too sharply creased, but the silhouette shows a relatively fast windshield, wraparound headlights that minimize the front overhang and a good balance between body and window. From the C-pillar aft, however, something's out of line or of alignment. Either the backlight (the rear glass) is too round or too fast or the deck lid is too short (which also means a small trunk opening). It's as if that part of the sedan belongs on a larger car.
The side hindquarters of the hatchback, on the other hand, share none of this uncertainty, with all the lines, even the brazen character slashes on the doors, coming together in a shapely collection of complementary facets. Perchance this is because the hatchback is some 13 inches shorter overall than the sedan. Whatever, it's a tauter package and a better fit for the wheelbase (distance between the wheels, front to rear), which is the same on both models.
The posterior of the sedan is econo car generic and wouldn't look out of place on any number of Pacific rim import brands. The chrome strip topping the license plate recess gives the trunk lid a touch of class. The black valance panel across the bottom of the rear bumper helpfully reduces the visual mass. The hatchback's vertically arrayed taillights brace the liftgate, which is hinged far enough forward that opening demands minimal space behind the car. The spoiler perches atop the rear window like an eyelid. The lip running the full width of the liftgate ties into the upper side character line and gives some heft to the lower portion of the liftgate, contrasting well with a black lower valance slightly more prominent than the sedan's.
Interior
If there was a guiding credo for the designers assigned to craft an all-new interior for the 2011 Fiesta, it was to focus more on entertaining than informing. How this affects the driver's focus on the primary job of driving a car may be subject to debate, but clearly, at least as far as the new Fiesta is concerned, Ford has chosen its side.
The dominant feature of the dashboard is not the instrument panel, with its analog speedometer, tachometer and fuel gauge, but the center of the dashboard. Ford says the array of infotainment controls housed in a brushed metallic pod and topped by a deeply hooded data screen was intended to evoke thoughts of a PDA or a smart phone; one also might think of the Starship Enterprise or something along those lines. This infotainment system is a centerpiece of the Fiesta's market strategy. The Fiesta's voice activated SYNC system uses its Bluetooth capability to link up with a smart phone to access certain internet streaming services, including FM like sites and podcast providers. While the idea may be new and the system may function reliably most of the time, it does rely on cell phone coverage, users should be forewarned that when it's connected to those internet streams, the clock is ticking on that same cell phone's monthly minutes.
Good thought is apparent in most of the ergonomics of the multimedia control panel, with easy to read and finger sized buttons and knobs. One questionable juxtaposition is the proximity of the central door lock/unlock button and the emergency flasher activator, where the former is stacked right on top of the latter. This will require careful aim in dark of night when proper choice between unlocking doors and activating the flashers is most urgently needed. One more is the placement of the USB slot in the center console within spill or splash distance of the conjoined, three pot cup holder.
Another awkwardness is the placement of the power mirror control knob on the upper door trim next to the latch handle. Having this on a flat plane at right angles to the driver's seat forces an almost painful twisting of the wrist to adjust the mirrors. But climate controls, which are tucked up under the overhang of the infotainment pod, are comforting in their plainness. The triangulation of the shift lever, steering wheel and pedals fit well a 98th percentile male and a 85th percentile female.
Seats are comfortable and minimally bolstered, which is good for ease of ingress and egress and quite adequate for the Fiesta, which really doesn't invite vigorous driving. The Fiesta is rated as a five passenger sedan, but if those five are adults, the fifth better be short and extremely thin. The front seats boast enough room for a six footer, but in that circumstance, knee room for the person behind is cramped, especially vis a vis the immediate competition; both the Honda Fit and the Toyota Yaris have at least four inches more rear seat legroom than the Fiesta. The Fit's back seat also is more than two inches wider than the Fiesta's.
Operating the Fiesta hatchback's 60/40 split, fold down rear seatback is more than a little hassle; the head restraints have to come out for the seatback to clear the back of the front seat, and due to the low ceiling, the seatback has to be folded half the way down before they can be removed. No doubt some owners who regularly make use of the 26 cubic feet of cargo space with the seatback folded may end up leaving the rear head restraints on a shelf in the garage; for safety, make sure they're in place when someone sits back there. The Fiesta's 26 cubic feet of cargo space is just half of what can be found in the Honda Fit (57.3 cubic feet) and Nissan Versa (50.4 cubic feet).
Forward and side visibility is about average for the class. The small, triangular, fixed windows at the base of the A-pillar add an airiness to the forward vision. Rear visibility in the hatchback pays the price of that aforementioned taut styling, with kind of a tunnel vision effect from the inward tapering of the rear quarter panels and C-pillar. This is one area where the sedan is superior.
Interior fabrics and materials are neither rich nor cheap, save maybe for the headliner, which is kind of like sheared mouse fur. Seat upholstery feels durable, at least the test vehicle SEL's uplevel fabric; static time on the optional leather suggest its price point is about right. Major portions of the dash have a soft touch covering, but the way that part and the other fit and look together, with their different textures and contours, does not flatter. Our test cars were pre production models, and we expect the final production models to have tighter tolerances between trim and dash panels.
Driving Impressions
Ford is targeting the 2011 Fiesta at the urban/suburban market, and the first charge up a freeway onramp confirms the carmaker has succeeded. Once it gets up to speed, it'll run with freeway traffic, cruising reasonably comfortably at 70 mph and 80 mph. Hit a slight grade, though, or undertake an overtaking when running 10 mph or 15 mph slower, and the limitations of 112 pound-feet of torque become obvious.
We found ride quality in the Fiesta SES to be comparable to that of other subcompacts. Steering response was what was expected from the wheel and tire package, that is, not especially sharp but still sufficiently precise that there were no surprises. Driving it to the limit of grip, we found understeer (where the car wants to go straight instead of turning), which was easily controlled. On freeway and two-lane alike, the 6 speed, automated manual transmission's gear changes were frequent and not always consistent or predictable, shifting down or up in some situations but then doing neither in virtually identical situations. As uncertain as the 6 speed's shifts were at times, it still would be our choice any time over the Nissan's continuously variable transmission. The Fiesta's shifts when executed were quicker and more certain than in a regular automatic but not the equal of other, twin clutch automated manuals. Ford's box is unique, however, employing electric servomotors instead of the more popular, electronically managed hydraulics to effect the gear changes.
It's quite comfortable in its intended environs. Flitting around town, from the parking garage at work to dinner at the neighborhood bistro, the new Fiesta delivers everything as promised. Of course, those environs are where cell phone signal strength commonly is at its best and most constant, so the audio streaming in through SYNC is crisp, clear and full. It's tidy size lets if slip easily through narrow gaps in city traffic. Odd, seemingly whimsical shift points for the most part go unnoticed, as long as any impromptu stoplight grands prix are dutifully avoided. Also to be avoided is offering transit to any more than three people in addition to the driver. Likewise, it'll be quite competent for running over to the mall to pick up some kitschy frames for the latest classic cartoon cel addition to the collection. The shortage of truly usable cargo space militates against a stop at the gardening/hardware big box or warehouse store, however.
We noticed no brake fade after driving 30 miles on winding, two lane, hilly roads at a moderately aggressive pace, even though we saw a few wisps of smoke from the front brakes while stopping for a driver change.
Handling is easily controlled. We saw little body roll through the tight corners, the car maintaining a relatively flat composure. Powering out of those corners, however, did not shove our backsides into the seat cushion. On the other hand, over the 60-plus miles for that same drive, much of which was navigated with wide open or nearly wide-open throttle, the Fiesta managed 27.1 miles per gallon. That real world figure is in the neighborhood of the EPA's lower, your mileage may vary, city ratings for the Fit (27 mpg), Yaris (29 mpg), and Versa (28 mpg), but considering the equivalent EPA rating for the Fiesta is 30 mpg, that's a very respectable performance.
Summary
The 2011 Ford Fiesta is a fresh entry in an increasingly popular and important market, the small, fuel efficient runabout. It also shows smart thinking on Ford's part in the midst of a deeply troubled world economy, when building the same car, or nearly the same car, for most of the countries where Ford sells cars makes good economical sense. That the car works best where Ford wants it to sell the most is icing.
NewCarTestDrive.com correspondent Tom Lankard filed this report from San Francisco.
Versatile Honda CR-V Compact Offers Big Utility in a Small Package The 2011 Honda CR-V is the latest in a line of vehicles from Honda that helped to establish the compact crossover SUV segment back when it was initially introduced in the mid-1990s. The Honda CR-V remains one of the frontrunners in its class and it enjoys a popular following amongst young families who have outgrown what a wagon or sedan has to offer them in terms of interior room and day-to-day utility.
2011 marks the final year of production for the current generation of the Honda CR-V, but this small sport-utility vehicle still has a lot to offer buyers. Let's take a look at 10 things you should know about the 2011 Honda CR-V.
#1. Honda CR-V is Small on the Outside, Big on the Inside
The 2011 Honda CR-V has managed to remain relatively compact in a world where entry-level crossovers have ballooned in size over the past several years. This makes the vehicle both easier to park and easier to drive on narrow urban streets flanked on either side by row upon row of stationary vehicles.
Unlike some of its competitors, the Honda CR-V doesn't try to cram three rows of seating into its passenger compartment, which means that drivers won't have to deal with the complaints of adults trapped in uncomfortable accommodations at the very rear of the crossover. The Honda CR-V's interior provides good amounts of space for as many as five occupants, and it also offers 35.7 cubic feet of storage space behind the rear seat. Fold that seat forward and the SUV is capable of swallowing up to 73 cubic feet of cargo, which puts it on par with much larger crossover options.
#2. The CR-V Boasts an Efficient Four-Cylinder Engine
In keeping with the "small is beautiful" philosophy that guides the Honda CR-V's platform design, the vehicle also maintains a thrifty, four-cylinder engine under the hood. Compared to some of the V-6 engines found in the larger compact crossovers that the CR-V competes against, the 2.4-liter unit's 21-mpg in city driving and 28-mpg on the highway stands out. Honda manages to achieve these fuel economy numbers without too much of a sacrifice in terms of power - the four-cylinder unit generates 180 horsepower and 161 lb-ft of torque, managed by a five-speed automatic transmission.
#3. All-Wheel Drive Adds Traction and Safety
The 2011 Honda CR-V comes with front-wheel drive by default, but four-wheel drive is available as an option. Honda calls the system Real Time 4WD, and it differs from other crossover four-wheel drive systems through its ability to automatically redistribute engine torque to the rear axle only in situations where a loss of traction has been detected. In regular driving, only the Honda CR-V's front wheels are engaged, which helps the vehicle when it comes to fuel economy - the 4WD edition of the CR-V drops only a single highway mpg when compared to the front-wheel drive model.
#4. New SE Trim Level for 2011
The Honda CR-V now comes in the SE trim level, which builds on the content provided by the base LX while still remaining affordable. Adding to the LX's cruise control, air conditioning, power windows and door locks, keyless entry and MP3-capable CD player are exterior dress-up items such as 17-inch alloy wheels and tinted windows. Inside, the Honda CR-V SE gains a multi-function steering wheel that provides buttons that act as an interface for the vehicle's cruise control as well as its upgraded, 160-watt stereo system, which includes an in-dash six-CD changer and six speakers.
#5. EX-L Trim Provides Additional Luxury
The top of the line 2011 Honda CR-V EX-L is intended to offer the final word in comfort for the compact crossover. Highlights to be found on the EX-L include dual-zone automatic climate control and heated leather seats, along with a leather-wrapped steering wheel. The driver's seat also gains ten-way power adjustment with power lumbar support. Other upscale equipment found on the CR-V EX-L includes an upgraded stereo system that includes a subwoofer and the sunroof and cargo management system.
#6. Honda's Satellite-linked Navigation System is Available
One of the few options found on the Honda CR-V is the Honda Satellite-linked Navigation system, which offers voice-recognition capabilities and which is exclusively available on the EX-L trim. The hard drive-based navigation system also comes with a rearview camera to help add to driver peace of mind while reversing the crossover. The vehicle's simple hard drive interface makes for faster operation than a DVD-based system, and turn-by-turn driving directions allow you to keep your attention on the road while still making it to your destination on time.
#7. CR-V Leverages Technology to Improve the Driving Experience
The 2011 Honda CR-V provides a healthy list of driver's aids designed to help make the experience behind the wheel as engaging as possible. The CR-V's automatic transmission offers an integrated Grade Logic Control feature that is designed to detect driving conditions and reprogram the unit's shift points on the fly in order to provide for more accurate application of the four-cylinder engine's power. This combines with the vehicle's drive-by-wire system that replaces the traditional mechanical throttle cable with sensors that track the position of the accelerator pedal, rendering much more accurate engine response while simultaneously improving reliability.
#8. Safety is Standard Equipment
Don't let its compact size fool you - the Honda CR-V is as safe as they come. The crossover has been loaded with standard safety features such as dual-stage front airbags, side-airbags for those seated in the first two positions and a side-curtain airbag system that is tied in directly with a rollover detection sensor. Anti-lock brakes and Honda's Vehicle Stability Assist (VSA) with Traction Control system are also on hand the help ensure that the CR-V stays pointed in the right direction no matter how hairy conditions might get out on the road. Not only does VSA with Traction Control prevent wheel spin, but it can also brake each individual wheel in order to prevent oversteer or understeer during abrupt maneuvering.
#9. Eco-Friendly, by Design
The 2011 Honda CR-V's fuel economy rating isn't the only area where this crossover turns over a green leaf. The CR-V has been certified as a ULEV-2 Ultra-Low Emission Vehicle, which means that it produces very few greenhouse gases during the course of normal driving. The vehicle is able to balance environmental responsibility with real-world performance needs thanks to the i-VTEC variable-valve timing system and dual overhead camshafts that govern its engine management, in addition to the attention that was paid to the CR-V's aerodynamics when sculpting its sleek shape.
#10. The Honda CR-V Offers Competitive Pricing
The 2011 Honda CR-V's base MSRP of $21,695 not only undercuts that of its nearest rival, the Toyota RAV4, by $230 (MSRP $21,925), but it is less expensive than vehicles like the Mazda CX-7, the Chevrolet Equinox and the GMC Terrain. Also of interest to potential Honda CR-V buyers is the fact that this model is due for a significant redesign in 2012, which means that those who can put off their purchase until later in the 2011 model year could be able to take advantage of exceptional deals waiting at dealerships looking to clear out inventory just prior to the updated Honda CR-V's introduction. (by Benjamin Hunting - www.car.com)
