2010 Toyota Prius: Refinement of a good thing

By Lary Coppola

There are no big surprises in the all-new 2010 Toyota Prius — just significant improvements. It's sleeker and more powerful, and adds an additional three miles-per-gallon, for an EPA-rating of 51/48 City/Highway.

The 1.8-liter gasoline engine is new, delivering more horses more efficiently, while the hybrid drivetrain is 65 pounds lighter. Top speed is now 112 miles per hour — up from 103.

The 2010 Toyota Prius comes in four trim levels, starting with Prius I. Toyota is focusing on the Prius brand, so no model names are offered besides Prius I II, III, IV and V. Prius II — expected to be the most popular — comes extremely well equipped. Prius III adds premium JBL sound and Bluetooth, while Prius IV adds leather seats and upgraded trim, heated front seats, plasma instrument cluster, HomeLink, a Smart Key system, and water repellent window glass. The top-line Prius V adds LED headlamps and foglamps, along with 17-inch alloy wheels.

Walkaround: There are not a lot of wholesale styling changes to the 2010 Prius — it’s still instantly recognizable. What’s not immediately visible is a sleeker car with a reduced drag coefficient, positioning it among the world's most slippery vehicles.

As a result of A-pillars moving forward to radically rake the windshield, the Prius is about half an inch longer, and 3/4-inch wider, while the roof is the same height. However, its apex is moved rearward 3.9 feet, creating a smoother aerodynamic wedge.

The smaller upper grille opening more efficiently moves air over the hood, while a new lip over the rear deck almost eliminates that chopped tail look while improving airflow. The wheelwells are aggressively more pronounced for additional airflow improvement, and the bumpers are sharper and squarer at the corners than before.

The blue-tinted headlights are restyled into wraparound trapezoids, with optional LED lenses that use 17-percent less battery power. The standard LED taillights also reduce power draw by 88 percent.

Interior: The Prius interior has been upgraded, and includes optional leather. The inviting cockpit features a stylish center console running at a gentle angle from dashboard to between the seats, where the CVT shift lever is located.

The four-spoke steering wheel houses multiple controls, which read out on a 5-inch wide multi-function screen that displays graphs and images, including an Energy Monitor that presents the battery charge in real time; and a Hybrid System Indicator revealing the efficiency of your driving ability.

Addressing complaints about previous Prius models, the all-new front seats are comfortable with increased bolstering and adjustability, while the width of the seatbacks has been reduced, resulting in increased rear legroom. Toyota claims the interior trim is made from ecologically-friendly, plant-derived resin plastic with excellent recycling characteristics.

The rear seats are split 60/40, with a folding armrest housing two cupholders. They drop flat, revealing 39.6 cubic feet of cargo space, easily accessible through the large liftgate. There's another two cubic feet under the floor of the cargo area, while the compact spare tire is one level down. A cargo area tonneau cover is standard.

Although forward visibility over the long dashboard and steeply sloped windshield is good, you can't see the car’s front corners, while rear visibility is compromised by the aerodynamically sloped roofline.

Standard equipment includes a Touch Tracer Display that projects information, so you can keep your eyes on the road. The information is driver-controlled, with input coming from the steering wheel, and includes cruise control, trip computer, audio, and climate controls, with telephone and other controls available.

Prius options include such techno-tricks as a solar-powered ventilation system and moonroof; remote pre-air conditioning to cool the car down to ambient temperature before you get in; radar cruise control and lane alignment warning; Intelligent Parking Assist (borrowed from Toyota-owned Lexus) that will parallel park your Prius with no steering or throttle help from the driver; and radar-controlled pre-collision emergency braking to reduce crash impact when an accident is imminent.

Other options include a Navigation Package with voice-activated DVD navigation, Bluetooth, XM traffic, and a backup camera.

Safety equipment standard on all models includes dual-stage front airbags, side airbags in front, airbag curtains, and driver's knee airbag; active headrests; tire pressure monitor with warning light; anti-lock brakes with Brake Assist and Brake Force Distribution; and a sophisticated stability control system working with traction control.

Under The Hood: The 2010 Prius is powered by Toyota’s heralded Hybrid Synergy Drive system, which combines a new 98-horse 1.8-liter four-cylinder engine (up from 1.5 and 76 horses) with the two electric motor-generators, for a total of 134 total horses. It delivers more torque, allowing it to maintain freeway speeds at lower rpm, which also boosts fuel mileage. Operating voltage on the motor-generators has been increased from 500V to 650V, and gear drive has replaced chains in the motor, more than doubling the motor's rpm from 6,400 to 13,500. The accessory drive belts have also been eliminated, with such things as the AC compressor and water pump now driven electrically.

Behind The Wheel: Acceleration is adequate, doing the 0 to 60 drill in 9.8 seconds, while the continuously variable transmission (CVT), is smooth. Handling is nimble at slow speeds, but becomes heavy and slow the more aggressively you drive. However cornering is much improved with a new chassis and suspension. The brakes are sensitive due to all the electronic capabilities for safety, and the ride can be a little harsh over some bumps, while interior noise is surprisingly high — despite increased sound insulation.

There are three driving modes: EV, ECO and Power. EV is all electric, for very short distances at speeds under 25 mph; ECO provides the best fuel mileage, without noticeably compromising performance; and Power, the default mode, is needed for rapid acceleration.

Accelerating hard kicks the Prius into Power mode, which can be abrupt — like a transmission kick-down. However, like all hybrids it uses a CVT, which doesn't have gears.

Whines: The button for the heated seats is oddly located on the floor under the console, and curiously, in a vehicle seemingly aimed at the techno-conscious, a USB port isn't standard.

Bottom Line: The all-new 2010 Toyota Prius has evolved, with substantial improvements in the hybrid powertrain and styling. Overall, it’s a much improved version of the pioneer of the green car movement, and offers more amenities for more discriminating buyers.

New GMC Terrain melds style and fuel efficiency with premium features

By Lary Coppola

The 2010 GMC Terrain is a new addition to the GMC lineup. It’s a crossover SUV that offers bolder, more assertive styling than its Chevrolet sibling, the 2010 Equinox. Riding on a platform shared with the Equinox, the GMC Terrain might be considered the little brother to GMC’s successful full-size Acadia crossover. It boasts a pleasing exterior package and ample room inside, with thoughtful features that maximize both cargo and passenger capacity. Front-wheel drive is standard, with four-wheel drive an option.

The Terrain comes in two trim levels, SLE and SLT, along with a comprehensive inventory of standard features such as a rear-vision backup camera, OnStar (with one-year Safe and Sound service), XM Satellite Radio, USB audio connectivity, MP3 playback capability, and a programmable rear power liftgate, The standard MultiFlex sliding rear seat can be moved up or back nearly eight inches, and the rear cargo area behind it offers up 31.6 cubic feet of storage with the seat fully forward.

Among the options offered are Bluetooth hands-free phone capability, a navigation system with a seven-inch touch screen and voice recognition, a 40-gigabyte hard drive, and DVD-based rear-seat entertainment system with two independent screens.

Walkaround: Visually, the Terrain presents a balanced, athletic stance, that’s angular yet refined, and characterized by its bold, muscular fender flares, which appear to be borrowed from the late Hummer H3. The aggressive front-end is distinguished by GMC’s new signature three-element grille, which is accented by a prominent chrome surround, and by its projector-beam headlamps mounted in large, rectangular housings with chrome accents. The front-end is finished with precise, squared-off edges on the business-like cowling.

The Terrain rides on a 112.5-inch wheelbase and features a four-wheel independent suspension with wide front and rear tracks to enhance ride and handling. There’s a choice of standard 17-inch, or optional 18-inch aluminum and 19-inch chrome-clad wheels available.

The B-pillar is angled rearward from the top down, and wider than usual so the third-panel glass can wrap around to meet the liftgate.

The Terrain is larger than most of its segment competition — and considerably more stylish than the smaller Ford Escape, which has undergone a series of minor updates in recent years but whose overall look has become quite dated. Other physically smaller, and somewhat less stylish competitors include the Toyota RAV4, Honda CR-V and VW Tiguan, as well as its sibling, the Chevy Equinox.

Interior: The Terrain’s premium interior is quite refined, and has been clearly influenced by European design. That refinement is evident in the contrasting stitching and quality materials that create a uniformly structured look throughout the cabin. There are also four auxiliary power outlets, including one in the cargo area.

The Terrain’s newly designed seats are very comfortable. The aforementioned standard MultiFlex sliding rear seat has a 60/40-split, offering a number of configurations for passengers and cargo. It can be moved nearly eight inches, providing increased passenger legroom and/or greater rear cargo capacity, depending on how much of the available 31.6 cubic feet is needed.

GM’s first application of Active Noise Cancellation (ANC) technology — already used on some Honda models and other luxury-brand vehicles — is used on models equipped with the 2.4-Liter, 4-cylinder engine. ANC utilizes microphones to detect booming sounds inside the vehicle and sends counteracting sound waves through the audio system’s speakers, for a quiet driving experience at almost all vehicle speeds.

Safety features include four-wheel disc brakes with GM’s StabiliTrak electronic stability control and traction control, as well as six standard air bags — dual frontal air bags; head curtain side air bags and pelvic/thorax seat-mounted side air bags.

Under The Hood: Two brand new, clean-sheet design, new-thinking powerplants are offered on all GMC Terrain models. Forget old technology like pushrods. Both Terrain engines feature gasoline direct-injection with variable-valve timing. A 2.4-Liter Ecotec Inline 4-cylinder — the first 4-banger offered in a GM crossover since the 1980’s — and rated at 182 horsepower, is the standard motor. The optional 3.0-Liter V6 delivers 264 ponies, and an EPA-estimated 25 mpg on the highway, and 17 in the city, while the 2.4 is rated at 32/highway and 22/city. Both engines boast a driving range of more than 500 miles, and are mated to efficiency-enhancing six-speed automatic transmissions.

The powertrains are mounted on a rigid, body-integral structure, with single-piece body side stampings and targeted applications of high-strength steel. The Terrain’s rack-mounted electric power steering system provides greater fuel efficiency on the four-cylinder models, saving nearly 11 miles per tank of gas. Maximum fuel economy on the 2.4-Liter is also achieved in part by using an “eco” mode activated with a console-mounted button. When engaged, it lowers the torque converter lockup speed to 1,125 rpm to help save additional fuel.

Behind The Wheel: Our onyx black SLT test vehicle was equipped with the V6 and was relatively loaded option-wise ($36,430 as tested). We drove the Terrain during a time of exceptionally cold, icy weather, and found its front-wheel drive to be relatively surefooted with minimal torque-steer. Acceleration was fairly strong, and handling and braking were good. Overall, we found it to drive at least as good as anything in this market segment, with stronger acceleration than all the others.

Whines: The width of the B-pillar restricts rear visibility somewhat, but is partially made up for with the standard back-up camera. There’s no optional third-row seat as in the smaller RAV4.

The Bottom Line: The 2010 GMC Terrain is an example of the new passenger-friendly design standard being set by GMC’s larger Acadia, while offering bolder styling than its sibling Chevy Equinox. It’s boasts lots of room and comfort, thoughtful features, pleasing design, and outstanding performance. General Motors is on a mission to re-establish itself as a force to be reckoned with in the American market amid the European and Japanese competitors it allowed to eclipse its one-time dominance through a generation of managerial arrogance and product neglect. Starting with the Chevy Malibu and new Buick LaCrosse, as well as a number of new vehicles I was invited to preview in advance of this year’s Detroit Auto Show, I believe GM has an opportunity to do just that. May the best cars win.

Volvo XC60 Wins Prestigious 2010 International Truck of the Year Award

The Volvo XC60 was named 2010 International Truck of the Year today by the International Car of the Year (ICOTY) jury. The award was given to Doug Speck, President and CEO of Volvo Cars of North America, LLC at the Volvo display at the 2009 Los Angeles Auto Show. The XC60 was chosen over 10 new crossovers, SUVs and trucks by a distinguished panel of top automotive journalists.

"This ties a very pretty bow around what's been a truly amazing year for Volvo," commented Speck. "The XC60 has not only been recognized by the media but it's been extremely well received by our customers." The 2010 XC60 has helped VCNA earn six consecutive months of year-over-year sales increases since June.

The XC60 was chosen the winner from a panel of 19 automotive media from around the U.S. and Canada representing top newspapers, magazines and websites. The jurors must consider the ICOTY mission of "honoring vehicles that reflect an emotional connection between car and consumer lifestyles" when making their nominations. "The ICOTY awards are not centered on power and performance," said Courtney Caldwell, ICOTY's creator and executive producer. "It's about how cars reflect our personalities, lifestyles and self image, an attitude most consumers identify with."

Once approved by the ICOTY nominating committee, the awards jury then bases their decision on a number of important criteria: The vehicle must be new or substantially revised, it must be offered for sale to the general public by the judging deadline of November 16, 2009, and may not have been previously considered for the ICOTY Awards.

The International Truck of the Year award marks the 20th accolade the Volvo XC60 has received since sales began in Europe in late 2008. The XC60 is the first vehicle to offer City Safety as standard equipment. This unique Volvo technology can help the driver avoid frontal collisions at low speed. If the driver is about to drive into the rear of a vehicle and does not react in time, the XC60 will apply the brakes by itself.

2010 Ford Taurus — Ford’s proud new standard bearer

By Lary Coppola

The Ford Taurus was a groundbreaking vehicle when it debuted in 1986, defining the automobile’s physical shape for a generation. While long known as a family sedan, the 2010 model still boasts the typical sedan trappings — large interior, ample trunk and comfortable ride. However, the new Taurus also has a much sharper focus on styling and technology, successfully injecting a dose of passion into an uninspired market segment dominated by the Toyota Avalon, Chevy Impala, and Chrysler 300.

The Taurus was criticized as boring and too conservative in 2003, when it was redesigned and re-badged as the Ford Five Hundred. With sales slumping, Ford brought back the Taurus nameplate in 2008, did some minor freshening, but didn't change the overly conservative looks of an essentially dull family car.

However, for 2010, Ford has redesigned the Taurus into sportier, more attractive car that’s a technology and design showcase.

Walkaound: Standing in bold contrast to previous versions, the 2010 Ford Taurus is a visually ambitious remake of the full-size sedan genre. Boasting shorter front and rear overhangs, Ford’s signature three-bar slotted grille, raised hood, highly detailed wrap-around headlamps, and a wide stance, the Taurus presents an aggressive face. The lowered roofline, raised belt line and pronounced accent line moving rearward, project a wedge shape stylishly bisected at the rear fender flare, connecting to chrome trim tail lamps. The rear end is blatantly influenced by Ford’s Interceptor concept shown at the 2007 Detroit Auto Show.

The much sportier Taurus SHO is distinguished from the lesser SE, SEL (our test vehicle) and Limited models by unique trim, dual exhaust outlets, inconspicuous SHO badges and a rear spoiler.

Interior: Much like the new Buick LaCrosse, much of Ford's redesign efforts obviously went into improving the interior. The extensive use of soft touch materials worthy of a German luxury sedan, dual-binnacle dash design, and a stylishly sweeping center stack that flows dramatically into the center console, are all evidence of the massive focus on providing the most comfortable, pleasant atmosphere possible.

The interior has some obvious Mustang trim cues, but amenities and technology abound. Head and legroom are abundant in all seating positions — even the usually uncomfortable rear middle seat. With more than 20 cubic feet of space, the trunk is big enough to hold several large suitcases, and is further enhanced by split folding rear seats.

Standard equipment on all models include a tilt and telescoping steering wheel, power driver's seat, six-speaker audio, with AM/FM/CD, Sirius satellite radio, auxiliary audio input jack, steering wheel audio and cruise controls, power windows with driver-controlled one touch up and down function, and Ford's programmable MyKey system.

Standard safety features include anti-lock disc brakes, stability control, traction control, dual front airbags, front seat-mounted airbags and side curtain airbags for front and rear passengers.

Many of the available high-tech features offered on the Taurus are typically found on more expensive luxury cars — such as seats with a massage function, automatic high-beams, rain-sensing wipers and adaptive cruise control with collision warning. Other options include heated and cooled front seats, heated rear seats, keyless entry and start, power rear sunshade, power adjustable pedals and a 12-speaker premium Sony audio system.

The new Taurus is loaded with technology features that include Ford's Sync system, voice-activated navigation, and radar-based adaptive cruise control, as well as the aforementioned MyKey parental programmability.

The high-tech cruise system detects when traffic ahead slows quickly, sounds a warning, and pre-charges the brakes to help reduce stopping distances. High-tech safety technology also includes Ford's new Cross Traffic Alert, and Blind Spot Information System (BLIS), which utilizes radar modules in the rear quarter panels to monitor traffic in the blind spot zones. When detected, the blind-spot warning alerts the driver with lights in the side mirrors. Cross Traffic Alert uses the same radar modules to monitor traffic crossing behind when the vehicle is backing out of a parking space, and warns the driver with the same side mirror lights. Much of this technology was pioneered by Ford-owned Volvo, and has been available on Volvo’s for a couple of years now.

Under The Hood: All 2010 Taurus trims feature Ford’s 3.5-liter Duratec V6, that’s married to the six-speed SelectShift automatic. With the exception of the SE, all Taurus models feature steering wheel mounted paddle shifters. All but the SHO are rated at 263 horses with 249 lb. ft. of torque, and an EPA fuel estimation of 17/City and 25/Highway. The SHO offers 365 horses thanks to the use of direct injection and twin turbochargers, delivering 350 lb. ft. of torque and the same EPA mileage. Front wheel drive is standard, while all-wheel drive is available as an option on both SEL and Limited trims, and standard on the SHO.

Behind The Wheel: The Taurus rides on the solid D3 platform developed by Volvo and used for the Lincoln MKS sedan. It offers sportier handling than the Lincoln thanks to larger brakes and a new rear suspension configuration that provides a superior balance between cornering and handling, reduces weight and enables the use of 19- and 20-inch wheels.

While the Taurus doesn’t pretend to be a sport sedan, driving with the feel you expect from a full-size sedan. However, it delivers a welcome sense of agility in the corners, and if you don’t know better, between the paddle shifters, strong acceleration, and handling, it may convince you it’s close to one.

The extra horsepower and performance-tuned suspension of the SHO — especially on winding two-lane blacktops — make it fun to drive and deceptively quick.

Whines: The MyKey allows parents and fleet managers to activate a restricted driving mode that keeps all safety systems active, has a persistent Beltminder, and can be set to limit top speed at 80 mph with sound warnings at 45, 55 and 65 mph. Personally, I would find that highly annoying. Thankfully, our test vehicle didn’t have these activated.

Bottom Line: I really liked the 2010 Ford Taurus. With starting prices of $25,995 for the SE, around $28,000 for the mid-level SEL we tested, close to $32,000 for the Limited, and just shy of $38,000 for the high-performance Taurus SHO, even with all-wheel drive adding another $1,850 it’s still a bargain compared to the boring Avalon. The 2010 Taurus truly showcases the Blue Oval’s engineering capabilities. It’s destined to be more than a full-size sedan — it's the new flagship for the Ford brand.

2010 Buick LaCrosse: This is NOT Your Old Man's Buick

By Lary Coppola

The all-new 2010 Buick LaCrosse, which has just hit showrooms floors, marks the beginning of a more luxurious and stylish era for Buick — not to mention being the most important vehicle GM has launched in a generation. Developed before bankruptcy, bailouts and government intervention, the LaCrosse was GM’s vision for the future of Buick.

Buick, which has suffered an identity crisis inside of GM for years, was spared the fate of Oldsmobile and more recently Pontiac, surviving as one of GM’s four remaining "core brands” for no other reason than the Chinese love affair with Buick. Owning a Buick in China is a status symbol akin to owning a high-end Mercedes in the U.S. Go figure…

GM is attempting to once again reposition Buick as a serious competitor to Acura, Volvo, and Lexus — with the LaCrosse the first shot across the bow in the battle to capture younger, import-buyers’s imaginations — and wallets.

The 2010 LaCrosse is the first North American product built on GM's new global mid-size Epsilon II platform following the Opel/Vauxhall brand that debuted in Europe last year. This new LaCrosse is truly a world car. Engineers at Opel were tasked with creating the basic platform and most of the chassis development, while American engineers tackled the body structure, and GM China handled the interior and the majority of the exterior design. Considering the Chinese affinity for Buick as a premium brand, they wanted to ensure the design and materials were best-in-class.

The LaCrosse, is a midsize sedan, initially launched as a 2005 model. Technically, the "New" Buick was born two years ago when the Enclave debuted, but in contrast, the LaCrosse marks the initial transformation of Buick's future. And the new design is part of a plan by GM to revamp the Buick lineup the way it successfully did with Cadillac. The change at Buick started with the Enclave midsize crossover SUV — another vehicle that impressed us.

Walkaround: it's hard to argue with the LaCrosse's stylish looks. Smooth and rounded, the new mid-size sedan incorporates many of the elements of Buick’s hot looking 2007 Riviera concept, which was previewed at that year’s Shanghai Auto Show, along with styling cues from previous Buicks that don't come across as retro or cliche. The new LaCrosse features a lower, coupe-like roofline that creates the optical illusion that this sedan is significantly smaller than the previous version. However, it's virtually the same size.

The hoodline, beltline and rear deck all sit higher than before, while the roof sweeps down towards the sedan's haunches. Both the front and rear glass have a significantly flatter slope than previously, and since the LaCrosse's sheetmetal is meant for a global audience, the upright front fascia meets European pedestrian crash standards — which are expected to be adopted here. The body surfaces have more pronounced creases in the hood and flanks, including Buick's signature "sweep spear" at the rear quarter, all contributing to an elegant, modern design thoroughly suited for the 21st century.

Three trim levels are offered: CX, CXL and CXS, which was our test vehicle. The base CX gets a choice of 17-inch steel or alloy wheels, while the two upper levels get 18-inchers and the CXS Touring package adds 19-inch hoops along with an adaptive damping system.

Interior: It was immediately apparent that the quality of the interior — both materials, and fit-and-finish — are much higher quality than what we've come to expect from GM in general. The dashboard covering, door panels and instrument cluster hood are all sew and stitch leather normally reserved for Cadillac. And it isn't exclusive to the top of the line models either — it's standard across the range. All LaCrosse models also have a leather-covered shifter and steering wheel, which has a thick, easy-to-grip rim outfitted with redundant controls for the audio system.

The central instrument panel protrudes slightly from the fall-away dashboard, lessening the reach to controls. The position of the shift lever isn’t quite as accommodating depending on your height and seating position. Since I like to sit up high and midway back, I found it somewhat awkward. Dee, who likes to sit lower and is several inches shorter than me, sits closer and thought it suited her well.

Buick claims the new LaCrosse will be the quietest Buick ever thanks to Quiet Tuning, which involves acoustic laminated glass, triple-sealed doors, liquid-sealed sound deadening, and special designs for the suspension bushings, engine cradle and mounts, and steering and induction systems.

Instrumentation is a soft teal color with very pleasing teal accents. And while some customers prefer a touch interface for the optional navigation and audio systems, others prefer a traditional knob arrangement. Buick provides a choice of both in the LaCrosse, with most of the controls accessible via the screen or a knob directly below. And for the tech adventurous, most of the systems are also accessible through voice commands by pressing a button on the steering wheel.

The LaCrosse features all the usual power items — windows, mirrors, door locks remote entry, etc., pretty standard, as well as a smart key and start button. AM/FM/CD/ XM are all standard as is GM’s OnStar.

Under The Hood: The CX and CXL come standard with the new 3.0-liter direct injected V6, while the 3.6-liter DI V6 is optional on the CXL and was standard on our test CXS. Later this fall, a 2.4-liter DI four-cylinder will be added as the standard engine in the CX and CXL, the only such engine currently available in the segment. All are mated to a smooth 6-speed automatic. Front-wheel is standard with AWD offered on the CXL and CXS.

Behind The Wheel: The LaCrosse is a pleasure to drive. It’s smooth, quiet, and comfortable. The front seats are well shaped and supportive, and hold up surprisingly well to both aggressive two- lane blacktop driving, as well as the freeway. The standard Stabilitrak system with traction control, 4-wheel independent suspension with front McPherson struts, and 4-wheel anti-lock disc brakes with intelligent assist, make handling and braking responsive, safe and effortless, no matter what the driving surface.

Whines: The lack of paddle shifters is a glaring omission I hope will be rectified soon. Given that few people actually do manual shifting of their automatics anyway, this probably won't matter to anyone but a handful of people – many of which probably wouldn’t consider a Buick in the first place.

Bottom Line: Simply put, this is a great car and a huge advance forward for not only Buick, but all of Detroit. It’s quiet, comfortable, stylish, and at $34,090 as tested, a pretty good value as well. Like GM has proven with the Chevy Malibu, Cadillac CTS, and now the Buick LaCrosse, it can slay the Japanese and European dragons on quality and price. If you’re in the market for a mid-sized luxury sports sedan, you owe it to yourself to check the Buick LaCrosse out.

GM Posts First Sales Gain in Two Years

General Motors (GM) reported its first monthly U.S. Sales gain in almost two years. Ford and Toyota also posted gains — which indicates the auto industry is working its way out of a year-long slump.

Demand for new cars such as the Chevy Malibu and Cadillac CTS, long with crossover SUVs such as the Buick Enclave, fueled better October results for GM with sales up 4.7 percent. Sales of the much-anticipated, all-new 2010 Buick LaCrosse, which is hitting showrooms right about now, are also expected to keep GM on an upward trend.

Meanwhile, in Dearborn, rival Ford Motor Co. saw overall sales rise 11 percent from October 2008, on the strength of strong sales of the newly-redesigned Taurus, Taurus SHO, and Lincoln MKT, along with healthy numbers for the F-150 pickup — the all-time, overall vehicle sales leader for more than 30 years. Fuel-efficient models like the Ford Fusion sedan and Escape SUV are also selling very well, with both notching jumps of around 25 percent, while crossovers climbed a hefty 23 percent. Ford has also benefited from consumer goodwill because it didn’t take government bailout money or go into bankruptcy, as General Motors Chrysler did.

More than 80 percent of Ford’s sales last month came from 2010 models, which also helped the company lower its incentives — in line with the industry, which spent less to give car buyers big rebates. Automakers focused on clearing out old inventory and on selling 2010 models, which are not discounted as heavily.

In less rosy news, Toyota reported sales edging up less than a percent. However, Japanese competitor Subaru reported October auto sales surging 41 percent on the backs of strong sales of its Outback and Forester models, and South Korea-based Hyundai said its sales jumped 49 percent to 31,005 vehicles.

Chrysler Group LLC, maker of Chrysler, Jeep, Dodge and Dodge Ram truck, which had witnessed sales fall 30 percent in September, improved, selling 65,803 vehicles last month. That's a gain of 6 percent over September, when sales slumped because dealerships had few popular models left in showrooms to offer. The automaker, which is announcing a new product strategy tomorrow (Nov. 4) is aiming to show steady improvement from month to month. Chrysler will offer a slew of new incentive programs, along with 0 percent financing for up to 48 months on all its vehicles, and a no-cost maintenance and service program on its Jeep and Chrysler brands. Buyers also can opt for $2,500 off their purchase if they don’t take the no-interest financing. The deals will run until Nov. 30.

Automakers have stated repeatedly that October would be the true test of the strength of the auto market after the highly volatile impact of the government’s Cash for Clunkers program. The industry staggered through a tough September, hurt by the collapse of demand following the clunker rebates that fueled a sales surge over the summer. The mood was a sharp contrast to a year ago, when consumers were scared away from showrooms by the early effects of the financial meltdown and credit freeze. Ford’s top economist Emily Kolinski Morris said October sales signal a real underlying demand for new vehicles after the distorting effects of the clunkers program. The economy, she said, is “...in transition from recession to recovery. We expect consumers to remain cautious as the recovery continues,” she told analysts and reporters during an investor conference call.

Don't mess with Granny...

Cadillac Converj Luxury Concept Coupe to be at Seattle Auto Show

The Cadillac of Electric Vehicles...

The stunning four-passenger Cadillac Converj luxury coupe concept rvehicle has been confirmed to appear at this year's Seattle Auto Show. The Converj reveals how GM technology can deliver up to 40 miles of gas and emissions-free electric driving with extended-range capability of hundreds of miles. The car's Voltec electric propulsion system is made up of a 16-kWh, T-shaped battery, an electric drive unit, and a four-cylinder engine-generator.

It uses electricity as its primary source to drive the car. A thermally managed battery pack contains more than 220 lithium-ion cells that provide the primary power to drive the Converj electrically up to 40 miles without using fuel or producing tailpipe emissions. A technologically advanced driver center increases efficiency and reduces the draw on the battery.

Features include:
• Touch-screen navigation, climate, center-stack controls and audio systems
• Screen displays for features including regenerative braking, battery charge level and power output
• No inside rearview or outside mirrors; cameras provide surrounding images on a screen placed high on the instrument panel for a full, panoramic view
• Push-button ignition and power-folding front seats

The Seattle Auto Show, presented by State Farm and sponsored by AutoTrader.com and BECU, will feature hundreds of new 2010 vehicles, including fuel-efficient hybrids, versatile vans, go-anywhere trucks, plus energy-wise electrics, eye-catching exotics and rare concepts at Qwest Field Event Center, Nov. 11-15.

Potential buyers can also apply for on-the-spot financing from BECU.

Hours: Wed.-Fri., 1 to 8:30 p.m. Sat. 10 a.m. to 9 p.m. Sun. 10 a.m. to 5 p.m.
Tickets: Adults $11, Seniors $9, Children 12 and under, free, with a paid adult, courtesy of AutoTrader.com Parking: Qwest Field Event Center, Union Station and nearby lots
Online: www.seattleautoshow.com
Info: 206-542-3551

Five Finalists Announced for the 2010 Green Car of the Year®

Winner to be Announced During an LA Auto Show Press Conference on Dec. 3

Green Car Journal has announced its five finalists for the 2010 Green Car of the Year®,. They are the Audi A3 TDI, Honda Insight, Mercury Milan Hybrid, Toyota Prius and Volkswagen Golf TDI. For the fifth consecutive year, the award will be announced during a press conference at the Los Angeles Auto Show press days, Dec. 3.

The Green Car of the Year® award is a program that honors environmental leadership in the automobile field and recognizes vehicles that are readily available to consumers during the award year. Green Car Journal editors perform an exhaustive review of vehicle models to identify the five finalists. The winner is ultimately decided by jurors such as Jay Leno, Jean-Michel Cousteau, Carroll Shelby, Matt Petersen of Global Green USA and the Sierra Club's Carl Pope, along with Green Car Journal editors.

"We're seeing the trend for 'green' cars emerging at all levels, from entry-level cars to luxury models, and even performance cars and SUVs/crossovers," said Ron Cogan, editor and publisher of the Green Car Journal and editor of GreenCar.com. "Plus, an array of technologies and fuels as well as strategies like lightweighting and reducing rolling resistance are being applied to the challenge. Greater choice provides buyers a personal stake in lessening environmental impact, and that's important."

This year's finalists reflect this diversity. For the first time an Audi makes the final five with its sporty A3 TDI clean diesel. Volkswagen's new Golf TDI shows an expanding focus on clean diesel technology in the VW lineup. The Insight is a completely new hybrid sedan for Honda and the 2010 Toyota Prius is a totally redesigned, third-generation version of this popular hybrid model. The Milan Hybrid is Mercury's application of its advanced-hybrid technology in an upscale mid-size sedan.

Hyundai Genesis offers surprisingly luxury at a value price

By Lary Coppola

Everyone who saw the 2009 Hyundai Genesis during my test drive period had two universal reactions: They were impressed by the total luxury, and outstanding styling of this car — and shocked to learn it was a Hyundai.

The Genesis is a totally new, rear-wheel-drive luxury sport sedan. With a standard 290-horse V6, and available V8 power, the Genesis is a bona fide competitor to the Lexus GS, BMW 5 Series, Infiniti M, and Mercedes-Benz E-Class, but at $36,000 as tested, value priced along the lines of the Chrysler 300.

Hyundai was best known for building econoboxes, and as the new vehicle of last resort upon it’s entrance to the American marketplace. However, the Korean automaker has moved systematically upmarket for several years, and the Genesis is the culmination of that journey, being the company's most luxurious — and expensive — vehicle.

Walkaround: The Genesis is built on Hyundai’s all-new rear-wheel-drive platform, and sized similar to the Nissan Maxima, Dodge Charger and BMW 5-Series. It looks like a styling collaboration between Mercedes and BMW, with a politely aggressive, yet somewhat sedate, appearance.

The trapezoid-shaped grille and front-end design are obviously Mercedes-inspired — sans the rounded headlights. Hyundai opted for more modern, eye-slit, standard halogen headlamps. The available Technology Package includes auto-leveling high-intensity discharge adaptive headlights that point into turns for improved night vision.

Fog lights are standard on the lower fascia, which features a large air intake. Styling lines originate at the grille, flow easily into the hood, and terminate at the front A-pillars. The rest of the Genesis features an angular, BMW-inspired silhouette, right down to the dogleg shape of the rear pillars, instead of the softer, rounder Mercedes look.

The upper beltline flows from the front wheel openings to the taillights with a kickout at the bottom of the doors. Standard 17-inch wheels, or available 18-inchers, fill the wheelwells.

The Genesis has the same high trunk line pioneered by BMW and now standard for several manufacturers. The discreet, chrome Hyundai badge on the decklid is the vehicle’s only ornamentation.

Interior: The Genesis is luxuriously appointed, with tight tolerances, a leather-wrapped dash, soft-touch materials, leather seating surfaces, with heated seats, and finished in wood and aluminum trim highlighted with chrome accents. Front and rear seating room is exceptional.

Instrumentation is easy-to-read and electroluminescent, with white numbers on a black background and blue accents. Power windows, mirrors, door locks with remote, and steering-mounted audio controls are all standard. The available navigation system includes voice activation with a multimedia interface much easier to use than those from most luxury manufacturers — and especially BMW. An iPod interface is standard, as is an AM/FM/6-CD audio system that includes XM satellite radio, USB and auxiliary input jacks, along with Bluetooth hands-free phone capability. There’s also an optional 17-speaker, kickass Lexicon audio system with 7.1 surround sound that will blow you away, and an available 40 GB hard drive that holds music files and navigation map information. Music can be loaded from CDs or through the USB interface.

Safety features include dual front airbags, front and rear side airbags, curtain side airbags, tire-pressure monitor, electronic active front head restraints, antilock brakes with brake assist and electronic brake-force distribution, traction control, and electronic stability control.

Front and rear park assist and a rearview camera come with the optional Technology Package.

Under The Hood: The Genesis marks the debut of Hyundai's first V8, a 4.6-liter dual overhead cam engine putting 375 ponies to the pavement. It has an abundance of smooth, willing power and boasts decent fuel economy. Our test model was equipped with the standard 290-horse 3.8-liter V6, that delivered all the go you need, with the added benefit of an extra mpg’s — it’s rated at 18/city and 27/highway. Each engine is mated to a different, smooth-shifting, six-speed automatic transmission. Both feature Hyundai's Shiftronic manual shift gate.

Behind The Wheel: The Genesis is touted as a sport sedan, and true to form, delivers smooth handling and easy power on twisty, winding roads. Overall, it has a pretty nimble feel, sliding easily through turns. But while the V6's hydraulic steering has a positive feel, it can bind slightly in quick changes of direction.

The Genesis ride is comfortable and quiet, ironing out bumps with little impact on passengers — and it doesn't wallow or float like some other Hyundai’s. The ride can get somewhat bouncy over rough pavement at highway speeds, and it's not quite as agile as top performers such as the Infiniti M, but overall, the Genesis is a highly legitimate sport sedan.

Whines: Paddle shifters are a glaring omission. The Navigation screen is the central control point for navigation, trip computer, audio, Bluetooth phone, climate control, and settings in the Driver Information System. It uses a large rotating knob and six buttons. Three would be better. The iPod interface works well, but returning to a previous menu always starts it over alphabetically instead of the last spot visited. Nonetheless, other manufacturers — especially BMW and Audi — should take a lesson from the simplicity of Hyundai's multimedia interface.

Bottom Line: The Hyundai Genesis is a luxury sedan offering lots of features for the dollar, and is a surprisingly capable, legitimate sports sedan. While not quite up to the high standards of the high-dollar European and Japanese luxury cars the Genesis aspires to be, it is a seriously viable alternative — and better appointed than most American luxury sedans — except perhaps the Cadillac CTS. If you’re in the luxury sports sedan market, you’d be remiss not to drive the Genesis before making a final decision.

2010 Nissan 370Z roadster upgrades an already great ragtop

By Lary Coppola
I confess, I’ve always been a ragtop guy, having owned about a dozen in my life. That’s why when given an opportunity to test drive one, I’m always first in line with my hand up — as was the case recently when Nissan invited me for a test drive over some of California’s finest mountain roads out to the coast, and a ride up the Pacific Coast Highway.

Building a really good convertible is complicated. There’s a lot more to it than just hacking the roof off — things like rigidity and stiffness for example — not to mention basic design issues.

The first–generation Nissan 350Z Coupe was a great car, praised by press and the public alike. But the original roadster sort of took the “hack the roof off” approach, and some of the main things I loved about the 350 — its poise, style, and handling — were compromised somewhat by the roadster’s added weight and lack of stiffness. Not nearly as much as say, the Chrysler Sebring or Toyota Solara — but compromised somewhat just the same.

The new 370Z Roadster is a huge departure from the original — being designed and engineered from the ground up as a droptop. Nissan Vice President of Design, Bruce Campbell, told me, “The difference between this car and the coupe, is that we started from zero knowing we were going to build a roadster.”

Walkaround: The 350Z Roadster looked almost like a stepchild with the top up, and even lowered, the long, flat rear end seemed oddly out of sync with the coupe’s sexy lines. The new 370Z roadster remedied those quirks. Nissan moved the latch point of the roof rearwards, giving it more coupe-like lines with the top up. The Z’s rear quarters also have a nice arch, highlighted by flared-out rear wheel wells, a wider stance, shorter wheelbase and overall length, with lines flowing smoothly into the boomerang-shaped headlights and taillights. The total package is much more Z-like than the original.

The one-touch power roof is fully automatic, with no latches or levers — and neatly stowed with the steel tonneau locked in place in just under twenty seconds. In addition, Nissan scratched the vinyl, with a new cloth top and an interior headliner adding a more upscale feel.

New is the ability to operate the top from outside (nice, if you live in say, Arizona or Florida) via a button on the door handle, and the ability to open and close it while moving up to 3 mph.

Interior: Like the coupe, the cockpit layout is driver intuitive, with amenities basically the same as the coupe, except for the available high-back ventilated leather seats with optional heating and cooling on the Touring model. Instrumentation is larger than previously, although it all still moves as a unit with the tilt steering wheel. Power windows with one-touch auto up and down, power mirrors and door locks, cruise control, security system and a myriad of airbags are all standard.

Like the coupe, storage space is limited, but there is room in the trunk for a golf bag, which wasn’t the case previously.

Technology upgrades include Nissan’s standard Intelligent Key; a touch-screen navigation system; an optional 8-speaker Bose audio system, with 6-CD changer; available XM satellite radio, with XM NavTraffic and NavWeather; DVD playback capability; a 9.3 GB Music Box hard driv; iPod interface; Bluetooth hands-free phone system, and Bluetooth streaming audio.

Under The Hood: Nissan’s highly versatile V6 has been praised repeatedly and universally as the best powerplant since the small-block Chevy and Cadillac Northstar. This configuration of it puts an impressive 332 horses to the highway at 7,000 rpm, while delivering 270 ft. lbs of torque at 5,200 rpm, thanks to Nissan’s 4-valve per cylinder variable valve event and lift control system.

The V6 is married to a standard six-speed manual transmission, or a seven-speed automatic with manual mode and steering wheel mounted paddle shifters.

Behind The Wheel: Compared to the 350, the new 370Z’s body stiffness enhancements are impressive. What’s more, the 370Z Roadster is 150 pounds lighter than the 350.

Our drive route took us through winding mountain forest roads, driven primarily in second, third, and fourth gears. Chassis flexibility was solid, with the added weight never compromising the Z’s handling through tight turns. Because most of the added weight sits just behind the cockpit, the drive wheels have added stability, eliminating the tendency for the back end to come around when pushing it hard through a turn.

Steering is crisp and confident, and braking is outstanding. The roadster really hugs the corners when pushed hard and is just downright fun to drive like that.

The low driver position still allows unobstructed visibility, with the windshield top high enough that the A-pillar was never directly in my line of sight.

Whines: Tire noise is loud at speed, and when driving with the top up there’s quite a bit of interior wind noise (not unusual with most convertibles). But combined with the tires, and depending on the road surface, it can get pretty loud.

Bottom Line: The small differences between the 370Z Roadster and coupe are minimal. Because the two are so similar, buyers need to remember the roadster isn’t a toned-down version of the coupe like some marketplace competitors. Like the coupe, it’s a strong, hardcore sports car, and starting at $36,970, it’s a terrific value.

Auto Dealers Scholarship Program Announced

For the third consecutive year, the Washington State Auto Dealers Association (WSADA) will award scholarships to graduating high school seniors. The 2010 WSADA scholarship program encourages students to learn how a new car and truck dealer’s charitable activities affect their community’s wellbeing.

“Washington’s franchised new car and truck dealers donate millions of dollars to charitable and civic organizations,” said WSADA Executive Vice President Vicki Giles Fabré. “Our dealer members as individuals are very active in supporting education, so it is particularly appropriate and rewarding to help young people realize their academic goals as an organization.”

Applicants are asked to design a poster or flyer promoting an organization or event a dealership supports, and write an article or press release explaining how the dealership’s involvement makes a difference for the organization and the community.

“The WSADA scholarship program has really grown these past two years,” Fabré said, “and I’m excited to have students discover the important role dealers play in not only the economic but the overall well-being of their communities.”

More information can be found at www.wsada.org/scholarship. Application deadline is March 6, 2010.

Maserati Debuts New GranCabrio

The GranCabrio, the first four-seater convertible in the history of Maserati, made its international debut at the Frankfurt International Auto Show. The GranCabrio - the third prong of the Trident - completes Maserati's product line-up that now consists of three different families of models: Quattroporte, GranTurismo and GranCabrio - sedan, coupe and convertible.

The open-top GranCabrio is pure Maserati. It is a Maserati in the truest sense, with an unmistakable Pininfarina design, spacious interior, handcrafted details, driving pleasure and high performances. The Maserati GranCabrio touches all five senses in an open-air experience that retains all the typical comfort and performance brio. Like all Maserati's open-top models, the GranCabrio is a special car intended for true connoisseurs.

The Maserati GranCabrio is powered by a 4.7 liter V8 engine paired with the fluid 6-speed automatic transmission. In Sport mode, the V8 gives the driver and passengers the full power of its 433 horses.

The body of the Maserati GranCabrio has been thoroughly overhauled. Despite the lack of an overhead frame and a wheelbase at the top of its class, it guarantees the best possible performance in terms of structural rigidity. This enhances the smooth handling, safety and comfort of the car, and fully exploits the powerful, efficient mechanics.

The newly-designed bearing monocoque has been made using materials and technologies designed especially to optimize weight: the bonnet and cross beams are made from aluminum, while the boot is made from SMC (Sheet Molding Compound). The excellent weight distribution also facilitates excellent on-the-road dynamics and improved safety, in combination with the vehicle's control systems. These include, for the first ever Hydraulic Brake Assist (HBA), which optimizes brake performance both in frequent use and in emergency situations.

Passenger comfort onboard the Maserati GranCabrio also comes from the perfect integration between the vehicle's top and its main systems, guaranteeing maximum efficiency and drivability in all conditions. The automatic dual-zone climate control function optimizes the conditions inside the car, adjusting the internal temperature and the intensity of ventilation depending on the outside temperature, heat of the sun, and air humidity.

By capitalizing on the close collaboration between Maserati engineers and BOSE technicians on the GranTurismo, the GranCabrio has been equipped with a BOSE audio system that adds another dimension to open-air music.

The Maserati GranCabrio is fitted with Skyhook suspension as standard. The braking system uses high performance dual-cast technology, developed in collaboration with Brembo and already successfully employed on the GranTurismo and Quattroporte.

The GranCabrio's roof is strictly canvas-made, emphasizing the link with the Maserati tradition. Aerodynamic, aero-acoustic efficiency and the desire to make the GranCabrio a car suitable for all year driving are the principles which led the Maserati technicians to develop a three-layer canvas hood. Not only does it offer ample opportunities for customization, but it also adds considerable benefits in terms of on-the-road dynamics, as the car's centre of gravity is lower. In 28 seconds, passengers can enjoy the thrill of the open-air experience, activating the open/close mechanism even when the car is moving.

For more information, visit the Maserati GranCabrio's dedicated minisite.

New BMW Dealer Opens In Seattle

BMW Seattle has completed its move to a new location at 1002 Airport Way South between Qwest Field and I-5 in downtown Seattle. The dealership previously was located at 714 E. Pike St. in Capitol Hill.

The new 300,000-square-foot dealership includes a 50,000-square-foot showroom and 54 service bays. It will employ 106 people.

“We have experienced tremendous growth in recent years at our BMW Seattle store. We simply outgrew the Capitol Hill location,” said Sid DeBoer, chairman and CEO of Medford, Ore.-based Lithia Motors, owner of the dealership, in a statement.

Porsche 911 Carrera S: A true dream machine

By Lary Coppola
The very first car to bear the Porsche name debuted in June, 1948. Yet despite its stunning array of 21st century technologies, the 2009, 911 Carrera S clearly traces its engineering and aesthetic roots back to that original Porsche. It evolved from the highly coveted, original 356, to the first 911 Coupe, which previewed at the 1963 Frankfurt Motor Show. The current 911, forty years and six generations of engineering improvements later, still showcases a horizontally opposed, rear-mounted six-cylinder engine under a distinctive and instantly recognizable body.

The 911 Carrera S Coupe is the most sophisticated, potent and environmentally friendly 911 Carrera Porsche has ever offered. Driving the 2009 Carrera S as part of my usual routine was pure joy, and at the end, I longed for it to stay in my garage.

Walkaround: In spite of dramatic changes in Carrera Coupe drivetrains between this year and last, and an efficiently lean drag coefficient of only 0.29, exterior changes are elegantly subtle. Knowing how passionate Porsche owners are about the classic 911 profile, radical redesigns simply for the sake of change only serve to undermine value. That’s why Porsche designers and engineers permit only minor aesthetic refinements from year-to-year.

Viewed head on, the most notable changes are the new, horizontal covers for the Bi-Xenon™ headlights and the L.E.D. daytime running lights, which extend over the functional air vents boasting larger cooling openings. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight, standard 19-inch alloy wheels.

In the rear, all the lighting except for backup lights, are now LEDs for improved brilliance, longer life and instantaneous response. Finally, the 911 Carrera S Coupe displays dual round polished exhaust outlets, and a speed activated rear spoiler.

Interior: Refinements to the luxurious cabin include a revamped center console highlighted by the new Porsche Communication Management system (PCM). Our test vehicle was extremely well appointed, offering power windows, self-dimming power mirrors, power door locks with remote keyless entry and interior surveillance, tilt and telescoping, three-spoke leather covered wheel, cruise control, power sunroof, the full leather interior package and the optional seat ventilating fans. They work in conjunction with heated seats, circulating air through the seatback and cushion upholstery to expedite cooling, heating, and/or drying the driver and passenger. In short, it was fitted with just about everything you expect in a high-performance luxury sports car stickering at $106,730.

This latest version of the PCM boasts a 6.5-inch, easy-to-clean touchscreen, which also features a simpler keyboard. It handles climate controls, audio, and the optional navigation system that boasts a 40 GB hard drive and works via optional voice commands. It also includes an internal GSM mobile phone module with Bluetooth handsfree operation. Standard is an AM/FM/CD/MP3 player with optional XM satellite radio, and the ability to connect to external music sources such as iPods or USB drives. Our test Carrera S was also fitted with the available Bose high-end sound package.

For safety, there’s six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, doormounted airbags.

Under The Hood: Both the standard 911 Carrera Coupe and 911 Carrera S Coupe received new engines for 2009. Both boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system.

The 3.8-liter powerplant in our test 911 Carrera S boasted 385 horses delivering 310 Lb. Ft. of torque. While a six-speed manual is standard, our test vehicle had the new 7-speed, PDK double-clutch automatic with paddleshifters, which replaced the previous Tiptronic S automatic.

Behind The Wheel: The 3.8-liter engine is simply awesome, doing the 0-60 drill in only 4.3 seconds with the PDK. Despite the substantial increases in horsepower and torque over the predecessor model, the 911 Carrera S avoids the stigma of a gas-guzzler penalty, and in fact is certified as a category two (LEV-II) vehicle. Without going into a lot of technical detail, Porsche was the first automaker to successfully use the PDK double-clutch transmission technology, which was developed for the Porsche 962 Group C racecar. The seven-speed PDK shifts up and down seamlessly, or as with the Tiptronic S, the driver can opt to shift manually, via the paddleshifters or the console-mounted lever.

I was fortunate enough to have the opportunity to put the 911 Carrera S through some serious paces under a wide variety of driving conditions, on several different terrains, including freeways and twisting 2-lane blacktops. It’s responsiveness to any and all driving surfaces and weather conditions, has to be experienced to be appreciated. The McPherson Strut front, and rear multi-link LSA suspension is tight and ultra-responsive, thanks to Porsche’s computerized Active Suspension Management and stability management systems. The vented 13-inch rotors, sporting 4-piston caliber ABS brakes are superb, and the variable ratio power rack and pinion steering has a nice feel that isn’t too heavy. This car handles better than you expect, and I imagine is actually quite forgiving for the less experienced driver. However, experienced performance drivers, will not only appreciate it, but want to push it.

Whines: None. Absolutely none.

Bottom Line: Quite simply, it’s the quintessential ultra high-performance luxury German sports car. The 911 Carrera S lives up to its legendary heritage, being everything you expect a Porsche to be — and more.

2010 Kia Soul, Practical, spirited, and pretty darn cool

By Lary Coppola
The new Kia Soul attempts to redefine cool, catering to the wants and needs of Gen Y. In a huge market pioneered by, and until now the exclusive property of, the Scion xB, the Soul, along with the Nissan Cube, appear to be staking take no prisoner claims on that market.

Like Scion, Kia’s hook is a large dose of personalization geared at making a statement of uniqueness in a cookie cutter world. With numerous factory and aftermarket accessories it’s easy to brand your own identity onto your Soul.
The model lineup includes four Kia Souls — and these aren’t typos — the base, the +, the !, and the sport. Note the lower case “b” and “s.”

The base Soul ($13,300) comes standard with a 1.6-liter, 122 horsepower, 4-cylinder engine and 5-speed manual transmission, rugged cloth seats, power windows and door locks, solar glass, rear wiper/washer, 60/40 rear seat, and an AM/FM/CD/MP3/SAT sound system with USB port and auxiliary input jack. It features 15-inch steel wheels with wheel covers, front disc brakes and rear drums.

The Soul+ ($14,950) upgrades to the 143-horse, 2.0-liter engine, 16-inch alloy wheels, rear disc brakes, cruise control, remote entry, Bluetooth, steering wheel controls, and tinted rear windows. A four-speed automatic is a $950 option. Other options include a power moonroof and foglights ($800) and a $400 audio package featuring five tweeters, subwoofer and external amplifier.

The Soul! ($16,950) comes with 18-inch alloy wheels, the premium audio package, power moonroof, and premium houndstooth accented cloth upholstery, with a leather steering wheel and shift knob, and metal-finish interior trim.
The Soul sport ($16,950) — our test model — offers black-and-red cloth seats and trim, metal pedals, a slightly firmer, sport-tuned suspension, a spoiler, and replaces the power moonroof with black front and rear fascias and side sills. The sport also offers the optional four-speed automatic.

Safety equipment includes six airbags, active front headrests, LATCH seating system, ABS, electronic stability control, and a tire pressure monitor.

The window sticker on my black and red test model had an interesting new category: Environmental Performance. The Soul scored 8 out of 10 on Global Warming, and 5 on Smog.

Walkaround: The lines are smooth and stylish for what’s essentially your basic box. Creating a clever illusion by making the rear windows narrower than the front, it appears as if there’s a rear downward slope to the roofline, which is actually achieved by the rising beltline below the windows. There's also a small, upside-down wedge shaped third side window completing the illusion. Kia calls the design a reverse wedge greenhouse, noting the Soul appears to be wearing a pair of wraparound sunglasses.

The corners are nicely rounded, with chiseled wheel arches mitigating some of the boxiness. The grille is small, with stylish headlights wrapping over where the front fascia, fender and hood intersect.
Seemingly Volvo XC90-inspired taillamps adorn the rear corners. The liftgate and rear window are clean, smooth and light.

Kia is serious as a heart attack about appealing to the imaginations of its target 20-something market — although the Soul will strike a chord with certain 40- and 50-somethings as well. There’s uniquely exotic exterior paint colors, including Alien green, red-hot Molten, coffee-like Java, and metallic versions of Shadow, Titanium and Bright Silver. Additional colors available shortly will include Denim blue, bright white Ghost, and flame-emulating Ignition.

Interior: The interior is exceptionally clean and functional, offering an attractive and ergonomically correct layout. And except for the black-and-beige houndstooth-like upholstery on the upper seatbacks of the Soul!, it appears Kia hasn't tried to do anything overly trendy. Even the two-tone black-and-red cloth on our test vehicle, didn’t compete for attention.

I found the front bucket seats comfortable, feeling like they’d be fine on a trip. Rear-seat legroom is lacking however. There are bottle holders in the front door pockets, plus cupholders in the console, a big two-level glovebox, nets on the front seatbacks, a trap-door compartment on the dash and grab handles over every door. There are auxiliary audio, ipod, and USB jacks, plus two 12-volt outlets.

There is one very fun option — a throbbing-to-the-beat rim of red light around the speakers in the door. I was great when I connected my iPod to a “driving music” playlist I put together specifically for judging sound systems, although I’m not sure how well it works with the rotund blather of Rush and talk radio. It can be turned on and off and you can play with its reaction to sound.

The liftgate is light, with a deep well compartment in the cargo space floor. The 60/40 rear seats easily fold flat, and interior passenger space is good, but consumes some cargo volume, compared to both the larger Scion xB and smaller Honda Fit.

Under The Hood: The base model uses a 122-horse, 1.6-liter engine with a five-speed manual transmission, but I’ll bet most buyers will opt for the 143-horse 2.0-liter with the optional four-speed automatic — especially since its rated at a combined 27 mpg.

Behind The Wheel: I found my test Soul sport with the 2.0-liter, and the automatic to be quite nimble and lots of fun to drive. The 2.0-liter features CVVT, or continuously variable valve timing. With 143 horses and 137 pound feet of torque peaking at a fairly high 4600 rpm, it does the 0-60 drill in around 8 seconds — which isn't too bad.
The power steering is hydraulic rather than electric, but doesn’t feel as heavy as the xB. It doesn’t feel like a sports car, but isn’t meant to either. The brakes are firm and tight.

Whines: The exhaust is a little loud, diminishing reception on my Bluetooth earpiece.

Bottom Line: The Kia Soul will find its niche among the young and young at heart. The reverse wedge styling offers a new take on the basic box, while the interior, engine, automatic transmission, steering, and ride all hit home runs.