2010 Chevrolet Camaro: A hot-looking, 29 mpg muscle car

By Lary Coppola

I saw the first prototype of the new 2010 Chevy Camaro at the 2007 Detroit Auto Show, and thought to myself, “This is hot! If GM builds it, they’ll sell every damn one.” Of course that was before the economic meltdown of 2010. During the week I test drove the new rear-wheel-drive Camaro, it attracted more attention and excitement than anything I’ve driven in 18 years of doing this. While the new Camaro has that retro look, it actually looks totally new at the same time.

There are three models, the LS, LT ad SS. The SS also has special exterior trim, including 20-inch painted aluminum wheels, four-piston Brembo disc brakes, a beefier suspension, that uses the same design as the LS, but with firmer shocks, springs and anti-roll bars, producing great handling and ride under more demanding circumstances.

Walkaround: Chevy designers did a good job of delivering smooth retro styling, while avoiding the temptation to blatantly overdo it. Someone clued me in that if you look down on the new Camaro from above, the lines of the 1963 split-window Corvette will magically appear.

The long hood ends in a shark-like, v-shaped nose and a black mesh grille prominently sporting the Chevy bowtie. The simple headlights are intentionally reminiscent of the '69 Camaro.

Very subtle twin-cockpit humps on the hood are visible at the top of the steeply raked 67-degree windshield. All models utilize an aluminum hood with a 2.5-inch power dome having no real function other than appearance, but intended to look like cowl induction. Gills located just forward of the rear wheels add another nice, non-functional styling touch. And while the gills, power dome, and hood intake aren’t functional, they don't come across as bogus either, and do enhance the styling. The SS has a wide and thin black simulated intake on the nose. Knowing this, you now know how to tell whether there’s a V8 or V6 under the hood.

Interior: Interior materials of the new Camaro are above average, but the overall design doesn't rival the exterior or stir memories of the original. In what appears to be a nod towards the original Camaro, the instrumentation offers a recessed speedometer and tach stylized in square chrome housings.

The standard cloth upholstery is first-rate, with optional leather available. The standard cloth bucket seats are comfortable, with decent bolstering. However, I’m not sure they’ll keep an aggressive driver firmly in his or her place under hard cornering.

The stitched leather wrap on the three-spoke steering wheel is nice, and the wheel tilts and telescopes for drivers of all shapes and sizes. Based on previous Camaro sales history, a high percentage of female buyers are anticipated.

The climate controls located on the center stack seem designed more for looks than for ease of use — but I’ve experienced worse. There are four optional gauges positioned down on the center console forward of the shift lever, and I expect most Camaros will probably have them.

Rear seat legroom measures 29.9 inches — slightly less than the 30-inch benchmark most cars use.
The trunk is surprisingly deep considering the relatively short deck lid, but it’s almost flat and the opening itself isn't all that large. Good thing there's a pass-through to the trunk behind the rear seat.

The LS comes pretty well equipped, including the aforementioned telescopic steering wheel, cruise control, A/C, limited slip differential, 18-inch steel wheels, and a six-speaker AM/FM/XM/CD/MP3 sound system, with GM’s OnStar Safe & Sound plan free for the first year.

Available upgrades include leather upholstery with six-way power reclining driver's seat; foglamps and integral front fascia; 18, 19, or 20-inch painted aluminum wheels; heated mirrors and seats, nine-speaker, 245-watt audio system, Bluetooth and USB port, leather shift knob and steering wheel with audio controls, remote starting, and console mounted gauges including oil temp and pressure, volts and transmission fluid temp. A sunroof is also available.

Safety equipment on all Camaros includes electronic stability control with traction control, anti-lock brakes, frontal airbags, front side airbags, airbag curtains, and tire pressure monitor.

Under The Hood: Our test model LS featured the surprising, 7,000 rpm, 304 horse, 3.6-liter Cadillac V6. A six-speed manual transmission is standard, although our test model was equipped with the optional six-speed automatic with the manual shift feature.

The SS model boasts the killer 6.2-liter Corvette V8 with a six-speed automatic or six-speed manual gearbox. It delivers 400 horses with the optional six-speed manual automatic, or 425 with the standard six-speed manual.

Behind The Wheel: Like the impressive Pontiac G8 architecture it’s based on, the Camaro's chassis was developed in Australia, However, the rear wheels were moved forward six inches, the front wheels slid forward three, while the windshield was set back three inches. The final touch was lowering the front suspension for better handling.

I found the handling, ride and brakes exceptional — especially for an American muscle car. The structure is rigid, but in a week of driving over numerous terrains — including major freeways as well as winding two-lane blacktops, I didn’t encounter any harshness in the ride.

One small problem is that the cabin is so quiet, thanks in part to liquid sound deadener, you’ll find yourself regularly exceeding the speed limit unintentionally.

Whines: Rear visibility over the driver's shoulder isn't very good, because of the sporty roofline. The retro instrumentation, lacks the sleekness of the rest of the car.

Bottom Line: The new Camaro is a hit on all fronts — drop-dead gorgeous styling, potent and efficient powerplants courtesy of Cadillac and Corvette, great handling and ride, and outstanding pricing. Compared to major segment competitors, — the Dodge Challenger and Mustang GT — the Camaro more than holds its own — and delivers traditional Chevy value.

GM Announces Model Lineup Plans for 2010

General Motors (GM) recently sent a news release to automotive journalists announcing its plans for the 2010 model year along with links for more information.

In the release, GM stated it will focus on four brands — Buick, Cadillac, Chevrolet and GMC — "...that combine leading-edge design, technology, engineering excellence and quality," and backed by what GM stated is "the most comprehensive customer care package in the industry."

For those brands, GM will introduce six all-new, car and crossover models, including the Buick LaCrosse luxury sedan; the Cadillac SRX crossover and Cadillac CTS Sport Wagon; the Chevrolet Camaro sports coupe and Chevrolet Equinox compact SUV; and the GMC Terrain compact SUV. In addition, Chevrolet’s iconic nameplate, Corvette, adds the Grand Sport, one of the most recognized names from Corvette’s illustrious racing heritage.

Additionally, the Pontiac Vibe will be available as a 2010 model; the Pontiac G6 will be available only for fleet customers.

Tesla Dealership To Open in Seattle

Tesla Motors, which is selling a $110,000 electric sports car, said it will open a dealership in Seattle’s South Lake Union neighborhood shortly. The facility will be located at 435 Westlake Ave.

The automaker already operates dealerships in Northern and Southern California, and plans to open stores in New York and Chicago at the same time it opens the Seattle dealership.

Tesla officials said they’ll also open a London dealership shortly, followed by dealers in Munich and Monaco. They said they take their showroom cues from Seattle-based Starbucks Corp., “…and other customer focused retailers.”

The 2009 Tesla Roadster sells for about $110,000; a cheaper Tesla model is expected in about a year.

Auto Industry News From Kiplinger

This is from the June 5 Kiplinger Letter...

Five or more years down the road… An altogether revamped U.S. auto industry, with at most two carmakers, far fewer parts makers, slimmer dealer networks and very different cars.

U.S. sales will hit 13.5 million by 2011, rising to 17.2 million vehicles by 2019... equal to the 2000 peak and almost double the trough of 9.5 million vehicle sales likely for this year.

Foreign firms will keep producing cars here to save on shipping costs and limit currency risks. They’ll soon hit parity or better with U.S.-owned firms and even surpass them slightly in the next decade. Just a couple of years ago, Detroit had a 2-1 edge.

Come 2019, U.S. firms will make nearly half of the 10 million vehicles manufactured on U.S. soil. That compares with 5.5 million made here this year. Imports, meanwhile, are sure to go up, from 4 million today to about 5.5 million in 2011. Look for 7.2 million imported vehicles in 2019.

Expect 250,000 more industry jobs to go by Dec. 2010, as the Chrysler and GM bankruptcies play out. Personal income lost will top $13 billion between now and the end of 2010. Job losses won’t be limited to the major auto centers in Mich., Ohio, Ill. and Mo., but will extend nationwide as dealers close and parts suppliers cut back operations. Hardest hit: Ala., Ark., Calif., Fla., Iowa, Ky., N.J., N.Y., N.C., Pa., Tenn., Texas and Va.

Southeastern states stand to gain as Toyota and Honda expand production along with other foreign based firms. Parts suppliers are also migrating southward.

As the industry adapts, the cars Americans drive will change dramatically. They’ll be more agile and more fun to drive, with Indy racer pickup and handling. Vehicles will weigh 500 pounds less, with better weight distribution. New materials are sure to inspire designers, who’ll offer head turners that fire up sales without relying on $5000 incentives that sap company profits.

Even more improvements, too, on safety… but a learning curve for drivers, especially baby boomers not used to autos that respond so quickly to a light touch.

Better gas mileage, of course, with hybrids starting to rule the highways. They’ll account for 50% of vehicle sales by 2015, up from 3% now. But making cars that are capable of getting 40 mpg means adding $1500 to their production cost.

Most likely winners over five years: Toyota, Honda, VW, Ford and maybe GM. Others won’t crumple overnight, but more consolidation and cost cutting are inevitable among Fiat, Subaru, Suzuki, BMW and a gaggle of Chinese and Indian competitors.

Chrysler is in the weakest position of U.S. firms... no new models, no more federal aid. Odds favor a GM-Ford merger or partnership by 2020 so they can compete.

All-new 2009 Toyota Venza: Sport sedan, SUV, minivan, or ???

By Lary Coppola

When I first saw the sharp looking 2009 Toyota Venza up close and personal, my first question was, “Who exactly is this vehicle aimed at?” It’s far more utilitarian than a passenger car, spacious like a minivan, yet smaller and lower than an SUV, while boasting all the usual high-end equipment usually found on an upscale sport-ute. Meanwhile, it rides, drives, and handles like a sports sedan.

It would be grossly unfair to say the Venza is little more than an upscale, contemporary Camry wagon — even though it’s built on the Camry platform in the same Georgetown, Kentucky assembly plant. The Venza is way more original — and certainly more functional — loaded with a mix of highly evolved features and imaginative design cues. It many ways, it’s an easy comparison with the Ford Flex, offering a cleverly designed, stylish, and roomy interior, featuring many of the same conveniences and functionality both minivan and SUV owners have become accustomed to. While only a five-passenger vehicle, it’s also smaller, nimbler — and certainly hipper — than any minivan on the planet. It’s more like a highly utilitarian family car capable of transporting people, pets and groceries, that’s easy to park — while being a vehicle Dad won't be embarrassed to be seen in.

Yet it’s also one where he can put the pedal to the metal without fear of rolling it on the first semi-sharp curve. Toyota expects many Venza buyers will be people trading up from minivans and down from SUVs. That’s because other than its 3500-pound towing capacity, SUV owners don't give up much, while minivan owners gain style and hipness without sacrificing functionality.

Walkaround: Not known as a style innovator, the Venza is slightly shorter and lower than most crossovers, with smooth, fluid, aerodynamic sculpting that’s certainly a departure for Toyota. The high, broad grille flows into flame-shaped headlamps that accentuate the Venza’s wide stance. The use of fog lamps coupled with a combination of headlamp types, create a crisp, high-tech feeling. Although the Venza is wider and taller than the Camry, it shares the same wheelbase and overall length — making it appear wider and lower, while permitting increased hip and head room with a higher seating position. However, legroom is actually slightly less compared to the Camry, even though interior volume is greater.

Low, car-like, narrow doorsills and rocker panels give the Venza a sleek, contemporary profile. Like the FT-SX concept vehicle that inspired the Venza’s design, the wheels are snuggly located at the corners of the body, with minimal overhang on either end. The standard 20-inch aluminum alloy wheels suggest the sporty, cat-like surefootedness of a sports sedan that isn’t betrayed by winding roads. The S-shaped tail lamps add to the sporty feeling, and convey a smart, modern, and practical design not likely to go out of style or become dated during the life of the car.

Interior: The Venza comes really well-equipped — in only one trim level — but can be personalized into a luxuriously refined alternative to the sedan, delivering more cargo and passenger room combining an unusual blend of attributes from a premium car with the high-utility flexibility of an SUV. An oversized speedometer, which is positioned dead center, dominates the instrumentation. There’s a slightly smaller tach to the left, and smaller fuel and temperature gauges on the right. The instrumentation is readable even direct sunlight, and easy on the eyes at night. The center console is simple and clean, with soft-touch controls for the information center, audio system and climate controls. The console has a soft armrest cover over an unusually deep storage bin, and the doors have bottle holders and a map slot.

Standard equipment includes cloth upholstery; one-touch forward-fold seat levers; 14-degree rear seat recline; dual-zone automatic climate control with air filter and second row seat vents; carbon fiber interior trim; overhead console with map lights; center console with padded sliding cover and armrest; rear seat overhead personal reading lamps; 12-volt auxiliary power outlets (two front, one cargo area); AM/FM stereo with six speakers, optional XM satellite radio, MP3/WMA capability, and a six-disc CD changer; tilt/telescopic wheel with integrated audio controls; HomeLink; cruise control; electrochromic rearview mirror with compass; vanity mirror; variable intermittent windshield wipers; rear windshield intermittent wiper; power windows, outside mirrors, and door locks with remote control keyless entry.

Also standard are multi-projector-beam headlamps with auto on-off; integrated fog lamps; UV reduction glass windshield, privacy glass on two rear side windows and back window; cargo area tonneau cover; dual exhaust with chrome tips; and rear spoiler. There are eight available option packages — including leather — with four stand-alone options — navigation system ($2590); JBL Premium Audio ($1090); a panoramic roof ($1050); rear-seat entertainment ($1680); and Blizzard Pearl paint ($220). Under The Hood: The Venza is available with either the standard 2.7-liter four-cylinder powerplant that delivers 182 horses at 5,800 rpm, and 182 pound-feet of torque at 4,200 rpm. Optional is a 3.5-liter V6 that puts 268 ponies to the pavement at 6200 rpm, and offers a muscular 246 pound-feet of torque at 4700 rpm. Both are married to a six-speed automatic transmission, with the Venza offered in all-wheel and front-wheel-drive configurations.

Behind The Wheel: We had the opportunity to put the Venza through its paces under a number of conditions and terrains. On the freeway, the Venza drives like a car, with a quietly smooth ride, and tight, sure steering and handling characteristics. Its stability on wet, slippery, two-lane winding roads — even in just front-wheel drive mode — is impressive. Although the Venza has some SUV attributes like its cargo versatility and higher driver and passenger seat positioning, it handles like a four-door sport sedan in many ways. While the Venza sits a little higher off the ground than a Camry, cornering at speed is achieved with minimal body roll (lean), and steering is light and accurate, so it transitions from side to side cleanly and easily.

Whines: None

Bottom Line: The new Toyota Venza is seemingly the best combination of car and SUV available today. It seats five, can carry a fair amount of cargo, is roomy and comfortable, delivering smooth, solid performance and handling — all combined with Toyota’s legendary reliability. What more could you want?

2009 Hyundai Sonata: A solid mainstream value

By Bruce Caldwell
I can’t pick lottery numbers, racehorses, Super Bowl winners, or even the right socks for a pair of pants, but I did predict that Hyundai was going to greatly increase their share of the American auto market. I made my call after a press function where Hyundai management announced their ambitious warranty program. Hyundai quality had been rapidly improving and now the company was prepared to stand behind its cars at a previously unheard of level.

Today, Hyundai cars have improved so much that customers want to buy them because they’re excellent cars, not just sound financial equations. The Hyundai Sonata has been a leader in the company’s North American charge. It helped change the public perception of Hyundai from a maker of tiny economy cars to a company with a full range of cars and SUVs.

Walkaround: The 2009 Sonata exterior has been freshened with new front and rear fascias and body-side molding. The overall styling is crisp and very pleasant if not a little generic. There seems to be a similarity to many midsize sedans. The flattering thing about the Sonata styling and fit/finish/overall quality is that if it had Honda or Toyota badges no one would doubt that it wasn’t one of those cars.

Interior: The interior was also freshened for 2009. The layout is patterned after the Veracruz SUV. The gauges and controls are well placed. The blend of colors and textures is appealing. It looks like much thought was given to the interior design. Front seat room and comfort are very good. The optional sunroof deducts some headroom. Rear seat accommodations are good for two adults with the usual compromised middle position. Trunk space is ample and flexible thanks to split, folding rear seats. Trunk support struts maximize cargo space.

Under The Hood: Horsepower is up. The base 2.4-liter inline four gained 13 hp to 175. The 3.3-liter V-6 added 15 hp bringing its total to 249. Torque is 168 lb-ft and 229 lb-ft, respectively. Four-cylinder cars have a choice of a 5-speed manual or 5-speed automatic transmission. The V-6 is only available with the automatic. The four-cylinder engine is quite lively when mated to the manual transmission. Fuel economy is very respectable and quite similar for all three powertrain combinations. EPA numbers are 21/32 for the 4-cylinder/manual, 22/32 for the 4-cylinder/automatic, and 19/29 for the V-6/automatic. The fuel economy penalty for the more powerful V-6 is minimal. The added cost for the V-6 is approximately $2,000-$2,500 depending on the model.

Behind The Wheel: The front-wheel-drive Sonata has revised suspension tuning for 2009. The GLS and Limited models now have firmer suspension tuning. The SE model has always been the sportiest Sonata and now it gets a unique sport suspension. Even though the SE suspension is firmer it doesn’t compromise ride quality. The SE gets 17-inch alloy wheels, which are a handsome improvement over the 16-inch GLS wheels and wheel covers.

Whines: We’d like it if the 5-speed manual transmission was available with the SE V-6.

Bottom Line: The Hyundai Sonata is an excellent choice for anyone seeking a competent, well-built, reasonably priced midsize sedan. The 2009 Sonata is a fine car and an excellent value.

2009 Corvette: America’s greatest sports car is even greater

By Bruce Caldwell
I wish our highway system were on the same improvement program as the 2009 Chevrolet Corvette. Unfortunately they appear to be on divergent courses. The Corvette keeps getting better and better every year, while congestion keeps getting worse. Our clogged roads aren’t fun in a mini van, but they’re particularly frustrating in a car with the Corvette’s performance potential.

For 2009 the Corvette is available in three power levels: the base 430 hp; the Z06 with 505 hp; and the new ZR1 with an incredible 638 hp. Torque figures are 424 lb-ft, 470 lb-ft, and 604 lb-ft respectively. The so-called base Corvette has enough power to humiliate most production cars, so the Z06 and ZR1 are overkill and overkill squared.

Prices rise with horsepower. A base coupe (hatchback) starts under $50,000. The base convertible (the only convertible offered) goes for a little over 50K. The Z06 base price jumps about $25,000 and the ZR1 goes for another $30,000 over the Z06 (if you can find one at retail). As wild as the ZR1 is, the base Corvettes are the best buys. Plus, you could buy a coupe and a convertible for the price of a ZR1.

Corvette performance and driving excitement are givens, but it’s the Corvette’s practical nature that surprises many people. The hatchbacks are quite versatile (we had space to spare after a big Costco trip) and can return excellent fuel economy if your right foot isn’t too heavy. It’s a safe car that makes average drivers think they’re superior drivers. The Corvette is tractable around town and very pleasant on the highway. It’s an absolute joy on the back roads of western Washington.

Walkaround: The Corvette is a stunning car. It’s the kind of car you always look back at after you park it. Fit and finish are very good. The wheels and tires are huge and contribute much to the car’s outstanding performance.

Interior: Seating position is very low, but legroom is excellent. The seats are very supportive. Interior noise is low for such a powerful car (you won’t ever think you’re driving a hybrid) and the sound system is first rate. The cockpit storage areas are definitely on the small side, but there’s lot of space behind the seats. The Heads Up Display is one of our favorite features.

Under The Hood: The 2009 Corvette is an engineering marvel. We’ve already mentioned the horsepower/torque ratings. The details of how those numbers are achieved would take far more pages than we have here, but that information is available from Chevrolet.

There are two 6-speed transmissions — manual and automatic. Both are excellent — the manual is more fun and the auto is more practical.

Behind The Wheel: Being behind the wheel of a Corvette is where we like to be. Driving a new Corvette is so much fun that it will distract you from other activities. You’ll want to find the most twisting route instead of the shortest.

Whines: The hot, shallow center console melted our Milky Way bar.

Bottom Line: This could be the zenith of American high performance sports cars.

Infiniti G37 Convertible offers luxury, performance and lots of fun

By Lary

Coppola
So there I was, behind the wheel of the new Infiniti G37 convertible, cruising down the sunny Pacific Coast Highway with the top down just north of Malibu, after descending from an exhilarating ride through the legendary hills and canyons to the northeast, that began in Beverly Hills. With the Stones, “Can’t You Hear Me Knocking” blasting crystal clear from the premium, 13-speaker Bose Open Air audio system, I’m smiling, thinking to myself, “Life is good — but could be a whole lot better if I actually owned one of these.”

I could stop here, because that says way more about this car than almost anything else I’m going to write. But since I have to fill up the rest of this page, I might as well supply some details.

Offered in two models, the G37 Convertible 7AT, and Sport 6MT, several option packages can totally personalize your G37. A limited edition Bloomingdale’s Premier Edition was marketed through Bloomie’s 2008 Holiday Catalog. Only 200 will be produced — and all were snapped up immediately — with a waiting list.

Walkaround: Unlike other cars in this segment, this G37 was designed specifically as a convertible — not as a G coupe with a mechanical top. Everything from the windshield back is new, including a revised rear suspension system, and special body reinforcements that deliver a tight, vibration-free ride at any speed.

Infiniti’s design priority was to retain the coupe profile with the top up. While the roofline is different from the fastback look of the coupe, it’s still attractive and done better than most rivals. Infiniti designers also kept the coupe’s proportions, not lengthening the rear deck to accommodate the 3-piece folding top. The rear fascia and wraparound taillights are also exclusive to the convertible.

The flowing front fender curves, double-arch grille, wave-style aluminum hood, and L-shaped High-Intensity Discharge (HID) bi-functional xenon headlights mirror the coupe. Also offered is Infiniti’s “self-healing” Scratch Shield paint in eight colors. In short — top up or down — the G37 is pretty hot looking.

Interior: The driver-oriented cockpit is a combination of craftsmanship and sophistication, featuring a one-piece steering wheel and gauge setup that moves as a unit so the electroluminescent white-and-violet instrumentation is always situated for maximum visibility no matter what the wheel position. The double hand-stitched leather-covered steering wheel features standard audio and cruise controls, with magnesium paddle shifters available on the 7-speed automatic transmission (G37 Convertible with Sport Package only).

Special Japanese-inspired Silk Obi aluminum trim is featured, with genuine African Rosewood also a choice. Leather-appointed, heated 8-way power driver/passenger seats are standard, with Climate-Controlled Seats (heating and cooling functions) available with the Premium Package. Also standard is Infiniti’s Intelligent Key with Push Button Ignition, and an Adaptive Dual Zone Climate Control System. The advanced A/C system automatically adjusts to provide maximum comfort with the top up or down.

There’s two audio systems available. Standard is a 6-speaker AM/FM/6CD with MP3 playback capability, Radio Data System (RDS) and optional XM® Satellite Radio.

The other is the killer 13-speaker Bose® Open Air Sound system, featuring microphones that automatically optimize EQ settings for open/closed top positions. The system’s special Bose® front seat personal speakers, mounted in the head restraints, deliver superior front audio quality regardless of the top position. An iPod interface is also included.

A Bluetooth hands-free Phone System is also available along with and a 9.3GB Music Box Hard Drive with CompactFlash® slot.

A standard 7-inch multi-function color computer display, controls the available backup camera, voice-recognition navigation, XM NavTraffic® with Real-Time Traffic information (XM® subscription required, sold separately) as well as the climate controls and all other functions and settings. It tops the center stack above Infiniti’s signature analog clock.

Under The Hood: The G Convertible features Infiniti’s outstanding 3.7-liter, 325-horse, V6 powerplant with VVEL (Variable Valve Event and Lift), rated at 267 lb-ft of torque.

The VVEL system combines hydraulic-controlled variable valve timing and electronically controlled variable valve lift to improve not only performance, but also fuel efficiency, with cleaner emissions.

The V6 is married to either an electronically controlled 7-speed automatic transmission with manual mode, downshift rev matching, Drive Sport (DS) mode and Adaptive Shift Control (ASC), with available magnesium paddle shifters; or a close-ratio 6-speed manual transmission on the Sport 6MT. I drove both, and unusual for me, preferred the automatic.

Behind The Wheel: The Infiniti G37 convertible is a blast to drive — top up or down. Built on Infiniti’s FM (Front Mid-ship) platform, the exceptional front/rear weight balance creates a rigid, stable foundation for the 4-wheel independent suspension. Ride and handling are exceptional — especially for a convertible, since the usual body twist and vibration are missing. Steering is responsive courtesy of the power speed-sensing system. Sport-tuned steering is offered on the Sport 6MT and G37 Convertible with Sport Package. Standard on all G Convertibles is Vehicle Dynamic Control (VDC) with cancel switch and Traction Control System (TCS).

Acceleration is exceptional under all conditions, with braking provided by standard 4-wheel vented discs with 4-channel, 4-sensor ABS, Electronic Brake force Distribution, and Brake Assist.

Also available is Infiniti’s Intelligent Cruise Control with Preview Braking, which assists in maintaining a consistent following distance from the vehicle ahead. It also identifies sudden braking situations with laser sensors that determine distance and relative speed of the vehicle ahead and “pre-pressurizes” the Brake Assist system before the driver steps on the brake pedal. I’m not a fan of these systems in general, but this one works better than most.

Whines: A center-mounted armrest would be perfect.

Bottom Line: This is an exceptional, well-though out, high-quality automobile in absolutely every respect. It’s beautiful, fast, luxurious and comfortable. If you love convertibles like I do. Drive the Infiniti G37, and you’ll want one.

2009 Acura TSX: Long distance runner

By Bruce Caldwell
I covered great distances in a 2009 Acura TSX and enjoyed every mile. I drove to back-to-back press events in eastern Washington and central Oregon. I couldn’t have asked for a better car than the Acura TSX. I covered hundreds of non-stop miles in total comfort. And, I got almost 34 miles per gallon easily surpassing the EPA estimate of 20/28.

I traveled a variety of freeways and secondary roads. The TSX has excellent handling, which made the back roads very enjoyable. The new, longer wheelbase helped make highway travel smooth. Acura’s excellent navigation system was a big help in unfamiliar places.

Walkaround: The TSX was redesigned for 2009. We preferred the previous styling, especially the front-end treatment. More pronounced noses and sharper bodylines seem to be an Acura/Honda trend. The fit and finish is excellent as always. Superior quality control is an Acura hallmark.

Interior: Well-appointed, comfortable interiors are standard Acura fare. We had no discomfort even after long hours of driving without a break. The black leather seats are a pleasant blend of comfort and support. The soft headrests helped prevent neck fatigue. Front legroom is of the stretch-out variety even for tall drivers. Adjustable lumbar and two-temp heated seats are appreciated long distance features.

The contoured leather-wrapped steering wheel was very comfortable during long stints behind the wheel. The auxiliary audio, phone, cruise, and info controls kept us entertained and informed without taking our eyes off the road.

Wheelbase has been increased by an inch (the body is 2.5-inches longer and 3-inches wider than the 2004-2008 TSX) for 2009, but it didn’t benefit back seat passengers. Legroom is snug. The center armrest is nicely padded. Rear storage bins are small.

The trunk is reasonably big, but the floor isn’t totally flat and the wheel wells intrude on the available space. The trunk opening is wide as is the pass-thru to the folding rear seats.

The TSX was equipped with a stellar sound system with AM/FM/satellite radio, a 6 CD player and MP3 capability, so I had plenty of road music on my trip. Front seat storage areas are ample. The sunroof was above average in size.

Under The Hood: The 2009 Acura TSX is available with a single engine — a 2.4-liter inline four cylinder that produces 201 horsepower and 172 lb-ft of torque. The front wheel drive car can be ordered with either an excellent 6-speed manual transmission or a 5-speed automatic. The automatic has steering wheel paddle shifters. Our test car had the smooth and sporty 6-speed manual transmission.

Behind The Wheel: The Acura TSX is a wonderfully competent and comfortable long distance traveler. It’s equally at home on short, local errands. Controls and ergonomics are all well designed.

Whines: The front end styling looks like something Pontiac rejected.

Bottom Line: As the entry level Acura the TSX represents an excellent value. It has Acura/Honda precision engineering and quality at an attractive price.

2009 Chevrolet Traverse: One big crossover SUV with hybrid-like fuel economy

By Lary
Coppola
Car-based crossover vehicles straddle the line between car and sport utility vehicle (SUV), by using the same unibody construction as a car — and adding all-wheel drive capabilities — while being generally lighter and more fuel efficient than traditional, body-on-frame, truck-based SUVs.

Until a couple of years ago, crossovers were generally small-to-midsize vehicles, like the Toyota Highlander, Subaru Forester, Honda Pilot, Volvo XC90, etc. However, General Motors (GM) really began pushing the envelope in 2007, introducing crossovers nearly as big as its truck-based, body–on-frame, Chevy Tahoe. The Saturn Outlook, GMC Acadia, later, the 2008 Buick Enclave — and now the 2009 Chevy Traverse — are all based on GM's Lambda platform.

Chevrolet debuted the Traverse at last year’s Chicago Auto Show. It’s offered with front- or all-wheel drive, and boasts V6 power, with seating for either seven or eight passengers.

The Traverse model lineup consists of the base, LS, upscale LT and top-of-the-line LTZ model.

Walkaround: Built in Spring Hill, Tenn., the Traverse takes its styling cues from the highly successful, redesigned Chevrolet Malibu. The deep-set, chrome-ringed grille, with a wrap-around fascia and similar front-end sheet metal, are coupled with smooth body lines, slightly flared wheel wells, and short overhangs, to showcase a sleek, flowing look meant to become Chevy’s new, global face.

The rear facade of the Traverse includes an expressive taillight array and a rear spoiler integrated over the liftgate window. Smooth roof rails are designed to compliment the overall sleek appearance, which is finished off with dual, chrome-tipped exhaust outlets.

While the LTZ comes standard with 20-inch polished aluminum wheels, 17-inchers are standard on the LS and LT, with optional 18 and 20-inch wheel-and-tire combinations available.

Interior: The interior boasts the same dual cockpit design as the Malibu. Seating for eight is standard, with two front bucket seats, a three-passenger 60/40 split folding second-row and third benches. Perforated leather seats are available as are second-row captain's chairs that provide seating for seven. The second- and third-row seats fold flat, revealing 117.9 cubic feet of cargo space, and the second-row has a Smart Slide feature that allows easy access to the third row.
Instrumentation is GM’s standard issue white on black, with green digital used extensively for everything other than the main, chrome-trimmed analog gauges. The instrument panel is mounted in a low and away position to enhance visibility, with the available navigation system screen integrated prominently in the upper-center spot.

OnStar 8.0 (with a one-year Directions & Connections plan), which features Bluetooth-enabled hands-free calling, Turn-by-Turn Navigation and the Advanced Crash Response System is standard. If a crash activates an air bag, an OnStar advisor immediately calls the vehicle and/or summons emergency help.

A DVD navigation system with OnStar Destination Download or eNav and XM NavTraffic, is an option. Other available options include a panoramic sunroof, rear park assist, a choice of two rearview camera options, projector-beam headlamps, heated, power-adjustable outside mirrors with blind-spot mirrors, power liftgate, navigation system, rear DVD entertainment, Sirius/XM satellite radio with real-time traffic, Bluetooth hands-free cell phone link, and heated and cooled front seats.

Standard safety features include dual-stage front airbags, front side airbags, curtain side airbags for all three seating rows, a tire-pressure monitor, antilock brakes, traction control, and GM's StabiliTrak electronic stability control with rollover mitigation.

Under The Hood: There’s only one powerplant offered — GM's 3.6-liter dual-overhead cam V6, with variable valve timing, direct injection, and single or dual exhaust. The single exhaust version delivers 281 horses and 266 pound-feet of torque, while the dual exhaust version offers slightly more —288 — horses, and 270 pound-feet of torque. Both versions are married to GM’s six-speed Hydra-Matic automatic transmission. Towing capacity is 5,200 pounds.

Direct injection enables the engine to deliver better-than-expected fuel economy, with 90 percent of the engine's peak torque available from approximately 2,500 rpm to more than 6,000 rpm. The use of a higher compression ratio and unique pistons improves engine performance and efficiency, so less fuel is required to produce horsepower —especially at normal cruising speeds — plus helping reduce cold-start emissions by up to 25 percent.

Behind The Wheel: We test-drove the new Chevy Traverse during the severe early January weather — including some snow — so it was an excellent opportunity to put it through some harder than normal paces.
The all-wheel-drive (AWD) system efficiently managed the torque distribution between the front and rear wheels, providing increased traction on the slippery roads. Since there’s no driver intervention other than the ability to manually select the gearing, the AWD system automatically decides how much torque to apply and deliver to the wheels. The Traverse held its own when compared to some other crossovers we drove during that extended bad weather.

The Traverse rides on a long, 118.9-inch wheelbase, and has a 67.8-inch front track and 67.4-inch rear track with independent front and rear suspensions and a fairly low center of gravity. The combination enables a smooth, stable ride, with respectable car-like handling for a vehicle of its size.

While variable-effort steering is available, we found the power-assisted rack-and-pinion steering on our test vehicle to be adequate. The four-wheel ABS disc brakes with the additional Dynamic Rear Proportioning (DRP), Hydraulic Brake Boost (HBB) and Panic Brake Assist (PBA). DRP optimizes front to rear brake balance automatically adjusting the rear brake bias based on driving conditions and vehicle load. HBB amplifies the hydraulic brake force to reduce stopping distances. PBA optimizes braking by adding or maintaining pedal pressure even if the driver unconsciously or involuntarily backs it off during an emergency situation.

Whines: The up-sloping rear windows limit visibility.

Bottom Line: The 2009 Chevy Traverse is a large, versatile, capable, crossover SUV with a myriad of available options that will allow it to fit the needs of a wide variety of buyers. It offers outstanding V6 power, and strong towing capacity, with fuel economy on a par with some mid-size hybrids under some conditions. Not a bad combination at all.