Toyota Announces 2010 pricing

Toyota Motor Sales (TMS), U.S.A., Inc., has announced manufacturer’s suggested retail prices (MSRP) for the 2010 Avalon full-size sedan, Yaris subcompact, FJ Cruiser off-road sport utility vehicle (SUV), Highlander mid-size SUV, RAV4 compact SUV, and the Tacoma pickup truck. The 2010 models will begin arriving at dealerships in August, with the exception of Highlander, which will debut in September.

The 2010 FJ Cruiser, the most capable off-road SUV in the Toyota line-up, features several upgrades, including dual VVT-i and roller rocker arms on the 4.0-liter V6, which adds 19 horsepower and a one mpg increase. Minor suspension changes reduce the turning radius by more than a foot, and a new Army Green exterior color is offered.

The base MSRP for FJ Cruiser will range from $23,680 for the 2WD automatic to $25,270 for the 4WD automatic, an increase of $360, or 1.4 to 1.5 percent.

The RAV4, the first ever crossover SUV, receives minor styling enhancements for 2010, including chrome-accented interior appointments on the limited model. The MSRP remains unchanged for 2010 RAV4.

RAV4 models will carry a base MSRP that ranges from $21,500 for the base model 2WD four-cylinder to $27,810 for the 4WD Limited V6.

The 2010 Highlander gas model, which will be assembled at Toyota Motor Manufacturing, Indiana (TMMI) beginning in October, will have an available backup monitor on the multi-informational display for the Base grade V6, and a power tilt/slide moonroof for the Base grade four-cylinder. Highlander Hybrid carries over unchanged for 2010.

The MSRP for the 2010 Highlander gas and hybrid models remains unchanged except for the Highlander Sport, which adds a stainless-steel exhaust tip and will increase $50. The base MSRP for the 2010 Highlander ranges from $25,705 for the base four-cylinder 2WD to $41,020 for the Limited 4WD hybrid model.

Avalon, Toyota’s flagship passenger car since 1995, continues to set the standard for performance, luxury, and value in its class. For 2010, Avalon adds rear-passenger auto up/down windows and one new exterior color, Sandy Beach Metallic.

The base MSRP for the 2010 Avalon ranges from $27,945 for the XL to $35,285 for the Limited, an increase of $100, or 0.3 to 0.4 percent.

Tacoma, the best-selling compact pickup truck in the U.S., will carry over unchanged except for an enhancement to the front cup-holder functionality, and it will not receive a price increase for the 2010 model year.

Tacoma’s base MSRP ranges from $15,170 for the Regular Cab with a five-speed manual transmission to $27,075 for the V6 4x4 Double Cab Long Bed with a five-speed automatic transmission.

Yaris will receive standard Vehicle Stability Control (VSC) and Traction Control (TRAC) in 2010, equipping all Yaris models with Toyota’s Star Safety System™ that also includes Anti-lock Braking System (ABS), Electric Brake-force Distribution (EBD) and Brake Assist. Yaris is the only vehicle in its segment to offer this set of safety features as standard equipment.

With all of these enhancements, Yaris base MSRP will increase only $150 and will range from $12,355 for the three-door model with manual transmission, to $13,915 for the four-door sedan with an automatic transmission, an increase of 1.1-1.2 percent.

Base MSRPs do not include a delivery, processing, and handling (DPH) fee of $750 for passenger cars and $800 for light trucks. The DPH fee for vehicles distributed by Southeast Toyota (SET) and Gulf States Toyota (GST) may vary.

Cadillac CTS-V — Hopefully, not the end of the line for great Detroit Iron

By Lary Coppola
With the Obama administration’s focus on fuel-efficient electric and hybrid vehicles, and now with veto power over General Motors’ (GM) complete product line, you have to wonder if Detroit will ever be allowed to build a car as awesome as the Cadillac CTS-V again — and even how much longer this version will be built, now that GM’s performance group has been disbanded under an Obama directive. So enjoy it while you can, because the CTS-V is high-performance Detroit Iron at its absolute and luxurious best. In short, it’s the fastest four-door sedan on the planet.

Introduced at Detroit's North American International Auto show in January 2008, it’s based on the second-generation Cadillac CTS sedan, which debuted in the fall of 2007 to universal acclaim. The ultra-high-performance CTS-V is a luxury sedan with high-dollar, high-performance imports such as BMW's M series, Lexus's F series, and the Mercedes-Benz AMG line directly in its competitive crosshairs.

The mandate for the CTS-V was very straightforward: Capture the serious performance of an elite sports car, and combine it with the elegance and poise of a prestigious luxury sedan. The Cadillac CTS-V delivers on all fronts.

Those attending the Detroit show also witnessed the unveiling of a 2+2 CTS Coupe concept car, which industry insiders were betting would reach production as a 2010 model. However, with Obama now calling the shots, all bets are off.

Walkaround: The CTS’s signature chiseled look, with its distinctive sharp lines still prevails, but has been softened somewhat. The large, in-your-face, heavy wire mesh front grille is adorned with an oversized Cadillac crest, and an angular, plow-style air dam underneath. The raised hood features a prominent dome over the supercharged engine. When coupled with a wider track it not only enhances stability and handling, but gives the CTS-V an even more aggressive look. The standard spoke rims are 19 inches, with chromed side front fender vents sit beneath sporty looking, functional fender flares that allow engine heat to escape.

The rear end has been restyled with better-proportioned, improved taillights. Personally, I love the aggressive look, although folks who prefer subtleness may not.

Interior: The interior is much quieter and has been radically upgraded. Pure American luxury challenges the austereness of European rivals. Gone is the first generation’s cheesy rubberized finish on the dash and other surfaces, in favor of stitched leather.

The CTS-V is optioned with heavily bolstered Recaro sport seats that adjust 14 ways, with pneumatic bolster controls in the seat cushion and backrest. The seats, shifter and steering wheel are upholstered with a microfiber material that creates the soft, luxurious look and feel of suede without the wear or cleaning issues. The trim is glossy, jet-black Obsidian that would make Steinway proud.

From the tilt-telescopic steering wheel with sound and climate controls, to the chrome trim on almost everything, you know this is Detroit iron. But the cockpit feels European — only with more comfort. Although the wheelbase remains the same, the new CTS-V is slightly longer, making it roomier in the rear-seat area, so four 6-footers fit comfortably.

The trunk is large, with a low, wide opening and pass-through. The rear seatbacks also flip forward and sit virtually flat to enlarge the cargo area.

The CTS-V comes very well-equipped (after all, it is a Cadillac) and our test model only had three option packages for a total add-on cost of $5,745. However, since mileage is 12/City and 18/Highway, it was also subject to $2,600 Gas-Guzzler tax. While premium fuel is recommended, it is not required.

Our test CTS-V did have the Recaro high-performance seats and metal-trimmed pedals, which added $3,400; a navigation system with real-time XM Nav Traffic (requires a separate subscription) for $2,145; and $300 for the aforementioned V-specific suede trim.

Standard is a kickass 10-speaker 5.1 Bose Surround Sound system, with an AM/FM/CD/DVD/mp3 player, a 40GB hard drive with USB port, XM satellite radio, bluetooth, heated/cooled seats, power tilt/telescopic wheel, rear park assist, and power everything.

Cadillac is now offering wireless Internet access by Autonet Mobile on the CTS, with full Internet access in and around the car via a laptop or WiFi device. Cadillac’s 3G WiFi turns the car into a WiFi hotspot that works with any operating system, can support several devices at once, and maintains Internet connections while the car is in motion.

Designed for use by passengers, the system requires no special software and achieves speeds up to 800Kbps. The dealer-installed option retails for $499, with a monthly service subscription of $29.

Full front-seat and side-curtain airbags are standard.

Under The Hood: This is where the fun begins. The CTS-V boasts a supercharged 6.2-liter, cam-in-block V8 borrowed from the Chevy Corvette. It puts 556 horses to the highway, with 551 Lb. Ft. of torque at 3,800 rpm, and a hefty 415 at 6,100 rpm. The most powerful engine Cadillac has offered in its 106-year history features variable valve timing with a direct-injection system that both increases horsepower and lowers cold-start emissions. More significantly, it delivers at least 99 more horses than any CTS-V competitor, including the Audi RS4, BMW M3, Lexus IS F and Mercedes C63 AMG.

Our test model was equipped with the 6-speed automatic with the manual-shift feature and (finally!) paddle shifters on the wheel. A 6-speed manual is standard.

While the standard V6 CTS offers an optional $1,900 all-wheel-drive (AWD) system, the CTS-V is only available in rear-wheel drive.

Behind The Wheel: The acceleration those 556 supercharged horses deliver is simply unbelievable, coupled with steering that’s quick, positive, and offers the proper degree of power assist. The anti-lock brakes have solid pedal feel with impressive stopping distances.

GM's Magnetic Ride Control (MRC) adaptive suspension system — also used on the Corvette and some Ferraris — utilizes electronically controlled magnets to adjust the stiffness of the shock absorbers, and is reputed to be the quickest reacting automatic suspension in the world. It allows both sharp handling and a supple ride, coupled with summer-season performance tires developed by Michelin expressly for the CTS-V.

I drove the CTS-V to a meeting at Semiahmoo Resort near the Canadian border, and back, plus my usual local driving, so I got plenty of seat time in it. On the freeway, I found keeping it under its "sweet spot" — which is in the 85+ mph range — to be pretty difficult. In short, it’s awesome in every respect and fun to drive to boot.

Whines: There was surprisingly more road noise than I believe a car of this quality — especially a Cadillac — should have. The pass-through opening between the trunk and rear-seat area could be wider.

Bottom Line: GM has aimed the Lansing, Michigan-built CTS-V right at the very best BMW, Mercedes, Lexus and Infiniti have to offer — and it hits the bull’s-eye. Our test vehicle stickered at $67,140 — a bargain in this market segment. While that price may give pause to buyers who still doubt Detroit dependability, the Cadillac CTS-V is a solid, fun to drive, true high-performance sports sedan equal to its foreign competition in every respect — except where it really excels — American-style luxury. Hopefully, Obama will spare it from extinction.

Jaguar Unveils All-New XJ

Jaguar debuted the all new 2010 Jaguar XJ in London this past week. The iconic XJ offers a seductive mix of striking design and robust performance made possible by Jaguar's aerospace-inspired light weight aluminum body technology. The new XJ will go on sale in December, with a starting price of $72,500 MSRP.

It is available to order today for delivery in early 2010.

Building on the success of the XK and XF, the new XJ is the third step in the revitalization of the Jaguar brand and redefines the world's perception of a large sports sedan. The new XJ will be available in both standard and long wheelbase models. The long wheelbase offers an even more sumptuous and refined environment for rear-seat passengers with an additional five inches of legroom.

The all new Jaguar XJ's lightweight aluminum structure makes it at least 300 lbs. lighter over steel body construction, and is made with 50 percent recycled material, allowing the XJ to minimize its carbon footprint and create a potential savings of three tons of CO2 per vehicle, compared to a body shell made entirely of new aluminum. These aerospace-inspired aluminum body technologies also provide benefits to performance, handling and fuel economy, while delivering increased strength, refinement and safety.

"The launch of the all new Jaguar XJ marks a major milestone for Jaguar in North America, which is expected to be the world's largest Jaguar XJ market," says Gary Temple, President of Jaguar Land Rover North America. "The debut of our ultimate four-door flagship follows recent recognition for exceptional dependability and clearly demonstrates our commitment to producing the finest cars in the world – fast, beautiful cars that offer luxury, performance and first-rate quality."

Dodge Viper SRT10 Will Survive

Chrysler Group LLC has announced that production will continue for the legendary Dodge Viper SRT10.

Originally slated to cease production in December, the Chrysler Group Conner Avenue Assembly Plant — the exclusive home of Dodge Viper production since 1995 — will continue to build the V-10 powered sports car. Chrysler Group is no longer pursuing a sale of the Viper business assets.

“The Dodge Viper has successfully captured the hearts and imagination of performance enthusiasts around the globe,” said Mike Accavitti, President and Chief Executive Officer, Dodge Brand. “We’re extremely proud that the ultimate American-built sports car with its world-class performance will live on as the iconic image leader for the Dodge brand."

Introduced as a concept car in 1989 at the North American International Auto Show in Detroit, the Viper was designed and engineered to test public reaction to the concept of a back-to-basics, high-performance, limited production sports car. The reaction was so overwhelming that customer orders began to flow in even before the show was over. Chrysler Corporation immediately decided to determine the production feasibility on transforming the Viper show car into a limited-production sports car in no more than three years.

In May 1990, after months of intensive study and testing, Chrysler announced that the Dodge Viper, powered by an aluminum V-10 was a “go.” Production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995.

In 2008, Dodge introduced the all-new, fourth generation Dodge Viper SRT10. With more horsepower, more torque and more than 30 exterior and interior color combinations, the latest Viper delivers the performance enthusiasts expect on the track and off, with more factory customization options than before.

The 2009 Dodge Viper SRT10 offers an 8.4-liter, 600-horsepower, V-10 engine that moves from 0-60 mph in less than four seconds, 0-100-0 mph in the low 12-second range, setting an American sports car benchmark.

To date, more than 25,000 Dodge Vipers have been built.

2010 Kia Forte — New car, new direction for Kia

By Lary
Coppola
I’ve never been a big Kia fan, but in the past few years, Kia has changed my mind in terms of both quality and dependability. It began when the company introduced its 100,000-mile warranty. I remember a discussion with a GM factory rep at a Portland Auto Show dinner, asking — and her avoiding answering — why Kia and Hyundai could warranty their $15,000 cars for 100,000 miles, while GM wouldn’t warranty its $50,000 Cadillac for the same.

What really turned my attitude around was the full-size Borrego SUV, and then the new Soul. Kia has solidified me with the all-new Forte, which has replaced the Spectra in it’s lineup.

In this market segment, the Toyota Corolla and Honda Civic rule. They boast huge sales numbers, long lists of standard features, and bulletproof reliability. Other competitors include the Nissan Sentra, Mazda 3, Ford Focus, and Hyundai Elantra — a Kia sibling (Hyundai owns Kia).

So how does the 2010 Kia Forte measure up? Kia has scored large against all of them — but especially against the Corolla and Civic. The Forte blends style, power, and technology better than either Honda or Toyota — since neither are considered styling innovators.

Walkaround: Designed in the company’s California studio, its bold look offers crisp, definitive lines, with a wide, aggressive stance, swept-back headlamps, and a sleek profile. Personally, I think the Forte is now the hottest-looking car in this class. Available in three trim levels — LX, EX and SX — the Forte sports an athletic profile, while subtle details like the functional upswept side-window line, which also increases visibility, and a tasteful new corporate grille add to the Forte’s good looks.

The sedan is the only body style offered right now, but Kia will soon introduce a hot-looking 2-door called the Koup, and hinted a five-door Forte hatchback could happen.

Pricing for the Forte starts at $13,695 for the LX, while the EX begins at $15,795, and SX pricing begins at $17,195.

Interior: The Forte offers one of the roomiest interiors in this segment, and does an excellent job of incorporating technology and function with style. The full-cloth seats are comfortable, with a six-way adjustable driver’s seat, tilt steering wheel, rear defroster and dual 12-volt power outlets in the center console all standard. Instrumentation is a driver-oriented three-gauge cluster illuminated in a red glow.

The EX and SX models offer numerous additional standard features such as power windows and door locks; remote keyless entry; air conditioning; map lamps; steering wheel-mounted audio and cruise controls; tweeter speakers; dual front and rear cup holders; and floor mats. Also offered on the EX is a Premium Package that includes a power moonroof and 16-inch alloy wheels, or a Leather Package with leather-trimmed seats with front seat warmers, leather-wrapped steering wheel and shift knob and metal-finish trim.

The SX has additional standard features, including a unique black interior with sport cloth fabric stitched in red, a leather-wrapped telescoping steering wheel, Supervision™ gauge cluster, and metal-finish shift knob and pedals. The SX also offers the optional power moonroof and leather-trimmed seats with front seat warmers.

Forte’s trunk is a best-in-class 14.7 cubic feet of cargo space.

One place the Forte shines is in the area of technology. Standard are Bluetooth phone connectivity with steering-wheel controls, Sirius/XM satellite radio, a USB port and auxiliary input jacks. The Civic requires buying its navigation system to get satellite radio.

Under The Hood: There are two four-cylinder powerplants — a 156-horse, 2.0, and a 2.4-liter that delivers 173 horses. The LX and EX are powered by the peppy 2.0-liter, while the SX uses the 2.4. There are four transmissions, depending on trim and option package.

Standard are five-speed manuals on the LX and EX, or a six-speed manual on the SX. The LX and EX feature a four-speed automatic unless you opt for the EX Fuel-Economy package, which has the same five-speed automatic offered on the SX. Both have a manual shift feature as well.

The 2.0-liter is EPA rated at 27/city and 36/highway with the five-speed auto in the Fuel-Economy package and 25/34 when paired with either of the two other transmissions. The 2.4-liter four rates 22/32 with the six-speed manual and 23/31 with the five-speed auto — basically in line with the Corolla and Civic — although the Forte powerplants offer more horses.

Behind The Wheel: I had the opportunity to put both an SX and EX through their paces at the recent national press rollout for the Forte, which was held in Seattle. We spent a day driving in all kinds of terrain and conditions — downtown city streets, freeway to the Mukilteo Ferry, across the entire length of Whidbey Island, over Deception Pass and on to LaConner for lunch. From there it was back downtown, via Carnation, Maltby and Redmond. We drove the SX before lunch and the EX back.

The ride is generally comfortable and surprisingly quiet. Besides the larger engine and additional equipment, the SX boasts firmer springs, bigger front brakes, retuned shocks, and a larger front anti-roll bar. It felt slightly tighter than an EX, however, the steering in both required slight corrections to hold a line in tight corners at speed.

Whines: Just the steering — which isn’t unusual for this entire segment.

Bottom Line: This segment isn’t about handling or horsepower, but about economy, comfort and price. With gas prices settling in at around $3, it’s quickly becoming about politically correct, roomy and increasingly stylish cars — exactly the Forte’s strengths. The Forte won’t dislodge Honda or Toyota, but will definitely gain credible market share against all competitors, except perhaps the Mazda 3. The new Forte is a contender — not the pretender the Spectra was. It offers the most standard technology, tremendous style, comfort, and most of all, value.

2009 Mini Cooper JCW: A first class pocket rocket

By Bruce Caldwell

I’ve been a huge Mini fan since I saw an original Mini Cooper S blow the doors off of Corvettes at an autocross. I was slack-jawed when the Mini pivoted around a pylon with a handbrake turn and then smoked the front tires. To say that Mini Coopers are nimble is an understatement. Within a month of seeing my first Mini I owned one.

The incredible handling exhibited by Minis shows that there’s more than one way to obtain automotive performance. Brute power is the more traditional way, but nimble, go kart-like handling is another. The new Mini Cooper John Cooper Works (JCW) model is a handling superstar with more power than ever before (208 hp from its turbocharged 1.6-liter I-4 engine).

The top-of-the-line JCW model pays homage to John Cooper, the man who first made Minis into performance sedans. The extra cost of the JCW model is reflected in its upgraded engine, suspension and brakes.

Walkaround: Other manufacturers should study the Mini Cooper S as an excellent example of how to make small cars attractive. Minis are fun without being gimmicky. The modern Minis expertly combine original styling cues with contemporary elements. The Mini Cooper S is new-stalgia done right (the VW new Beetle is another good example).

Interior: Mini Coopers have always been surprisingly roomy inside their compact exteriors. The original Mini concept was based on maximizing space and the 2009 models carry on that tradition. Front seat room is excellent although rear legroom is compromised unless the front seats are moved up. We consider the Mini Cooper S a two-seater with occasional four-passenger capability.

Mini Cooper controls are idiosyncratic. That’s part of their charm, but it can also be annoying. A long list of options and special packages mean Mini interiors can range from simple to sumptuous. We’re particularly fond of the oversize power sunroof.

Under The Hood: All Minis have come a long way since their initial 37 horsepower days, but they’re also longer and heavier. The base Cooper engine is rated at 118 hp, the Cooper S at 172 hp, and the JCW at 208 hp. A 6-speed manual and a 6-speed automatic transmission are available, although the JCW can only be had with the manual transmission. Fuel economy is surprisingly good as even the high-performance JCW can top 30 mpg on the highway.

Behind The Wheel: If driving a Mini Cooper JCW doesn’t make you smile from ear to ear, go immediately to the Emergency Room because you might be dead. During our week in the Mini Cooper JCW we did little else but drive. We sought out every winding country road we could find in western and eastern Washington.

Whines: The Mini Cooper JCW is so powerful that it can exhibit torque steer. This little car leaps off the line.

Bottom Line: The Mini Cooper in all its forms is what this country needs — high quality, practical, economical transportation that’s incredibly fun to drive (not to mention the Mini Cooper’s phenomenal resale value).

2009 Ford Flex: Stylish, refined, 21st century station wagon

By Lary

Coppola
The first time I saw the new, 2009 Ford Flex, I thought it was Ford’s answer to the time-tested International Travelall. However, the more I drove it, the more it grew on me. Flex is a new vehicle and Ford’s sixth people and cargo-carrier, joining the Taurus X, Escape, Edge, Explorer, and Expedition. I’ve had two separate and very different occasions to drive the Flex — my usual week-long test drive in the local Northwest environs when it was just arriving in showrooms, and again just recently on what amounted to a road trip between Orlando, Florida and Gulf Shores, Alabama. While I was initially impressed, the road trip blew me away.

Walkaround: The Flex is boxy — in a stylish, attention-getting sort of way. The hood and roof are both long and tortilla-flat. The squared off windshield stands tall, while the vertical side body panels, and nearly vertical side glass accentuate the totally vertical tailgate.

Unlike traditional SUVs, where height is a critical design element, the roof is eye level, so you look across it, not up at it. And while Flex is taller than most station wagons, it’s significantly lower than most SUVs. There's also a fair amount of bling — including Ford’s signature three-bar grille in muted chrome, front bumper foglights encased in chrome, big chrome door handles, bright window trim, chromed mirrors, and a shiny band across the tailgate echoing the front grille theme. The package is finished off with bold, in-your-face 19-inch polished alloy wheels.

Brightwork aside, design cues are subtle — like the small, horizontal, body-color indentations in the door panels, that not only break up vertical mass along the sides, but visually lengthen Flex. A couple of generations ago, Flex would have been called a station wagon — which is how I think of most crossover SUV’s anyway. In my view Flex is the modern version of Ford's venerable wood-sided Country Squire. Although Ford is careful to refer to Flex as a crossover, let’s face it, physically and functionally it’s a wagon.
But Flex definitely has a presence — forcing a second look from most folks. Especially surprising to many, was that it’s a Ford.

Interior: There are three model choices, but the entry-level Flex SE comes pretty well-equipped, offering standard cloth seats, single-zone A/C, seven-passenger 2-3-2 seating, six-way power driver seat, manual tilt wheel with hub-mount audio and cruise controls, fog lights, power windows, mirrors and door locks with autolock and remote keyless entry, six-speaker AM/FM/CD with MP3 compatibility, front-row center console, 10 cup/bottle holders, carpeted floor mats, rear privacy glass, three 12-volt power outlets, and 18-inch painted alloy wheels. The standard center-stack, multi-function video screen (for audio, compass, and climate) has split-screen readouts available, along with a message center and trip computer.

The Flex SEL adds leather seating surfaces, heated first-row seats, 10-way power driver seat, six-way power passenger seat, universal garage door opener, dual-zone A/C, Sony AM/FM/6-CD/MP3/ with Sirius satellite radio, along with interior woodgrain trim, bright exterior trim, and 18-inch machined alloy wheels. The Flex SEL AWD adds all-wheel drive, while the optional Convenience Package features 110-volt power inverter, power adjustable pedals with memory, power liftgate, memory driver seat and side door-mirror mounted puddle lamps.

The top-line Flex Limited, which is also available in all-wheel drive as the Flex Limited AWD (our test driver on both occasions), adds most of the Convenience Package, plus perforated leather seating surfaces in the first and second rows, first-row memory seats and Microsoft’s SYNC system, along with second-row footrests, HID headlamps, ambient lighting, power multi-function door mirrors with puddle illumination, and 19-inch polished alloy wheels.

All 2009 Flex vehicles have three rows of seats, with a standard 2-3-2, or optional 2-2-2 layout, which makes Flex larger and roomier than Ford’s Escape or Edge.

The small cargo space behind the third-row seat is about what you’ll find in a minivan, and accessed through the one-piece, swing-up tailgate. The recessed well keeps cargo in place, but also makes access marginally more difficult than a flat load floor. For more room or better access, it’s easy to fold the third-row seats down. Cargo capacity is 15.0 cubic feet with all three seating rows in place, 43.2 cubic feet with the third-row folded down, and 83.2 cubic feet with the second- and third-row seats down.

Other interesting features are color-adjustable cabin mood lighting and an optional refrigerator positioned between individual second-row seats on 2-2-2 vehicles. It’s not just a cooler, but an actual refrigerator. Options: The optional navigation system for the Limited features a rear backup camera and Sirius Travel Link services with real-time traffic information, national weather information, fuel prices, sports scores/schedules, and movie listings.

Other options include a Class III Trailer Towing Prep Package with receiver hitch, wiring harness with 4/7 pin connector, engine oil cooler, tire mobility kit; second-row 40/40 reclining seats; second-row floor console; rear console refrigerator; DVD rear entertainment center; deep-tint Vista roof; steel roof panel in contrasting White Suede or Brilliant Silver; tri-coat paint; Microsoft SYNC system; roof rack side rails; 6 CD with satellite radio; and remote start system.

Under The Hood: There’s only one powerplant — a 3.5-liter, 262-horse, V6 mated with a newly-designed six-speed automatic transmission. The only powertrain choice is front- or all-wheel drive (AWD).

Behind The Wheel: Under the sheetmetal, Flex is identical to the Taurus X — primarily a passenger car as opposed to a body-on-frame truck — giving it the same basic stance and driving characteristics as a car.
Most crossovers are more about features, comfort and equipment than the actual driving experience. However, on our road trip, Flex drove and felt solid, delivering quiet comfort with more than adequate power at 70 mph+ freeway speeds. Ride quality is excellent, with exceptional noise, vibration and harshness control, while cornering is level and quiet. Four-wheel disc brakes with every conceivable electronic interface are equally quiet and efficient.

Flex is large, spacious, and functional, however, EPA-estimated mileage is 17/City and 24/Highway, and 16/22 with AWD — while burning regular.

Whines: None.

Bottom Line: Flex is a large, stylish and capable crossover that can carry six or seven passengers plus a fair amount of cargo in luxury and comfort. It’s easy to use, and comfortable to drive over short or long distances. The interior abounds with functionally clever details and high-tech touches, while the exterior is distinctive and memorable. What more could you want or need?

2009 BMW 335i: The benchmark of compact luxury sport sedans

By Bruce Caldwell

The BMW 3-Series sedans continue to be the mechanical rabbit at the compact sports sedan racetrack. The noisy pack of Asian, European, and North American hopefuls are constantly nipping at BMW’s heels, but like the rabbit, BMW always wins. The mechanical rabbit comparison is valid, because BMW 3-Series sedans use their legendary mechanical advantage to stay ahead of the pack. The upstarts may make strong advances in styling, amenities, and new technologies, but the solid BMW mechanical advantage is tough to beat.

Walkaround: BMWs look like BMWs, that is to say they have consistent styling elements that immediately identify them as BMWs. Their styling got a little off center a few years back (especially the rear treatment on certain models), but lately radical styling cues have been toned down. Handsome is a good word to describe the 335i.

Interior: In keeping with the strong driver focus, BMWs favor driver room and comfort over that of rear seat passengers. That certainly holds true for 3-Series sedans (it’s worse for coupes and convertibles). Front seat support and comfort are excellent. The rear seat is best reserved for short adults or children. Interior storage features are on the sparse side. BMW’s odd (unique?) controls (like the turn signals) take a little getting used to, but once you understand them they’re fine. We’re not overly fond of the navigation system, but thankfully the iDrive control system is optional.

Under The Hood: It’s what’s under the hood that counts when it comes to BMW’s prowess. The 3.0-liter DOHC inline six-cylinder engine may seem old fashioned next to competitors’ V-6 and V-8 engines, but the BMW inline six is a bulletproof Swiss watch that just keeps on going and going and going . . . BMW added a 3.0-liter turbodiesel I-6 to the 2009 US lineup.

It produces 265 hp and an incredible 425 lb-ft of torque. It’s supposedly good for 33 mpg on the highway. Precision engineering and a broad, powerful torque band are hallmarks of BMW six-cylinder engines. The turbocharged 3.0-liter six in the 335i sedan has a prodigious 300 lb-ft of torque to match its 300 horsepower. That stump-pulling torque is available at a mere 1,400 rpm.

You should experience BMW engines to fully appreciate them. The 335i is available with either a 6-speed manual (our favorite) or a very capable 6-speed automatic. BMW has been at the forefront of multi-gear automatics — the M3 (with its 414 hp 4.0-liter V-8) is available with a 7-speed automatic.

Behind The Wheel: The BMW 335i is a driver’s car. The superb driving experience (and probably a little status factor) is a key reason people buy BMWs. The BMW 335i had a very solid feel, but it’s nimble and an excellent handling car. BMWs are substantial, rock solid cars.

Whines: We’re still not crazy about iDrive, but we don’t loathe it as much as we did originally.

Bottom Line: The BMW 335i (as well as the other 3-Series sedans) is the benchmark of compact, luxury sport sedans — and rightfully so.

New Site is a Craigslist for Car Parts

California software company Bintelsoft, Inc, has debuted a new web search engine for car parts at www.checkanumber.com. CheckaNumber makes it easy to find parts within a specific zip code. The site features parts inventories from dealers, parts stores, warehouse distributors and others. It also includes an "eBay" style marketplace, where any dealer items may be posted with details and pictures.

"Our new site is the perfect place to easily find car parts." stated Ole Stein, CEO of Bintelsoft Inc. "We have also created a special link for auto dealers to sell their inventory. This is a great opportunity for recently closed dealerships."

CheckaNumber.com also offers relief to dealers stunned by recent dealership closings, and makes it possible for closing dealers to expedite their sales of parts, accessories, shelving, tools, shop equipment, computers, phones and furniture. They may even advertise their buildings and property. All items may also be uploaded
to eBay, craigslist and worldslist using CheckaNumber's automated quick links.