2010 Corvette: how much better can it get?

      By Bruce Caldwell

How much better can the Chevrolet Corvette get? The current generation Corvette is so spectacular that improvements have to be incremental. The modern Corvette so long ago surpassed domestic performance cars as well as most foreign competitors that there doesn’t seem like much point in going quicker or faster.

Changes for 2010 are very minor. There is the new Grand Sport model. This model reaches back to a historically significant name from the sixties that resurfaced as a limited edition model in 1996. For 2010, the Corvette Grand Sport focuses on handling and suspension upgrades that are similar to the previously offered Z51 Performance Handling Package.

The King of the Hill ZR1 is still a world-beating supercar. The problem with the phenomenal speed of the ZR1 is that there aren’t many places where you can safely use that much power, much less places where it can be done legally. But, if you like to harass Porsches and Mercedes on the Autobahn send your ZR1 over for your next automotive dream vacation.

The base Corvette continues to the best bang for the buck proposition. The performance is incredible and the incremental improvements of the “faster” models really aren’t appreciable in everyday driving. The ZR1 should be pictured in the dictionary under the definition for overkill.

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 back roads.

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 2010 Corvette, like its recent predecessors, is an engineering marvel.

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 is short of useless unless you need a place to store asbestos.

Bottom Line: The current Corvette is so spectacular that it’s difficult to imagine how it can get any better, but we’re sure Chevrolet will find a way.

All-new 2010 Cadillac SRX much improved

      By Lary Coppola

      Cadillac’s original SRX is history, with nothing left but the name. The all-new SRX should be a strong contender in the rapidly crowding, and largest industry segment — the midsize luxury sport utility vehicle (SUV) segment. Stiff competition is provided courtesy of the Lexus RX 350, Mercedes-Benz GLK, Acura MDX, Audi Q5, BMW X3, and Volvo XC60 — among others.

The original SRX featured rear-wheel-drive with a choice of a longitudinally mounted V6 or V8. The new SRX is front-wheel-drive with a transverse-mounted V6 powerplant. Another notable change is moving from three-rows, and seven-seats, to two, with seating for five. While GM is famous for its global platform-sharing, the SRX shared its underpinnings with only the Saab 9-4X, which given GM’s shutdown of Saab, will never be built.

Model Lineup: The 2010 Cadillac SRX comes in four versions: SRX ($33,330), SRX Luxury ($36,910), SRX Performance ($41,350), and SRX Premium ($43,895). All-wheel drive is about a $2,500 upgrade and is available on the Luxury, Performance, and Premium models.

The SRX comes standard with 18-inch aluminum wheels, leatherette (vinyl) upholstery, multi-function tilt steering wheel, dual-zone air conditioning, cruise control, power windows, mirrors and locks, AM/FM/CD with auxiliary outlet, iPod compatibility, and four speakers.

SRX Luxury upgrades include leather upholstery, wood trim, seat heaters for the front seats, eight-way power passenger seat, sunroof, power sunshade, Park Assist, Bluetooth wireless connectivity, remote starting, power liftgate, and other features.

SRX Performance adds a navigation system, rearview camera, premium 10-speaker audio, upgraded steering, adaptive suspension, 20-inch wheels, adaptive xenon HID headlights with auto-leveling and integrated fog lights.

SRX Premium upgrades include three-zone automatic climate control, rear audio controls, and heated rear seats

Walkaround: The 2010 SRX exterior design features crisper, sharper edges, mirroring Cadillac’s current designs, rather than the slab-sided look of the original SRX. It’s instantly recognizable as a Caddy, beginning with its wider stance, pointed grille adorned with a large Cadillac crest, very complex headlamps, and rounded lower spoiler with a large air intake for engine cooling. The side window design features a forward-slanted D-pillar leading to Cadillac’s signature vertical, knife-sharp taillights.

The SRX features a power liftgate with programmable settings for full or three-quarter openings to spare the sheetmetal in low-roofed garages or parking structures.

Overall, the styling is very pleasing, riding on a chassis nearly six inches shorter than the original SRX. It’s also 4.6-inches shorter in overall length, with a 2.1-inch lower roofline and about an inch wider, adding to interior comfort with additional hip and shoulder room.

Interior: “Loaded” doesn’t begin to describe the sumptuous interior trappings of the 2010 Cadillac SRX, which shares much of its technology and some of its design with the CTS sedan. There’s an enormous list of standard equipment including pushbutton starting, a tilt-and-telescope steering column, upper and lower adjustable ambient lighting and much more.

The SRX interior is beautifully finished, and quiet, with eight-way power memory seats that are supportive and extremely comfortable. The center stack buttons feature icons with names on them. It’s well laid out, very intuitive, and easy to understand and use. The steering wheel is thick, with a nice feel, and adjustable, as are the pedals.

Available are a full-color driver information center with two main sections — one for the vehicle and one for the trip you're on; OnStar (free for the first year, subscription required after that); satellite navigation with voice recognition; adaptive headlights; a huge, two-segment power sunroof with 95-percent UV protection; and a power liftgate.

The navigation system has the capability of displaying speed limit signs, because the system knows what road you're on and what the posted limit is. Also available is Sirius/XM satellite radio with optional NavTraffic, and Bluetooth phone capability.

Entertainment begins with an audio system offering a 2-GB memory capable of downloading up to 20 CDs. There’s the optional Bose sound system with AM/FM/XM/CD capability, USB and iPod inputs, an optional 40-GB hard drive for music storage, and optional upward-tilting twin screens with wireless headphones for individual rear-seat entertainment via DVDs or radio.

The reclining rear seat is split 66/33, offering a wide adjustment range, but doesn’t slide back and forth, so legroom is fixed. The rear cargo area normally holds 29.2 cubic feet of cargo, and when folded flat with the seatbacks locked into place, offers more than 61 cubic feet (compared to 32.4 and 69.5 in the previous three-row SRX). The cargo area behind the second seat features an under-floor storage area and a U-shaped channel built into the floor that accepts a variety of sliding hold-down cleats. Also offered are first- and second-seat doggie screens similar to those in the Volvo XC70, that secure into the roof to keep canines contained.

Safety equipment on all models includes six air bags: front, side-impact, and curtain, along with anti-lock brakes (ABS), traction control, StabiliTrak yaw control, and OnStar emergency notification.

Under The Hood:  Front-wheel drive is standard on all models, with two powerplants offered: The same 3.0-liter V6 that powers the Cadillac CTS, is married to a Hydra-Matic six-speed automatic transmission. There’s also an optional 2.8-liter turbocharged V6 engine that originated with Saab, and is rated at 300 horses and 295 foot-pounds of torque. It’s mated to a completely different Aisin-Warner six-speed automatic transmission capable of handling the higher power and torque of the turbo engine. 

The available Haldex II all-wheel-drive system is among the world's best, debuting last year on the Saab 9-3X. Although designed for ice, snow, rain and mud driving, the system makes high-performance dry-road driving a lot more fun because there's no torque steer or tire spin on full-throttle starts in first gear, and it utilizes all four tires for high-speed, high-force cornering. It’s one of the fastest-acting, most capable systems on the planet, able to move up to 100 percent of the engine's torque from front to rear tires in about one wheel rotation, and via its electronic limited-slip rear differential, able to transfer up to 85 percent of the drive torque from left to right in a few milliseconds. I highly recommend it.

Behind The Wheel: Our test model was the front-wheel drive Premium version, equipped with the 3.0-liter V6, which boasts a segment leading EPA fuel economy rating of 18/City and 25/highway mpg.

I found the luxurious new SRX to be a great ride. The cabin is beautiful, comfortable, quiet, and loaded with features that are easy to understand and use. The handling and braking are exceptional, and although 1.2 inches lower than the older, larger SRX, the new SRX still feels like a high-riding CTS sports sedan.

The powertrain is efficient, with the direct-injection 24-valve V6 burning regular fuel — while many of its competitors do not. It delivers more power at higher rpm than the 3.6-liter engine it replaced, but substantially less peak torque. Our test vehicle got better city mileage, and at speeds between 65 and 80 mph, matched the rating according to the car's information center. 

Whines: I found the engine lacking in the strong acceleration inherent in the CTS, and a bit loud. However, power, torque and acceleration are all about equal to anything else in its class. The smaller engine also has less useable torque than the previous 3.6-liter powerplant, an apparent tradeoff for mileage. 

Bottom Line: The all-new 2010 Cadillac SRX enters the huge, crowded market of crossover SUVs priced $3,500 less than the segment-leading Lexus RX 350. It offers about the same power, performance and fuel economy, with a notably more stylish design and a chassis that’s an engineering marvel. With GM officially having a viable future as a car company, the SRX is definitely worth a very long, hard look.

2010 Mustang GT An old pony with very strong legs

      By Bruce Caldwell

I think the Ford Motor Company knows something about longevity. Ford started the whole pony car segment before the segment even had a name. The segment was named after the Mustang. Ford has done very well with many other well-known models and series such as the Model T Ford, the Model A, and the F-150. Besides building excellent vehicles, Ford knows how to inspire customer loyalty.

Other pony cars (e.g. the Challenger and the Camaro) are making strong comebacks, but the Mustang never left. We doubt there would have a marketplace to come back to if the stalwart Mustang hadn’t kept the segment alive for over 45 years.

That’s not to say that there weren’t some years where Mustangs sold as much on availability as excellence. In 2005, Mustang had a rebirth of sorts. They upgraded the platform and backtracked on looks. The result was a wonderful blend of classic styling with modern technology. The 2010 Mustang builds on those earlier successes.

Walkaround: The Mustang GT is a handsome car. It blends old and new styling elements seamlessly. It’s immediately recognizable as a Mustang. In a smart marketing/nostalgia move one of the “new” Mustang colors is Grabber Blue—a color made famous on Boss Mustangs forty years ago.

Interior: Mustangs are affordable performance cars and it appears that the interior was a source of savings. It looks nice and has several retro cues, but there’s still a lot of business directed toward the plastics industry. The sun visors, door bins, glove box, console bin and cup holders are all on the small side. Mustang back seats have always been a minimalist definition of the term, but then, that’s why they sell Lincolns and Expeditions. Front seat room is excellent and has improved over previous iterations of late-model (post-1994) Mustangs.

Under The Hood: Power for the Mustang GT comes from a 4.6L single overhead cam V-8 that’s rated at 315 hp with an impressive 325 lb-ft of torque (up from last year’s ratings of 300/320). This is an American V-8 at its best. The exhaust is muscular under acceleration, but not unpleasant at cruising speeds.

Two 5-speed transmissions are offered, an automatic and a manual. There is a very worthwhile “Trackpack” option for manual transmission GT Mustangs. This option includes a limited-slip differential, improved brakes, sport suspension, a special anti-skid system, and handsome 19-inch alloy wheels.

Behind The Wheel: One thing the 2010 Mustang GT has in abundance is a fun-to-drive factor. This is an agile, relatively light, easy to toss play car with excellent brakes. It has all the modern safety features to keep you out of trouble while still letting you experience to fun of pushing your personal limits. You can scare yourself, but the car will stop you short of an underwear change.

Whines: The new capless fuel filler door works fine, but it just doesn’t sit right with my old twist and click mind. The 5-speed manual transmission is excellent, but if you’ve experienced the 6-speed in a Shelby GT500 Mustang you’ll wish the Mustang GT had an extra gear, too.

       Bottom Line: If you long for the glory days of American musclecars, but would like more sophistication, improved safety, better fuel economy, and more luxurious interiors at very reasonable prices the Mustang GT is the car for you. 2010 is the zenith of the American pony car with the Mustang GT leading the herd.

The New Green Machine: 2010 Camaro Synergy Special Edition

      Hot and cool exterior colors are a part of Chevy Camaro history. Now the 2010 model is getting its own.

Chevrolet recently debuted the Camaro Synergy Special Edition with pricing starting at $26,790. Synergy will be produced in limited quantities from February to May.

“Synergy Green continues a long tradition of dramatic Camaro colors,” says Camaro historian Scott Settlemire. “Some of the most sought-after Camaros are first generation cars – those from 1967 to 1969 – in Hugger Orange, Daytona Yellow, and Rallye Green.”

The 2010 Camaro Synergy Special Edition is based on a Camaro 1LT, with a 3.6L direct injection V-6, paired with either a six-speed manual or automatic transmission. The powertrain has become a benchmark for the segment by offering a combination of performance and efficiency: The V-6 delivers 304 horsepower and 273 lb.-ft. of torque, and returns up to 29 mpg on the highway.

The Synergy Green exterior color was first previewed at the 2009 Specialty Equipment Manufacturers (SEMA) show. In production form, the Synergy Green is accented by Cyber Grey Rally Stripes running the length of the Camaro hood and rear deck. Other exterior features include a standard rear spoiler, and standard 19 inch, Sterling Silver painted wheels wrapped with P245/50R19 tires.

The color scheme is mirrored on the interior, with Synergy Green instrument panel and door inserts. Synergy Green stitching also accents the Jet Black cloth seats, steering wheel, shift knob and center console.

“Just as those colors helped make the first generation Camaro an icon, modern colors like Inferno Orange, Rallye Yellow Transformers Edition and Synergy Green will define the 2010 Camaro,” Settlemire said.

The Special Edition also includes the Camaro Convenience and Connectivity Package, with Bluetooth phone connectivity, USB port for MP3 players, and remote vehicle start for models equipped with an automatic transmission.

      “The Synergy Special Edition package is designed for customers who want a unique performance car at an attainable price,” says Camaro marketing manager John Fitzpatrick. “For under $27,000, Camaro Synergy Special Edition offers standout styling, modern technologies like Bluetooth, and 304 horsepower under the hood.”

Nissan announces Leaf purchase process; Gives first glimpse of marketing campaign

Nissan LEAF Zero-Emission Tour Culminates in New York

        The Nissan LEAF Zero-Emission Tour culminated recently with an appearance in New York City. The three-month tour, which made 63 stops in 24 cities, offered the opportunity for interested drivers, media, civic partners, businesses and university students to learn more about the Nissan LEAF and the benefits of zero-emission driving.

The tour helped pave the way for the 2010 introduction of Nissan LEAF, the world's first all-electric, zero-emission car designed for the mass market, and leads up to the start of the vehicle-purchase process. The Nissan LEAF will be available to consumers via lease or sale, in a single transaction that includes the battery. Steps to acquiring a Nissan LEAF are:

       • Register: Interested people can register for more information about the Nissan LEAF on www.NissanUSA.com. To date, close to 50,000 people have registered on the website. Registrants will be given first priority to reserve a Nissan LEAF.

• Reserve: The reservation process will begin in April, shortly after the announcement of the price of the Nissan LEAF. Upon paying a fully refundable $100 reservation fee, registrants will be among the first in line able to order a Nissan LEAF.

• Order: Nissan will begin taking firm orders in August, for deliveries when sales begin in the driver's particular market.

• Early Deliveries: Rollout begins in select markets in December 2010, with vehicles available in all major launch markets quickly thereafter.

       "The Nissan LEAF purchase process is effortless, transparent and accessible, offering value with a one-stop-shop approach for everything related to the car, including the assessment, permitting and installation of in-home battery charging units," said Carlos Tavares, Chairman, Nissan Americas. "We want everyone to feel good about having a car that is affordable, fun to drive and good for the environment."

       Coinciding with this next phase of the Nissan LEAF launch is the debut of Nissan's initial global marketing campaign, which is called "The New Car." A first look at the campaign -- which illustrates Nissan's passion about the potential for zero-emission mobility and a better, cleaner world -- was shown in New York as part of the culmination of the Nissan LEAF Zero-Emission Tour.

        The Nissan LEAF Zero-Emission Tour covered 10,000 miles in the United States and Canada, providing the first opportunity for more than 100,000 people to see and learn about the Nissan LEAF first hand.

        "There was a groundswell of grassroots support from coast to coast," said Tavares. "Everywhere we went, people recognized a new form of mobility -- a turning point -- and they wanted to be a part of it. The response was spontaneous and diverse. We were joined by mayors and government officials, CEOs, utility partners, car enthusiasts, students, dealers, media, environmentalists, Twitter users and lots of families."

2010 Kia Forte — Contender, not pretender

       By Lary Coppola

In the past few years, Kia has changed my mind in terms of both its quality and dependability. It began when the company introduced its 100,000-mile warranty, but 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 replaced the Spectra.  

The Toyota Corolla and Honda Civic rule this market segment, boasting 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).

With the Forte — offered as both a 4-door sedan and a coupe, 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 the most stylish car in this class. Available in three trim levels — LX, EX and SX — it sports an athletic profile, while a tasteful new corporate grille adds to the Forte’s good looks.

Pricing 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 red.

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 excels is 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’ve had two opportunities to put the Forte through it paces over all kinds of terrain and conditions.

 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: Torque steer — which is routine for this entire segment, and front seats that don’t go far enough back.

Bottom Line: This segment isn’t about handling or horsepower, but economy, comfort, price, and 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 Forte is a contender — not the pretender the Spectra was — offering the most standard technology, tremendous style, comfort, and most of all, value.

2010 Dodge Challenger: Plum cool

       By Bruce Caldwell

Chrysler designers nailed the Dodge Challenger styling forty years ago and they were smart enough not to mess it up later. Some companies try too hard to throw a new spin on a classic design, but Dodge was very careful to Dodge did such a great job that the 2010 Challenger can be deceiving. From a distance it looks very much like a 1970 Challenger, but the closer you get the more you realize that this is a larger car. Some retro cars are scaled down, but the Challenger is scaled up. The Challenger shares the same platform as the four-door Chrysler 300 and Dodge Charger

Walkaround: The new Challenger is surprisingly big, but perfectly proportioned. The updated retro styling works extremely well. The Challenger was positively received everywhere we went. Even though this isn’t a brand new model it still gets tons of positive looks and comments. The 2010 Challenger is nothing if not handsome.

A new/old color available for 2010 is “Plum Crazy” which was a hot choice for 1970. It’s done quite well financially on collectible classic Challengers.

Interior: The scaled up theme carries over into the interior. The exterior size is obvious as you look out over the large hood. Since the Challenger is still a two-door (unlike how they ruined the Charger by making it a four-door) the large platform is great for front seat occupants. Things aren’t so great for rear seat passengers, but they were marginal in 1970, too. This much style has its compromises.

The front seats are deeply bolstered and quite comfortable. Front legroom is of the stretch-out variety. The thick steering wheel is a plus as is the nice sound system. Storage bins/nooks are small to medium sized.

Under The Hood: What’s under the hood makes a huge difference in the Challenger’s personality. We drove the two powertrain extremes—the 250 hp 3.5-liter V-6 and the 425 hp 6.1-liter Hemi V-8. An excellent middle choice is the 376 hp 5.7-liter Hemi V-8. The Challenger SRT8 with the 425 horsepower V-8 and optional 6-speed manual transmission is what the Challenger is all about. The 5.7 Hemi can also be had with the 6-speed manual.

The V-6 Challenger SE has the same great looks, but it’s all show and not much go. Improved fuel economy is touted as V-6 plus, but we only managed 16.3 mpg in mixed driving. The EPA rating is 17/25. A 4-speed automatic is the only V-6 transmission.

Behind The Wheel: The Challenger SE is pleasant to drive as long as you don’t have high performance expectations. The SRT8 is a thrill ride reminiscent of the 1970 Challengers, but at a quality level unimagined in the original car. It’s a little noisy, but it a good way. 

Whines: The trunk is relatively large, but the lift over is quite high and the opening is noticeably recessed from the bumper. The split rear seats are steeply sloped when folded, which limits cargo capabilities.

Bottom Line: The Challenger SE (V-6) provides lots of style at a very reasonable cost, but the Challenger isn’t about being conservative. If you’re going to buy a Dodge Challenger, go Plum Crazy and buy a Hemi Challenger.

Washington to become more EV-friendly

      Port Orchard will be first local City to install EV charging stations

      Washington state hopes to make owning an electric vehicle easier, and a project is in the works to add charging stations around Puget Sound.

      Last year, the state Legislature adopted a bill directing the state to install charging outlets for electric vehicles at places like rest stops and state parks. The bill also provides tax incentives for EV infrastructure.

Washington is one of five states selected to participate in a national pilot project to install charging stations around Puget Sound, both at private residencies and public facilities. The project is funded though an economic stimulus grant that was part of President Obama’s package. The Seattle metro region is one of 11 cities participating in the project, which will see some initial deployment this summer.

      Rep. Jay Inslee, a Democrat from Bainbridge Island, was the leading force behind getting $2.4 billion in funding for the program, with the largest amount ($1.4 billion) to be spent on battery manufacturing. The EV infrastructure portion is estimated to cost nearly $100 million.

      In Puget Sound, more than 2,500 charging stations (including fast-charge) will be deployed, many of them in the Seattle area. The other half of the project will deploy about 1,000 Nissan zero-emission, all-electric vehicles in the area. Dubbed LEAF, this car costs an estimated 2 cents a mile to drive (based on Seattle power rates), or about $190 for 10,000 miles, compared to more than $1,000 for an average car.

       According to Nissan, the LEAF can travel up to 100 miles on one charge. The distance between Seattle and Portland, the nearest city that is part of the pilot, is about 170 miles.

2010 Buick LaCrosse named MotorWeek’s Drivers’ Choice Award winner for “Best Luxury Sedan”

LaCrosse continues to earn industry praise for design and quality

The 2010 Buick LaCrosse continues to earn industry praise and recognition, receiving the 2010 MotorWeek Drivers’ Choice Award at the recent Chicago Auto Show. The LaCrosse was named MotorWeek’s Drivers’ Choice Award winner for “Best Luxury Sedan.”

"MotorWeek’s Drivers’ Choice Award for ‘Best Luxury Sedan’ is a great honor for the Buick LaCrosse and confirms the growing momentum behind the car,” said Brian Sweeney, general manager of Buick GMC. “This award is tribute to the designers, engineers, sales team, employees who build the LaCrosse in Fairfax and dealers who work so hard to bring the LaCrosse to market.”

The annual MotorWeek Drivers’ Choice Awards are chosen by MotorWeek’s editorial staff who test drive more than 150 cars, trucks and utilities each year. Winners are then selected on factors including performance, technology, practicality and value.

According to MotorWeek the LaCrosse received its top honor for its “stunning good looks and quality inside and out.” The 2010 Buick LaCrosse luxury sedan has been redesigned from the ground up, and offers all-wheel drive, a suite of advanced personal technologies and safety features and a luxurious interior.

In addition to two fuel-saving V-6 engines, a new fuel-efficient, direct inject Ecotec 2.4L four-cylinder engine will be available with the LaCrosse CX model this spring. As the only four-cylinder engine offered in its class, the new powertain is expected to deliver fuel economy of 30-mpg highway, making the LaCrosse one of the most fuel-efficient cars in its segment.

With its long list of standard safety equipment, the LaCrosse’s safety credentials rate among the best in the industry. It earned five stars – the highest rating possible – in all four metrics from the federal government new car assessment program. The vehicle also received the Insurance Institute for Highway Safety’s IIHS Top Safety Pick award, achieving a “good” rating in each of the four crash simulations and offering StabiliTrak, electronic stability control shown to help drivers avoid certain types of crashes.

Other Buick LaCrosse Awards and Recognitions

 • Consumers Guide 2010 Best Buy and Recommendation Award

• MotherProof.com’s 2010 Sedan of the Year

• About.com Car’s Best New Cars of 2010

• 2010 North American Car of the Year finalist

• About.com Cars’ Best New Cars of 2010

• Edmunds.com’s 2010 Most Recommended Vehicles

• Drive Car Reviews “Top Picks for 2009”

      • CanadianDriver.com  -- Top Picks Award

2010 Nissan Frontier is one tough truck

      By Lary 
      Coppola

Back in the 1970’s, Nissan, then known as Datsun, was first to market in the U.S. with a compact pickup — well before Ford, Chevy, Dodge — or Toyota. That truck has morphed into today’s Frontier.

Nissan seriously upped the ante in 2005, redesigning the Frontier, and capturing the leading edge of this market segment. The Frontier is built on the same rugged F-Alpha platform as the full-size Titan pickup, Armada and Pathfinder SUVs. Naturally, they share a number of significant features including fully boxed all-steel, body-on-frame construction.

2009 saw the debut of the PRO-4X off-road model, along with new Crew Cab LE/PRO-4X, and a group of Value Truck Packages (VTP) offering menus of popular optional equipment at greater values than if purchased separately.

The Frontier, which is built in Smyrna, Tennessee, is offered in both King Cab and Crew Cab configurations with 4x2 and 4x4 drivelines, for a total of eight model choices.

Walkaround: Frontier boasts the same proud profile as the Titan. It also shares its aggressive, wide stance, chrome grillwork and most other styling cues as the rest of the Nissan truck-based lineup. The only exterior cosmetic changes for 2010 are subtle refinements.

While the Frontier remains a compact pickup by government standards, it’s one of the largest trucks in this segment, inside and out, boasting a 125.9-inch wheelbase that enhances ride comfort and stability. Its overall length of 205.5 inches is the perfect "activity size" for people who don't need a true full-size pickup.

The King Cab and Crew Cab both have large rear doors, and like the full-size Titan, the King Cab rear doors are hinged in back while Crew Cab open forward like a sedan.

Do-it-yourselfers, gardeners and tradesman will all appreciate Nissan’s innovative 5-channel Utili-track multi-configuration bed — complete with a standard spray-in bedliner. It has tie-down brackets that slide in the channels, offering an infinite combination of possibilities. There’s also an optional sliding bed divider and cage-style bed extender.

Interior: The roomy interior comes with a choice of power-adjustable cloth or leather seats, plus optional heated seats and mirrors. The King Cab features flip-up rear seats and both cab styles offer excellent storage, with removable storage boxes tucked beneath the rear seats, while the front passenger seat folds flat for added load carrying capacity (not available on leather-trimmed models). There’s a lockable dual glove box, plus center console storage. A one-liter bottle holder is integrated into the front doors with a multitude of standard cupholders and power points.

The Crew Cab offers an available leather interior and optional tilt and sliding moonroof.

The Crew Cab PRO-4X VTP adds black leather-appointed front seats with red stitching, plus an 8-way power driver’s seat, 4-way power passenger’s seat, heated front seats, dual heated outside mirrors and rear fold-down center armrest.

Instrumentation is Nissan’s signature amber and easy to read. Sound and climate controls are ergonomically positioned and easy to figure out. Sirius/XM satellite radio is offered with the standard AM/FM/CD, and optional Navigation.

Under The Hood: There’s two engine choices: the base 2.5-liter, 152-horse, DOHC inline 4-banger available in the King Cab 4x2; and the same, award-winning, 4.0-liter, 261 horse, high-output Nissan VQ series V6 powerplant used in the 370Z, Maxima, Altima, Murano and Quest, as well as Infiniti vehicles, but specifically tuned for truck use. It features fully variable valve timing and Nissan's Induction Control System (NICS), for excellent fuel efficiency and smooth operation. 

The Frontier comes with three transmission choices — an advanced 5-speed automatic, 6-speed manual, and a 5-speed manual (King Cab I4 model).

Frontier 4x4 models include shift-on-the-fly 4-wheel drive with 2WD/4HI/4LO modes operated by an electronically controlled part-time transfer case. As I found out in Texas, overall off-road capability is substantial, including a Hill Descent Control (HDC) similar to Land Rover for descending hills without using the brake pedal. HDC is engaged by the driver flipping a switch, and is available only when the transfer case is engaged in 4HI or 4LO. Cool features include it working in both forward and reverse and activation at speeds up to 31 mph in 4HI and 15 mph in 4LO.

       Behind The Wheel: I’ve driven the Frontier numerous times in all versions, under a wide variety of conditions, from freeway to dry riverbeds, up and down steep, rocky hills and in city traffic. The V6 performance, as well as the Frontier’s off-road capabilities, are impressive. There aren’t too many places the Frontier won’t go — or get you back from.

On the highway, it’s exceptionally quiet for a pickup this size — even at speeds in excess of 100 mph. The longer wheelbase, wider track and heavier, Titan frame give it an added measure of stability at those speeds as well. It comes standard with power rack-and-pinion steering that doesn’t feel too heavy or over-compensate, and four-wheel disc brakes with ABS.

       Whines: With so many configuration and option choices, the price of a Frontier can run up pretty quickly, but the VTPs help.

Bottom Line: The Nissan Frontier offers excellent on and off-road capabilities, terrific handling, serious utility, exceptional comfort and above average quietness for a truck this size. It’s not a Titan, but being built on the same platform gives it a lot of attributes of its full-size sibling. I believe it’s the very best, most versatile, and capable truck available in this segment.

More than 6,000 Ford Fiesta reservations booked before ordering began

       The momentum for the Ford Fiesta began with over 6,000 reservations and more than 100,000 handraisers, months ahead of its launch this summer. All 50 states are represented, with interest from both Ford and non-Ford customers. In fact, 51 percent of Fiesta reservations are from non-Ford customers. The top non-Ford sources of reservations are coming from Honda, Toyota, Jeep and Saturn owners. Reservations from customers driving European and Japanese import brands outnumber reservations from customers driving other domestic brands two to one.

Customers could begin placing their orders for a 2011 Ford Fiesta through their local Ford dealer on Feb. 15.

The Reservations program is providing Ford with a better understanding of consumer preferences. Nearly 60 percent of customers are opting for high series models, and 65 percent are choosing the five-door hatchback. Among the top three color choices are Blue Flame and Lime Squeeze.

“People saw the Fiesta come to life through the Fiesta Movement, a program where 100 young trendsetters drove a European-spec Ford Fiesta for six months, which created tremendous interest for the vehicle,” said Sam De La Garza, Fiesta brand manager.

The Fiesta Reservations program lets consumers build, price and reserve a 2011 Ford Fiesta, while giving them a VIP experience in conjunction with Ford dealers. Orders could be placed when customers with a reservation received communication from their personal Reservations consultant to assist in meeting with their dealer and place their order.

      California is the leading source of reservations among those under the age of 45. Every corner of the United States is represented in the reservations bank. Top states are Michigan, California, Florida, New York, Texas, Pennsylvania and Ohio.

Chevy debuts new 2011 Silverado HD line

 At the recent Chicago Auto Show, Chevrolet introduced the new 2011 Silverado HD line, with segment-best towing and payload capability

“We reached out to our customers during the development of the 2011 Silverado HD and considered their input to produce a truck that offers class-leading strength and capability with more power, quicker acceleration and lower emissions,” said Jim Campbell, Chevrolet general manager.

The 2011 Chevrolet Silverado HD lineup offers all-new, fully-boxed frame assemblies; stronger independent and new asymmetrical leaf-spring rear suspensions; a strengthened 6.0L Vortec 6L90 standard powertrain; a new, exclusive exhaust brake system; larger brakes; improved ride, handling and steering; and comprehensive safety and functional technologies such as 170-degree-opening rear access doors on extended cab models and state-of-the art connectivity. 

The Silverado heavy-duty lineup grows to 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box.

Three trim levels are offered and popular features, including the EZ Lift tailgate and rearview camera system, return. All models bring greater capability, improved ride and handling and a greater feeling of driver control. Depending on the model the Silverado HD offers:

• Segment-best fifth-wheel towing capacity of 20,000 pounds

• Segment-best conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds

• Segment-best payload capability of 6,335 pounds

• Segment-best Gross Combined Weight Rating increases to 27,500 pounds

• Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds

• Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds

• Exhaust brake system designed to extend brake pad life and help avoid overheating on long descents

• Snow plow capability enabled for all 4WD cab configurations

“Along with all their heavy-duty equipment, these trucks are designed to be stylish and refined, inside and out,” said Campbell. “We paid close attention to all the details, giving them a distinctive, muscular appearance on the exterior and a well-appointed interior with the comfort, convenience and safety features customers appreciate.” 

On the outside, the 2011 Silverado 2500HD and 3500HD models are distinguished by a power dome-style hood with a new, louvered design, as well as a new grille and full-width chrome steel front bumper. A new lineup of 17-, 18- and 20-inch wheel/tire combinations is featured, too (20-inch polished forged aluminum wheels available on 2500HD).

2010 Ford Escape/Mercury Mariner Hybrid: A great green choice for the Pacific Northwest

By Bruce Caldwell

The big $4.00/$5.00@ gallon gas scare seems to have subsided in the wake of tougher economic times, but the push to save resources and “drive green” hasn’t. The fact that people aren’t panicking about gas prices makes now an even better time to purchase a hybrid. When crazy second stickers were in force they wiped out much of the financial savings afforded by hybrids. If you buy one now with a more noble green philosophy you’ll still end up saving the folding type of green.

The Ford Escape and sibling Mercury Mariner are essentially the same package with different wrappers available at different dealerships. Besides the hybrid feature these compact SUVs make excellent choices because of their size/Óutility/versatility features. These pluses are available at lower prices in the non-hybrid versions. The AWD models are ideal for the occasionally inclement weather around here.

Walkaround: The Escape/Mariner was freshened for 2008 so they’ve been pretty much left alone for 2010. Styling is conservative, but not overly bland. Our test vehicle was a handsome black clear coat with a stone leather interior. The light green color is both attractive and it fits with the whole ecology theme.

Interior: The interiors are nice in both cars, but the Mariner doesn’t seem proportionally better than the Escape. We expect a noticeable difference between siblings when one is marketed as a more upscale vehicle. Front legroom is fine as is rear legroom. The rear floor is flat, which is a big plus. The front leather seats had a single temp heated feature, although the HVAC system was a dual temp unit. The medium size sunroof was a welcome feature.

A two-part liftgate/rear glass accesses a flat cargo area. The space is a good size for common errands, but not for moving major appliances.

Under The Hood: A 6-speed automatic now backs the regular four-cylinder and V-6 engines. The Hybrid uses a CVT (continuously variable transmission). The integration of the 153 horsepower 2.5-liter 4-cylinder gasoline engine and the electric drive motor was smooth and unnoticeable unless you were watching the instrumentation.

Both the hybrid and traditional power trains work well. The hybrids don’t return Prius level fuel economy, but we’ve still seen north of 30 mpg, which is great by any SUV standards. The hybrids aren’t made for serious off-roading, but then, how many heavy-duty SUVs ever see more than an occasional gravel driveway?

Behind The Wheel: The Ford Escape/Mercury Mariner Hybrids are pretty neutral cars to drive. There’s nothing wrong with them, but they don’t exude excitement, either. The seamlessness of the powertrain pretty much typifies the whole driving experience.

Whines: Fuel economy information is displayed on the navigation screen, so we had to divert our eyes from the road to monitor economy numbers. The interior had more hard plastic than we expected.

      Bottom Line: The Ford Escape/Mercury Mariner Hybrids are a viable alternative to larger and/or smaller hybrids. They provide a good mix of comfort, style and fuel economy in a relatively compact package.

2010 Acura TSX: Now with V6 power

By Bruce Caldwell

Acuras are wonderful long distance cars. They’re built so well and so comfortable that the miles just melt away. I’ve always felt that Acura cars were based on outstanding engineering. That super solid basis comes through when covering multi-state distances.

The precision engineering shines on boring freeways and even more on secondary roads. The Acura TSX is a nimble sedan, so twisty back roads are lots of fun. The wheelbase is long enough to make highway travel smooth.

Walkaround: The TSX was redesigned for 2009, so 2010 changes are virtually non-existent. We didn’t care for the grille/nose treatment last year and time hasn’t softened our opinion. I don’t know who came up with the current “bold prow” theme, but you couldn’t change it soon enough to suit me. 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 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.

As great as the front seats are the rear seats are snug. I guess you need to step up the Acura hierarchy to better pamper rear seat passengers. 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 sunroof was a nice size and functioned perfectly. The sound system/satellite radio was first class as usual.

Under The Hood: The 2009 Acura TSX was available with a single engine—a 2.4-liter inline four cylinder that produces 201 horsepower and 172 lb-ft of torque, but the 2010 TSX is now available with the great 3.5-liter 280 hp V-6 from the Acura TL. Like all Acura V-6 engines this is a super smooth engineering marvel.

The I-4 can be had with either a manual or automatic transmission. The V-6 is only available with the auto trans. The transmission availability might influence some buyers, but given the overabundance of congested traffic it makes perfect sense to choose an automatic 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. The V-6 is a great upgrade, but the I-4 is still an excellent choice.

Whines: Ditch the cattle catcher front end styling and bring back the smoother noses of earlier Acuras.

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.

2010 Porsche Panamera: New four-door sedan worthy of the Porsche name

By Lary Coppola

The 2010 Porsche Panamera is the storied brand’s first-ever four-door sedan. With the Mercedes-Benz S Class, Maserati Quattroporte, Audi A8, BMW 7 Series and M5 squarely in its crosshairs, the Panamera is actually a hatchback with a roomy rear seat, back-seat headroom, leg and hip room that rivals any of the other cars in this class, plus actual useful cargo space.

Even beyond having four doors, the Panamera is markedly different from traditional Porsches. Unlike the 911, with its rear-mounted engine, the Panamera sports a front-engine design, and is an impressively smooth luxury highway cruiser, belying its world-class handling and performance.

Model Lineup: The 2010 Porsche Panamera is offered in three configurations — the S, 4S and Turbo models.

Standard on the Panamera S ($89,800) and 4S ($93,800) are leather upholstery; eight-way power-adjustable, heated front bucket seats with driver's seat memory; tilt/telescoping leather-wrapped steering wheel; cruise control; power windows, locks and mirrors; sunroof; 11-speaker, 235-watt AM/FM stereo with CD/DVD/MP3 player; Porsche Communication Management system with seven-inch touchscreen, navigation system and trip computer; automatic climate control; interior air filter; Homelink universal garage door opener; anti-theft system; auto-dimming outside and rearview mirrors; automatic bi-xenon headlights; split-folding rear bucket seats; power rear liftgate; adaptive rear spoiler; Porsche Active Suspension Management adjustable suspension; and alloy wheels. The 4S adds all-wheel drive with an automatic brake differential.

The Panamera Turbo ($132,800) adds full leather upholstery and interior trim; 14-way power seats with memory; power tilt/telescoping steering column; alcantara roof liner; adaptive air suspension with load-leveling and adjustable ride height; and adaptive headlights.

The Panamera offers options galore, including adaptive air suspension; Porsche Dynamic Chassis Control with rear differential lock; variable assist power steering; Sport Chrono Plus package with analog and digital stopwatch, Sport Plus button and launch control; ceramic composite brakes; sport exhaust system with modified silencers, special tailpipes and an interior button to change the exhaust note. Front park assist and a rearview camera are bundled.

Where interior options are concerned you can get just about any part of the interior trimmed in leather, alcantara, wood or aluminum depending upon personal preference and the depth of your checkbook. Available are full-leather interior with memory for the driver's seat and driver's side mirror; a choice of 14 or 18-way power seats in full leather or cloth; power steering column and memory for lights, wipers, A/C, door locks, instrument cluster and PCM settings; front park assist; adaptive cruise control; large rear center console; eight-way power rear seats; front and rear seat ventilation; four-zone automatic climate control; heated steering wheel; power sunscreens for rear side windows and a power rear sunscreen.

Tech options include Sirius/XM satellite radio; Bluetooth cell phone connectivity; 6CD/DVD changer;, and a Universal Audio Interface with auxiliary input and USB ports.

Walkaround: The Panamera has a sleek, sporty, coupe-like profile, and even as a 4-door, is still unmistakably a Porsche. The 911 influence is evident in the signature rear wheel flares and hood that sits lower than the front fenders, as well as the front end with lower air intakes but no grille. The rounded rear end also hides a cleverly designed active rear spoiler that rests under a chrome trim strip and pops up at speed to increase rear downforce.

The rounded four-door hatchback design allows for generous rear headroom while also offering the rear cargo utility of a wagon, with a sporty coupe rear profile.

The swollen rear end is somewhat reminiscent of the old 928, and may be the car's weakest styling point, but the Panamera has a definite presence — attracting attention anywhere people see it.

Interior: Porsche claims the Panamera is the most luxurious car its ever built — and for obvious reasons. The fit and finish are outstanding and all materials are top-grade, with soft-touch surfaces everywhere.

The Panamera S and 4S models come standard with three partial leather upholstery choices, while the Turbo boasts full-leather in four color choices. Three different two-tone combinations, natural leather in two colors, and one two-tone combination are also available.

Interior trim choices include carbon, aluminum, and five real-wood options, with an alcantara roofliner (standard on Turbo), and extra leather on just about anything, including the steering column, rearview mirror, the top of the dash, and air vents all available.

The center console houses over 30 control buttons, with some of those functions (and others) controlled via the standard seven-inch touchscreen in the center of the dash, with another 18 buttons surrounding it. A second 4.8-inch multi-function display is housed in one of the gauge pods in front of the driver. It’s paired with the navigation screen to display just about any information the driver may want.

Porsche wisely opted for command buttons rather than a joy-stick controller such as BMW's highly unintuitive iDrive. The buttons, which are logically grouped by function and easily accessible, are simple to figure out.

Three audio systems are offered. The base 11 speaker, 235 watt system is better than many other manufacturer’s premium systems. The optional 14-speaker, 585 watt Bose surround sound system is loud, clear, and as good as any premium system you'd find in most upscale luxury cars. However, the kickass 16-speaker, 1000-watt Burmester surround sound is as clear as anything I've ever heard — and I've heard some really great ones.

The front bucket seats are firm, comfortable, and supportive, with a seating position similar to the 911, only higher. The full-length center console, inspired by the Porsche Carrera GT, sweeps upwards toward the dash, creating four distinct seating positions, each offering ample room and comfort.

Considering the rear-sloping roof, rear-seat headroom is especially impressive, and can comfortably accommodate passengers over 6-feet.

The hatchback design provides plenty of cargo space for larger items. With the rear seats up, there is 15.6 cubic feet of space behind them — about as much as a large sedan's trunk. The rear seats fold almost flat, revealing 44.2 cubic feet of cargo room — enough for four suitcases.

Standard safety features include dual front airbags, dual front knee airbags, front- and rear-side airbags, side curtain airbags with rollover deployment, anti-lock brakes, traction control, electronic stability control, tire-pressure monitor, and rear park assist.

Under The Hood: The Panamera S and 4S come with a 4.8-liter V8 putting 400 ponies to the pavement, while the Panamera Turbo offers a turbocharged version of that same V8, rated at 500 horses. Both powerplants are mated to Porsche's new seven-speed automated manual PDK transmission. The Panamera S is rear-wheel drive, while the 4S and Turbo boast all-wheel drive.

Behind The Wheel: The Porsche Panamera is an absolute dream to drive, and all models are really fast — as you would expect from Porsche. The normally aspirated V8 in S and 4S models has plenty of power at any speed, and can do 0-60 drill in as little as 4.6 seconds. The Turbo slices that to 3.6 seconds, with little if any turbo lag and a surge of power pinning you to the seat.

I had the opportunity to put all the Panamera's through their paces at the 4.1-mile, 14-turn, Road America racecourse in Elkhart Lake, Wisconsin. Myself and a driving partner picked one up at the Milwaukee airport and drove the two hours to Elkhart Lake, and back, getting some city and highway driving in as well.

Two forms of adjustable suspension are offered, a standard system with gas shocks, and a full air suspension on the Turbo. The suspension adjustments allow the Panamera to drive like a luxury car or a race-ready sports sedan. The Panamera was at right home on the track, with quick, communicative steering, blazing acceleration, and a willingness to change direction and respond to driver input that made it stable, and forgiving through hard, high-speed turns.

Road America has several long straightaways, and the Panamera's brakes heated up after about an hour of repeated extreme use with almost no down time by numerous rotating drivers. However, under normal conditions, the brakes are more than capable.

The Turbo delivers extreme performance that's almost too easy to control. The Panamera S felt lighter than the Turbo, but the 4S, with its surefooted all-wheel drive, fit my personal driving style like a glove, and was my preference of the trio. I drove it faster than anything else I’ve ever driven — 163 mph — with total confidence.

For all the power, the Panamera is fairly easy on gas. It comes with a hybrid-like start/stop feature that turns the engine off at stoplights to conserve fuel. EPA fuel economy estimates are 16/city and 24/highway for the S models and 15/23 for the Turbo, meaning no Panamera is subject to the Gas Guzzler tax.

Whines: The speedometer is marked in hard-to-read 25 mph increments, but if you can't read it, a digital speed readout is provided at the bottom of the tach.

Bottom Line: The 2010 Porsche Panamera was an excellent expansion of the Porsche lineup. It debuts as one of the world's best luxury sports sedans, combining ultra high performance with the comfortable ride and interior refinement of a luxury cruiser. It's fast, handles like a dream, carries four in comfort and has plenty of cargo room. All that capability doesn't come cheap, and Porsche's numerous options can add as much as $60,000 to the price of the car. But if you can afford it — it’s worth it.

Honda Crosstour: Attractive package inside and out

By Lary Coppola

The all-new 2010 Crosstour is Honda's latest Accord model, and what’s known as a CUV — Crossover Utility Vehicle. Let’s politely call it what it actually is, a hatchback Accord. The Accord Crosstour will fill the slot in between the CR-V and Pilot.

Someone I spoke with recently tried to make a strong case that with the Crosstour, Honda has finally gotten the Accord right. I never thought there was too much wrong with the original, and this vehicle is aimed at a different buyer than the Accord. But the Crosstour has a lot going for it.

A few years back, Honda’s market research found a large number of buyers — anticipated to be 20-somethings starting families and empty nesters — would want an Accord-size vehicle that wasn’t a truck, was handier than a sedan, and sportier than a mainstream CUV, and they would want it right about now.

Since planning a new vehicle takes years, and anticipating what car buyers will want and need in the future is less than an exact science, it’s a major crapshoot every time a new vehicle is introduced.

Were they right? Time will tell.

Model Lineup: The Crosstour comes in two trim levels, with front-wheel-drive standard. The Crosstour EX starts at $29,670, while the more upscale EX-L sells for $32,570. The all-wheel-drive (AWD) package is only available on the EX-L, starting at $34,020. Adding navigation adds another $2,200 to the sticker, for a total of $34,770 with 2WD and $36,220 with AWD.

Walkaround: Although visually similar to the recently introduced Acura ZDX (Honda owns Acura), the Crosstour doesn’t share the ZDX's platform, instead, riding on a modified Accord chassis.

The Crosstour is what is known in Europe as a five-door — a four-door sedan with a hatch making five. It’s somewhat ironic, that after years of rejecting the hatchback (well, there was the Gremlin…), the auto industry is slowly moving back toward what's always been the most practical sedan design.

The Crosstour differs from the Accord sedan in several ways besides the obvious sloping roofline. There’s a beefier more aggressive looking grille, two-inch wider stance (although there’s about an inch less room inside), a 110.1-inch wheelbase, more weight — 299 to 487 pounds more than Accord sedans. It's the only Accord to offer AWD — as basic as it may be — and has two additional inches of ground clearance than the Accord sedan for foul-weather and bad-road driving. The sloping rear roof gives the 2010 Accord Crosstour a very distinctive look — especially in contrast to the flat-roofed, Camry-based Toyota Venza or Ford Flex.

Interior: The Accord Crosstour EX comes pretty well-equipped, with standard features that include dual-zone automatic air conditioning with second row ventilation, auto up/down driver and front passenger side windows, moonroof, steering wheel-integrated audio controls, 360-Watt AM/FM 6-disc audio system with seven speakers, compass and outside temperature indicator, cruise control, easy fold-down 60-40 split rear seat back, 17-inch aluminum wheels with 225/65 R17 all-season tires, hidden removable utility box, rear privacy glass, projector beam headlights with auto-off, fog lights, chrome door handles, body-colored power side mirrors with defrost, and more.

Upgrades on the Accord Crosstour EX-L include leather-trimmed seating surfaces with heated front seats, leather steering wheel, leather gear shift knob, memory driver-side seats, memory side mirrors with reverse tilting capability, auto day/night dimming rearview mirror, auto on/off headlights, Kevlar cone speakers, aluminum dome-type front tweeter speakers and a USB audio interface, 18-inch aluminum wheels with 225/60 R18 all-season tires, cargo privacy cover, and HomeLink transmitter.

The seats were unusually comfortable for a Honda, offering good lumbar support, and the instrumentation includes some cool blue lighting. The center control console, which houses the navigation system and backup camera display, looks like it came straight out of an Acura RL rather than the standard-issue Accord controls.

While its coupe-like styling somewhat limits cargo volume, the Crosstour was designed with cargo hauling in mind. It doesn't want for cubbies, bins and other storage, featuring an 8-inch deep under-floor Hidden Removable Utility Box with a reversible lid, and under-floor bins that mirror the popular feature in the Honda Ridgeline pickup. A big, removable and washable center bin is flanked by two smaller ones, and the covers of all three can be reversed, offering carpet or a durable hard-plastic surface.

The hatch is just much handier than a trunk, and space behind Crosstour's back seat is twice the size of an Accord sedan trunk.

Safety features include the Advanced Compatibility Engineering (ACE) body structure, which enhances occupant protection and crash compatibility in frontal collisions. Additional safety equipment includes Vehicle Stability Assist (VSA), anti-lock brakes with electronic brake distribution and brake assist; side curtain airbags with a rollover sensor; driver's and front passenger's side airbags with passenger-side Occupant Position Detection System (OPDS); dual-stage, multiple threshold front airbags; and active front seat head restraints.

Under The Hood: Power for the Crosstour is courtesy of Honda's 3.5-liter i-VTEC V6 engine — the same motor as the Accord sedan. It delivers 271 horses and 254 pound-feet of torque at 5,000 rpm. It’s mated to a five-speed automatic that shifts briskly and smooth. No four-cylinder engine is offered.

The AWD system, which Honda dubs Real Time, is the same one used on its CR-V and Element small SUVs. Basically, it’s a front-drive system that transfers some power to the back wheels when, and only when, the front wheels slip. While it responds quickly, AWD always provides better stability and traction if it anticipates and can power all the wheels a moment before they lose traction, rather than after. The system is lighter and cheaper than more sophisticated AWD setups, but it worked fine in some very wet winter weather.

Behind The Wheel: The Crosstour has one of the best combinations of ride comfort and bump-smoothing I’ve found in almost any test car I’ve driven in awhile. It handled some tight, two-lane blacktop twisties at speed surprisingly well, and acceleration was adequate in traffic and on the freeway. Both are surprising, given that extra weight usually degrades handling and slows acceleration.

Steering had a comfortable feeling of quick turning response, and wasn’t too heavy or sluggish, while the 4-wheel disc brakes felt above average. Towing capacity is 1,500 pounds.

Gas mileage on our two-wheel-drive test EX-L was rated at 18/city and 27 highway.

Whines: There’s no stowage for the covers if you overfill the storage bins. You have to leave them loose in the vehicle, or at home. The navigation system was annoyingly slow to load, but worked well otherwise. An old-school type parking brake handle, rather than a pedal, hugs the center tunnel.

Bottom Line: I liked the Crosstour a lot. It drives great and is stylish, comfortable and practical. Our loaded test model stickered at $35,480, although the Crosstour is anywhere from $2,865 to $3,665 more than similarly equipped Accord sedans. But for you get and all the Crosstour can do, you just can’t beat its bang for the buck — especially when you factor in Honda dependability.