2010 Ford Taurus — Ford’s proud new standard bearer

By Lary Coppola

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

By Lary Coppola

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

GM Posts First Sales Gain in Two Years

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

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

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

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

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

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

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

Don't mess with Granny...

Cadillac Converj Luxury Concept Coupe to be at Seattle Auto Show

The Cadillac of Electric Vehicles...

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

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

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

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

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

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

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

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

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

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

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

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

Hyundai Genesis offers surprisingly luxury at a value price

By Lary Coppola

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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