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.