SUV
November 19th, 2010 at 10:04am
Under Jeep+ Menufacturer+ SUV+ Styles
What Is It?
It’s the fanciest damn Jeep Wrangler you’ve ever seen. For 2011, all Wranglers get a new, more upscale interior in place of the previous assemblage of Playskool-grade plastics, and the optional hardtop can be painted body color on Sahara editions like our test vehicle. Available new features include heated seats, heated power mirrors, automatic climate control, and a steering wheel with buttons for the radio, cruise control, and Bluetooth phone connection. Stability control is now standard, there are more power outlets in the cabin, and the rear windows have been enlarged, too. It seems the Wrangler is all growed up.
How Does It Drive?
Well, maybe not all growed up. Driving a Wrangler on the road still feels a bit like sprinting down a cobblestone street while earing wooden clogs, so the Jeep isn’t very competitive if you’re looking at it from a purely dynamics standpoint. (Previous four-door Wranglers we’ve tested have turned in appalling 0.61-g skidpad and 217-foot 70-to-0-mph braking figures.) But piloting a Wrangler has always had a charm all its own, and this 2011 is no different, offering more of a man-and-machine connection than about anything else on sale today. Although the new interior duds make comparisons to less-hard-core SUVs—the ones people drive to Starbucks and never take off-road—more relevant than ever, this remains a one-of-a-kind vehicle that’s fun in almost any weather and over almost any terrain, category five hurricanes and lava fields (just barely) excluded.
Increased sound deadening means less noise than before makes it to occupants, which is a good thing, because the groaning coming from the weak-sauce 202-hp, 3.8-liter V-6 is extremely unpleasant. The optional four-speed automatic in our Wrangler is an abomination, too—better to stick with the six-speed manual, which is at least more entertaining. A much better powertrain—namely, Chrysler’s new corporate V-6, likely available with a six-speed automatic—will arrive next year, and it should cure the Wrangler’s glacially slow acceleration.
How Does It Stack Up?
Against more on-road-centric competition—so, everything else—the Wrangler is less civilized and not as dynamically capable. As we said, the interior invites such comparisons more than ever, but if you’re after a grocery getter, the Wrangler still isn’t for you. This is a vehicle for people with adventure on their minds, even if it’s not on their agenda; it’s just that those folks now get to enjoy more modern amenities and quality interior materials. The soft-touch surfaces and attractive design are great, and we particularly like the brand touchstones sprinkled throughout the cabin, including the Jeep grille logo on the windshield above the rearview mirror and the “Since 1941” insert for the front passenger’s dash-mounted grab handle. Plus, with the painted hardtop and fender flares, the Sahara Unlimited sort of—sort of—looks like a Mercedes-Benz G-wagen. From the back. If you squint.
What’s the Cost?
In the case of our test vehicle, pretty high. The Unlimited Sahara starts at $30,695, and ours had an additional $5800 worth of options, including the $385 Connectivity Group (USB port, voice control), a $490 set of front side airbags, the $825 automatic transmission—charging that much for a four-speed seems criminal—and automatic climate control, which costs $895. In addition, the heated front seats run $250, remote start is $200, and the painted hardtop is $1715. Finally, we had a chance to experience Chrysler’s new nav system as part of the $1035 Media Center pack, which includes a 6.5-inch touchscreen and a hard-drive-based music storage setup. The nav is powered by Garmin software and works very well; it’s as easy to use as Garmin’s aftermarket units.
The final tally was $36,490, which is a lot of moola in Wrangler-land. The same money can buy any number of more civilized options, but if customers decide a Wrangler is exactly what they want, then the amount is far less obscene. After all, where else are they going to get all-terrain invincibility, buckets of personality, four-door rooflessness, and an interior this well done? Nowhere but this Jeep.
From : http://www.caranddriver.com/reviews/car/10q4/2011_jeep_wrangler_unlimited_sahara_4×4-first_drive_review
By admin
September 17th, 2010 at 03:17am
Under Menufacturer+ Range Rover+ SUV+ Styles
The Range Rover is so much more capable than just about any other SUV on the market. It holds hills like a mountain goat, climbs them even better, and has the power and comfort to make highway driving comfortable as well.
The interesting thing about Range Rovers is that they are so much more than what most of the people who buy them are aware of. Range Rovers are often bought by people who have a lot of discretionary income and like the image of being seen in a Range Rover. Probably less than one percent are aware of what the Range Rover can do off road, or even take them off road.
They should spend some time at Range Rover’s headquarters, or even try the small obstacle course offered at most dealerships. Then they would see and feel what the mid-size SUV can do and appreciate it more.
There must be some reason it’s priced at more than $70,000.
Let me give you an example. I had a chance to take a ride with an instructor at the Range Rover headquarters in Lanham, MD. I rode shotgun. First we forded a small stream that was deep enough to go over the wheel hubs. Then we hit a hill. First we climbed what seemed like a 45 percent grade. At the top we saw nothing but sky. Heading down, the driver put it in low-low and took his foot off the gas pedal and let the car carry us down.
Then we hit this same hill from the side. Unfortunately, I was on the side near the bottom as we drove across the hill. The Range Rover was completely stable. I’m not so sure my stomach was.
The Range Rover Sport has permanent 4-wheel drive, with four-wheel electronic traction control and a four-corner electronic air suspension.
That’s the good, Range Rover stuff. Much of the rest is relatively normal, or luxury stuff, like the puddle lights, 480-watt sound system, keyless entry with pushbutton start/stop and a dual glove box.
For example, under the hood is a 5.0-liter V8 delivering a healthy 375 horsepower. The engine delivers very good power and response, despite the weight of the vehicle. Power gets to the wheels (all of them) through a 6-speed automatic transmission with a manual shift mode. This ain’t necessary for normal driving folks (and is of questionable necessity even in off-road conditions) because you don’t drive a vehicle like this hard enough to need a manual.
The Range Rover Sport, like all Range Rovers I have been in, rides high. This makes entering it somewhat difficult, but not impossible. There are assist handles at all four doors to help.
Once you’re in, the front seats offer good side support and real arm rests in the center. The perforated leather seats are heated.
The rear seats have good legroom and with a flat floor, five can fit back there. They also offer some side support. The rear seat backs fold to increase the rear cargo area, but you have to fold the seat cushions forward to get a flat floor. The cargo area is good with the seat backs up, excellent with them down.
I had a small problem with the clamshell tailgate. At first I could only get the window to go up. Sometimes the whole tailgate would lift. Then I discovered all I had to do was push a button and the whole tailgate goes up; don’t push the button and you get just glass.
The instrument panel was clear with a large tachometer and speedometer and smaller fuel and water gauges. There’s an information panel between the two large dials. The navigation screen had a good audio readout. I wasn’t able to program the navi system because the CD was only for New Jersey and not Pennsylvania.
Among the $9,350 in options were a surround camera system that gives a 360-degree view of the car ($800); a rear differential lock ($500); an extended leather package ($1,000); a luxury interior package ($3,800); rear seat entertainment ($2,500); and 20-inch wheels ($1,200).
Overall the Range Rover Sport is a great vehicle. It has wonderful capabilities, but I have problems with the price.
SPECIFICATIONS
Model: 2010 Range Rover Sport HSE
Engine: 5.0-liter V8
Horsepower/Torque: 375 hp @ 6,500 rpm/375 lb.-ft. @ 3,500 rpm
Transmission: 6-speed automatic with Command Shift
Wheelbase: 108.1 in.
Length/Width/Height: 188.5 x 75.9 x 71.5 in.
Tires: 275/40YR20 (temporary spare)
Cargo volume: 33.8/71.0 cu. ft. (rear seat backs up/down)
Fuel economy: 12 mpg city/17 mpg highway/13.5 mpg test
Fuel capacity: 23.3 gal.
Curb weight: 5,540 lbs.
Sticker: $70,845 (includes $850 inland transportation charge and $9,350 in options)
From : http://www.theautochannel.com/news/2010/04/04/471908.html?car=2010++Range+Rover+Sport+HSE
By admin
August 31st, 2010 at 11:10am
Under Ford+ Menufacturer+ SUV+ Styles
Four years have passed since Ford introduced its Edge crossover to bridge the canyon of market space that separated the tidy Escape and the larger, bulkier Explorer. Launched in the midst of the crossover boom, the Edge instantly became a gleaming success for Ford, with more than 400,000 units built so far and sales continuing to trend up.
To keep that momentum alive, the Edge is updated for 2011 with more power for its 3.5-liter V-6, better fuel economy, chassis upgrades, and bolder styling in and out, including the market debut of MyFord Touch, the company’s new infotainment interface. Perhaps even better, Ford brought the Edge Sport into its own with stiffer rear springs and unique shocks, gorgeous 22-inch wheels, and a 3.7-liter V-6 pumping out in excess of 300 hp. A turbocharged 2.0-liter EcoBoost four-cylinder also will join the ranks as the fuel-economy champ sometime after making its debut in the new 2011 Explorer.
Bossier Styling
The changes to the Edge start with the bossy new nose, which ditches last year’s handsomely benign, square-jawed face. In its place is a squinty-eyed, menacing mug dominated by a floor-to-ceiling interpretation of Ford’s three-bar chrome grille (Sport models ditch the chrome in favor of a black finish), a power-dome hood, and vertical LED running lights at the outboard edges of the bumper. The rear end gets a new bumper, dual exhaust tips, and new taillights; Sport models get a three-finned diffuser-esque lower bumper. Filling out the wheel wells are any of four new wheel styles in 17- (SE), 18- (SEL and Limited), and 20-inch sizes (optional on Limited). Coolest by far, however, are the black-and-silver 22-inch forged wheels on Sport models.
MyFord Touch: Gonna Take Some Getting Used To
Just as notable are some changes that add some welcome elegance—and a bevy of new technologies—to the Edge’s insides. A completely redesigned dashboard eschews last year’s chunky shapes and vertical air registers for a more streamlined center stack, and there are also trim-specific dash and door appliqu?s and a soft-touch dash top (which unfortunately does not continue into the door uppers). Thick metallic bars bracket the center-stack controls which, on Limited and Sport models, are accessed via an electronic “finish panel” that builds on the optional MyFord Touch system. Co-developed with Sony, the panel replaces conventional buttons and knobs with a constellation of touch-capacitive buttons for HVAC controls and a center-mounted five-way switch (up, down, left, right, and center) for main audio controls.
Above that sits the main screen for MyFord Touch, which can be seen as more or less the next evolution of Ford’s already highly evolved Sync, adding sexier graphics, two additional high-res screens flanking the speedo, and thousands of voice-activated commands. (For more on MyFord Touch, check out our complete rundown of the system’s capabilities.) What we were most curious about is to see how intuitively the tech presents its information and whether or not the interface proved distracting.
At first, it was indeed quite distracting. Once we became familiar with the numerous displays and button orientations, less time was required to make adjustments to the 390-watt, 12-speaker Sony audio system, scroll through HD radio stations, fine tune the HVAC, or sync up our phones. We didn’t get a chance to have our text messages read aloud, nor tag songs to download later on iTunes. The navigation system was inaccessible altogether, since Ford removed the SD card that powers it from our car in order to force us into experiencing its new TDI (Traffic, Destination, and Information) service, which provides navigational directions in much the same fashion as OnStar’s turn-by-turn service does in GM vehicles.
Drives Better in Most Every Respect
With TDI directing us along the roads of rural Tennessee, we discovered that the mechanical upgrades add considerable life to what had been a vehicle that lacked edge in the driving department. The Limited model we drove, riding on 20-inch wheels with 245/50 rubber, was very quiet, and absorbed impacts nicely albeit without muting them out altogether. The base 3.5-liter V-6 enters 2011 a smoother, quieter creature, with 20 more hp adding up to a total of 285 at 6500 rpm. Torque creeps up by 3 lb-ft, for a total of 253 at 4000 rpm. The steering remains heavy, but at least some feedback is now part of the picture, thanks to revised steering gear with less friction. The brakes, too, have been upgraded with new pistons, larger rear discs, and new pads adding some bite as the pedal is depressed, although we would love a bit more. Also welcome are gains in fuel economy, which is now at 19 mpg city/27 highway for FWD models, and 18/25 for all-wheel-drive examples. Those are improvements from 18/25 and 17/23, respectively, although those ratings carry over as the projections for the 2011 Sport.
We were particularly keen on driving the Sport, which gets not only the unique aesthetic treatments but also its own engine. The 3.7-liter V-6—essentially a bored-out 3.5—makes 305 hp at 6500 rpm and 280 lb-ft at 4000 rpm, and its true dual exhaust endows the Sport with a sharp and pleasant bark. Although the six-speed automatic is unchanged (save for the addition of paddle shifters) and fuel-economy ratings are the same as the 2010 model, the Sport’s six has sufficient grunt to move the two-plus-ton truck with some verve. Just as impressive is its willingness to change direction, an attribute we must chalk up to the big 22s and their 265/40 rubber. While you’ll never mistake the Edge Sport for, say, an Infiniti FX, Audi Q5, or Porsche Cayenne from behind the wheel, it is by far the sportiest of all American-branded crossovers.
Prices
Edge customers will be able to choose from the SE ($27,995), SEL ($30,995), Limited ($34,995), and Sport ($36,995) models; all-wheel drive adds $1850 to the bottom line, although AWD SE models are for fleet buyers only. As mentioned, the 2.0-liter EcoBoost four will be added to the lineup later, but was not available for us to sample and will not be a part of the initial rollout. (We expect the four to carry a premium price tag, as it will in the 2011 Explorer.) With sharper styling, scads of high-tech touches, and a target market as eager as ever for more and better crossovers, the 2011 Edge seems well positioned to build on the success of its predecessor, and it makes that first Edge of four years ago seem positively crusty by comparison.
From : http://www.caranddriver.com/reviews/car/10q3/2011_ford_edge_edge_sport-first_drive_review
By admin
August 13th, 2010 at 08:27am
Under Kia+ Menufacturer+ SUV+ Styles
Within the ever-growing range of compact SUVs, Kia’s little Sportage has represented a bargain-priced, well-warranted alternative to industry darlings such as the Honda CR-V and Toyota RAV4. But there’s a reason the others have been the standouts and the Sportage has not: The outgoing model wasn’t dynamically or stylistically compelling.
The Sportage will be better prepared to challenge the segment leaders come August, however, when the all-new 2011 model hits U.S. dealerships. Sharing most of its dirty parts with the redesigned 2010 Hyundai Tucson, the Sportage remains less expensive and slightly smaller than the recently redesigned Sorento crossover in Kia’s lineup. The Sportage is now wrapped in edgy, look-at-me styling that Kia hopes will succeed in attracting the male buyers most entries in the segment have not.
Massively Masculinized Styling, Inside and Out
The styling asserts its boy-car intentions loud and clear. The new model’s proportions are as dramatic as the outgoing model’s are dull, and few curves are found on its sheetmetal. The body elements—including its angular headlamps, intricate taillamps, “tabbed” upper grille, flared lower grille, and chopped window shapes—all contribute to a beefy, high-tech appearance. Springing for the top-dog EX model yields a thin, Audi A5–esque strip of LED daytime running lights in the headlamps, a first for nonluxury compact utes and indicative of the Sportage’s modernization. Even the color palette is aimed at men, with the basic white, black, silver, red, and blue shades supplemented by a dressy dark pewter and, our favorite, a shimmering metallic orange.
The interior is a big improvement compared with the dowdy trappings of its predecessor. Although most surfaces are rendered in the hard plastics that are unavoidable in anything at this price point, the low-gloss finishes and beveled, masculine shapes help give the materials an upscale look. The deeply tunneled gauges are easy to read. As you’d expect, feature content ranges from relatively low frills in base form ($18,990) to more comfortable in the mid-grade LX ($20,990). The lineup is topped by the EX model ($23,990), which loads on interior extras while dressing up the exterior with chrome trim and a rear spoiler. Kia’s Uvo voice-controlled media center will be available, and rear-seat occupants benefit from access to direct sunlight through an optional two-row panoramic sunroof. Check all the boxes—including those for navigation and leather—and the Sportage will cost nearly $30,000.
Lighter, More Powerful, More Efficient—and There’s a Turbo Model Planned
For all the attitude served up by its bossy looks, driving the Sportage is a decidedly benign experience. Power comes from Kia/Hyundai’s quiet, smooth 2.4-liter four-cylinder engine producing 176 hp and 168 lb-ft of torque. Compared with last year’s wussy 140-hp four-cylinder, the new engine feels positively muscular, and it’s even three ponies up on the outgoing Sportage’s optional 173-hp V-6. The Kia’s four-cylinder is a few hp brawnier than both the Nissan Rogue’s 170-hp four and the Ford Escape’s base 171-hp four, yet it’s a few horses shy of the four-bangers found in the Toyota RAV4 and Honda CR-V, which are rated for 179 and 180 hp, respectively. A six-speed manual transmission is standard on the base front-wheel-drive model; all others receive a six-speed auto.
The power increase feels amplified by a welcome weight loss for 2011. A base 2011 Sportage with a six-speed manual transmission weighs 73 fewer pounds than the prior entry-level model with its five-speed manual, according to Kia; a loaded 2011 EX with all-wheel drive and the new six-speed automatic registers 172 fewer pounds than the 2010 V-6 in four-wheel-drive guise. Even so, no 2011 Sportage will challenge a Cayenne Turbo from a stoplight, nor do we see all-wheel-drive models giving chase to Range Rovers in knee-deep mud ruts (although the electronically locking center differential is a pleasant surprise). With low-end grunt at a premium, it’s nearly impossible to break the front wheels loose (even facing uphill on steep San Francisco streets), making the all-wheel-drive system a bit pointless for those who live in all but the rainiest and snowiest climes. Response is respectable once the revs are up, and winding the engine to redline is not the unpleasant experience it used to be. Fuel economy is decent, thanks to lower mass, wider gear spread, and improved aerodynamics. The 2011 Sportage will achieve fuel economy of 21 mpg city and 28 mpg highway for the all-wheel-drive/automatic combo and a very respectable 22/31 with the front-wheel-drive/auto setup.
Although the 2.4-liter four is the only engine available at launch, Kia has promised to make its turbocharged 2.0-liter four-cylinder—it debuts in the 2011 Optima and Hyundai Sonata wielding a potent 274 hp—an option for the Sportage within about six months. The resulting model will be called the Sportage SX, and we hope Kia will find a way to add some life to the Sportage’s steering by then. Installing a faster steering rack wouldn’t hurt, either. At least body motions are nicely controlled, as we discovered on an extremely unpredictable, high-crowned, variable-camber road we found after breaking from Kia’s prescribed drive route. But the well-sorted front-strut, rear-multilink suspension is let down by the slippery all-season tires, which screamed in protest on every hot corner, prompting the stability control to intervene early and often. On the other hand, harsh impacts are managed impressively on all but the roughest of roads.
A Decent Value, As Ever
We will perform our normal battery of instrumented tests on the 2011 Sportage soon, but for nonenthusiasts, it seems the new Sportage is as respectable a vehicle on which to spend 19 grand as any in its class, combining brash new looks with a contemporary cabin and a thoroughly modern powertrain. It’s arguably the boldest effort we’ve seen yet from Kia’s so-called design-led transformation, and it should bolster the brand’s longstanding reputation for offering strong value. Whether or not it siphons shoppers from Honda and Toyota showrooms remains to be seen.
From : http://www.caranddriver.com/reviews/car/10q3/2011_kia_sportage-first_drive_review
By admin
June 23rd, 2010 at 10:23am
Under Infiniti+ Menufacturer+ SUV+ Styles
Nearly everything about the 2011 Infiniti QX56 is new, but the reaction to its styling conjures up the same old winces as the previous generation did. And that’s too bad, since underneath the bloated exterior resides a luxurious cabin, competent drivetrain and an abundance of technological wizardry.
Compared to the outgoing QX56, the 2011 model is about an inch wider and longer, but loses 3 inches in height. It now makes 400 horsepower (a jump of 80 hp), features a seven-speed automatic transmission (two more gears than before) and is built on the global Nissan Patrol platform, which is 26 percent stiffer than the old Titan-based chassis. While all of these improvements are welcome, one unfortunate byproduct is a smaller third-row seat, which is suitable for smaller passengers only.
On the plus side, the improvements to the 2011 Infiniti QX56 outweigh the smaller rear quarters. New additions include a new automatic four-wheel-drive system, hill-start assist, a Snow mode for slippery terrain and, despite the increased power output, the QX gains a few miles per gallon. The new QX also corners flatter than before thanks to an optional Hydraulic Body Control System in place of traditional roll bars.
As good as the new QX56 is, its future remains bleak, as luxury SUV sales have plummeted industrywide by more than 60 percent since their peak in 2006. For those who still find a need for a large, luxurious SUV, the 2011 Infiniti QX56 represents a solid choice if you can get past its looks. Other vehicles to consider include the Cadillac Escalade, the all-terrain-capable Land Rover LR4 and Lexus LX 570 and the stately Mercedes-Benz GL550 — all of which seem to elicit fewer negative
Performance
The 2011 Infiniti QX56 is powered by a 5.6-liter V8 that produces 400 hp and 413 pound-feet of torque. A seven-speed automatic with manual shift control is the only transmission offered, but buyers may choose between rear-wheel drive and the Infiniti All-Mode 4WD system found on our test vehicle, which features three modes: automatic, 4-Hi and 4-Lo.
In the automatic setting, All-Mode continually adjusts power between the front and rear wheels depending on driving conditions, with up to 100 percent sent rearward and up to 50 percent sent to the front. The 4WD settings lock power distribution at 50:50. Even though the QX56 features low-range gearing, the lack of a locking rear differential limits the big Infiniti to only mild off-roading duties.
As such, the 2011 Infiniti QX56 is more at home shuttling passengers or perhaps performing moderate towing duties. Towing capacity tops out at 8,500 pounds when properly equipped and is bolstered by a tow-haul transmission mode. This setting revises shift patterns to optimize pulling power and increase control of the trailer while descending steep grades. An automatic rear-leveling suspension also keeps the QX level when trailering by inflating appropriate suspension air bladders.
When the QX isn’t burdened by towing duties, it maintains a flat cornering stance thanks to the new Hydraulic Body Motion Control System. This optional feature noticeably reduces body lean in curves by transferring hydraulic fluid to the shock absorbers on the outside of turns, reducing suspension travel. This fully automatic system gives the QX56 a confidence-inspiring feel behind the wheel.
Confidence is also prevalent in terms of engine and transmission performance. The beefy V8 ably powers the QX56 to 60 mph from a standstill in about 7 seconds (by Infiniti’s estimate). Given this, getting up to highway speeds is a breeze, aided by quick and smooth upshifts. We were also pleased to discover that downshifts were rev-matched for equally smooth operation. As with any large luxury SUV, performance comes at the expense of fuel economy. The 2011 QX56 is rated at an EPA-estimated 14 mpg city/20 mpg highway.
Comfort
On the whole, our 2011 Infiniti QX56 delivered a quiet and comfortable ride in the city and on the highway. Road and wind noise are blissfully absent, but pavement imperfections are felt a bit more harshly than expected.
Passengers in the first and second rows will find the accommodations quite roomy, with plenty of headroom and space to stretch their legs. Third-row occupants, on the other hand, will likely find space at a premium. A power reclining seat makes the rearmost quarters a bit more bearable for taller folk, but only smaller adults will find any sort of comfort back there.
Function
As with any high-profile vehicle like the QX56, the elevated ride height provides a commanding view of the road ahead. Elsewhere, visibility produces mixed results. The view rearward is decent for a car of this size and is aided by Infiniti’s Around View Monitor that displays a top-down view of the vehicle’s surroundings. Unfortunately, this nifty system does nothing to improve the exterior mirrors’ narrow field of view. An optional blind spot warning system alleviates some of the lane-change guesswork, but we’d much rather have wider mirrors.
Our well-equipped QX also featured Infiniti’s Intelligent Cruise Control that utilizes a laser sensor to adjust the vehicle’s following distance to the car in front of it. Normally, we find these systems quite pleasant on the highway, but the QX’s is far too aggressive. When traffic clears in front, rather than accelerating gracefully, the Infiniti downshifts and applies far too much throttle for our tastes. Mercifully, deceleration is much less abrupt.
We were more impressed by the quality of switchgear throughout the cabin, and the functions they served. Knobs and buttons have a positive and upmarket feel. The 13-speaker Bose audio system delivers crisp tones and plentiful bass, while providing iPod controls that are as good as any on the market. Other perks include a dash-mounted button that automatically folds the second-row seats to allow access to the third row. The power-folding third-row seats are also a welcome addition, though we did feel it took them too long to complete their transformations.
With the third-row seats in place, luggage capacity is a reasonable 19.3 cubic feet, which is more than in the competing Cadillac or Lexus. With both the second and third rows folded flat, the interior cargo volume expands to 112 cubes, which is also more than what’s offered by its competitors. Additionally, the QX’s boxy shape helps to accommodate larger and bulkier items. Throughout the cabin, storage for smaller items is plentiful, with an abundance of large bins, pockets and cupholders.
Design/Fit and Finish
In terms of styling, we think the 2011 Infiniti QX56 is an improvement over the previous-generation QX, which drew general revulsion to its overblown proportions and boxy shape. That said, we still think the new QX’s style is an acquired taste. The rounded edges give the body a bulbous, overinflated appearance and the massive grille further accentuates the heavy-handed approach. We also found the fender-mounted vents to have a glued-on aftermarket appearance, even though one of them actually serves as an engine air intake.
Fortunately, the interior of the QX56 is much less polarizing. The various shapes and panels blend together to create a luxurious and upscale cabin, worthy of the rather exorbitant price tag. Nearly every surface is soft to the touch, covered in supple leather and well-grained plastics. Rich wood veneers cover most other surfaces for a pleasant old-world feel. All elements are finely crafted with tight fitments, with squeaks and rattles being virtually nonexistent.
Who Should Consider This Vehicle
If you can get past the 2011 Infiniti QX56’s exterior styling, that is already a huge step. Shuttling numerous passengers in comfort is the QX’s forte, and its ability in this regard is comparable to any other large luxury SUV. For the few buyers who require off-road capabilities, though, we would steer them toward the Lexus LX 570 or one of the Land Rovers. For towing, the QX56 ranks highest among the competition.
Pros: Long list of features, prodigious V8 power, well-sorted handling for its size.
Cons: Cramped third-row seats, moderate ride harshness, not well-suited for off-roading, questionable exterior styling.
By admin
June 9th, 2010 at 07:56pm
Under Menufacturer+ SUV+ Styles+ Subaru
When Subaru unveiled its first midsize SUV in 2006, it was called the B9 Tribeca. Two years into production, the B9 moniker was retired (as well as its unsightly front end), but in most ways, the Tribeca remains forgettably benign. It’s a decent enough SUV on its own merits, neither failing nor excelling with any significance, but when we begin comparing the 2010 Subaru Tribeca to a crowded field of competitors, it begins to show its mediocrity.
Our 2010 Subaru Tribeca test vehicle, in range-topping Touring trim, was priced in the same range as its rivals. For the price, the features list is comparably generous, with all-wheel drive, navigation, third-row seating and pleasant interiors for all. Unfortunately for the Tribeca, it trails in terms of cargo capacity, passenger space and fuel economy. The interior design is a standout among other SUVs, but its style comes with compromised usability, as well.
The front-running Ford Flex and Chevrolet Traverse (and its Buick and GMC twins) are, quite simply, hard to beat. Toyota’s Highlander and Mazda’s CX-9 are also worthy of consideration. But the disappointing 2010 Tribeca should give even the most loyal Subaru fans some pause. As such, we recommend shopping the rest before committing to a purchase.
Performance
The 2010 Subaru Tribeca Touring is powered by a 3.6-liter, horizontally opposed (boxer) six-cylinder engine that produces 256 horsepower and 247 pound-feet of torque. A five-speed automatic with manual-shift control is the only transmission offered and routes power to all four wheels.
In performance testing, our Tribeca test vehicle accelerated from zero to 60 mph in 8.3 seconds, which is average for cars in this class. Coming to a stop from that speed required 121 feet, which is a bit shorter than the competition. However, repeated braking from higher speeds resulted in a softer brake pedal. Under normal conditions, though, the pedal is moderately firm with a soft initial bite.
The handling numbers we achieved on our test track were also average, weaving through the slalom at 61.1 mph and circling the skid pad at 0.78g. The Tribeca’s all-wheel drive does impart a more confident and poised feel than competing models, though. Fuel economy is less favorable, however, registering an EPA-estimated 16 city/23 highway mpg and 18 mpg in combined driving. Our Tribeca spent most of its time in congested city traffic and confirmed its EPA number with an average of 15.9 mpg in our care.
Within these city confines, the 2010 Subaru Tribeca’s soft suspension ably soaks up bumps in the road for a pleasant ride. Tight parking lot maneuvers are effortless thanks to light steering wheel effort. Even though the suspension and steering are a bit lethargic when evasive maneuvers are needed, the Tribeca remains composed throughout. The transmission also feels a bit reluctant to shift up or down, but engaging Sport mode gives it some much needed urgency. Shifts are executed quickly and smoothly in this mode, as well as under manual control.
Comfort
The 2010 Subaru Tribeca delivers an agreeable ride that adequately isolates the occupants from outside harshness. The softly sprung suspension ably dampens ruts and potholes in the pavement, but never feels floaty or disconnected. Road and wind noise are also abated to near silence. This level of refinement is rare for a Subaru and is on par with some of the more luxurious crossovers in this segment.
Seating comfort, on the other hand, presents a mixed bag. Front seats provide ample padding and support, but taller folk may find their driving position compromised by a non-telescoping steering wheel. The second row features adjustable sliding seats with 8 inches of travel, but the range only extends from acceptable to cramped. The outboard seats are quite comfortable, with a decent amount of headroom, but the elevated and convex center seat is far too narrow for even smaller passengers. The third row is large enough for children and small adults, but access is hampered by a narrow passage. Vehicles like the Flex and Traverse offer third rows capable of fitting full-size adults.
Function
Outward visibility from the 2010 Subaru Tribeca is notably better than most competing crossover SUVs, giving the driver a good sense of the vehicle’s proximity to obstacles. Backing into tight spaces is further simplified with a rearview camera that provides a wide view and clear image. Gauges and the navigation/information screen are also well placed within the driver’s sightlines to allow for quick reference.
The same cannot be said of the center stack controls for audio and navigation, though. These buttons are difficult to read in daylight conditions, and the curved panel shape further hampers readability and operation as the console bends away from the user. With their large dials and clear LED readouts, the climate controls were much easier to read and operate. At night, the center stack buttons are well illuminated and readable, while the HID headlights cut through the darkness with considerable clarity.
The nine-speaker Harman Kardon sound system is respectable, but in no way impressive. Sound quality is merely average, plus the lack of iPod connectivity is a letdown (one is available as a dealer add-on, but it replaces satellite radio). The Bluetooth hands-free phone system is also rather disappointing; with controls situated in the overhead console and the fact that phone information isn’t transmitted through the infotainment screen.
With the third-row seats in use, luggage space is a paltry 8 cubic feet, requiring a golf bag and large suitcase to be stacked on top of each other — not exactly ideal. Folding the second- and third-row seats flat expands maximum cargo space to 74 cubes, but even that figure is small for cars in this class and barely bigger than the Subaru Outback. It’s also worth mentioning that the Tribeca’s liftgate requires quite a bit of effort to close, and shorter people will notice a lack of a decent handhold. Shoppers who normally haul passengers and cargo at capacity should keep these limitations in mind.
Parents should note that mounting a rear-facing child seat in the second row may be problematic. Even with the rear seats slid rearward, our standard child seat intruded quite significantly on front seat space. Mounting the child seat in the center position alleviated some of the space issues, but prevents the second-row seats from folding forward, eliminating any possibility of gaining third-row access.
Design/Fit and Finish
From the outside, the 2010 Subaru Tribeca’s styling is about what you’d expect from a middle-of-the-road crossover — which is to say, on the bland side. The grille and rest of the front fascia remind us of a Chrysler product, but are in no way offensive, especially compared to the odd nose of the B9 Tribeca from 2007.
The interior design is the real scene-stealer in terms of styling. The wraparound dash features a graceful arc that spans from door to door. Complex curves and organic shapes converge at the center stack, which blends smoothly into the center console. Most materials are either soft to the touch or convincingly textured to blend in and individual panels are tightly fitted with the type of workmanship associated with more expensive luxury brands.
Who Should Consider This Vehicle
The 2010 Subaru Tribeca seems to be stuck in a mediocre position from which even its all-wheel drive cannot extract it. It doesn’t really fail in any category; it is simply upstaged by more talented and competent choices. We suggest looking elsewhere, even if you’re a die-hard Subaru fan. The cheaper Outback may only have five seats, but it offers almost as much cargo space and is more fuel-efficient.
Pros: Modern interior design, quiet cabin.
Cons: Non-telescoping steering wheel, poor fuel economy, meager cargo space, compromised fit for child safety seats.
From : http://www.edmunds.com/subaru/tribeca/2010/testdrive.html
By admin
June 4th, 2010 at 08:34am
Under Hyundai+ Menufacturer+ SUV+ Styles
If you want a compact crossover that’s economical, efficient and doesn’t make you feel like you’re taking the kids to T-ball, there are options, and one of the best is the new 2010 Hyundai Tucson. Let’s start with styling, which should be different enough to stick out from the rows of CR-Vs parked at Target. While the old Tucson had all the design flair of a Coleman cooler, this new Tucson showcases Hyundai’s increasing attention to design. Whether you believe the Tucson is attractive is one thing, but there’s no denying its curves and creases are more interesting to behold than the boxes it competes with.
Inside, the story is much the same, with organic shapes and nicely textured materials. Competitors like the Honda CR-V and Toyota RAV4 have a utilitarian look and feel to them — not the Tucson. Unfortunately, those competitors are literally more utilitarian than the Tucson. The little Hyundai offers significantly less cargo capacity than its bigger rivals, while its backseat offers less space and doesn’t recline or slide for more room or comfort. Essentially, the Tucson doesn’t look like a mom mobile, and it wouldn’t be a very good choice for her either.
As such, the 2010 Hyundai Tucson is best suited for singles or DINKs (dual income, no kids) who primarily want the elevated driving view that an SUV provides, and can live with an acceptable (rather than copious) amount of rear seat and cargo space. If you fancy yourself a cool mom, though, perhaps that trade-off could be worth it.
Performance
The 2010 Hyundai Tucson comes with a new four-cylinder engine that’s more powerful than the outgoing Tucson’s V6 and yet more fuel-efficient than the old four-cylinder. This new 2.4-liter inline-4 produces 176 horsepower and 168 pound-feet of torque, though in California-emissions states, those are lowered to 170 and 163, respectively. A six-speed manual and front-wheel drive are standard, but our Tucson GLS tester came with the six-speed automatic and four-wheel drive.
There’s more low-end grunt on tap than in a Honda CR-V, but in general, the Tucson is merely average at best when it comes to power. It also has a raspy, wheezy engine note that doesn’t do it any favors. While swift performance is hardly what we’ve come to expect from compact crossovers, fuel economy does figure quite prominently, and the Tucson 4WD delivers best-in-class thriftiness with EPA estimates of 21 mpg city/28 mpg highway and 24 mpg combined.
Athletic handling is also not something we expect from this class, but the 2010 Hyundai Tucson manages to feel buttoned-down and confident through turns. The steering is a bit numb, but it weights up firmly at speed to provide greater confidence than some of its competitors do. Would we say the Tucson is fun to drive? Probably not, but in comparison to a Chevy Equinox or RAV4, it’ll at least provide a few more smiles.
Comfort
The downside to the Tucson’s athletic handling is a firm ride that can get tiresome should you live in a city with a miniscule road repair budget. There’s an excessive amount of impact harshness transmitted into the cabin, and that’s with the 17-inch alloys fitted to our GLS trim level tester. The 18-inchers found on the Tucson Limited would likely make things worse. Road noise is also on the loud side in the 2010 Hyundai Tucson, though wind noise is reasonably well-contained. If you want a more serene highway tourer, a Chevy Equinox would be a better choice.
Rear passengers will find themselves sitting on a hard, shapeless cushion with a comparatively smallish amount of legroom. The seatback doesn’t slide or recline — features that are becoming more common and expected in this class. However, front-seat occupants are unlikely to complain. Even though our tester’s driver seat was manually operated, it still provided enough adjustability for a variety of driver sizes. The seat itself is quite comfortable, in a firm, European sort of way, and provides just enough bolstering to make you feel secure, but not confined.
Function
Inside the 2010 Tucson’s stylish cabin, Hyundai’s penchant for utilizing straightforward controls continues. The manual climate controls couldn’t be simpler, and all secondary buttons and switches (windows, mirrors, etc) are logically placed. Even the optional touchscreen navigation and audio controls are easy to figure out, while enhancing the usability of both the standard satellite radio and iPod interface with its large, clear display. That iPod interface is also notably speedy in its processing time and operation.
The Tucson’s smaller dimensions penalize it when it comes to storage. Not only is there less space, but the cargo area doesn’t offer the versatility of some of its competitors (removable shelves, sliding seats). There are also fewer storage areas in the cabin. Still, a set of golf clubs will fit the width of the trunk and a large suitcase fits easily behind it.
For parents, the Tucson surprisingly provides more space for a rear-facing child seat than the CR-V and RAV4. The top tether anchors were also quite easy to access for front-facing seats. However, without a sliding seat bottom, parents can’t bring their kids closer to them as they can in the Tucson’s bigger competitors.
Design/Fit and Finish
The 2010 Hyundai Tucson’s interior is filled with hard plastic, but that’s the norm for this class. Instead, textures, surfaces, design and appearance are more telling attributes and in this way, the Tucson seems like a high-quality product. The various buttons and knobs operate in a fluid manner, and they are nicely finished. The main climate control knobs in particular are finished with a material reminiscent of the knurled metal in a Bentley. The overall look is visually interesting, without compromising ergonomics or resorting to overwrought fake chrome.
Who Should Consider This Vehicle
The 2010 Hyundai Tucson should appeal to those who want a small crossover that’s more interesting to look at and drive than the run-of-the-mill Honda CR-V and Toyota RAV4. They should be willing to sacrifice some comfort and space for this, however. A sporty and spacious alternative would be the Subaru Forester, while a comfortable and spacious alternative would be the Chevy Equinox.
From : http://www.edmunds.com/hyundai/tucson/2010/testdrive.html
By admin
May 30th, 2010 at 02:36am
Under Menufacturer+ Mitsubishi+ SUV+ Styles
These days, technology trickles down at blinding speed — gadgets and gizmos that were once enjoyed only by the privileged few are now attainable for the masses. This is especially true in the automotive industry, and the affordable-yet-tech-laden 2010 Mitsubishi Outlander is proof.
Not so long ago, hands-free systems that allowed you to make telephone calls and program your navigation system via voice command were available only in more expensive luxury sedans. Today, you’ll find this useful amenity in far humbler transportation — transportation like the Outlander, which sees the addition of an available hands-free link system (dubbed Fuse) for the 2010 model year. Comparable to Ford’s Sync, Fuse is easy to engage and enables you to select tunes on your iPod without shifting your gaze from the road.
Appealing technology isn’t the 2010 Mitsubishi Outlander’s only draw. The crossover is also genuinely fun to drive, with the sort of sharp handling that makes grocery-getting more than just a chore. All-wheel drive is available for travels in rough weather, and this Mitsu’s bold sheet metal will likely resonate with compact-SUV shoppers in search of a vehicle that looks more assertive than your typical “cute ute.”
Life isn’t easy for small SUVs; thanks to a crowded pool of very worthy candidates, it’s harder than ever to stand apart from the pack. The Toyota RAV4 V6 commands attention by delivering more horsepower and quicker acceleration than the Outlander, while the imposing Chevrolet Equinox tempts buyers with its polished good looks and spacious backseat.
There’s also the universally competent Kia Sorento to consider, as well as the sporty Mazda CX-7. The budget-friendly Hyundai Tucson and the refined Honda CR-V are also excellent choices, provided their lack of V6 availability isn’t a deal-breaker.
In the end, though, the 2010 Mitsubishi Outlander distinguishes itself with its appealing mix of attributes. If Fuse, all-wheel drive and superb handling sound good to you, add this crossover to your must-see list.
Performance
Motivating the 2010 Mitsubishi Outlander XLS is a 3.0-liter V6 good for 230 horsepower and 215 pound-feet of torque, with a six-speed automatic transmission providing assist. The mill offers ample pep, enabling the crossover to easily thread through freeway traffic, and taking it from zero to 60 mph in a respectable 7.9 seconds.
Athletic handling is one of the Outlander’s most notable strengths, and it charges over blacktop with well-planted authority. All-wheel drive helps the crossover to maintain this authority in all kinds of weather, as we discovered during an unusually rainy Los Angeles weekend. Despite the wet roads, the Mitsu felt remarkably stable through turns and in accelerative maneuvers.
In slalom testing, the Outlander snaked through the cones at a speed of 66.2 mph — impressive for this segment, and ahead of rivals like the Toyota RAV4 V6 (61.6 mph). Braking distance is about average, with the Outlander stopping from 60 mph in 124 feet — just behind the RAV4 (120 feet), but ahead of the Chevy Equinox (130 feet).
With an EPA rating of 18 mpg city/24 mpg highway and 20 mpg combined, the Outlander’s fuel economy is competitive with that of most other V6-equipped models in this segment. Still, its gas mileage trails that of the RAV4 V6; that crossover offers a very impressive 19/26/22 when equipped with all-wheel drive.
Comfort
Ride quality falls on the firmer end of the spectrum, but it’s never unpleasant — you’re aware of potholes and road imperfections, but your bones aren’t rattled by them. The Outlander’s seats are meaty and solid — their side bolsters are supportive without being overly snug (for those of average build, anyway) and the seats proved comfortable even on longer trips. Legroom and headroom up front are satisfactory, but drivers who like the added comfort afforded by a telescoping steering wheel are out of luck — the Outlander’s wheel is tilt-adjustable, but it doesn’t telescope.
There’s some wind and road noise to be heard, but the cabin is still quiet enough to allow drivers to have a conversation with passengers in the backseat. This Mitsu’s performance in this area falls around midpack — it’s quieter than the CR-V but noisier than the Equinox.
Function
The good news is that the 2010 Mitsubishi Outlander offers a third-row seat — it’s one of just a handful of models in the segment to do so. The bad news is that this seat is practically useless. With virtually no padding, the seat bottom is thin and not very supportive; as a result, passengers are forced into an excruciatingly intimate relationship with the seat frame. Legroom is barely adequate even for small children, and though the seat offers two seatbelts, it’s just wide enough for one average-size person to sit comfortably. Those seeking a compact SUV with more usable third-row accommodations would be well advised to take a look at the Kia Sorento.
For some reason, our test car was missing an owner’s manual. Fortunately, we didn’t need one to operate our vehicle’s Fuse system. All of the system’s major functions are governed by three buttons on the steering wheel — two for wireless cell phone use (as you’ll find in most Bluetooth systems) and one that allows you to change the settings of your MP3 player via voice commands. We found Fuse to be very intuitive and extremely easy to use, and the system was able to recognize our voice commands with no errors.
Second-row legroom is adequate, but less generous than that of the Equinox and Sorento. With the second-row seats in use, there are just 14.9 cubic feet of space available for luggage, placing the Outlander behind choices like the Tucson and the Mazda CX-7. Fold the second-row seats and the Mitsu fares a lot better; its 73 cubic feet of maximum cargo room makes it one of the most spacious choices in the class.
In our real-world usability tests, a rear-facing child seat fit comfortably in the Outlander’s second row. The rear storage compartment accommodated golf clubs and a suitcase.
Design/Fit and Finish
Face the Outlander head-on and you’re greeted by a front fascia that’s part Mitsubishi Lancer and part hammerhead shark. With frowning headlights and a huge trapezoidal honeycomb grille, the crossover’s mug is both distinctive and audacious, and it received a positive reception from our editors. This Mitsu also boasts a strong profile, marked by well-placed character lines and exaggerated fenders.
Our test car featured a simple yet elegant black-and-gray color scheme. We found the design aesthetic reserved without being plain, and felt it endowed the car’s cabin with a clean, modern look. There were a few questionable plastics here and there, but we were impressed with the double-stitched faux leather that provides soft, attractive padding for the doors and dash.
Who Should Consider This Vehicle
Sporty handling makes the 2010 Mitsubishi Outlander an ideal choice for the shopper seeking a vehicle that’s both practical for small families and entertaining to drive. Drivers in harsher climes will appreciate its all-wheel-drive availability, and its Fuse system should make it a hit with tech-loving audiophiles. However, if you’re searching for a compact crossover with a genuinely usable third-row seat, we’d recommend bypassing the Outlander and taking a look at the Kia Sorento instead.
Pros: Enjoyable performance, distinctive styling, many high-tech features standard, available AWD.
Cons: Ride is a bit on the firm side, steering wheel doesn’t telescope, uncomfortable third-row seat.
From : http://www.edmunds.com/mitsubishi/outlander/2010/testdrive.html
By admin
May 27th, 2010 at 08:07am
Under BMW+ Menufacturer+ SUV+ Styles
BMW is an expert at filling niches that buyers probably never even thought existed. Witness vehicles such as the 5-series Gran Turismo, the upcoming Mini SUV, and the smallest member of the X family, the X1.
This new BMW baby ute is 175.4 inches long, 70.8 inches wide, and 60.8 inches high. That makes it 2.8 inches shorter than a 3-series wagon and 4.5 inches shorter than an X3. Although this may suggest it’s based on the 1-series, the X1 is actually closely related to the 3-series wagon, down to axles, powertrains, and identical all-wheel-drive systems.
The X1 is not a serious off-roader—there are no differential locks, for instance. It’s more of an on-road driving machine with forest-exploration capability. In everyday driving, the AWD system delivers 60 percent of the engine torque to the rear axle and 40 percent to the front, but the multidisc clutch pack is able to apportion torque to whichever axle needs it for traction.
At a glance, the X1 looks very similar to the bigger X3. The main differentiation is its giant BMW kidney grille and more steeply raked windshield and liftgate. Inside, the X1’s d?cor and layout mimic those of the 3-series. Surprisingly, in view of the vehicle’s compact dimensions, there’s plenty of room out back for a couple of adults. The fifth passenger’s space is compromised by the way the center console runs back into that rider’s seating area. The cargo area varies between 15 cubic feet with the rear seats slid all the way back—there’s another 3 cubic feet available if they’re slid forward—to 48 cubic feet with the seats folded flat.
When the car goes on sale in the U.S. in early 2011, the initial model offering will be the X1 xDrive30i, powered by a 260-hp version of BMW’s familiar 3.0-liter inline-six also found in the X3 and the X5. A 2.0-liter, four-cylinder twin-turbo diesel may or may not make it to these shores. In Europe, the inline-six is mated only to a six-speed automatic transmission.
The X1 definitely wants to be the sports car in the compact-SUV segment. The Servo?tronic steering system is tuned comparably to the 3-series’ helm and feels much more responsive than the X3’s. The optional Sport package lowers the ride height by 0.8 inch and comes with 18-inch wheels and tires in place of the standard 17-inchers. Despite this, it’s more comfortable than the X3 and exhibits better body control in taking corners. Harsh impacts cause fewer tremors than in the X3.
Exactly what the X1’s niche is, though, we’re not quite sure: the sporty member of the really small and expensive cute-ute category, perhaps? When it goes on sale, it will be in a class of three, joined by the Land Rover LRX and the Audi Q3, and it will likely start at about $36,000.
From : http://www.caranddriver.com/reviews/car/09q3/2011_bmw_x1-first_drive_review
By admin
May 26th, 2010 at 07:55am
Under Menufacturer+ Mercedes Benz+ SUV+ Styles
Part of the 2010 Mercedes-Benz E350 Coupe’s personality is reflected in its front seatbelt presenter. No, Wheel of Fortune’s Vanna White doesn’t magically appear to hand you and your copilot your belts. Rather, upon start-up, a clever device automatically pushes the belt toward you on the outboard side so you can easily take it and buckle up. But the E350 doesn’t stop at extreme technological pampering. It also possesses the key quality a classic grand touring car must have: the ability to effortlessly cover ground — be it curving or straight — at a rapid clip while insulating its occupants from the harsher elements of the outside world.
Adding to this pleasant motoring experience is the E350 coupe’s unique-for-the-segment hardtop body style. This design features frameless windows and no B-pillar (the vertical support usually seen between the front and rear side windows). More than simply giving the car’s greenhouse a cleaner look, it provides an open feel to the cabin when the windows are up — a feeling magnified by the E350’s standard glass roof. Roll the windows down, of course, and you’re treated to a very airy experience thanks to those large, unimpeded openings. Mercedes-Benz is one of the few carmakers to still offer this aesthetically and functionally attractive form of automotive architecture.
Beyond that, the 2010 Mercedes-Benz E350 Coupe (which is comprised of components from both the C- and the E-Class) is everything you’d expect from a car wearing the three-pointed star. Effortless acceleration, confident braking and sure-footed handling are standard fare, as is impressive construction that makes it seem as if the car is carved from a block of solid steel.
In short, the E350 coupe should pack plenty of appeal for the majority of those shopping the luxury sport coupe segment. Its most direct rival is the Audi A5, which likewise tips the needle of the luxury/sport scale toward the former. Ardent driving enthusiasts looking for a sharper connection between themselves and their car would be better served by the BMW 3 Series or the Infiniti G37 coupe, both of which trade off some of the E350’s coddling nature for a more visceral drive. The greater majority, however, would likely be as happy as big winners on Wheel should they buy this Benz.
Performance
Powered by a 3.5-liter 268-horsepower V6 running through a seven-speed automatic, the 2010 Mercedes-Benz E350 Coupe can scamper to 60 mph in 6.8 seconds and sails through the quarter-mile in 14.8 seconds. The V6 dishes out the thrust in an effortless fashion, and power delivery is very smooth, with the gearchanges going virtually unnoticed. Mercedes also offers a V8 version of this car (the E550 Coupe). Still, unless you’re looking to challenge kids at the lights in their Camaro SSs and Mustang GTs, we can’t imagine this refined six not being enough.
In Sport mode, the transmission holds lower gears longer, keeping the power on tap, and downshifts quickly for swift passing. The gearbox defaults to the less aggressive (and more fuel-efficient) Comfort mode upon start-up, in which it upshifts earlier and requires a firm foot to the throttle to enact a downshift. The manual shift function downshifts nearly as quickly as you can flick the lever (or paddle) but upshifts are not nearly as on point — there’s a noticeable delay between when you flick your finger and when the gearchange happens.
In terms of fuel-efficiency, the 2010 Mercedes-Benz E350 averaged 20.5 mpg during our time with the car, against the EPA’s combined average of 20. This is a pretty strong showing considering the fact that our staff doesn’t exactly drive with mileage in mind. For comparison, the E550 we tested averaged 16.2 mpg. Braking performance was solid as well, with the E350 coming to rest from 60 mph in 122 feet. Pedal feel is firm yet progressive, inspiring confidence.
Take the E350 through your favorite serpentine section of blacktop and you’ll discover this nearly 2-ton coupe has the handling grace of a smaller, lighter car. Overall, the E feels poised when changing direction, and it’s easy to find yourself going at a spirited pace. Our one complaint — voiced mainly by the more serious driving enthusiasts on staff — is that the steering effort is too light. We appreciated this when performing parking maneuvers, but wished it would weight up more as speed increased. Push it harder through the tighter turns and the non-defeatable stability control will come into play before you may think it’s needed. But unless you’re an expert driver who plans on autocrossing this luxury coupe, this will be a nonissue.
Comfort
Even with the misnamed Appearance package (seems like more like a Sport package to us), our 2010 Mercedes-Benz E350 delivered a supple ride over broken pavement. Bumps are absorbed in stride, with no excess body motions. The cabin is impressively quiet when sealed up — there’s no penalty paid here for the frameless windows. And even with the windows down, there’s no uncomfortable wind buffeting.
The optional, multi-adjustable front seats (with power side bolsters and thigh support) accommodated staffers with body types ranging from 5-foot-5 with a medium frame to 6-foot-3 with a large frame. Out back, it’s another story — for those over 5-foot-7, anyway. Although the individual rear seats are well-shaped and supportive, the sweeping roof line robs headroom.
Function
The E350’s most commonly used controls are fairly easy to work. The climate control is intuitive, with large buttons and a clear display. And unlike some other German cars (you listening, BMW?) one simply hits an “off” button to shut it down, as opposed to having to toggle down the fan speed.
You can operate the audio system through either the COMAND multifunction control knob/display screen or dedicated hard buttons, and you can figure out the navigation system without having to crack the owner’s manual. Road trippers should like Benz’s cruise control setup, which doesn’t require a separate on/off switch (you simply flick the stalk to set it) and allows 5 mph increases/decreases via pushing the stalk through a detent.
As we noted in our test of the 2010 Mercedes-Benz E550 Coupe, there is a generous amount of stowage space here, both inside the cabin (large center console bin and glovebox) and within the trunk. The latter easily accommodated our large rolling suitcase and a golf bag without our having to angle said bag. Should you need more space, the 60/40-split folding rear seat is at the ready. There’s ample space to install a rear-facing child seat in back, but doing so will require some contorting on the part of the installer.
Design/Fit and Finish
With its aggressively flared fenders and more angular headlights and front end, the E350 coupe’s sheet metal reflects Mercedes’ new styling direction. The car’s makeover elicited strong feelings on both ends of the spectrum. Some editors liked the new clothes, feeling that the midrange coupe now looks more substantial. Others thought it incongruous, with too much going on stylistically, especially in the rear quarter panels.
The cabin wasn’t nearly as controversial, and was uniformly praised for its clean styling, tasteful wood accents and top-notch build quality.
Who Should Consider This Vehicle
The 2010 Mercedes-Benz E350 Coupe would be a fine choice for those who want a refined luxury car and who enjoy performance but are not necessarily hard-core driving enthusiasts. In other words, it’s a great fit for most folks shopping the luxury sport coupe segment.
From : http://www.edmunds.com/mercedesbenz/eclass/2010/testdrivemanual2.html
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