Yays:

• Bang & Olufsen Advanced Sound System
• Quattro permanent AWD
• Adaptive Suspension
• Smooth 8-speed Tiptronic automatic transmission
• High quality parts and attractive styling
• Power tailgate

Nays:

• Complicated Audi MMI navigation system
• Non-touchscreen capability for 7-inch LCD radio/navigation screen
• No rear seat DVD entertainment system option
• Luxury brand price-tag

The Audi Q7 was first released in 2005 and was Audi’s first entrance into the SUV market. Over the years, the German automaker has been tweaking its flagship luxury SUV and it hopes the 2011 model will not disappoint. High quality components and subtle luxurious features give buyers their desired pomp without being overtly gaudy. The top-notch engineering is noticeable throughout the vehicle, and the Q7 is filled with a vast amount of sophisticated luxury items and safety features.

The Q7 still has a few wrinkles to iron out. It’s still got a hefty curb weight (5192 lbs), meaning acceleration is only mediocre at best. The fuel economy is only average at 16 city/22 hwy. And there is no DVD system or touch-screen LCD to entertain on long trips. But at the end of the day, though, these are only minor quibbles for what is still a very attractive package from Audi. If you’re in the market for a luxury SUV, consider the Audi Q7 for your next vehicle.

Build & Styling

There’s something about German Automakers – they know how to create aesthetically beautiful vehicles with that characteristic Euro flair, while still being rugged and robust. There was nothing flimsy about this car. It’s a stunningly eye-catching vehicle that offers a great overall package.

The Q7 Premium, which is the base trim, includes such features as quattro permanent AWD, AM/FM/XM radio with CD/MP3/iPod interface, power lift-gate, Bluetooth, GPS navigation system, a standard rear-view camera, ABS brakes and Electronic Stability Program (ESP) and Audi’s signature xenon headlights and daytime running lights. Our Prestige model incorporated some additional optional items including: an adjustable-height air suspension, adaptive cruise control, panoramic sunroof, and an amazing surround-sound audio system upgrade, just to name a few. With so many options available to potential buyers, the Audi Q7 can be customized for just about anybody.

Our 2011 model has yet to be fully rated for safety, but achieves a 4-star rating on roll-overs from NHTSA. And since the 2011 model is likened to its predecessors, we fully expect it to achieved 5-star safety ratings for front and side impacts. And with a 4 year/50,000 basic warranty, 4-year road-side assistance, and a 12-year limited warranty against corrosion, these features just make the Q7 an even more attractive package

By Mary Ellen Ash

Yays:

• Well laid-out, high quality interior
• Clean and uncluttered console area
• Quiet and refined ride with sporty handling
• Permanent All-Wheel Drive

Nays:

• Very few and relatively minor
• A little pricey compared with other top brand models

It happened on a dark and very stormy night. I was driving through the puddle infested, super windy freeway much faster than I should have, because it felt no different than if the conditions had been ideal. While most drivers decided to stay off the roads that night, my Touareg assured me with its warm bear-like hug that everything would be okay. And isn’t that why we all want an SUV?

These days it seems that everyone is looking for a large, sophisticated 4-wheel drive SUV, with all the bells and whistles you could possibly need. Trouble is if you’re looking at Land Rover, Audi, BMW or Acura, all that sophistication is going to cost you…plenty! Fortunately for you there is a solution: the Volkswagen Touareg and we just happen to have laid our hands on the all-new 2011 model.

The Touareg is Volkswagen’s entry into the luxury mid-size SUV market. Redesigned for 2011, it was given some new exterior lines and more interior cabin space. I’m happy to report that the vehicle is indeed quite spacious, seating five people comfortably, and comes equipped with permanent all-wheel drive and loads of standard features.

My first impression of the Touareg was one of surprise; surprise at the superior build quality and great attention to detail. On the outside, the Touareg resembles a giant VW Golf, which is a good thing. The interior fit and finish is immaculate and the materials are luxurious yet durable. I found myself rubbing the interior chrome trim at several locations in disbelief, surprised but very pleased that Volkswagen didn’t cost-cut and use plastics instead. The leather-trimmed seats are wonderfully soft and comfortable, yet also supportive.

The Touareg also excels when it comes to interior functionality. The cubby holes and storage spaces are huge and lined with cloth, and the rear lift-gate, which is quite tall and heavy in most SUVs, opens and closes with the push of a button. There are also 2 auxiliary inputs with cables for iPods or other media players, as well as four 12-Volt outlets. The rear-view camera made driving in reverse exceptionally easy and the car’s center console, including the satellite navigation, car preferences, radio and climate controls, were very direct, simple and easy to use.

Our test model was equipped with VW’s 3.6L VR6 engine, which produces 280 hp and 265 lb-ft torque, coupled to a brilliantly smooth 8-speed automatic gearbox. While this may be the least pricey of the available engine choices, we felt that it performed exceptionally well. Acceleration is smooth and brisk, and the automatic gearbox keeps the revs fairly constant in the 3000-4000 rpm range, where there is plenty of torque. The transmission also helps the Touareg achieve a very respectable 16 mpg in the city and 23 mpg on the highway.

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By Mary Ellen Ash

Yays:

• Excellent interior space – leg-room and storage
• Standard All-Wheel Drive
• Good MPG – 21 city, 27 hwy (25.5 mpg observed)
• Integrated GPS, stereo, and Bluetooth
• Extra large moonroof

Nays:

• Minimalist center console
• Cheap plastic interior and poor panel alignment
• Uninspired vehicle design
• Uncomfortable rear seating

Verdict: Not fancy or overly stylish, but it is rugged, reliable and versatile for many occasions

The Subaru Forester is one of Subaru’s best selling vehicles — a five-passenger mid-sized SUV that offers impressive interior and cargo space, good fuel economy,  and standard AWD  — making it a strong contender for active SUV shoppers and outdoor enthusiasts who are on a budget. Subaru is well known for building very practical cars, minimizing all the frills to give you an economical car that gets the job done. Period. As with its previous iterations, the current Subaru Forester is still a strong entry in the constantly growing mid-sized SUV segment and is comparable to its best-selling competitors from Honda and Toyota.

Driving Impressions

New for 2011 is a 2.5L engine with better fuel economy and lower CO2 emissions. Power, 170 horsepower, is the same as before, with maximum horsepower being attained at a slightly lower rpm; torque is up to 174 lb.-ft. at 4,100 rpm (vs. 170 @ 4,400 rpm). Fuel economy has also improved with the new engine getting  21 mpg city / 27 mpg highway.

Subaru has kept its popular two engine choices: our 2.5X model came with a 2.5L DOHC aluminum-alloy 16-valve horizontally opposed Subaru Boxer© engine capable of 170 horsepower and 174 lbs.-ft. of torque. Moving up to the 2.5 XT model gets you a 2.5L turbocharged engine which has 30% more power compared to the non-turbo engine. For our 2.5X test vehicle, we found the automatic shifting a bit rough and unrefined at times, which led to some jerky accelerations. For those need-to-go-fast accelerations, beware, the Forester plodded along at its own tempo. Even the sport-model manual shifter did little to negate the Forester’s lack of vigor. But once at speed, the drive was smooth and quiet.

All Forester models come standard with symmetrical AWD, which is fully active and provides power to all four wheels simultaneously. Sadly, I wasn’t able to utilize the Forester’s ability to perform in unfavorable conditions. When tackling the twisty roads, the Forester tracked well and maneuvered with confidence through the corners. It was not so good at moving up steep inclines with its small engine, but once back into its comfort-zone on rolling to flat terrain, the Forester merrily moved along.

The Forester epitomizes the crossover vehicle class. We liked the Forester’s car-like driving character as opposed to piloting a big, clumsy SUV. The driver still gets a nice view of the road and good all-around visibility. In addition, the Forester has excellent ground clearance — a plus for those who often drive off the beaten path.

Build & Styling

The 2011 Forester, which was an all-new, third-generation model for 2009, doesn’t have any new exterior styling changes for 2011. The 2009 Forester brought a bolder, more SUV-like design and made a major leap in safety technology, comfort, refinement and driving dynamics. For 2011, standard features include a new audio system for the 2.5X Premium and 2.5XT Premium and a backup camera as part of the new audio system if you move up to the 2.5X/2.5XT Touring.

Subaru is good about outfitting the Forester with a host of safety features, including a full complement of front and side air bags, ABS brakes, electronic stability and traction controls, and the aforementioned symmetrical AWD. The Forester generally scores really well on safety and is a “2011 top safety pick” by the IIHS.

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By Mary Ellen Ash

Pros

• Sharp, distinctive, angular styling
• Sporty suspension and handling capabilities
• Comfortable, quality interior
• Hand-assembled center console
• Great warranty and service

Cons

• Heavy Death Star with sluggish acceleration
• Headroom for tall passengers in the rear seat only if positioned correctly
• Fingerprints spoil the black gloss finish

The Cadillac CTS series has been around for a few years with its sedan and recently the wagon model was added, but 2011 is the first year for the coupe. So when the new 2011 Cadillac CTS Coupe landed in our test drive fleet, we had to come up with a plan and find the best way to experience it. None of the regular day tripping or commuting would suffice. At the mere sight of this vehicle, you immediately knew this is a special breed of luxury vehicle that was designed for enjoying the open road. And what could be the best way to experience a Cadillac?

For our test drive mission, we took this luxurious creature on a diabolical road trip through a massive portion of the Golden State known as California. We logged close to1200 miles and journeyed from the San Francisco Bay Area to San Diego and back again. The trip included such sights as the Garlic Fields in Gilroy, the very straight and mundane drive down CA I-5, trekking through the jungles of Los Angeles (translation = lots of slow moving traffic), cruising along the crystal clear Pacific Coast Highway and down to the southern tip of California to Chula Vista, and back through the Mojave Desert and California Central Valley.

Driving Impressions

If the essence of Darth Vader could be turned into a car, this is what it would look like! It easily camouflaged into the Hollywood Hills and Beverly Hills neighborhoods but even there, heads were turning in our direction to catch a glimpse. On the freeways slow moving vehicles hastily moved out of the fast-lane when they saw the CTS approaching in the rear-view. When your car looks like something Darth Vader would drive, people just know to step aside.

As they say, first impressions really set the tone of any relationship. The CTS was already sets a good impression by its outwards appearance. Our CTS Coupe is dark, handsome, sleek, and has the appeal of a dark lord, but it’s what under the hood that counts right? Our test model came equipped with a powerful 3.6L direct injected V-6 rated at 304 horsepower, mated to a 6-speed automatic transmission. Sounds like a good amount of oomph, but sadly this is where the CTS Coupe did not impress. Normally, a 300+ hp engine would more than sufficient, but in a car weighing almost 2 tons it just doesn’t provide the performance you’d expect from a $50,000 car. With the automated shifting, it felt more like a lethargic 4-cylinder Toyota than a sports coupe.

When just using the automatic shifting alone, we found acceleration to be sluggish and non-linear. The only way to get the CTS coupe to demonstrate its power was by using the steering mounted paddle shifters giving better control of the power band. Only when we managed to get the revs above 4500 RPM could you get a nice powerful surge of power and torque. Just tap down a gear or two, go to warp speed around the slower object, then ease up and continue at cruising speed. While having the paddle shifters definitely increased the overall drive experience. GM says a six-speed manual, featuring a revised clutch and dual-mass flywheel offers better clutch pedal feel and improved engine isolation.

Fuel economy was very respectable for this heavy, well-equipped V6 sports coupe. On our journey south to San Diego, we averaged 21.5 mpg – with the ruthless LA traffic. Our journey back to the Bay Area was a tad longer with a detour through the Mojave Desert and garnered 22 mpg. EPA estimates of 18/27 (city/hwy) matched up with our numbers when we calculated the CTS fuel economy numbers for city and highway driving. It also runs on less expensive regular unleaded gasoline.

Handling

Steering and braking performance of the CTS Coupe relays very detailed feedback to the driver. As driving speed increases, the force required to steer or to brake also increased in a pretty linear fashion. Especially with the steering, there is wonderful feedback to the driver in this manner that communicates very effectively what the car is going through and how close the wheels are to the limits of adhesion.

For our highway driving experience, the feedback steering really made the CTS feel like a race-car at higher speeds as the driver felt very involved with the actions of the car. With the optional Performance Tune suspension, the CTS hugged the corners and shot out of the apex. Simply put, it’s a lot of fun to drive. Thankfully we could make on-the-fly speed with the steering mounted shifters to blast around slower vehicles. Drop down 1 or 2 gears, and the CTS can really take off. These brief moments of adrenaline were most welcome on the sometimes dreary drive.

To discover how our test vehicle could handle itself at city speeds, the perfect handling ‘test course’ was discovered during a detour in the Los Angeles metropolis. At this point in our driving journey, the CTS had only been exposed to major highways or two-lane highways. The CTS beckoned for some a little spice and something with a few more turns. Exiting Hwy 405 at Sunset Boulevard, we headed east. Bel Air and Beverley Hills were the first to greet us. The roads were much narrower compared to the highways and we could definitely feel the CTS’s size on the road. Sorry CTS, but you are kind a little pudgy. But boy do you blend well into these luxurious surroundings!

As we kept driving, past the huge mansions, UCLA, and into West Hollywood, the suspension became more noticeable on the no-so-well-maintained LA roads. All the imperfections and pot-holes were quite apparent and at times harsh. A harsher ride quality is a small price to pay, if that means good overall handling. Highway handing: check. City handling: unknown.

It was time to get off of Sunset Boulevard and explore the Hollywood Hills. And we found what we were looking for: really tight and narrow roads through some beautiful neighborhoods. The housing setting had a very European feel and was the perfect course to test our CTS. Happily, this Cadillac doesn’t drive the narrow roads like your grandma would. We pushed the CTS through the tight and narrow roads, up and down and all around, and it was nimble and precise, never twitchy. It was like a roller-coaster and a race course mixed into one.

At our city driving speeds (25-40 mph), the steering feedback mentioned above gave the CTS a noticeably different feel and handling ability. The CTS became very nimble and agile. The CTS suspension and wide wheelbase helped it corner and maneuver like a champion. No problem. And we didn’t feel motion sickness either!

Another nice touch added to the CTS: the headlamps followed the road with their Adaptive Forward Lighting, which ensured the road was always visible at night even through the corners. Seeing where you’re driving is always a good thing.

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By Mary Ellen Ash

Pros:

• Safe and reliable
• Spacious cabin and seating
• Rear seats that recline
• Great utility and cargo space
• Pet friendly

Cons:

• Heavy, cumbersome rear seats
• Mediocre MPG
• Limited number of cup holders

Somewhere in the middle:

• Clam-shell doors

Once upon a time, we thought there were only four elements: earth, wind, fire and water. Now from the gods at Honda, we have been blessed with the fifth – the original Element. In 2003 Honda introduced the Element to the world. And for 2010, Honda was continuing with its quintessential Japanese box car conveniently transformed to suit Americans. It’s packed with über headroom, spacious seating, wide-load entry side doors, and for the first time targets the pooch market. Everyone knows Americans love their pets. The Element’s Pet Friendly package offers a lot of nifty features for pet comfort and safety while still being simple to clean. As with all Elements, this could be your ticket to drive and a new fundamental part of your (transportation) life.

Driving Impressions:

In the urban labyrinths of the modern world, the Honda Element was an entertaining drive. In city driving, the Element was pleasantly nimble, agile and spry for being such a boxy car. It weaves and turns sharply making advanced driving maneuvers a breeze (like stealth parking, shopping-cart avoidance, and such). But there’s only so far you can push a box-on-wheels. The acceleration was as much as can be expected for a car with 166 hp, and 161 lb-ft of torque – just enough to get up to speed without being perceived as grandma behind the wheel, but it will never be a rocket-ship. And with the laws of aerodynamics playing a key factor in highway speed, the Element was stuck in the reasonable speed zone. With its 4-cylinder iVTEC engine, the Element’s acceleration had smooth power delivery throughout its rev range. While this cube on wheels didn’t knock my socks off with its pure speed, it was still fun to push the Element into its upper rev range.

Handling is precise and predictable, but the suspension is definitely on the stiff side. Unladen, that stiffness also means that bumps are more easily felt by all passengers. Just be forewarned, speed bumps should be taken at the recommended speed limit, otherwise cargo carried inside the cabin could leap into flight.

Surprisingly for a box car with rather poor aerodynamics, the exterior noise was minimal and didn’t cause any irritations or detract from the overall driving experience. Conversations could be maintained at a comfortable “inside voice” volume.

As stated by many other Element reviewers, the utility of this vehicle was what makes it stand apart from the rest of its competitors. With 64 seat combinations, the rear seats can flip up, fold flat or fold to the side making it easier to fit in all those awkward items. The only problem? The rear seats are on the heavy side and are cumbersome. On my first try, it took me several minutes of wrestling and cursing before I finally removed one seat. After getting  the rear seats fully removed, you are blessed with even more cargo space – nearly 75 cubic feet total. The Element can haul just about anything you put in it. With its tall ceiling, rugged floor, and lots of hooks to secure items in the rear, throw your gear in the back and rest assured it will get to its destination hassle-free. Of course that was all within reason. With its 675-lb max load capacity inside the vehicle and 1500 lb towing capacity, don’t try to haul anything bigger than a piano.

Build and Styling

Honda has retained the Element’s unique styling for 2010 – boxy, with exterior Rubbermaid plastic highlights, and monochromatic finishes. It’s a super solid, sturdy and rugged crossover. All the panels are smooth with no major gaps – nor squeaks or rattles. All the doors closed evenly and with a nice thud that sounds secure. Inside, the hard plastic and rubber dash will easily stand up to the everyday wear-and-tear. The plastic-covered floor, all-season rubber mats, and outstanding maximum cargo capacity make it an outdoor enthusiast’s dream.

The Element scored high safety marks and is well-endowed for protecting its passengers. Front-seat passengers get front and side airbags and side head curtain airbags with rollover sensor. Traction Control is controlled by ABS and engine management. 4-wheel ABS brakes and electronic brake force distribution is standard. Vehicle Stability Assist (VSA™) electronic stability control uses a combination of engine power reduction, ABS and traction control to maintain vehicle control when the elements and road conditions conspire to make things challenging. And in government crash tests, the Element scored perfect 5-star frontal crash and 5-star passenger crash, and modest rollover ratings.

Interior Comfort and Ergonomics

Honda’s square dimensions are a boon for larger-than-average people. There are very few cars in which a 6′5″ dude could wear a Cat-in-the-Hat top hat and still not touch the roof. Shoulder and hip room are likewise excellent. The one flaw was that the already average rear-view visibility was obliterated when the rear seats are in their fully upright position.

In the front, the seats perch the driver up nice and high for a good view of the road. Rear visibility is okay, but when the rear seats are down, the view is much clearer. Another nice seating feature was they were all draped in a lovely water-resistant, five-layer fabric which provides outstanding durability and protection so that water simply beads on the surface and wipes away easily. These covers are removable and make cleaning very easy. It’s ideal for the pets and kids.

The stereo system was a little disappointing since the sound quality was rather bland. It is kind of surprising given the EX comes standard with a 270-watt AM/FM/CD audio system with seven speakers, a subwoofer and a standard connection to XM^® Radio. Plus, with an MP3/auxiliary input jack and Windows Media^® Audio (WMA) playback capability. Alas, just goes to show you can’t have it all.

But the most ridiculous feature had to be the center console between the front seats. A feature only found in the EX model, supposedly the center console can moonlight as a removable cooler/storage box. While in theory it could be a practical idea, it’s a multi-functional belly-flop. Because of its instability (locking mechanism was junk) and limited upper tray areas (no cupholders, or storage bins), the center console area can’t be used for anything else but a cooler. Can you say “one-trick pony”?

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By Mary Ellen Ash

Yays:

• Excellent cargo space
• Average in-class mpg
• 4×4 off-road capability
• More utility than a Swiss army knife
• Lots of television screens

Nays:

• Poor rear view visibility
• Very cramped 3rd row seating
• Flimsy ignition system
• Anemic engine
• Cheap, poorly designed interior

Ruling: it’s utilitarian with lots of passenger and cargo space, with average in-class mpg.

Jeep was one of the first automakers to see a civilian market for the military-style vehicles post WWII. And as you’d expect, the Commander comes from a long line of Jeeps and is consistent with the Jeep heritage. With design highlights taken from its iconic brother, the Grand Cherokee, and an added 3rd row of seating, the Commander is one of the largest Jeeps in production history. Also grabbing some styling cues from the more classy Hummer and Range Rover lines, the Commander’s exterior style has some added prestige. With its menacing size, it is one of the larger vehicles on the road today.

Build and Styling

The Commander comes from a long line of Jeep models and was designed to look and act as a utilitarian vehicle. It is instantly recognized as a Jeep with many design cues transcending from its brethren – the grille, the square-ish surfaces, the wheel openings and its headlamp module. For 2010, the Commander build was based on the Grand Cherokee, but is longer and taller offering a 3rd row for additional seating or for cargo space. Both the 2nd and 3rd row seats can be folded into a flat loading floor. It’s very versatile since all the rear seats can be arranged in any way for the most practical way to transport gear and people.

The Commander also comes with Jeep’s 3-year/36,000 basic limited warranty and 5-year/100,000 powertrain warranty attests to the company’s increase in build quality over the years. Also, it is engineered to include some great safety features (including side curtain airbags, electronic stability control, tire pressure monitoring system, and anti-lock brakes). Pair that with good crash ratings (5-star front and 3-star roll over), the Commander will be able to take the routine fender-benders and keep on trucking without a problem.

Both the interior and exterior styling is definitely skewed towards a utilitarian palate with a quasi-military look sprinkled throughout the car. The exterior is immediately recognizable, it is essentially a larger version of Jeep’s famous Grand Cherokee which hasn’t changed much in almost 20 years. Then there is the Commander’s overall size; it’s absolutely menacing, easily being one of the largest vehicles on the road. Its tall, box-like shape along with the overhead sun roof added a lot of cabin space. For my petite stature, I definitely exuded the small-chick-in-a-big-car syndrome. Though, it had quite a presence as it lumbered down the roads – it was quite fun to see other cars and children flee in terror.

Something unexpected was the ignition key. It had the standard remote keyless entry, but the flimsy plastic was also the ignition key. Jeep was trying to be different by straying from the regular metal key and instead used a plastic key ‘stub’. The driver still has to put the ‘stub’ into its port and then turn it like any other key. Its questionable reliability could be an in issue over time and use. Perhaps an upgrade to a push-button ignition is in the future.

For my personal tastes though, I found the Commander styling a tad too dated and excessive. While getting to know the Commander, I couldn’t overcome the sensation of the cheapness throughout. From the hard plastic surfaces, the incongruent designed interior, to the uninspired exterior, it felt like a car which didn’t have much love put into it. And I wouldn’t expect the Commander to give back much love either. I guess I’m just not military cool.

Interior Comfort and Ergonomics

The inside of the Commander was loaded with more “rugged” or as I like to call them “extremely cheap” materials. It would be more likely to find such plastics used in children’s toys let alone a vehicle with a price tag close to $40,000. The dashboard “rugged” materials were made of a tough rubbery plastic with faux-wood highlights and cheap plastics made to look like aluminum. It also included some exposed screws for a little military-like Jeep flair. Everything was so square.

There were some aspects that were appreciated. All the seats were wrapped in some nice, robust leathers which were comfy and soft. The front driver seats came equipped with 8-way power adjustments and with the optional heated seats, any road trip could be customized for ultimate comfort – now if only there was a sound-proof panel to block the noise from the back-seat passengers.

Also nice was the driving console on the leather wrapped steering wheel – it was minimal and with a little practice, the subtlety of the features began to stand out. For instance, the steering wheel radio volume and preset buttons were found behind the wheel at 3 and 9-o’clock, completely obscured from view.

(Continued on page 2)

>> Review by Mary Ellen Ash | >> Photographs by Bill Clark

Yays:

• Elegant, uncluttered console
• Heating and cooling seats
• Powerful and fun engine
• Rear-wheel drive

Nays:

• Poor rear-view visibility with top up
• Would have preferred to fit more than a golf bag in the trunk space
• Awkward seat adjustments

This past week I’ve been on medications to reduce my blood pressure and heart rate since my drive with the 2010 Nissan 370Z Roadster. Getting right to the point, Nissan’s 332 hp, 2-door roadster coupe is an absolutely terrific sports car. We tested the touring version and immediately were impressed by the car’s styling. Its sleek and sporty lines, flared wheel arches, and lowered stance suggested good times were on the way. Inside, we were treated with supportive leather seats which were great to settle into, an uncluttered console, and tactile surfaces that felt almost luxurious. The car is genuinely beautiful, and yet nothing is over the top to detract from the driving experience. Granted this car is not for everyone and would really function best as a second car. But if you’re looking for a weekend car – or something to have fun with any day of the week – do yourself a favor and test drive this car.

The Z roadster may be a little bit impractical, but that’s why we enjoyed this so much! For one reason, the 3.7L, high revving V6 engine delivered 332 hp to its rear wheels. For people who don’t really know what that means, let me try and break it down into layman’s terms: those numbers mean this car goes really fast. Get ready to make your friends and family drool. There is so much power from everywhere in the wide rev range, that the 370Z annihilates 0 to 60 mph in 5.5 seconds and doesn’t slow down at all past that.

If the acceleration doesn’t crush your spleen the brakes certainly will. I’ve never felt such ferocious braking power when applied hard from top speeds. Absolutely exhilarating! Our test model came stocked with a very smooth automatic transmission which included shifter paddles on the steering wheel. The paddles were excellent for utilizing the whole rev-band range and for its precise, quick shifting which was generally not felt with just the automated shifting. The paddles really brought out the playful and powerful side of the 370Z.

For a car which is powerful, has a short wheel base, and is rear-wheel drive, it handled just as you would expect – brilliantly. We took it up to the mountains to throw some twisty roads at it and it gobbled them up and asked for seconds. The suspension was excellent; there was no tire squeal, no excessive body roll, and no understeer. When we blasted out of corners, the traction control kept us firmly planted and accelerated at a rabid pace. Even with the firm sport suspension and powerful engine, the Z was very civilized. When you’re driving like a normal law abiding citizen, the engine was soft and quiet, the suspension comfortable and compliant. Even the exhaust noise was docile, almost subdued. It’s a car that has no problem driving inconspicuously amongst slow, busy streets and I personally liked that versatility aspect of the car.

The 370Z roadster may only have two seats, but it they are a pleasure for people of almost any size. Both seats are comfortable and well bolstered for extra support – almost hugging you in place. One of my favorite features found in the 370Z  were the heating AND cooling functions for the seats. For something so simple, I wonder why more car companies don’t include this as a standard feature in all their cars now-a-days. Heck, even as an optional feature, having both heating and cooling functions is kind of a no-brainer.

The one thing lacking in the seating department was my difficulty finding the proper driving position. As a driver, the fore and aft positioning was automated, but the seat-cushion and back-rest tilting were all manually operated with dials. For a luxury sports car, it would have been nice to see fully automated seats and maybe throw in some sort of seat memory recollection.

As for the passenger seat, it seemed permanently trapped in a very low position with even less adjustability functions than the driver’s side. Petite women beware, as a passenger, you may need a booster seat to see out the front window. Perhaps this was done on purpose, given that you will most likely be using that seat to transport ‘goods’ since there isn’t enough room in the trunk. Let me explain with an example exactly how small the trunk space is. If you look carefully inside the trunk area, Nissan has included a diagram describing how-to properly transport a golf bag – just in case you decided to do something constructive with your time other than drive around in your 370Z.

The Nissan 370Z engineers did a great job designing a convertible with a quiet, draft-free cock-pit. And when the top goes down, thanks to the rear-wind-deflector shield (emblazoned with the Z-logo brand), it was very easy to carry on a conversation at high speeds. And both passenger and driver could enjoy a pleasure cruise without worrying about getting the latest wind-swept hairdos. The fully automatic folding soft-top was quick and elegant; it automatically unlocked and folded into the rear cabinet (which is why there is no trunk space) and gets tucked away quickly and painlessly. The convertible top was the icing on the cake adding to an already great package.

The sticker price on the Nissan 370Z Roadster Touring is about $41,000 and comes with some great features like Bluetooth, XM satellite radio, remote keyless ignition, Bose 8-speaker stereo, and power doors with an auto-locking feature. Our test model added in Nissan’s multi-function Navigation system ($1,850) and a few other odds-and-ends and came out at just under $45,000. While not cheap a similarly equipped BMW Z4 would cost $10,000 more than our 370Z. Even the Porsche Boxster which is around 80 hp down on the Nissan, costs more. The Nissan 370Z Roadster delivers just about everything that people would want – fantastic value, design, package, comfort and performance are top-notch. Thank you Nissan for offering such a fabulous sports car.

2010 Nissan 370Z Roadster weighs in at 3480 lbs

2010 Nissan 370Z Roadster Photo Gallery	2010 Nissan 370Z Roadster Specs
The official site for Nissan cars, trucks, SUVs, crossovers and hybrids – www.nissanusa.com

By Mary Ellen Ash

Yays:

• 7″ touch-screen center console
• Great MPG for an SUV
• Ample and rugged in the rear for people and cargo
• Entertainment system
• Excellent reverse visibility

Nays:

• Finicky touch-screen console system
• Weak 2.4L I4 engine
• Heavy movable rear passenger seats
• No remote start included

Verdict: a great family SUV that is rugged and strong, and yet, very stylish and attractive for everyday use

The 2010 Terrain is GMC’s a leap forward into the crossover market. Built on a unibody frame, the Terrain’s styling is synonymous with GMC’s history of vehicles: big and bold. And with the all-new Terrain, GMC has also moved in the direction of a more fuel-conscious SUV – unheard of when most SUVs are associated with America’s appetite for over-consumption. With its Ecotec engine, the GMC Terrain acheives MPG ratings (22 city/32 hwy) which are closer to a Honda Accord than most of its SUV competitors. We observed 23 mpg overall after a week of driving around the San Francisco bay area.

Performance and Handling

Usually when describing something with words like SUV, big and black, most people equate that driving experience with a boat – sloppy handling and slow accelerations. Not the case with the Terrain; it gracefully traversed all roads and conditions. At times, dare I say, it even felt a little like a sports-car on the tight and twisty roads. And even with its sharp curves and menacing size, the Terrain gives as sense of security which can be felt (and seen) out on the road. GM has really made a step in the right direction with this more fuel-conscious SUV/crossover. The Terrain is a great addition to the very competitive SUV market and GM is definitely on the right track.”

For a vehicle of its stature, the Terrain handled surprisingly well. It was at home on the city streets and highways. It got up to speed at a good pace, although nowhere near what I would describe as “sporty” acceleration. And once at speed, the Terrain has a very comfortable ride – smooth and steady. Underpinning the Terrain’s ride characteristics are front and rear independent suspension systems that meet the pavement via a set of 18-inch wheels. Even when driven on twisty mountain roads, it was pleasingly spry for it size. Weaving through the tight turns seemed to come naturally thanks to the wide wheelbase and length. In tandem with the more rigid suspension which helps it stick to the road, the Terrain was able to hug the corners and sling-shot out the other side.

Even with the great handling incongruous with its size, the engine just couldn’t keep up. The Terrain was sluggish exiting out of the corners and chugged along as you depressed the pedal. Our test model came spec’d with a new, 2.4L four-cylinder Ecotec engine, featuring direct injection and variable valve timing, mated to a 6-speed automatic transmission. Power output checks in at 182 hp, and 172 lb-ft of torque. Unfortunately, it was just not enough oomph for a vehicle of this size. But the Terrain was not meant to be fast, it was meant to be fuel efficient; it was designed to change the perception of what a big SUV could be. With listed numbers of 22 city/32 hwy, GMC was aiming at efficiencies usually reserved for small Japanese sedans, not a compact American SUV. It all sounds too good to be true but after a week of city and highway driving, even my heavy foot managed a combined 23 mpg. Numbers after driving solely on the highway were even more impressive. I achieved 33.1 mpg using “ECO” mode and 29.8 mpg without. The engineers at GM are not joking around. Bravo.

Build and Styling

The Terrain is built with strength. When looking upon the Terrain for the first time, you immediately are taken by its size and look of strength; it’s almost menacing. And it’s not just a façade – words like sturdy and thick immediately comes to mind at first glace. There is nothing flimsy about this car; it exudes confidence out on the road.

On the inside, you’ll discover the Terrain’s gentler side. The front and rear seats are decked out in an attractive two-toned leather upholstery. Sometimes leather can be a bad choice – easily damaged and sometimes cheap looking. But the Terrain makes leather look good again. It’s nice to see GMC outfitting their vehicles with higher quality materials which have a more robust lifetime.

The more upscale material choice is also apparent when we move to the rear cargo space. Sometimes the rugged plastics can be thought of as ‘cheap’ looking. Moving beyond this shallow interpretation, it is perfect for a family vehicle that will see lots of tough-love over the years. The material is practically indestructible and will stand the test of time. If this is something you look for in a family vehicle, you will be pleased with the Terrain. GMC also added a feature that will prevent any wayward toys, food or miscellaneous items from falling between the seats and the rear cargo area – a large and long flap “minds the gap”, so to say.

With this rugged build, the Terrain is equipped with the ‘multi-flex’ sliding rear seat. The whole unit moves which means the rear leg space can be customized to suit the rider or the cargo in the back. Not many vehicles give one foot of fore/aft movement to the rear seats. It is absolutely fabulous to customize the rear for maximal cargo storage. The only flaw – it’s really heavy! It takes a lot of strength and brawn to move the 60/40 split/folding rear bench seat: safest when performed in tandem. Hopefully GMC will upgrade this feature to an automated system in the future to save the backs of petite parents and small children.

Aside from the heavy rear seat, there were only a few other minor quibbles about the build. First up, for most people, the concealed storage under the center arm rest is a bottomless pit – it was so deep and disorganized. Another dislike was the limited number of cup-holders in both the front and the rear. For a vehicle geared towards a family market, a few more would be gladly accepted in the future. And finally, the ‘Premium Interior’ paneling sounded good on paper, but in reality, it was as little disappointing – it was similar to the hard plastic found in the rear cargo area. With the excellent quality leather seats, it would have been nice to upgrade to some better quality interior paneling. The quibbles aside, GMC has built a solid crossover overall and in the future, I’m sure their team will address any minor issues.

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By Mary Ellen Ash

Yays:

• Value
• Keyless remote entry and ignition
• Lots of cupholders.
• Sliding front seat arm rest for shrimp-lings like me
• Bose Stereo System
• Fold-down rear seats for excellent cargo space

Nays:

• Bluetooth system finicky
• Limited rear passenger leg-room

First Impressions
Over the past 2 years, I’ve had the pleasure of casually driving the 2007 MAZDA3 GT model, and I was very curious to see how the new design features and overall package offered in the 2010 MAZDA3 compared to the older model.

Based on pure car value, this is one of the best cars on the market. Comparing all the features included in this car, for the price, it’s arguably the best valued car in its class. That’s some pretty high praise. When I was initially introduced to this vehicle 3 years ago, it was dubbed the “poor man’s BMW.” Take this car out for a drive and you’ll immediately see what I mean.

The popular MAZDA3 was, for the first time in 7 years, completely redesigned. The first thing you’ll either love or hate about the redesigned 2010 model is the smiley-face front grille. While it may mimic your own smile when driving this car, its function is to provide more air into the engine, while the dual tailpipes and specially tuned mufflers provide a pleasant exhaust note without a hint of mid-range boom or high-rpm thrash. All this means that along with the bigger 2.5L engine (up from 2.3L), the new car gets 167 hp at 6000 rpm and 168 lb-ft of torque at 4000 rpm; significant increases from previous years with no loss of fuel economy.

Taking into account my spirited enthusiasm every time I got behind the wheel of the new MAZDA3, I still averaged 26 mpg overall. Pretty darn good considering how my feet tripled in mass every time I started the car. EPA estimates are 22 city and 29 highway with the automatic and 21/29 with the 6-speed manual gearbox.

California and ten other states get the clean-burning Partial Zero Emission Vehicle (PZEV) version. Fewer greenhouse gases are emitted, but power output is a little lower with the PZEV engines. The PZEV version of this engine produces 165 hp @ 6000 rpm and 167 lb-ft of torque at 4000 rpm.

While a manual transmission would maximize the car’s engine better, our test car with a 5-speed automatic was responsive, had quick accelerations out of stop lights, and easily out-paced neighboring vehicles. As previous MAZDA3 owners can attest, the true enjoyment of driving one is found in its handling. With a sporty suspension system and great balance, the new MAZDA3 comes alive on curvy mountain roads. It confidently hugs the road while making absolute mince-meat out of twists and turns — never giving you any indication that this is also your daily commuter car.

The upgraded MAZDA3 interior is another huge positive. Compared to previous models, the seats and steering wheel are wrapped in much better quality leather. There were just enough controls on the steering wheel without being too cluttered. And there were plenty of cupholders and storage compartments to keep the driver happy. The front seats are also equipped with heated seats with 5 levels of heating so your buns don’t have to come out of the oven too toasty. A minor drawback I noticed was the amount of rear passenger leg room. When the front seats are at their furthest back, there were only a few inches of leg room remaining. Even my 5’2 frame, was barely able to fit under these conditions; something to consider if you have freakishly average-sized children.

Dual-zone automatic climate control with a pollen filter, a feature not normally found in cars of this class, maintains the individually selected interior temperatures at a desired level for both driver and front passenger. Something I became to appreciate whenever I had to drive my older car. With my allergies out of control this summer, the pollen filter became a true friend. Comfortable temperature. Allergy relief. Yeah, I can get used to this very easily.

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By Mary Ellen Ash

Yays:

• Lots of style
• Well equipped tech features
• Bang-for-buck value
• Super fun to drive

Nays:

• Imprecise shifting
• Limited cargo space
• Petite engine power

The Soul is Kia’s foray into the youthful box-car market, currently dominated by the Scion xB, Nissan Cube and the Honda Element. The Soul will definitely be attractive to first time buyers, with its low cost, curious design, vibrant interior and multitude of techie gadgets. But it’ll also be enjoyed by older family oriented consumers with its versatile drive, good fuel economy, and ample passenger space. For this review, we tested the top of the line 2010 Kia Soul Sport featuring a sports-tuned suspension and other modifications yielding a more responsive ride.

Driving Impressions
To be honest, I wasn’t looking forward to testing a car from Kia that had seemingly been designed using nothing but a straight-edge and a pencil. Yet I was pleasantly surprised when first introduced to the Soul – it was much less ugly than the Scion xB. The front of the car had a curiously interesting design that grew on me and its high stance on its massive 18-inch wheels made it look very aggressive. I stepped inside and was shocked to find myself confronted with a clean, sharp, red and black interior that made me wonder how long it would be until more cars looked like this. There were plenty of useful tech gadgets within, such as hands free Bluetooth, USB and auxiliary input jacks, Sirius Satellite Radio and a great 6-speaker stereo all well laid out and easy to use on the center console. And then there were some features less useful like glowing mood speakers, but nonetheless very unique and soulful. There was plenty of space inside to seat four well-sized adults comfortably, though cargo room is very limited with the rear seats occupied. The drive was surprisingly fun for such an anemic engine with enough high end torque in the first three gears for quick acceleration and a stiff suspension for precise, sharp turning. At higher cruising speeds I found the Soul subdued and quiet but much less maneuverable.

Build
Kia’s 5 year/60,000 mile warranty and 10 year/100,000 mile power train warranty should attest to how far the company’s build quality has come in recent years. Pair the warranty with the Soul’s great list of safety features, and superb safety rating (5-Stars for Frontal Crash, 5-stars for Side Crash, and 5-stars for Rollovers), the Soul is a complete package.

On my end, I found the car was solidly built. All the doors and compartments opened and closed with satisfying clicks and clunks. The interior was mostly made of the cheap yet durable plastics and cloths – everything was secured tightly. Nothing rattled or shook as we drove over road imperfections. My one complaint was the manual gear box. In addition to being imprecise with the first and third gears, many times mistaking the two, it would often result in a terrible grinding noise on a seemingly clean gear change or worse yet, the stall. Other than that small imperfection, overall, the Kia Soul engineers have built a rugged and stylish little box-car.

Interior Comfort and Ergonomics
The Soul provides its riders with a very spacious and comfortable interior which provides a pleasant ride environment. The seating can easily accommodate four 6-foot adults with plenty of headroom for stylish top hats; the Soul has massive headroom. The seats keep the passenger in a very upright position which is fine and comfortable unless the car is turning quickly, in which case it’s complete mayhem. It took a concentrated effort on very sharp cornering to hold myself in place. If you’re a smaller person like myself and have your seat moved up, your right arm will tire as the center arm rest doesn’t extend out far enough forward to be an arm-rest.

The center stack is simple, clear, easy to use and uncluttered. The steering wheel position felt good to me but should be noted that it does not telescope (it does tilt). On the steering wheel there were also numerous basic controls for Bluetooth, cruise control and music but not too many as to make it confusing.

Within the Soul there are plenty of spaces appropriately placed throughout the vehicle to stash maps, books, glasses, iPods and beverages. An interesting little compartment can be found under the mat in the trunk-area. Kia has provided some additional compartments for smaller storage (in case you wanted to hide something from someone).

The rear seats have the 60-40 fold down capability and once folded down, the amount of stuff you can store in the Soul is seemingly infinite. Unfortunately, with the seats up for our top hat wearing 6-footers, there is little space in the trunk-area for anything other than a few snacks. Overall, I really liked the interior and ergonomics.

Performance
Our Kia Soul Sport came equipped with a 2.0L 4-cylinder engine that cranks out 142-horsepower @ 6000 rpm. The smallish engine is quite torquey and provides a spirited acceleration from a dead stop. Power is managed with a 5-speed manual transmission. The first three gears afford most of the car’s punch and at high revs can make the Soul quite peppy. Fourth and fifth gears are sluggish and having to pass a car on the freeway while in these gears resembles sail-boat racing. The chosen gear ratios make the Soul Sport more tailored (and fun) to city driving where you can enjoy the sprint from red light to stop sign and vice versa. Once you reach that stop sign you’ll be happy that you can come to a complete stop quickly and calmly thanks to the Soul’s strong ABS brakes. We found the braking to be adequate and vehicle dynamics consistently straight and true during deceleration. While the Soul’s engine tuning helps keep vehicle cost down and fuel economy numbers high, don’t expect to be impressed by its blazing performance. Consider the Soul to be quite capable of getting the job done, just not very fast.

Handling
Handling was somewhat bipolar in the Soul. At lower speeds you could cut really tight corners quickly and aggressively with not a hint of tire squeal. In these instances the sport suspension was really good, giving good feel and feedback to the driver. And then there were times when it behaved like it looked – a box with a high center of gravity. At the higher speeds with swooping turns, the rear tires felt like they were coming unglued and might swing out from underneath. We discovered that the seats were inadequate for handling the sharp turns when driving aggressively. They provided little to no support and we were left clawing for things to hold onto to keep us sliding from side to side.

The Soul comes standard with Electronic Stability Control (ECS) that helps control the vehicle under extreme driving conditions. The ride may be too stiff for some, but we found that it increased driver involvement and excitement. The ABS brakes were solid and were able to stop the Soul quickly and calmly. The Soul also fared very well in the city. And even though it has plenty of passenger room, by comparison, it’s quite small in length, making parking and getting around tight obstacles a breeze.

Overall, the more we drove the Soul the more comfortable and confident we became with its handling, which impressed us. Overall the Sport package really improves the handling of the Soul and made it a hoot to drive.

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