Pros:

• V8 performance with fuel economy that matches a V6
• Seat comfort better than the Copacabana lounge
• Intuitive and easy to use infotainment system

Cons:

• Unable to integrate my iPhone and confusing Bluetooth controls
• Rear seat configuration not child booster seat friendly

I Want to See You in the Morning

We recently drove the 2011 Mustang V6 Coupe “Premium Edition” which included leather interior, nav system, “Shaker” stereo, power seats, and the” Mustang Club of America” package (high performance 235/50/18 tires and styling accents). Additionally, this model had a 6-speed automatic, performance 3.31 axle ratio, HID headlamps, and rear view camera. As equipped, the base price of $25,845 swelled to $32,580.

Ford then sent us the 6-speed manual version with most of the same options plus even lower profile 255/40-19 tires and blacked out 19 inch wheels. Which one is better, you ask? The automatic, with its greater convenience and ease of use, or the boy racer, with the stick shift and extra sticky rubber? Let’s see if we can find out.

Performance and Comfort

We love the new V6 in the 2011 Mustang, with its V8-like 305 horsepower that can be wrung out to an impressive 7,000 rpm. Yet the V6 also returns an impressive 19/29 mpg according to the EPA. I recorded 17.5 mpg with the automatic and 16.5 with the manual—though the stint with the manual had more stop and go driving with, ahem, more drop-throttle burnouts.

The updated Mustang also has dramatically improved handling with excellent steering accuracy and feedback. It also features self-centering to improve tracking. The ride quality, even with its solid rear axle, is pleasantly comfortable with some body roll which cinches down under aggressive driving. In fact, many car publications have applauded the handling improvements and have compared the Mustang to the class-leading and much more expensive BMW 3-series.

This said, I didn’t really notice an improvement in handling with the larger wheel and tire package for the manual version. In fact, the manual version with its larger wheels and lower profile tires actually seemed to have slightly more body roll than the automatic we previously tested.

Moving to the interior, the seats are remarkably comfortable and the infotainment system is extremely easy to use, offering a nice balance of manual controls. In particular, the split screen makes it easy to toggle between Nav, sound system, and other command and control functions. I did, however, have some problems integrating with my iPhone and the Bluetooth® controls were a bit confusing. The rear seat is best reserved for young children and fitting a booster seat for my 4-year old proved cumbersome as the center hump caused the booster to tilt. This car is really designed for 2 people max.

Pros:

• Timeless styling. This is a beautiful car that will age well
• Steering and road feel
• Rear wheel bias gives rear wheel drive feel with all wheel drive safety
• Ride quality

Cons:

• Rear seat room is tighter than Houdini’s escape coffin
• You pay to play at the gas pump
• Sunroof doesn’t slide back

The Audi S5 is the high performance version of the A5. It features 354hp vs. the A5’s 211, a whopping 67% increase. With this added horsepower, 0-60 times drop from over 6.5 to just under 5 seconds. This performance comes at a price premium, boosting base MSRP from $36.9k to $53.1k while dropping combined mileage (for the manual transmission variants) from 24 to 17mpg.

The model we tested had the upscale “Prestige Package”. The Prestige package adds the Multimedia Interface (MMI), driver seat memory, and parking assist with rearview camera. This car also had several additional options including the “Sprint Blue Pearl Effect” paint ($475), Navigation ($2,550), Sports Rear Differential ($1,100), and the 505-watt, 14-speaker Bang & Olufsen premium sound system ($850). These options, coupled with the base price of $53,100, Gas Guzzler tax and destination charge, brought the total to $60,250.

Styling
Introduced in 2008, after 3 years, the A5/S5 is still drop-dead gorgeous. Though somewhat controversial, the well integrated massive grill and trademark look for Audi, has perhaps become the most pleasingly executed of the entire Audi model line. The LED running lights add a distinctive eye brow to the front end while the muscular flanks look purposeful and are well proportioned. The overall shape is truly elegant yet aggressive at the same time. We found only one real drawback to the design; because there are no channels in the roof, accumulated rain water can pour down into the driver’s seat when opening the door. A small price for beauty.

Driving Impressions
With its all wheel drive transmitting feedback from the front wheels to the steering wheel, there is excellent steering feedback. Additionally, Audi has even engineered feedback into the seat itself; you feel muted bumps and road texture through it. As a result, the S5 has remarkably tactile road feel, far more communicative than the rear wheel drive BMW 3-series, from the seat to the steering wheel. At the same time, the adaptive suspension dials out body roll while still providing a firm though not harsh ride, truly miraculous considering the micro-sidewall 35-series tires.

Additionally, Drive Select allows the driver to fiddle with adaptive suspension, dynamic steering, and transmission shift points. There are 3 default settings (Comfort, Normal, and Dynamic) though these settings can be customized for 27 different permutations. We stuck with the default settings and found that dynamic mode provided the most dramatic differences in ride quality and steering feel.

Build
The fit and finish of the S5 was, like most Audis, outstanding. The leather interior smelled fantastic, and the stitching and dash materials reeked of high quality. Panel tolerances were very small and the car felt exceptionally solid. The white leather seats may be prone to attracting dirt but they are beautiful thrones to behold.

By Twain Mein

Pros:

• More utility than a Swiss army knife. This is one car that can handle most anything you throw at it, including seating for 8 passengers and lots of space.
• It offers a limousine-like 58 cubic feet up front and in the second row seats, as well as 38 cubic feet for parcels (behind the third row) and up to 149 cubic feet with the seats folded flat
• Car-like driving despite its behemoth size
• Thoughtful and convenient features such as the “magic” third row seats, low rear liftover, “conversation mirror”, and built-in cooler for drinks and sandwiches up front
• Serene ride and luxurious appointments
• The family-hauler records a respectable 19 mpg

Cons:

• Exterior styling is a step backwards
• Minivan stigma
• Not available in all-wheel drive

Driving impressions
Though minivans have a negative stigma, I was excited to drive the new Odyssey. Rolling up in traffic, looking down at other commuters, I was as pumped as if I were driving a BMW 7-series. Not surprisingly, I wasn’t challenged to any drag strip races and women drivers didn’t pay me a second, let alone first, look. Hah! Little did they know what they were missing!

This car has it all – leather, beautiful appointments, Bluetooth®, navigation system, and the intangibles of practicality. I had a stupid grin driving this rig as if it was the best car on the road. But for some reason the 2011 model didn’t feel as vault-like as the previously tested 2008 Odyssey model. It felt slightly less refined, though I can’t put my finger on exactly why.

Styling
The styling of recent Hondas and Acuras has been a bit disappointing, most notable with the Acura TL. They have transitioned from elegant and flowing lines, to more “dramatic statements” that leave me cold. Unfortunately, the new Odyssey suffers the same fault. In particular, the third row windows feature an abrupt drop in the third window crease. It steps down from the second row, giving a drooped-butt appearance to an otherwise attractive car. Why didn’t they just continue this in a straight line? The effect is irritating.

Build
Hondas have excellent build quality though their sedans and coupes often feel a bit “light”. The minivan, on the other hand, is positively Sherman tank solid. In particular, the sliding doors operated with the precision and sturdiness of a bank vault door. The seats seemed bullet-proof and immune to abuse from rambunctious kids clamoring about.

Interior Comfort and Ergonomics
The interior of the Honda Odyssey is like a safe haven from shark-infested waters. Inside, it is truly serene. Beautifully appointed leather seating comforts passengers throughout. The “three (er, six) on the tree” gear shifter is easy to use and its location frees up space for the massive center console that features an ingenious “coolbox”. The coolbox is a bin on the floor that has cooled air circulated in to keep drinks and snacks cool for the ravenous youth that typical mini-van owners will be hauling.

In the second row, my girls were thrilled to watch their favorite DVDs on a wide screen monitor. Honda has designed the monitor to be wide yet not overly deep, so it doesn’t block the view while the driver is looking in the rear-view mirror. Well done!

Going way aft, the third row “magic” seats are amazing. By simply tugging on their tether, you can pull up or push down the third row seats. Upright, they have excellent head room and acceptable leg room for my six foot frame. Folded, they disappear flat into the rear storage bin. Additionally, this rear storage area is located about knee-high which makes it incredibly easy for shorter Moms to place daily groceries. This really is an incredibly well-thought out car.

Nits? Though powered by 650 watts, the sound system wasn’t remarkable. The speakers seemed “flat” and didn’t offer a lot of dynamic range. Additionally, using the Bluetooth connection for my iPhone was somewhat problematic in that it didn’t automatically turn on. I had to manually turn on the connection each time I entered the car to use my cell phone with the internal system.

(Continued on page 2)

By Twain Mein

Pros:

• Amazingly nimble handling with surprising lack of body lean
• Huge interior and more rear legroom than flying business class on Jet Blue
• Powerful engine with excellent acceleration
• Beautiful interior with incredibly comfortable seats
• The traction of all-mode 4-wheel drive
• A twin-turbo V8 that has more than enough muscle to haul your Airstream trailer and gets respectable MPG

Cons:

• Controversial exterior styling
• Ultra-wide chassis almost requires a “wide load” sign on the rear bumper
• Cargo room behind third row is disappointingly small

The 2011 Infiniti QX56 is obscenely huge—across many dimensions. The 4WD version we tested tips the scales at 5,850 pounds or three tons with me on board. It’s also got a mammoth 5.6 liter engine that burps out 400 horsepower and 413 lb-feet of torque. Harnessing this engine is a seven-speed transmission which helps it to eek out an surprisingly efficient 14/20 mpg rating. The rig also roles on dubs; 275/50 series tires wrap 22 inch rims – yes, 22 inchers! In fact, at 208 inches long and nearly 80 inches wide, this behemoth is actually longer and wider than the Cadillac Escalade and positively dwarfs our 2006 Toyota Highlander. Infiniti keeps the jiggle to a minimum, though, by using hydraulic shocks to compensate for its mass providing surprisingly svelte handling.

The base price for the QX56 is $59,800 but ours was optioned to the hilt. Included with 4WD, this was equipped with:

• Theater package – Dual rear DVD monitors and headphones.
• Technology package – Intelligent cruise control, blind spot warning, lane departure warning/prevention, distance control assist, intelligent brake assist and forward collision warning, front pre-crash seatbelts, adaptive front lighting system.
• Deluxe Touring package – aforementioned 22 inch wheels with 275/50 tires, hydraulic body motion control system, front seat coolers/heaters, heated second row seats, remote tip-up second row seats, and illuminated kick plates.

As equipped, the SUV totaled $72,475.

Styling
The exterior styling is controversial. The front end, with its beady eyes, three side gills, and gaping mouth recall a whale shark. The massive flanks are sculpted and seem to prune some of the weight. The wheels are stunning, however, in total, it is no beauty queen. On the inside, the interior is spacious and the view out is outstanding. And despite its mass, there were no real blind spots.

Driving impressions
Climbing aboard this massive SUV wasn’t exactly graceful. You have to step up over or on the kick plates. Once in, you are ensconced with beautiful leather seats and pleasing wood-grain trim. Fire up the engine with the starter button, and the 5.6 liter V-8 comes to life. With 400 horsepower, light wheelspin is surprisingly evident. At highway speeds, the SUV is positively vault-like with virtually no wind or road noise. Yet the torquey engine (413 foot-pounds) effortlessly slings you from 60 to 80 mph with zero drama. It’s incredible to blow by cars in this huge beast.

Build
This was one of the most well-made cars I’ve ever had the opportunity to drive. Incredibly, the doors, while huge, were easy to close. The seats and dash had a tension of leather that felt like quality. The dash and controls exuded quality and weren’t overly shiny. Very impressive.

Interior comfort and ergonomics
The interior is truly this SUV’s strong suit. The front seats were among the most comfortable I’ve ever been in while the rear seats offered huge leg room and similar comfort to the front. Even the third row offered acceptable head room and leg room for my six foot height.

While my kids adored the dual rear DVD screens and sat silently watching while en route to the weekend soccer game, I was impressed with the Nav systems updates on the rainy and windy conditions that enveloped us. The easy-to-use infotainment system warned us of high wind warnings and local flooding. Pretty cool.

Later during the test period, after a run in the rain, I came back to the Infiniti and cranked up the heated steering wheel and heated seats; it was true luxury have these features to warm up. Additionally, the one-touch buttons which tumbled the rear seats forward, were impressive and would be helpful for getting kids in the way back should the situation occur.

The third row seats, however, were a bit disappointing. Unlike the “rapid release” second row seats, the third row had to be electronically moved up or down. And while they provided a lot of adjustment, it took a while to fold them flat. I am surprised there wasn’t an option to manually flop them forward. The third row seats intrude significantly on cargo space when upright. I was surprised how little room there was behind them once upright (just 16.6 cubic feet). This said, with the third row folded, there is plenty of space for gear (49.6 cubic feet), and with both rows folded, there is an impressive 95 cubic feet of storage.

Performance and Handling
The Infiniti weighs nearly six thousand pounds – three tons! Yet the hydraulic suspension system provided an incredibly flat ride that inspired confidence. The steering was impressive as well and provided good feedback. The acceleration was effortless (0-60 in around 6.5 seconds) and the handling inspired confidence. Even in heavy winds, the huge shape somehow seemed immune to crosswinds. Unfortunately, the huge width of this SUV was a bit intimidating; the lane warning beeps would squawk repeatedly in routine city traffic as cars coming along the sides would scoot by.

Value
At the base price of $60,000, the Infiniti isn’t cheap. At $72,500 as tested, it is pretty expensive. However, for an upscale SUV, the Infiniti offers a remarkable amount of creature comforts, performance, and luxury while still returning a respectable 16mpg combined gas mileage. Even the 13.8 mpg that we averaged was remarkable considering its size and weight and my lead-footed driving. Ride-wise, the Infiniti rode smoother and felt more powerful than a Toyota Land Cruiser, likely its main competition.

Conclusion
This is a remarkable SUV. Despite its huge size, it offers exceptional handling, excellent acceleration, and an incredible amount of creature comforts. While not the prettiest on the outside, its performance and interior comforts deserve a serious look for those in the market for a luxury SUV.

2011 Infiniti QX56 Photo Gallery	2011 Infiniti QX Specs
The official website of Infiniti – www.infinitiusa.com

By Twain Mein

We drove the 2011 V6 Coupe “Premium Edition” (includes leather, nav system, “shaker” stereo, power seats) and the” Mustang Club of America” package (high performance 235/50/18 tires and styling accents). Additionally, this model had a 6-speed automatic, performance 3.31 axle ratio, HID headlamps, and rear view camera. Base price is $25,845. But as equipped, MSRP was $32,580.

Ford’s marketing department touts the V-6 as having “no excuses”. After my stint behind the wheel, I wholeheartedly agree. But it wasn’t love at first sight.

Performance

I’ve driven two V8 Mustangs for CarReview.com in the past, the 2006 Shelby GT-H and the 2008 “Bullit”. They respectively offered 325 and 315 horsepower with “right now torque” and intimidating exhaust notes. The sound and torque created a visceral experience that literally made my palms sweat and heart race. Driving them felt like committing some kind of crime while getting away with it.

The 2011 Mustang V6 certainly looked the part (more on that later), and its engine specs are impressive. In fact, for 2011, Ford upped the horsepower from a mediocre 210 hp to a whopping 305 hp. Incredibly, the redline is now 7000 rpm! Additionally, this naturally aspirated engine delivers an impressive EPA rating of 19mpg city/29mpg highway (though I averaged 17.5 lead footing every chance I got…). On paper, Ford has essentially matched the horsepower of the mighty V8s while providing exceptional gas mileage.

But, initially, I was underwhelmed. The V6 felt too refined, too quiet. The automatic transmission didn’t have paddle shifters to keep the engine on boil. It wasn’t nervous and there wasn’t the assault of the senses—no loud exhaust and the torque didn’t seem as present. I was initially let down. My palms weren’t sweating.

But the more I drove it, the more I became to appreciate the Mustang’s finer details. The seats are incredibly comfortable. The infotainment system, engineered by Microsoft, is the most intuitive and easy to use of any car I’ve tested and the ergonomics are awesome; controls fell readily at hand. Syncing the iPhone was a cinch (unlike the Lincoln MKT). The audio system played music from my iPhone via direct link or, as if by magic, wirelessly via Bluetooth audio. The car was incredibly docile around town but once you put the hammer down, the acceleration was awesome. At highway speeds, the engine responded quickly, jumping from 60 to 80 effortlessly. Burnouts? Take the traction control off, hold the brake and let ‘er rip and smoke the tires. Whoa, it is like the V8s after all!

Additionally, the handling is fantastic, in particular, the steering. The gorgeous and thick steering wheel connects you to excellent steering feedback. It also has a bit of self-centering to help keep you straight on less than perfect roads.

Styling

There is something about Mustangs that truly resonates with male drivers. Every guy I talked to had some kind of emotional connection to Mustangs. Face it — Mustangs aren’t the most practical of cars. But they have a heritage of power and simply looking great. The 2011 model truly does not disappoint. Better still, the “lower end” V6 model we tested looked incredible. Equipped with the 10-spoke gray wheels and HID headlight projectors, it is hard to differentiate this V6 with the V8 (the only real difference being additional fog lights in the grill for the V8).

The styling reminds me of the ’67 Shelby fastback combined with the rear end of a ’68. The front end looks like a shark, with beady HID eyes and a hungry mouth. But my favorite styling feature is the “rubbed out” crease that is interrupted between the door and the rear end above the rear fender. Elegant. I simply couldn’t stop looking at this car.

Areas of improvement

• There were a few quibbles with this otherwise awesome car.
• The steering wheel doesn’t tilt
• Rear seat room is marginal at best. My kids (3 and 8 years old) could barely fit. Honestly, if I could tolerate sitting in the back seat, I’d buy this car.
• Blind spot; there is a large blind spot between the front passenger window and the rear passenger window. Took a while to get acclimated.
• Dark interior. The black interior was a bit claustrophobic. I’d opt for the sunroof to let more light in.
• Poor workmanship in the trunk. The trunk had low quality carpeting which wasn’t tacked down sufficiently. It drooped from its anchor points.
• Automatic transmission wasn’t optimized for spirited driving. The manual might be a better choice.

Summary

This car has massive visceral appeal. But it is also incredibly easy to drive. The gas mileage is impressive and the styling is superb. Congrats to Ford for hitting a home run with this car!

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More Ford Mustang Expert Reviews
	2010 Chevrolet Camaro vs. 2010 Ford Mustang – Pony Car Retro Face-Off Rating: By Bill Clark “Now I’m a middle-aged engineering professional and parent, working 50-60 hours per week with responsibilities at home too. Who has the time and money for the classic muscle car obsession?”
	2010 Ford Mustang GT Review – Reliving the Glory Days Rating: By Kurt Gensheimer “Our week with the new Mustang was far too short. It’s without question the car that was hardest to part with. We still dream about the raucous growl of full-throttle stomps and the aggressive looks in Grabber Blue…”
	First Impressions: 2008 Ford Mustang Bullitt Rating: By Twain Mein “This is Ford’s 40th anniversary edition of the ’68 Mustang made famous in the Steve McQueen movie “Bullit”. I’ve been a Mustang fan since 1982 when Ford brought back horsepower and burnouts (at “just” 157 hp) and have loved the styling of the 64-70 models ever since I can remember.”
	2008 Ford Mustang Bullitt Video Review Rating: By Derek Mau “With its retro-inspired design and aggressive stance, the current generation Mustang is the perfect platform to play homage to the legendary ’68 Mustang fastback”
	2006 Ford Shelby Mustang GT-H – First Impressions Rating: By Tony S. “This car is all about emotion and passion. It has the right look and makes the right sounds. The acceleration is addictive and I put a smile on my face the entire time that I was behind the wheel.”
	2006 Ford Shelby Mustang GT-H – First Impressions Rating: By Derek Mau “The Shelby GT-H is definitely not a luxury or economy car. Road noise and rough pavement could wear a person down on extended road trips. Although, one could fight off the weariness by pressing hard on the accelerator for a few seconds…”

By Twain Mein

Pros:

• Handling – incredible balance offering the best of performance and comfort
• Roomy interior
• Responsive engine
• All the gizmos you could ask for
• Price-a lot for the money
• Safety-5 stars all around
• All wheel drive

Cons:

• Weak styling
• Rear seats do not fold down

The 2010 Acura TL comes in two main variants, the base TL with front wheel drive and 280 hp, and the SH-AWD with all-wheel drive and 305 hp. We tested the fully loaded TL SH-AWD with the Technology Package option and high performance tires. Additionally, new for 2010, our TL came with a 6-speed manual. Sticker price was $43,385 plus $810 for destination and handling.

Styling

Typically, the “Styling” section is left toward the end of the review. With the TL, we have to make an exception. The previous generation TL (2004-2008) was one of the most handsome looking cars in recent memory. In particular, I loved the “blood groove” crease that ran the entire length of the car. And the gorgeous front end and wheels combine to give it a “tailored suit” look.

This revised model, now in its second year, doesn’t retain the same striking looks.

The front end with the huge downward facing chrome grill and mass of plastic bumper looks like a giant catfish. And the rear end looks like a dopey smile with too many v-shaped angles clashing with the rectangular bumper and trapezoidal exhaust pipes. In fact, several people I talked to said “it looks like a Pontiac”. Fellow tester Gary Chan summed it up best: “I saw one on the road last night, and it reminded me of the Aztec. That guillotine on the back trunk is out of place”

To be fair, there are some nice styling touches. The front wheel arch gracefully and muscularly interrupts the side view. And the flowing crease from the front to the rear doesn’t look bad. The headlights are sort of menacing and look great next to the amber parking lights.

Driving Impressions

Once behind the wheel, the Acura sheds its controversial styling in an instant. This car is awesome to drive. It magically combines luxury and sportiness in with seamless competence.

Around town, the ride is smooth and luxurious; the car feels like it has massive suspension travel and high ground clearance. There is some thunking over speed bumps but it doesn’t feel like a “sports car” that you have to creep up driveways. Yet, once you put the throttle down and enter the twisties, the car transforms. I’m not a track driver and my daring/idiotic performance driving tendencies of the past have been muted with age and experience. My limited driving skills notwithstanding, this car is incredible. The SH-AWD really works; the concept is that it transfers power to the outer wheels with the most traction and shifts from front to rear as needed. It’s like all wheel drive limited slip.

In practice, there is a wide, off camber freeway on-ramp that I hurl my poor 4,000 pound Audi A6 4.2 into every morning. Mass-induced body lean always creates an awkward and ungraceful wallow around the corner. With the Acura it was a completely different experience. Body lean is minimized. And, as if by magic, the car shifts from front wheel drive bias — you can feel them scratching for traction as the turn is initiated — to rear wheel drive effectively turning the rear back into line. Simply amazing to hear and feel tire squeal at the front and then, in an instant, at the rear. This SH-AWD system, though obviously electronically controlled, is amazing in how effective and dramatic it is.

In comparison, the BMW 335i feels more organic while the Audi A4 with its adaptive suspension dampening feels more muted. The Acura feels much more overt than either, which tempts you to really push the limits. Bottom line: it’s a blast to drive!

Interior Comfort and Ergonomics

The interior was a mixed bag. The dashboard layout is excellent and the materials felt rich. Controls fall readily at hand. However, the mesh metallic interior trim that is sprinkled throughout reminds me of an electric razor; it’s a bit boy-racer for an otherwise upscale feeling car.

The high door sills, low door handles, and compromised view out the back (hindered by the third brake light) conspire to create a feeling that you are sitting very low in the car.

The owner’s manual is a full 598 pages long (!) and much of it is dedicated to navigating through the menus for the infotainment system. The menus are consistent but still overly complicated. Once past the techno-hysteria, we discovered syncing with the iPod was instantaneous and the best implementation I’ve seen so far. The Tech Package also included the superb ELS DVD-Audio system which sounded terrific.

The front seats were supportive and extremely comfortable and, at 6 feet tall, I had plenty of room. Moving to the back with the driver’s seat in my comfortable position, there was still reasonable knee, leg, and head room in the rear. Rear seats were much more comfortable than the previously tested BMW 3-series or Audi A4.

The trunk is a little small for its class, offering 13 cubic feet of storage. Sometimes more trunk space is desired. Unfortunately, the rear seats don’t flop down to pass through larger items.

The build quality of the Acura is impressive. It feels heavier than Hondas of the past and much more substantial than recent Toyotas I’ve driven. It is actually very reminiscent of the exceptional Cadillac CTS that we recently drove.

(Continued on page 2)

By Twain Mein

Pros:

• Smooth and powerful 304 hp V6
• Excellent road feel that is smooth, communicative, and refined
• Handling performance that rivals the European sedans
• Unique styling

Cons:

• Uncomfortably hard front seats
• Rear seat access is limited
• Time lag with full throttle acceleration
• Steering wheel shifters don’t automatically override into manual mode

Ruling: If you’re going to get a 4-door, skip the sedan and just get a wagon!

The Cadillac CTS Sport Wagon is a ray of hope for U.S. auto manufacturers and likely one of the best products made by GM. As GM has been forced to shed it’s brands (Hummer, Saturn, Saab, Pontiac, and Oldsmobile), they’ve turned to their marquee brand to reinvigorate demand. Cadillacs used to be flashy and large with sumptuous rides – but at the cost of any real driver involvement. With the CTS, Cadillac dramatically reintroduces a more dynamic driving environment and an excellent blend of handling and comfort.

The results are impressive. In fact, the sedan on which it is based, won Motor Trend’s Car of the Year award in 2008. And the CTS and Wagon variant were on Car and Driver’s Top 10 Best Car list for 2010. Elements that make this Cadillac great are its unique styling, impressive interior appointments, fantastic ride quality, and excellent handling.

Driving impressions
I wasn’t sure what to expect in this new Cadillac. When I was a teenager, I used to park cars at parties my grandparents would throw. My grandparents were loyal to Buicks; huge engines with floaty rides and acres of crushed velour. But the Cadillacs at these parties were even more luxurious and smooth; leather seats, absolutely hushed interiors, and power assisted steering that was finger tip light—that also provided zero road feedback. I thought the CTS would harken back to the lifeless and isolated feel. Boy was I wrong. Instead the CTS felt European. The ride quality is in between that of a BMW and an Audi; taughter than an Audi but not as sensitive as BMW. The ride had great dampening yet still telegraphed the road to the steering wheel.

We tested the rear wheel drive Premium Edition that was loaded and had optional 19’’ wheels with summer tires and sports suspension. It stickers for $54,635.

Build
The build quality on the CTS was excellent. The seams along the hood and doors were even and tightly spaced. The paint was lustrous and deep and the interior felt substantial.

Interior comfort and ergonomics
In homage to it’s past, the CTS features an elegant though thick wood steering wheel that feels great in your hands. The jewel like gauges have a retro yet modernized look.

Though a bit corny, the navigation/control screen silently slides up when you start the car creating a nice effect. The Mercedes-Benz C-class, a brand closely associated with luxury and advanced engineering, hides their dash-mounted information display screen under a spring loaded panel which is manually released or pushed out of sight. Something we consider even more corny. And though its GPS system is lauded, it was somewhat complicated to use.

The dash features rich looking plastics, beautiful wood inserts and vents that carry over the styling themes of the exterior. Controls were mostly well placed but I found the HVAC was a bit low and required a look downward to adjust.

Up front, seat space was excellent with plenty of leg, hip, and head room, even for my 6’2’’ father. Personally, I found the driver’s seat too hard and uncomfortable. Though my father thought it was fantastic.

Rear seat room was also plentiful; however, the first time I got in back I hit my head on the sloping pillar that interrupts entry.

The rich leather seats and a nicely carpeted cargo area were tasteful and high quality.

The automatic tailgate has a special feature that will limit its extension—in case you have a low garage. It’s a thoughtful touch.

A panoramic sunroof unites front and rear passengers; it’s enormous and offers a huge opening for sky gazing.

(Continued on page 2)

A car’s color is likely the most emotional aspect of any car choice. Specifications, comfort, safety, and performance can always be trumped by “I like the black one”.

This brings us to the question: what is the “best” car color? Not only does the paint have to look good on the vehicle, you also want a color that is easy to take care of.

Through the years, here are some experiences I’ve had.

Black. Face it, black cars always look great. And when shiny clean, black really makes a car stand out. Downsides: hard to wash (never in direct sun), hard to wax (same reason), and scratches are very visible. Black cars also appear to be dirtier quicker which means you are tempted to wash them more. Black also absorbs heat the most. So if you live in warmer climates, they can be uncomfortably hot.

Dark Blue. Ah, nearly as stunning looking as black but not as finicky with respect to washing and waxing. However I’ve found dark blue seems to make birds think they’re over water—and apparently, over water is where they like to relieve themselves. Dark blue is a bird poop magnet!

Light Blue. Lighter blue really looses it’s impact. However, washing and waxing is easier. But the color seems emotionally weak.

Red. Emotionally, this color is stronger over black. It’s extremely satisfying to wash and wax to a stunning sheen. But just as it catches your eye for beauty, it also tends to catch the eye of the police. Red is the most ticket-prone color for sure.

White. What could be wrong with pedestrian white? It’s just plain boring. And never looks “shiny clean”. Worse, in few that that I’ve driven, I’ve noticed that other drivers don’t seem to see white cars. So you need to be extra vigilant.

Light silver. Not bad, but a little non-committal. Easy to wash and wax.  No wonder it’s so common with grocery-getters and accountants.

Dark gray/Anthracite. Combines the dramatic effect of black with the lower maintenance of silver. Perhaps the most versatile all-round color?

Champagne/Beige. Designed to look relatively clean even when dirty, Champagne is the best choice for folks who don’t like to wash their cars.

Green. Is there a better color than British Racing Green? It can look outstanding and rewards waxing with a deep luster. But it’s an uncommon color and not widely available.

So what color do you think is “best” and why? Let us know!

By Twain Mein

Pros:

• Ferocious power
• Dynamic BMW handling
• Merino leather seats cradle the passengers in luxurious comfort
• Appeals to a niche market

Cons:

• Barely acceptable rear cargo space
• Limited view looking back through hatchback window
• Head-up display is marginally useful

BMW calls the X6 a “sports activity vehicle”, distancing itself from the dowdy “sUv” as in “utility” moniker. And this particular X6 has the vaunted “M” classification, which means “motorsport” for BMW’s racing program. But what it should stand for is “Monster”. As this X6 M is a beast, reportedly faster around the legendary Nürburgring racetrack than BMW’s own smaller and lighter M3 and even quicker in the 0-60 sprint. In fact, according to Car and Driver, the X6 M pulls 0.92 g’s in the skid pad and hits 60 in just 4.3 seconds. Truly monstrous!

On paper, the pornographic specs alone make the X6 M seem like the apex offering in the automotive kingdom. But driving it was a bit anticlimactic. Granted, the cockpit was extremely comfortable with fantastic seats, a wonderfully thick steering wheel, and better ergonomics (seatbelts and armrests in particular) than the new 750Li. But, the heads up display was marginally useful and hard to see during the day—though it came in handy monitoring highway speeds which were often above the legal limit. The iDrive is still overly complicated and I wonder how many near-accidents have been caused by folks trying to navigate it. Moving back, the two bucket rear seats, though comfortable, were surprisingly cramped; at 6 feet, my knees bumped against the front seats and headroom was tight. And the view out the slanted hatchback “slit” was mediocre at best. The hatch has received some complaints for being too small. I found it acceptable in size and it should hold 4 golf club bags with ease. However, pulling up the spare tire lid revealed thin and uneven paint, similar to the 335i we tested a year ago. Frankly, I would expect more in a $90k car.

Driving Experience

Though very comfortable like most BMW’s, the X6 M definitely showed its monstrous presence. It hissed and pissed with various noises from the trunk, whine from the transmission, squeal from the massive 15’’ brakes, and engine growl. It has a firm though not harsh ride that provides plenty of feedback. Making u-turns, the BMW had an impressive steering radius; the wheel turns one notch past where you would expect it to, and the circumference was impressive. The transmission is not the most intuitive to use and the overly-communicative screen can be distracting. Backing up is problematic with the small rear window though the rear-vision camera helps to alleviate that. On the road, the massive side mirrors do a good job with rear vision but switching lanes is a leap of faith as it’s hard to confirm what you see out the rear. Getting in to the car is easy but getting out, you have to clear the wide sills and exaggerated height—it is impossible to be graceful.

Engine and Handling

The X6 M is graced with a twin-turbo V-8 that generates an astounding 555 horsepower and 500 lb-ft of torque, from just 4.4 liters. If you go back to the ‘60’s with the crazy muscle cars of yore, I don’t believe there was any production vehicle made with over 500 horsepower. Even the legendary Hemi 426 had “just” 425 horsepower. Yet this engine is remarkably docile and revs smoothly and freely. It’s claimed to have no turbo lag, but there is some hesitation off the line. Once over 30mph, however, this car truly rockets and picks up speed in huge chunks seemingly accelerating quicker as it goes faster. The engine burps gloriously as it up-shifts, like a rib-betting toad. The downside of this horsepower is gas mileage; similar to the muscle cars of the past, the EPA rating was a woeful 12/city and 17/highway. I managed a barely acceptable 15.6.

Unfortunately, during our test drive, we experienced torrential California rains and I was reluctant to push the handling limits. But the traction/stability control and AWD are simply amazing. Nailing the throttle, in turns and rain, did not provoke any squeal or slip – at all. Amazing how those 315’s just plant and go with no real body lean. Remarkable for a tall vehicle such as it is . Notably, the steering feedback was better than the previous rear-wheel drive 750Li and 335i we tested.

Styling

This is a brute of a car. It looks like a bullfrog on steroids with its crouched rear quarters and bulgy front air intakes and massive 315/35/20 tires porking out the back. It’s similar to the rare M-coupe, purpose built and over the top. Driving it past co-workers elicited stairs and open mouths. The sloping roofline and squat profile makes the car look smaller and tauter. The styling definitely grew on me with time.

Controversy

This car is a real head scratcher. On paper, the performance specs are incredible. But in the real world, what is it meant for? It is cramped for 4 people. And despite its all wheel drive, the massively wide tires would simply spin in snow and bog down in mud. At over $90k and with terrible gas mileage, who can afford to own it? The maintenance costs must be staggering as well. It’s like an overgrown muscle car that is waiting for track day but confined to the daily commute. It begs the question: who is this car meant for? But then again, if I had the cash, this would be a sweet grocery-getter!

BMW does offer the X5 M which has the same awesome power plant but also offers a larger rear seat, better outward vision, a lower price, more cargo room, and is only marginally slower. It seems like a more practical choice.

BMW X6 M Photo Gallery	2010 BMW X6 M Specs
The official BMW of North America website – www.bmwusa.com

By Twain Mein

Pros:

• Base price: $36,600 (w/4MATIC option)
• Impressive acceleration for a crossover (0-60 in 6.5 seconds)
• Striking styling
• Excellent fit and finish

Cons:

• Expensive as tested: $50,235
• Slow shifting automatic
• Mediocre gas mileage (16mpg observed)
• Firm suspension
• Cramped rear seat

Built on the C-class car platform, with styling and heritage of the famous G-class Gelandewagen, the Mercedes GLK350 is an attractively styled “mini” luxury SUV. It’s a spunky utility vehicle that offers quiet and secure ride with good acceleration and practicality.

Driving impressions

The GLK350 is the Maurice Jones-Drew of SUVs. Its burly shoulders and pugnacious snout announce your entrance. It’s got an athletic chassis and powerful 268 horsepower motor that launches you from 0-60 in just 6.5 seconds. Even my wife (who normally doesn’t pay much mind to the cars I test) was intrigued by it’s styling and practicality.

Performance and Handling

The engine in the GLK350 is impressive. Burbling at half-throttle and under, it opens up aggressively and sprints this 4200 pound beast to 60 mph in just 6.5 seconds. 235/45-20 tires are sticky and provide secure handling despite a somewhat top-heavy feel. The short wheelbase, however, contributed to a slightly choppy ride and it felt over-damped as it was a bit jarring going over speed bumps. This being said, it’s incredible how an SUV can feel sportscar-like driven 8/10s. It was a joy to drive over mountain roads as we headed out to the pumpkin patch.

My biggest gripe with the GLK was its 7-speed transmission. Stuck at an awkward intersection (and with two hungry screaming kids), I was forced to shift into reverse quickly to get out of traffic. The electronically controlled transmission paused for too-many milliseconds before suddenly engaging with a thud. And on the freeway, there seemed to be a lot of drivetrain lag as well; the car slowed dramatically after pulling your foot off the accelerator.

For enthusiastic drivers with heavy feet, our observed 16 mpg combined mileage was disappointing. A more conservative driving style will net you almost 20 mpg overall.

Interior comfort and ergonomics

The interior is nicely appointed with comfortably firm seats in elegant leather. The somewhat stark black dash was complemented by burl wood dash, metallic trim pieces, and cool blue instrumentation. For the first time, I really appreciated the Sirius satellite radio; our kids were spellbound as we listened to “The Shadow” on the way to pick up pumpkins for Halloween.

Space-wise, the front is a bit compact as I maxed out the seat room (at 6 feet tall). Rear seat room was a bit of a disappointment; three kids across were cramped, and legroom was scarce; I was hoping for more room. The trunk is nicely appointed but offers just 23 cubic feet of storage behind the second seat; for comparison, the Audi Q5 has 6 more and the Lexus RX350 has a whopping 17 more.

Rear seats folded, the Mercedes did swallow my road bike though the front wheel had to be turned upright. Lastly, the rear hatch opens up—and though not a problem for me, my 5’2” wife had to get on her tippy toes to close it. A switch that programs the opening height of the rear hatch would have been a nice feature.

Styling

With its steep and upright windshield, large mirrors, and spunky grille, the GLK is aggressive looking though at a ¾ size. Coupled with the massive 20 inch wheels and low profile tires, I actually liked the styling of the Mercedes. It’s distinctive and aggressive.

Build Quality

Mercedes personifies the expression “vault-like”. Heavy doors close with a thud. Firm seats and purposeful yet elegant interior reinforce the driving experience. Even the steering is slightly heavy feeling, reinforcing the build style of Mercedes.

Value

Pitted against its rivals, the Audi Q5, BMW X3, Volvo XC60, and Lexus RX 350, the GLK350 offers distinctive styling and famous Mercedes build quality. In fact, I think it’s the best looking of the bunch. However, it is more expensive, and, in general, has less interior space, and poorer fuel economy. At its base price, the GLK offers the distinctive styling, killer engine, terrific build quality, and good handling. As tested, at over $50,000, however, it isn’t the best value in its category.

Like No Other, Little Brother

It’s remarkable how auto makers truly make cars for every desire. The GLK350 offers unique styling, all wheel drive security, and SUV practicality with good handling and a snappy engine. If price isn’t a huge concern, and distinctive looks are important, it’s a unique choice in the mini-suv market.

Mercedes-Benz GLK350 Photo Gallery	2010 Mercedes-Benz GLK350 Specs
Official website for Mercedes-Benz cars, hybrids, and SUVs – www.mbusa.com