By Holly Roberts

Pros:

• Luxury-car ride
• Very roomy
• Seriously comfortable seats
• Sweet features for both comfort and usability
• Live traffic updates via satellite connection warns you of traffic jams (it was spot on)
• The moving headlights (”Adaptive Forward Lighting”) RULE!!!

Cons:

• Oddball location for the door locks – center of the dashboard.
• Annoying seat heater has to be switched on each time the car is started

Introduction:
Okay, I have to admit: when I think of Cadillac, I think of grandparents.  And great-grandparents. And people (besides Marge Simpson) with blue hair. But when I got into the SRX, it sure didn’t seem like your typical grandparents’ car. It was comfortable, and quiet, for sure. But it was red!  It had neat features, sporty 20 inch wheels, a humongous sunroof, and I could plug my iPod into it and have lots and lots of music! In short: I was considerably more thrilled to drive it once I saw it than when I initially heard I’d get to review it…  And then once I drove it, well…

Fuel Economy:
Advertised: 17 in the city, and 23 highway (19 mpg combined)
Actual:  19.2 mpg

Driving Impressions
The 2010 SRX drove like a true luxury car.  Bumps were smoothed out by the seats and suspension. In fact, it drove so much like a luxury CAR that it was hard to believe that it was a crossover vehicle. While the acceleration from a stop wasn’t great (it never really felt like a huge impediment, however), it did fine at speed. It had a really a nice ride and a very pleasurable driving experience.

The adaptive forward lighting (I call ‘em roving headlamps) was really nice. I have a couple of dark and twisty test roads that I like to use and in some cars… well, it can be a pretty hair-raising experience. The Xenon HID headlamps move with the steering wheel and it really is a nice feature to have. At lower speeds (25 or so), it’s a huge help in less than ideal lighting scenarios.

Build
Not a squeak or thump or rattle anywhere. The car felt heavy (probably because it IS), but extremely solid.

The doors closed solidly. The auto lift-gate was smooth as silk and latched solidly. Moving the seats around, opening and closing compartments, all felt like they’d last a long time without breaking.

Opening and closing windows (and that awesome sunroof!) was smooth and no jerking motions of any kind. Even the navigation system screen sliding up into position and back down into the “hidden” mode was smooth.

I had one really big complaint about the build of the car. Mostly to do with the interior. When the front door was opened, there was a pretty sharp point on the edge of the dashboard. You wouldn’t lose an eye hitting it, but it seemed like it could cause a pretty significant lump or bruise if run into by accident. To me, it really stood out, as every other part of the SRX blended together seamlessly.

Interior Comfort and Ergonomics:
The “Ultra-View” sun-roof.  Oh do I LOVE having tons of sunlight flood the interior of a car. It just makes it feel more open, larger, and more like a convertible (without the requisite open top hair-do and freeze-factor).

I cannot say enough good things about the push-button ignition controls and proximity keys. Nice not having to insert a key into the ignition, unless you really want to, and especially good because you don’t have to dig for keys. The only thing missing was a valet to open and close the door for me.

The advanced navigation system, which features real-time traffic data, was spectacular! I even got to test it out a few times when it warned me of an upcoming traffic jam and it was spot-on. I just didn’t get to run into enough traffic jams to test it out to see if it could navigate me around the blocking conditions. But this was really a great feature.

Other stuff: The cruise control was easy to understand and easy to set.  While I never got a chance to utilize the rear-passenger DVD player, I can see how this would be a great feature for road trips. Just pop a DVD into the deck in the front and let the passengers do the rest. It even came with wireless headphones, so the driver wouldn’t be distracted while the kids (or adults) watched their favorite movie or shows in the back seat.

Initially, I didn’t realize that the center arm rest slides forward/backward. It nearly started off as a “bad”, as I wasn’t able to get a small water bottle into the cup holder.  Then (after way too long), I discovered that the arm pad MOVED and there was plenty of room for my bottle.  Duh.  Genius, just wish I’d figured it out myself, instead of “by accident”.

Everything in the interior area of the SRX felt rich, expensive, comfortable, in the right place and just right.  I really am not a fan of the wood-grain interior stuff, but the Sapele Pommele wood accents were rich, warm, inviting and very lovely.

Performance:
Even with a 3.0L V6 @ 265 hp, the weight of the SRX, which is(close to 4,300 lbs. drags down any  performance the engine might deliver. It seems the engine, with all of its impressive numbers simply lacks torque. Even flooring the accelerator does little but produce noise. With a 0-60 time of 8.2 seconds*, the SRX needs a long runway to get up to speed. Once the SRX is up to speed, the acceleration is zippy and does the job.  But from 0 to 30, or 0 to 40, forget it. You may as well just get used to folks cutting in front of you due to the sluggishness at accelerating up to speed from a dead stop at a traffic light.

* Source: Edmunds Inside Line and egm CarTech

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Toyota Motor Corp. is preparing a recall of the Prius hybrid car in Japan as early as Tuesday, followed by similar steps in the United States, Europe and other markets, according to several news agencies, all citing multiple sources

Toyota, which has earned a reputation as the green-vehicle front-runner with the fuel-sipping Prius, has said it is discussing with safety authorities worldwide how to fix a software glitch that delays braking on the model in certain road conditions.

Right now, many Toyota owners are angry, scared and feeling “in the dark” about this massive recall going on. What exactly should you do if you own one of the millions of Toyotas recalled for the floor mat problem or the sticking gas pedal problem?

“The recalls and other technical problems besetting Toyota in the last few weeks highlight the risks of relying on electronics instead of the mechanical rods and cables that controlled vehicles for most of the 20th century,” writes industry observer Peter Svensson.

Such advancements bring many benefits, but the worry is that the car is a computer on wheels that could freeze up and potentially crash. Computer celebrity Apple co-founder Steve Wozniak has said his Toyota Prius sometimes accelerates on its own.

“Toyota says that a software glitch is to blame for braking problems on the brand-new 2010 Toyota Prius,” according to industry observer Jamie Lendino, but hasn’t issued a general recall yet.

“We would want to be given a little time,” Hiro Yuki Yokoyama, Toyota’s managing officer, said according to CNN.

The National Highway Traffic Safety Administration is looking into 124 reports from consumers that their Toyota Prius vehicles momentarily lost braking ability while traveling over uneven roads, potholes or bumps. Four of the reports involve crashes.

Accelerators in cars can get trapped under floor mats or become stuck on their own and fail to return to the idle position. Toyota has recalled eight top-selling models, involving 2.3 million cars in the U.S. alone.

Chevy is going to offer a Cruze SS model in Singapore and for the love of god, let’s hope we get something better here in the US. In the island city-state, the SS model will just be a $3,500 stripe and body kit appearance package. Where is the great suspension setup and the 260-hp turbo engine the Cobalt SS had? With any luck, we get a true Cruze SS model in the US.

You might be wondering why it even matters if the Cruze does get a high performance option. In the 2011 model year, the Cruze is going to replace the Cobalt, but there is no high performance option. The Cobalt SS was a solid performer, but it suffered from rental car looks. Our team of editors at CarReview raved over the Cobalt SS and Road and Track Magazine considered the Cobalt SS best in its class for it’s outstanding performance.

The press praise did not end with Road and Track Magazine. Car and Driver Magazine noted in 2008 the Cobalt SS beat the Mazdspeed3’s lap record by 3 seconds in a road course performance comparison conducted at Virginia International Raceway. The Cobalt’s time matched that of a $40,000 Mitsubishi Evo MR. This was all done with a car that did not even have an independent rear suspension. A rather light 2,900-lbs curb weight and a torquey 260 hp turbo engine helped make the Cobalt SS a fast FWD car. The Cobalt SS also had an interesting no-lift shift technology that allowed you to change gears without ever taking your foot off the gas. A feature like that is normally reserved for race cars, not $24,000 grocery getters. GM discontinued the Cobalt SS in the 2009 model year.

The Cruze is on a much improved platform, so one would assume a Cruze SS done right would be a great car. Employees at GM seem to agree and according to Motor Authority, there are people inside the company that are campaigning to make the Cruze SS a reality.

Hopefully GM will deliver and give us a true SS model and not the vinyl and plastic option Singapore is getting. It would be interesting to see an SS version that did not use the 260-hp 2.0-liter, but instead retained the turbo 1.4-liter found in the standard Cruze. With forged internals, the small-displacement engine could produce more horsepower and at the same time still deliver good gas mileage. A car that could deliver 200 plus horsepower and still get 35mpg would be a great car.

If a true high-performance Cruze SS model is ever produced, don’t expect it until the Cruze gets a mid-model refresh in 2014. It seems likely that other markets will be stuck with the appearance package Singapore is getting. The standard Cruze model should be available to buy later this year.

Toyota President Akio Toyoda apologized for safety problems that have left the Japanese carmaker “in crisis” as the group considered a second recall — this time over the brakes on some Prius hybrids.

“Believe me, Toyota cars are safe”, said Toyoda — the grandson of Toyota’s founder — breaking his near-total silence on the recall woes.

Even by Japanese standards — where chief executives routinely make public apologies if their company is in crisis — Akio Toyoda’s comments on Friday were surprising.

A little more than three months after assuming his post, the president of Toyota, the world’s biggest automaker, recited a long list of mea culpas to astonished reporters at the Japan National Press Club.
Motor, at a news conference in Tokyo on Friday.

Last week, Toyota announced its biggest recall ever in the United States after a crash in August in which a California highway patrol officer and three family members were killed.

He expressed grief over a fatal crash that led to a recall of 3.8 million cars, regrets about an expected second consecutive annual loss and sorrow over the decision to close the company’s first American factory in California.

The accident, which Mr. Toyoda called “extremely regrettable,” apparently occurred when the accelerator got jammed by a floor mat.

“Four precious lives have been lost. I offer my deepest condolences,” Mr. Toyoda said. “Customers bought our cars because they thought they were the safest. But now we have given them cause for grave concern. I can’t begin to express my remorse.”

It was “agonizing” to decide to cease production at a California plant this year, after G.M., its partner in the joint venture, decided to pull out. Mr. Toyoda, who worked at the plant in the 1990s, added, “I know it’s a big blow to the local economy.” The Japanese people were also owed an apology, he said, because Toyota was no longer producing cars that excited them. Auto sales have fallen in recent years, partly because of a growing disinterest in cars among younger Japanese buyers.

“They say that young people are moving away from cars,” he said. “But surely it is us — the automakers — who have abandoned our passion for cars.”

Toyota, the world’s largest automaker, announced a recall of 2.3 million U.S. vehicles on Jan. 21 to repair defects linked to unintended acceleration. The company has lost almost $34 billion in market value as the recall has grown to almost 8 million units worldwide, tarnishing Toyota’s reputation.

Separately, Japan’s government has ordered Toyota to investigate complaints from customers about brake failures in the latest version of its Prius hybrid car, the nation’s best- selling vehicle last year.

The company is still considering measures related to the Prius, Toyoda said. The carmaker will hire outside experts for its quality committee, said Executive Vice President Shinichi Sasaki.

The company will set up a new committee on quality control, Toyoda, 53, grandson of the company’s founder, told reporters in Nagoya, Japan.

Volvo has released an exciting new teaser video showing off the all-new 2011 S60 a month ahead of its public unveiling. The advertisement shows the new Swedish car blasting down the highway and drifting in the desert with dramatic music blaring in the background.

Much of the new S60 is still a mystery, but expect to see the existing five and six-cylinder engines to carry over. It has been rumored that a direct-injected, turbocharged, 1.6-liter will also be included in the engine lineup. There may even be a hybrid model in the future.

In the transmission department, a standard six-speed manual will hopefully be included. More than likely, a six-speed automatic will be standard. The video shows for a brief second the driver shifting an automatic transmission. In a video trying to show off just how sporty the new S60 is, Volvo really should of shown a manual transmission instead of the automatic.

If we get lucky, a manual transmission will be available on a S60 R model and it will not reduce torque in first and second gears like previous R models did. Consumers should not be forced to get a slush-box to access the S60’s full torque potential.

Volvo has always be a vanguard for driver safety, so it is no surprise that the new S60 will have a Pedestrian Detection feature. This system will detect if a pedestrian is crossing the drivers path and will even apply the brakes if the driver does not react quickly enough.

Previous S60’s were sort of dull, but the new model may change that. The S60 R models looked sporty, but it was really lacking in comparison to other cars in its price range. If this video is to believed, the 2011 S60 is may be more exciting than previous models and still have the newest safety innovations. More details about the 2011 S60 will be likely available when the car is shown at this year’s Geneva Motor Show next month.

Click here to view the embedded video.

Toyota ordered by Japan to address Prius brake complaints

Toyota Motor Corp., already grappling with recalls totaling 8.1 million vehicles on five continents, has been ordered by Japan’s Ministry of Transportation to investigate a rash of consumer complaints about braking problems in its popular third-generation Prius hybrid vehicle. Specifically the 2010 model as the Japaneses government has ordered Toyota to investigate the car’s braking system.

The Japanese carmaker has received several complaints about braking in the Prius in both Japan and North America since the end of last year. A computerized search for the 2010 Prius on the online data base at the National Highway Traffic Safety Administration generated at least 102 complaints against the car.

The U.S. complaints accounted for at least two injuries. Drivers typically complain about losing braking ability — often while driving over bumpy roads — or feeling the brakes give way.

News of the fresh investigation comes as the world’s largest automaker struggles to rein in a recall crisis aimed at fixing incidents of unintended acceleration in some of its vehicles. Since last fall, Toyota has recalled 8.1 million vehicles worldwide — more cars than it sold last year.

The current generation of the Toyota Prius is the third best selling car in Toyota’s U.S. model line.

By Bill Clark

Pros:

• Easy on the eyes
• Easy to Operate
• Easy on the wallet

Cons:

• Forward A-pillar and large side view mirrors create nasty blindspots
• Tire size/type cripples the handling
• Useless coat hangers
• Zoom-zoom completely undetectable

The 2010 Mazda CX-7 looks like a promising package – sharp design, great cargo capacity and it says “Always the Soul of a Sports Car” right there on the window sticker. Sounds like a recipe for success to me.

I have never driven a Mazda before this review so I really didn’t know what to expect, but I was looking forward to experiencing the zoom-zoom. We tested the i Sport model, dressed in Liquid Silver Metallic, and outfitted with a new economical and efficient 2.5L, 161 hp, 4-cylinder engine option. Upon my first entry into the driver’s seat I was pleasantly surprised at how easy it was to operate; I felt like I’d owned it for years.  Some cars take a concerted effort to figure out. You know the ones in which you have to pull over and study the owner’s manual just to figure out how to operate the HVAC controls. Then there’s the CX-7.  So intuitive, so easy. Maybe it’s the Japanese ergonomics that made it seem so familiar.

Styling
Mazda decided to give their entire vehicle line a dose of styling DNA that they could call their own.  Audi started the visual branding campaign and arguably they have some of the best looking cars on the road. But Audi started with a great looking design and went from there.  Mazda uses a lot of styling cues that started with the RX-8 and those features never sat well with me in the first place.

Mazda took a fairly large vehicle here and made it look not-so-big.  One optical illusion is its massive, radically raked windshield. It definitely adds to the aggressive, sleek look but one of my passengers hit their head on the sloping A-pillar while trying to get up into the front seat – those crossover seats are much higher off the ground than a regular sedan so watch your head as you step up into the high-perched seats.

The CX-7 has to be the happiest looking vehicle I have come across, but that gaping front grille is borderline cheesy. It leans towards über-trendy, maybe even edgy, which means in a decade we’ll be asking, “What were they thinking?” I never liked the lumpy fenders and swoopy, smiley grill of the RX-8 and I certainly don’t like them on the CX-7. But overall I’d have to say the styling is distinctly Mazda.

Interior Comfort and Ergonomics
I took delivery of the CX-7 at night courtesy of the winter solstice and the resulting depressingly-short daylight hours.  This is actually a good test of a car’s ergonomics. Can I operate it in the dark? Seat adjustments – check. Side mirrors and steering wheel adjustments – check. Making myself comfortable and preparing for the drive – mission accomplished.

The HVAC and radio controls are all laid out in a logical fashion and everything was where I expected it to be. The larger knobs/buttons are used for the more commonly used functions such as temperature and fan control.  A tweak of the climate-control knob results in an immediate change to the multi-information display which made the system feel well-connected.

The double-decker dash is a bit odd looking. The nice part about it is that the Mazda engineers placed both multi-information displays under that first dash deck.  It was nice having the visual feedback at eye-level and a couple feet forward. Your eyes can get the information while barely taking them off the road and with minimal refocusing. One of those displays doubles as a back-up camera display, which I like to see on all cars.

Overall the interior seating legroom seemed decent in front, but quite small in the rear for its class size.  Rear seat passengers were cramped even with the front seat moved forward for my 5’5” frame.  I was never able to get completely comfortable in the seats – they were just not my shape – even with adjustment they just didn’t feel right.

Cargo capacity is great and even better with the rear seats folded down, yielding a grand total of 58.6 cubic feet.  The rear seats fold down from the trunk by pulling what looks like an interior door handle on the side walls. The seatbacks just plop down under spring-pressure – that was really convenient. I experimented with filling the rear cargo area just to see how much this compact crossover SUV can fit. I was able to load my road bike with room to spare.  On another occasion I was able to easily fit two snowboards and luggage with room to spare. Nifty.

Minor quibble: I spent 20 minutes looking for the brightness setting for the left information display screen and the dimmer for the gauges before giving up and consulting the manual. Once I consulted the manual I was able to operate it, but I would have NEVER found it on my own. Normally not a big deal, but when switching on the headlights during the day, the left display screen dimmed out of sight.

Not so minor quibble: That radically-sloped windshield and massive side rear-view mirrors sure make some massive blind spots. It’s really bad.  Be extra observant when making a left from any intersection.

Driving Impressions
This car is very easy to drive.  The power steering is heavily assisted and requires very little effort. The brakes can be operated forcefully with fairly light pedal pressure, yet they still modulate very well.

Within 5 minutes, I noticed the binary seat heaters. I call them binary because they have only two settings – off and HOT.  They are great for knocking the morning chill off quickly, but after 5 minutes they are unbearably hot and must be switched off – unless you like your buns well-done.

Wind-noise is kept at bay, even at highway speeds, but road-noise was ever-present. This could be due to insufficient sound damping on the floorboards, but I think the light-truck tires are not helping here.  I even checked the tire tread for feathering or uneven wear – they were wearing just fine – they’re just loud.

Mazda did a nice job with engine counterbalancing.  The 2.5 liter 4-cylinder engine is very smooth throughout the RPM range. You hardly feel it running.  However, the sounds that the engine makes are not pleasant at all. It sounds like a muted, gas-powered leaf blower when you step on it.

Going down the highway, the suspension seems well-damped and it handles medium-to-large bumps well, but the impact from small bumps is somehow transmitted to the cabin. You’d think that with 70-series tires, this would be well muted, but maybe this is a side-effect of the light-truck tires.

Handling
The CX-7 is pretty well composed when driven conservatively; but its handling is completely numb.  Body-roll feels tamed for gradual sweeping corners and it feels good until the skinny tires give up the ghost. Around sharp, low-speed corners, the car just feels like it rolls over on the front tire. The  P215/70 R17 are on the small side for any meaningful grip and the 70-series tires allow the car to lean considerably in the corners even though small bumps are transmitted through to the cabin.  Those tire widths and compounds don’t provide much ultimate grip for a 3,600 lb vehicle with a high center of gravity. I’m still wondering where that sports-car soul is.

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If the rather unique look of the Porsche Panamera is not enough for you, maybe you should look into the range of aftermarket goodies TechArt is offering. The Leonberg, Germany based company claims their body kits are of OE quality and we would have to agree. The new front bumper really does look like it came straight from Porsche’s plant in Leipzig. The body kit improves the look of the car without looking gaudy or losing the signature Porsche look.

The TechArt front bumper kit not only improves the look of the Panamera, it also may improve the aerodynamics of the high-end sport sedan. The three-part front spoiler should help improve high-speed stability and the redesigned front bumper helps cool the front brakes.

Like every tuning company these days, TechArt is offing a set of 21 or 22-inch wheels shod in high performance summer rubber. What is more interesting is the German tuner is going to offer an extensive interior modification package. The company will outfit the interior of the Panamera with decorative stitching, “exclusive” two-color leather finishing and wood trim.

A TechArt modified Panamera should be at this year’s Geneva International Motor Show in March. Pricing has not be revealed yet, but more than likely it’s a citation where if you had to ask you probably could not afford it anyway.

With only 20,000 Panamera’s built each year the market will be rather small for aftermarket parts, but well-heeled enthusiasts may like what TechArt has to offer. Now if RUF would sell a 1,000-hp kit the world would be a perfect place.

For many years lucky Europeans got the ‘good’ version of the Ford Focus, but starting in 2011, American car buyers will finally get to buy the real thing. The 2012 Ford Focus unveiled at this year’s North American International Auto Show is nothing like the dull econo-box we have had to deal with for years. This new car will likely be serious competition for Honda, Toyota and GM in the compact-car market segment.

Globally Ford will offer the Focus with ten different engine options. In the US, a 2.0 liter direct-injection 155-hp engine will be standard. An Ecoboost option will likely be available as well for people that are looking for a little more horsepower. Unfortunately it’s unlikely we will ever see the 1.6 liter diesel engine stateside.

To improve fuel efficiency, Ford is using its new dual-clutch, fully automatic PowerShift transmission. Ford is claiming the new transmission will improve fuel economy by 9 percent. A transmission this sophisticated is almost unheard of in this market segment and is a real surprise.

Ford is using every trick possible to eke out a rumored 40 mpg on the highway. The Focus may be the first non-hybrid car to have stop-start technology. This technology shuts the engine completely off when the car is stopped and fuel will not be wasted idling at traffic lights. When the technology is implemented correctly the engine starts and stops are seamless.

The build quality appears to be much better than previous models as well. The new body is 25% stiffer than the last generation and features high-strength steel throughout. The interior may not be the best in its market segment, but it looks very good. An optional touch screen ‘infotainment’ system named MyFord Touch will also be available. The system will feature voice commands and even a web browser.

Ford is a company currently firing on all cylinders. Almost every model they sell is improving by leaps and bounds. It’s about time American car buyers finally get a chance to buy the European spec Focus. For years we have been stuck with the rather ‘meh’ Focus with rental car styling. Hopefully, Ford can still price the Focus competitively. With all of its high tech features, the 2012 Focus could end up rather expensive. Expect to see the 3-door and 5-door Focus to launch early next year and a hybrid model to follow a year after.

By Anson Tse

Pros

• One of the best looking interiors
• Smooth and quiet V6
• Nimble handling

Cons

• Some ergonomic details are a bit off
• The V6 option is expensive
• Underwhelming audio system

The Acura brand has been around for over 20 years now but it’s not top of mind when thinking about Japanese luxury vehicles. Lexus and Infiniti always seemed to gather the most attention, which probably attests more to marketing efforts than the vehicles themselves. I have noticed an increased marketing effort from Acura to generate more awareness of the brand, mainly touting its 5 star safety ratings across its whole line. But what about the cars themselves, how do they compare with everything else out there in this crowded premium sedan market?

Most of the Acura line is directly derived from common Honda platforms, which makes for an excellent starting point. The Acura TSX is based on the European version of the Honda Accord, which is a bit smaller than the American version. This is now the second generation of the TSX, having debuted in 2004. The closest competitors to the TSX are the Lexus IS, Audi A4, BMW 3 series, Cadillac CTS, Lincoln MKZ, and Volvo S40. The Lexus, BMW and Cadillac are rear wheel drive platforms while the Audi and Lincoln are front wheel drive platforms with all wheel drive options.

Driving Impressions
The Acura TSX sedan is a smooth riding comfortable sports sedan that is a pleasure to drive. The car handles well and feels light on its toes, mainly due to the light steering feel which makes it easy to drive in any situation. Handling is solid which is to be expected from a vehicle derived from the European market. For those looking for a plush, luxurious ride with some performance characteristics, the TSX will foot the bill just fine. There’s no question that this feels like a front wheel drive car, especially when driven aggressively. Someone who desires a more sporty, performance tuned ride should look to the rear wheel drive competitors.

The presence of the new the 3.5L V6 engine doesn’t initially seem to detract from the TSX. The bigger engine adds about 200 pounds up front and the extra power it brings is welcomed. Previously, the TSX was only available with the 2.4L I4 engine, which didn’t exactly set the standard for power or refinement. It’s still standard and puts out 201 horsepower and 170 pound feet of torque. However, even with Honda’s well respected engine VTEC tuning, there’s a real limit to how much power can be squeezed out of a four cylinder engine. The 3.5 L V6 is shared with the Acura TL and the added power now makes the TSX a serious contender in this class. This powertrain is as well refined as one would expect from a front wheel drive setup; power delivery is smooth and quiet.

When it comes to fuel economy, there’s no question that the I4 is the more frugal choice with an EPA rated 21 city and 30 highway. The V6 with the 5 speed yields a respectable 18 city and 27 highway. I managed to get 22 MPG over the course of my time with the car.

Build
The build quality on the Acura was excellent. The body structure is solid although you don’t get the same perception of stiffness as you get when you shut the door of an Audi A4. The TSX achieves a 5 star crash rating on all 5 dimensions of the federal safety ratings, which is testament to a well engineered body structure. The choice of materials is excellent. The texture and graining of the materials makes for a functional and luxurious interior. On some bumpy roads, I did notice a slight buzz coming from the rear headliner which sounds like a wire rattling. While this is a minor gripe, this is something that should be have been easily detected at the assembly plant and a little surprising. On the exterior, all of the body panel gaps illustrate just how well constructed this car is.

Interior Comfort and Ergonomics
I think that the TSX has the nicest styled interior in its class, a perfect combination of luxury and aesthetics. All of the controls and displays are high mounted on the instrument panel which keeps the important things in the driver’s line of sight. Since this is what you’re always going to see and interact with, it’s important that this part of the car is well designed.

The interior cabin feels quite open and spacious although this is smaller than a Honda Accord, it seats five people quite comfortably, with ample foot space for rear passengers. Perforated leather seats provide a great level of support and comfort for front and rear seat passengers. The rear seats fold down providing access to the trunk.

Our TSX tester came equipped with Technology package which includes a navigation system with voice recognition, rearview backup camera, and real time weather and traffic. Other features include a 10 speaker Acura ELS Surround sound system and dual zone climate control system that is linked to the GPS system to provide self adjusting climate control depending on the sun’s position. Too bad it’s not really sunny enough at this time of the year to test it out. There are also a host of advanced technologies like Bluetooth integration with the AM/FM/XM Satellite Radio with a built in CD changer and USB jack tucked away in the center armrest console.

The navigation system worked well however the design of the main navigation control knob is poorly placed in my opinion. The central control is a large protruding knob that rotates with a button on the end to indicate up, down, left, right, or enter. It functions well but it’s almost too much like a video game control. The problem is that your right arm will have to hang in the air grasping this knob with no surface for your arm to rest on. If you’re trying to scroll through the menus or enter an address, your arm will get tired very quickly.

Furthermore, with all the functions on this control knob, it is not very easy to operate. If Acura repositioned this knob lower in the center console like the BMW iDrive, it would be much easier and more comfortable to operate. Perhaps Acura wants you to use the voice recognition system, which seemed to work fairly well.

The Bluetooth functionality worked well with my iPhone but I was unable to pair my phone without looking at the owner’s manual. Overall, I didn’t find this navigation system very intuitive to use. I was also underwhelmed at the maximum volume that this 10 speaker, 415 Watt system was able to put out. Sound quality was excellent, but it just doesn’t get that loud leaving me quite disappointed given the sticker price.

The TSX also came equipped with creature comforts like a power moonroof, heated seats, auto-dimming rearview mirror, Xenon HID headlamps, fog lamps, redundant steering wheel controls. I have normal sized male hands but positioning of the cruise control and audio controls were such that I had to reposition my hands so that my thumbs could reach all the buttons. When using the steering wheel control to change the radio channels, there’s a two second delay which is yet another annoyance.

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Updated Jan. 28

Toyota Motor Sales USA Inc. is telling dealers to suspend sales of eight models, and halting production of those models, after a recall to correct a problem that could cause the accelerator pedal to stick.

The Japanese automaker said the sales suspension includes the following models:

• 2005-2010 Avalon
• 2007-2010 Camry
• 2007-2010 Tundra
• 2008-2010 Sequoia
• 2009-2010 Matrix
• 2009-2010 RAV4
• 2009-2010 Corolla
• 2010 Highlander

On Wednesday, January 27, 2010, Toyota sent a letter to the National Highway Traffic Safety Administration amending Toyota’s Defect Information Report of October 5, 2009 regarding the potential risk for floor mat entrapment of accelerator pedals in certain Toyota and Lexus models. Toyota has decided to include certain other models in the campaign. This action is separate from the recall of select Toyota vehicles for sticking accelerator pedals.

The specific model names and years associated with the newly-expanded population of subject vehicles for the pedal entrapment recall include:

2008-2010 Highlander
2009-2010 Corolla
2009-2010 Venza
2009-2010 Matrix
2009-2010 Pontiac Vibe

Official press announcement from Toyota on page 2

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

BMW announced last week that a forth car is going to be added to MINI’s line up in early 2011. The new model is named the Countryman and it will be a crossover with optional all wheel drive. The new model will be the first from MINI that has five-doors.

The Countryman measures 161.3 inches in length and has a wheelbase of 102.2 inches. Compare that to the Mini Cooper’s 141.6 inch length and 97.1 wheelbase. The rather small increase in size means that the new model is not nearly as big as a standard crossover. A Chevy Equinox is almost two-feet longer than the Countryman. Ground clearance is higher than the standard MINI, but don’t expect to do any off-roading.

An interesting new feature is a center rail that runs down the middle of the interior. The rail system allows passengers to move cup holders and storage bins to any desired position in the center of the car. A number of attachments can be added to the rail to hold MP3 players and cellphones. The front center console can be moved to the back seats and used as an arm rest. Additional cup holders can also be attached to the rail system to accommodate an impromptu Starbucks trip.

Due to the “MINI Center Rail” system, the Countryman only seats four, so leave that third kid at home. This was probably an intentional move by BMW because there really is not room in the back to comfortably accommodate three passengers.

The back seats feature bucket seats unique to the model and have 5.1 inches of adjustability. The seats can be folded down to provide 41 cubic feet of cargo room. With the seats up there is 12.2-15.4 cubic feet of luggage space.

Engine options for the Countryman will be a basic 1.6 liter four-cylinder and a 180-hp turbo model. The turbocharged Countryman will go zero to 60 in 7.6 seconds. BMW has not released information yet about how the Countryman’s larger size will affect gas mileage, but expect a modest hit compared to the standard Cooper model.

A crossover is an odd choice for a brand of cars that is meant to be small, but the new model may be able to attract new customers to the brand. Older customers will probably appreciate the larger size and the higher up seating the Countryman offers. Pricing details are not available yet, but expect to hear more about this compact Crossover later this year. What is next for MINI, a Ford F350 competitor?

By Danny Chang

Pros

• Smooth shifting manual transmission
• Quick acceleration
• Sticky roadgrip
• Class-leading interior design

Cons

• Light steering feel
• Tame exterior styling
• Faux buttons on the door handles
• Inexpensive-feeling interior panels

When I first heard that the S4 was to be my next tester, the 4.2-liter V8 in a small package came to mind. For 2010 Audi has altered their S4 strategy and went with a supercharged direct-injection 3.0-liter V6 instead. The new car has 7 fewer horses than the previous generation, but the new engine is all aluminum and the new car has improved weight distribution to balance out the lost horses. It takes a trained eye to pick the S4 out of a crowd of A4s because Audi has chosen to go with fairly subtle styling hints, like the quad exhaust and silver side view mirrors, to exemplify that this is no ordinary A4 sedan.

Driving Impressions
The S4 is quick. Sure, the 3.0-liter TFSI supercharged V6 with dual intercoolers produces 333 hp and 325 lb-ft of torque, and it’s mated to Audi’s quattro all-wheel drive, so it should be fast. But I mean the S4 FEELS fast. The S4 feels very light on its feet. The smooth and accurate-shifting six speed manual transmissions reminded me of how great it was to more involved with driving. Audis have always suffered from a long front overhang and bad front axle-to-dash ratio. The 2010 S4 benefits from a repositioned clutch and torque-converter, allowing for a more forward placement of the front axle and a shorter front overhang, resulting in a longer wheelbase and a more balanced load distribution and aggressive stance. The asymmetric rear-biased torque split quattro puts 60% of the torque in the back under normal conditions, and it feels much like a very grippy rear-wheel drive sports sedan. Steering felt light, however, for a sports sedan.

Build
The S4 feels really solid, with great panel fit and detail touches that are befit of a $50k European sports sedan. The doors close with a good thump, and the quality of most fixtures feels expensive. One remarkable thing to notice, however, is the trunk hinges. Gone are the articulated hinges with gas struts that you find on even VW Passats. They are replaced by cheaper U-shaped hinges you find on economy cars, although these ones on the S4 are padded and look nicer. I guess Audi is under pressure to cut costs as well.

The details on the headlamps and tail lamps are class-beating. The LED daytime running lights add a very classy and distinctive touch and I love the metal accents inside the light units. There are plenty of shiny silver or chrome accents throughout the car, from the side view mirror units to the center diffusers under the front and rear bumpers. They really give the S4 a high class touch and tell the world you’ve spent a pretty penny on this ride.

Interior Comfort and Ergonomics
Audi has always excelled in sophisticated and stylish interiors, and the 2010 S4 is no exception. Let’s start with the instrument cluster. The design is very clean with two dials – the tachometer on the left and the speedometer on the right. There is one pretty sophisticated LCD display in between the two dials that displays multiple programs including navigation and phonebook integration. You can cycle through them using controls on the steering wheel.

In addition to controlling your Bluetooth phone, the steering wheel-mounted controls also let you operate cruise control, the Bang & Olufsen 505 Watt 14-speaker stereo and the rest of the Multi Media Interface (MMI) infotainment system. The Audi MMI system can also be operated with an array of buttons and a dial/joystick located just aft of the gear shift. These controls initially seem daunting but prove quite well placed right below your right hand and become intuitive after a while.

The center display for the MMI is very big and bright and works well even in bright sunlight. The rear view backup camera is a great feature and stays on the screen for a few seconds even after you shift out of Reverse. The electronic parking brake controls are small, well-placed and well-integrated into the center console as well.

The S4 dashboard differs slightly from that of the A4 with a one-piece canopy over the top of the center display for the MMI that extends to the instrument cluster. There’s also a faux aluminum front fascia around the display and the instrument cluster but it looks and feels a little cheap on this caliber of car. The S4 also features other brushed aluminum interior trim and carbon fiber inlays around the cabin. I found the sports seats in the S4 to be very good but could use a little more lateral support. They’re highly adjustable and are visually distinct from the regular seats on the A4. Overall the S4 interior feels rich and well appointed, with an air of sophistication and attention to detail that one has come to expect from Audi. The controls are well placed and easy to reach while driving.

Performance
The Audi S4 feels fast. I mean, it IS fast, with 333 horses and 325 lb.-ft. of torque that can get you up to 60 in 4.9 seconds. I’ve driven the G37s and the 335is of the world, which have similar levels of power and torque, but somehow the S4 felt lighter and faster. The smoothness of the 6-speed definitely helps, and I’m sure the Quattro putting down twice the traction couldn’t hurt either. All this power comes with a respectable 18/27 MPG, or a combined 21 MPG, but I didn’t really track the fuel economy numbers too closely, I was having too much fun experiencing the euphoria that comes with driving a well-engineered German driving machine. Highway passing was a breeze even in 5th gear. According to Audi, the optional 7-speed S tronic dual-clutch transmission shifts even faster than the manual and gets slightly better highway mileage despite the added weight. The S4 was awesome on the inclines of San Francisco where I’m always a little weary when driving a stick shift. Even though the tires on the tester were a little bald, the S4 never slipped and delivered smile after smile, stop light after stop light on the hilly streets of San Francisco. Braking power was fine on the S4, which enjoys specifically upgraded brakes. I scared a few passengers while testing them out but the brakes worked great.

(Continued on page 2)

Normally racing and the environment are not mutually exclusive terms, but Yokohama wishes to change that with a line of eco-friendly line of tires for the SCORE, SNORE and the American Le Mans Series. Much like the Yokohama dB Super E-spec tires that we covered in the past, these new tires also use orange oil to reduce the amount of petroleum used to make a tire.

According to Japanese tire maker, the ADVAN ENV-R1 reduces petroleum use by 10 percent and is easier to recycle. Yokohama also claims the ENV-R1 is the first environmentally-friendly tire to ever be used in a racing series.

The tire will perform just as well as other racing slick compounds and in the future will require even less petroleum to produce. The process to form the tire uses orange oil and natural rubber to produce a compound Yokohama is calling “Nano-Power” rubber.

Research for the Nano-Power rubber began back in the 1980s. As part of Yokohama’s new global environmental strategy, research was recently accelerated to produce the ADVAN ENV-R1. Surprisingly, the new technology is actually cheaper than the non eco-friendly tire it replaced.

Despite the use of orange oil and the lower price, the tire can still win races. During last year’s 25 Hours of Thunderhill endurance race, the top two GT3 cup cars used the ADVAN ENV-R1 tires. Johannes van Overbeek, the man that won that race, praised the new tire, “They were consistent and durable. We never got a puncture, which is critical in winning an endurance race. What really impressed me was how it adapted to the wide range of temperatures. The temperature at night was 20 degrees and during the day it was 63. The tires worked extremely well in that huge range, and a lot of tires don’t do that.”

Yokohama’s street use E-spec tires consist of 80 percent natural materials and offer 22 percent lower rolling resistance than the stock tires on a Prius. This means that they are not only earth friendly, but will get you extra gas mileage as well.

As tire companies look for new ways to produce tires that come from renewable resources it will be interesting to see what they end up using. Orange oil extracted from orange peels is an unexpected substance to find in a racing tire. Sadly the tires do not smell like oranges when tearing up a racetrack, but maybe that is something Yokohama is working on.

Continuing my focus on the American automakers’ efforts at the North American International Auto Show (NAIAS), I want to look at one of Daewoo’s descendents, the 5-door, 5-passenger, Chevy Aveo. I wrote that everyone borrows from everyone else, though less from the Americans, and while it’s not surprising that it was Chevy was doing some borrowing, it is surprising is how bi-polar they are being about it.

Some say that Chevy is re-appropriating the Daewoo but complaining that just because you bought ‘em doesn’t mean you gotta be ‘em, and if you’re gonna do it, be honest. My belief is that they borrowed just as much from the Scion xD and a little from the Scion xA, but its more fun for people who write comments on articles to kvetch about its similarities to Daewoo.

They went on to quash most of the Asian references by referring to the hatch as “a European-inspired hot hatch look designed to appeal to young enthusiasts.” As I referenced yesterday, they said the same thing about the Spark, so I think the design shout-out was again to the MINI, but they also used the term “upscale- looking.”

They also said, “We are…serious about redefining the Aveo, and its place in the small-car segment.” Translated: “NOT a Daewoo!” But then Chevy does the bi-polar thing by using the term “many personalization options.” Is this a veiled remark to steal L.A. Scion drivers who have had a long love affair with the aftermarket?

Throwing a wrench, Chevy marketing explained that there is a team – who I picture in lab coats – working to localize the car, hopefully without making it obvious with images of Uncle Sam, apple pie and the cast of “Jersey Shore” painted on the side. Are they trying to be all things to all people?

As I’ve said, slowly, but surely the Americans are trying to transform their lineups using the “homage” model, but again, baby steps are smart. It’s like when my brunette friend who wanted to go blonde did it slowly over a year, one highlight session at a time. I’d totally forgotten she was ever brunette until I started writing this story. So let’s take a look at those highlights.

We’ve got the straight-up Chevy-ish dual element grille, round taillamps and fender flares, an upgrade wrench with low openings and a lower mouth with a combination of brushed and polished aluminum around the edges. Outboard fog lamps co-mingled with a brake-cooling inlet that eases into the front fender flares, creates an angry-looking face.

I was fascinated by last year’s 370Z offering by Nissan’s angry off-looking headlights, but I’m all for it, and angry-faces are just as American, especially these days. Chevy wants folks to have an emotional reaction to the fresh design choices, and I think when you look angry, you’re going to get a response. My being a fan of a pissed looking cars-my reaction is “Yesss!” I guess I still like bad-boys with street cred.

Street cred? Separating  it from the Spark, the front-wheel drive subcompact has 19-inch, gun-metal metallic five-spoke wheels whose openings have big ole’ Boracay Blue brake calipers; an integrated spoiler coming from the roof; a center-mounted exhaust and chrome exhaust tips; motorcycle-inspired rear taillamps featuring tinted aluminum housings and a low-key Bowtie logo exposed for all to see.

They talk about the interior, but until I drive the car, and see that the features are not going to fall off and hit me in the face, descriptions of the – Will it rip? – accent stitching, and gear shift boot can wait.

Fast and tough? Powered by the same 138-horsepower (103 kW) 1.4L I-4 Ecotec turbocharged engine, as the upcoming Chevrolet Cruze, the six-speed manual transmission promises to  provide a “spirited driving experience.” Bad boys of the world unite.

And what’s more, the engine cover is shiny graphite silver with brushed aluminum. These features of the car, which goes into production late 2010, and comes out in 2011, can proudly sing, “America, America, God grant its faith in thee.”

My only experience with Daewoo was a trip to Joshua Tree where a couple of bad boys and I rented a Daewoo (when it was still straight up Korean) with total irony. Aside from the designated driver, we were on some, um, “natural substances,” and screamed “DAEWOOOOO,” the whole way–until the driver threatened to leave us under the tree.

The next time we drive to Joshua Tree (we’re all too old for substances), will we be screaming, “AAAAAVEO?” We’ll decide once we do a test drive from “sea to shining sea” without the steering wheel coming off of its column into our hands.

By Adrienne Gruben

As I wrote in my Camaro Synergy Green Special Edition article, the Americans are trying to put their best feet forward at this year’s North American International Auto Show (NAIAS) in Detroit.

Now, it’s no secret that saddled by the stigma from a rough decade or two, the American wow factor isn’t always as high as with Japanese or European product. And despite the fact that everybody borrows, no one will argue that some of the Americans have been snoozy on innovation, and even classics like Mustang and Corvette (a market that some foreign automakers have wanted to enter) are sometimes referred to as pieces of s*#t because of laziness about features as basic as cheap control panels. You’re going to want to add other negatives to the list, but you can’t – it’s my keyboard. Bottom line: American cars haven’t inspired foreign automakers to rip them off for decades.

With that out of the way, there are some efforts that seem to indicate a shift in perspective with some of the US automakers, and while they are baby steps, it may point to a larger movement here in the US of A. Now, we aren’t in the rip-off worthy realm, not even close, but we may be paying some long-needed homages, and some American car markers are going one step further–making sure their homages are up-front.

Like with its new Lilliputian lineup, regarding which Chevrolet used the word mini-car in its January newsflash headline, the automaker seems to be saying, “Ok, you have a MINI? We’re going to Americanize it, and broaden its market far beyond hip girls with the “Sex and the City” soundtrack in their iPod hookups. Ha!”  So with that, let’s take a look at Chevrolet’s smallest member of that lineup: the Spark.

With car names, sometimes you think, “What the hell?” but the Spark – which is leaving its Daewoo-ian roots and now, from some angles, calling to mind a MINI Cooper or MINI Clubman, and from others, a Scion or Yaris – seems right on. Actually, the whole thing is super smart.

On the MINI website, the Clubman is described as having a “bulldog stance” and “Spartan charm,” which would make hip “Sex and the City” fans feel like insiders.  The five door Spark, on the other hand, is not for insiders, and the un-pretentious, simple, “We are what we are,” marketing vibe let’s you know it, like when Margaret Brooks, Chevy’s marketing head for small cars said, “This small vehicle makes a big statement. With its fresh, youthful approach, we believe Spark will appeal to customers who want excellent fuel economy, functionality and style at an affordable price.”

No bulldogs or Scottish references anywhere to be found, and by using the word youthful, I don’t think Brooks just means it’s for kids driving several hours away for college at a good state school. It’s a euphemism. I also picture a newly single Mom celebrating her first self-supporting purchase, or workers who hold down several jobs needing to get from A to B, but because of its zippiness, if they’re driving home at 4AM after a double, they can at least have some fun.

And even with these design references to folks who eat blood pudding and raw fish, the car’s styling is somehow still American. Sadly, the company is being a little tight-lipped on specs, except to say it’s aimed at younger folks, will be roomy, but small enough to have agile-handling while still providing enough sturdiness to prevent from being carried away by the Lilliputians in Gulliver’s Travels.

The CR-Z is powered by a 1.5-liter i-VTEC^® engine with Honda’s Integrated Motor Assist. The IMA system — motor, battery, electronics — will be like the Insight’s, as will the platform, to save cost. Honda wanted to provide a personal driving experience, that’s why they included a 6-speed manual as the standard transmission. Even the available CVT version comes with paddle shifters for an added level of control.

A senior engineer says, “It must be fun to drive, must remind you of the original CRX.”

Video after the jump

Click here to view the embedded video.

I need to get this out of the way: Camaro’s Synergy Green Special Edition is NOT green in the trendy sense; it’s not a an electric vehicle, or even a hybrid. It’s actually green. REALLY green. “Shrek” Green. So what’s up with the green, and why do I sort of love it? Camaro spoke to me personally about it–me, and 3000 other enthusiasts.

“Just as those colors helped make the first generation Camaro an icon, modern colors like Inferno Orange, Rallye Yellow Transformers Edition and Synergy Green will define the 2010 Camaro.” And the green aint’ just on the outside. The instrument panel is green. The door inserts are green. And the Jet Black (yes they capitalized it) cloth seats, steering wheel, shift knob and center console, have Synergy Green (caps again) stitching. Hey you guys, did I mention the vehicle, which will be produced in limited quantities from February to May, was green? However, after years of attracting fans of a certain feathered hair, feathered personality ilk, Camaro is getting hip–it’s even getting props from the makers of Infiniti–Nissan. (Ok, Nissan also makes the 370Z, the company’s Camaro equivalent, but mentioning Infiniti sounds better, no? )

Like Domino’s Pizza issuing a mea culpa for its “cardboard crust”, ketchup-like sauce and a damaging YouTube video made by two rogue employees who spit on the pizza, Nissan Design America Chief Bruce Campbell issued a modified mea culpa at the NAIAS AW Design Forum (but without a controversy to apologize for). To further his point, he issued a surprising shout-out.

“There’s too much sameness. We are guilty of this sameness,” but he went on to give the Camaro props for bucking sameness, taking risks and standing out. And while he also gave props to his company’s 370Z, he continued, “We need to be bold and really challenge ourselves and challenge the sameness. We need to be bold and not to be fearful.” Now I really get why someone wrote the song “Bitchin’ Camaro.”

The company also offers more stuff that we traditionally associate with the bitchin’, iconic, sports car. The $27,000 price keeps the Synergy Green Special Edition in Camaro’s customary low to mid-range. It’s based on the Camaro LT1, has a rear spoiler, a 3.6L direct injection V-6 engine, which they’ve paired with your choice of a six-speed manual or automatic transmission. The benchmark powertrain emphasizes both performance and efficiency by having the V-6 deliver 304 horsepower and 273 lb.-ft. of torque.

Not a shout-out to Camaro’s days of yore are the amenities. There’s Bluetooth phone connectivity, a USB port for MP3 players, and remote vehicle start for models with automatic transmission, but its MPH is more old-fashioned: 29 mpg on the highway, which definitely disqualifies it from being trendy, energy-efficient green, but I guarantee you this: as grouchy as Shrek can be, it is a sports car that the pretense-loathing, but still somehow hip ogre would love to drive through the winding roads of Far, Far Away.

If 2009 was a year of uncertainty, manufacturers’ products certainly didn’t show it. Buyers were able to choose from two new class-leading hybrids, a couple of new pony cars and several other creative designs that all pushed the boundaries of their respective segments. Despite the economic downturn with accompanied scrambling for solvency, the trend toward smarter, efficient cars took root and stood firm.

The list below includes exciting new products scheduled for production during calendar year 2010. From the buyer’s perspective many will be worth the wait as they represent new thinking and technology that are expected to carry manufacturers through the industry’s transition to Electric Vehicles (EV) as well as new form factors that suit today’s economy and lifestyle. If 2009’s LA Auto Show is any indication of what to expect in 2010, the trend toward efficiency and driver involvement will continue. And in some cases manufacturers are counting on strong sales to justify new partnerships and changes to old-school business practices. Even more than 2009, 2010 will focus on product first and provide consumers with several choices worth waiting for.

Ford Fiesta/Mazda 2: While these two subcompacts share Ford’s DE platform architecture, there are enough subtle differences in styling, trim and tuning to make them appeal to slightly different markets. You can’t go wrong with either. They both blend style, efficiency and driving dynamics in a way not seen since first generation VW Golfs and the Mazda GLC. The Mazda 2 was named “World Car of the Year” in 2008 for good reason. Both cars raise the bar for the segment.

Honda CR-Z: Recently a CarReview reader commented that he didn’t understand why the Honda Accord continued to make everyone’s ‘Best Choices’ list when the design and drivetrain appeared relatively conventional. The answer is execution and detail engineering. A car is more than the sum of its parts. Behind the wheel you realize that at its core Honda is an engineering company and knows how to make exceptional products – even the seemingly mundane volume selling sedans.

That said, what standout engineering and technology has Honda offered lately? Where’s the new VTEC? Or the lauded double wishbone suspension? The 2010 Fit was listed as one of CarReview’s ‘Best Choices” and is the current standard for packaging efficiency. The upcoming CR-Z is poised to be a similar dramatic hit. Drawing on the storied 80s and 90’s CRX styling, the Honda CR-Z will blend packaging efficiency and an innovative hybrid drivetrain to add a sporting flair previously unseen in hybrids. Honda’s engineering mojo is back and the CR-Z has many enthusiasts waiting in the wings for this sporty urban runabout.

Chevrolet Volt: Yes, the Chevrolet Volt that is still on schedule for volume production in November. Behind GM’s occasionally over-zealous marketing machine is a car with some brilliant innovations: To manage costs, several Delta II platform components are shared with the Chevrolet Cruze. The series hybrid drivetrain known as the ‘E-Flex System ‘ is modular to allow for different types of range extension engines.
While sold as a ‘plug-in’ the Volt is actually a flexible EV with many paths for growth and refinement. GM is already working on a next generation Volt that promises a lower price point, better efficiency, class leading aerodynamics and even an engaging, sporty drive. The Camaro may have been a bit over-hyped, but all eyes on are on the Volt to see if GM can recover some its engineering credibility, execute and deliver an new and better way to drive.

Cadillac CTS Coupe: Every company needs a halo car. Lexus finally has its LFA. Mercedes has its SLS. Audi has the R8. GM has… the Corvette? GM has been struggling with the halo concept for years and has desperately tried to place it within its premium Cadillac brand. Starting with the misunderstood Allante and the recently cancelled XLR, GM and Cadillac desperately need something to get people into Cadillac showrooms. It has to be beautiful. It has to be powerful. It has to be well engineered and it has to be right for the times. The CTS Coupe, in base high-tech V6 or V-Series supercharged V8 form is that car. In the metal it is achingly beautiful and the thoughtful engineering that comes from the thorough engineering behind the sedan shines though.

Nissan Leaf: Seemingly out of nowhere the Nissan Leaf has appeared as the first full EV offered by a major manufacturer. CarReview’s initial impression suggests that Nissan and its partners are dead serious about making tomorrow’s technology available today and have committed significant resources toward getting this first offering right. Sure enough, it accelerates, steers, brakes and handles like the slightly heavy commuter car that it is. Top speed is approximately 90 miles an hour and range is still limited to 100 miles. Nonetheless, the Leaf is a remarkable achievement in that EVs are no longer engineer’s toys. The key is Lithium Ion battery technology that will power the Volt and other EVs in the future. Nissan has gone to great pains to maximize the packaging and utility of the battery pack and the result is a real car, leap frogging many competitors in this emerging segment.

Fiat 500: If the Volt is GM’s salvation, this rival to the Mini is Chrysler’s prayer. The 500 has been the darling of the European subcompact scene for a couple of years offering a bevy of configurations to suit every taste. They are stylish, fun, efficient and, unlike the Mini, relatively inexpensive. There is still some hope that we’ll see the first 500s in showrooms before the end of 2010, but Chrysler’s future is still in flux and that could impact the launch date.

2011 Ford Explorer: America’s once favorite SUV has struggled in recent years since SUV has become a 3 letter word. Ford has taken this to heart and re-engineered, re-thought and re-imagined the Explorer. It is now based on a unibody design to save weight, improve packaging and on-road handling. The interior will offer class-leading technology and amenities and the drivetrain should offer the same, including Ford’s lauded 3.5 liter EcoBoost engine and a sophisticated all-wheel-drive system. While it’s no longer the off-road workhorse truck of yore, it promises to be a much better vehicle for how people want to use what was formally known as an SUV.

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