Monday, November 29, 2010

Car Reviws

Car Reviws

2011 BMW 328i Sedan, an AW Drivers Log:

Posted: 29 Nov 2010 06:27 AM PST

a front view of the 2011 BMW 328i sedan. JAKE LINGEMAN
The 3.0-liter inline 6 in the BMW 328i sedan puts out 230 hp.

EXECUTIVE EDITOR ROGER HART: The 3-series remains the standard by which all other sports sedans are judged. You need only a few minutes behind the wheel to figure out why that is. The precise handling, the quick steering, the perfect clutch take-up and the shifter feel are spectacular. Few cars feel better in your hands. While the car is not lightning-quick with the 3.0-liter engine underhood, there's plenty of propulsion to get you where you want to go. It seems like any configuration that BMW can dream up for the 3-series is a quick, entertaining car to drive.

ASSOCIATE EDITOR JONATHAN WONG: It's hard to believe that this is the lowliest 3-series in the lineup and it still comes in at $36,000. It's a pricey car that has manual seat adjustments and no luxury items like navigation, satellite radio or xenon headlights. I'm also thinking that the 3-series is getting slightly long in tooth visually. The interior is also a bit tired-looking, and I can't help but think about how fresh and handsome the Audi A4 looks at the moment.

But if you look past the aging sheetmetal and the cabin and the slightly high cost of admission for what is almost a bare-bones 3-series, you're left with the benchmark of small luxury-sport sedans. Everything from the steering, brakes, pedal placement and suspension is done with drivers in mind, and it delivers a pure driving experience that the competition is still attempting to match.

As I said, this is the entry model with the base 3.0-liter, 230-hp I6 engine, but it still gets this car moving without a hitch. For daily driving, it's more than enough power, and with the slick-shifting manual gearbox at hand, you can wind up the motor with ease and the engine does it willingly.

Even with this optional sport suspension installed on the car, the ride is comfortable and has sufficient damping tuned in for rougher roadways. The only downer is the run-flat Bridgestone tires on this thing, which are loud but weren't super harsh during my two nights with the car. Maybe, just maybe, run-flats are getting better?

2011 BMW 328i Sedan

Base Price: $34,025

As-Tested Price: $36,575

Drivetrain: 3.0-liter I6; RWD, six-speed manual

Output: 230 hp @ 6,500 rpm, 200 lb-ft @ 2,750 rpm

Curb Weight: 3,362 lb

Fuel Economy (EPA/AW): 21/22.5 mpg

Options: Sport package including 17-inch alloy star-spoke wheels, sports leather steering wheel, sport seats, sport suspension ($2,050); iPod and USB adapter ($500)

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Wednesday, November 24, 2010

Car Reviws

Car Reviws

2010 Mazda 6 i Touring, an AW Drivers Log:

Posted: 24 Nov 2010 05:40 AM PST

EDITOR WES RAYNAL: I was relieved to see there's a four-cylinder in here because driving it I was thinking, "Man, this thing is a bit slow."

This is a smooth four, and so is the six-speed manual transmission with nice, decently short throws. I assume the car gets terrific mileage for a midsize sedan, too.

It's a good-looking car inside and out. The interior materials could use an upgrade, but the design is nice and the sticker price is a downright bargain, so I didn't expect an Audi or a Mercedes-Benz inside.

The Mazda 6 is a spritely handler, probably the best in the midsize segment in my opinion. And again, that sticker price: It's a heck of a deal.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: This is one great deal--$22K for a well-appointed, complete-package sedan in today's world is truly something special. There's no navigation, and the seats are merely a nice cloth, and that's only a four under the hood providing the motivation. The smooth-shifting manual six-speed gets the most out of that engine--if you're careful; you can work the gears to get the most zip out of the car without pushing the 2.5-liter four to the limit.

Best of all, the powertrain comes wrapped in the solid Mazda 6 chassis and body, with good looks and sporty performance that makes it a winner no matter how much heat the engine is packing.

I would recommend this car, as packaged, without hesitation. It's a screaming deal for anyone who needs good, solid transportation without giving up all the amenities.

ASSOCIATE EDITOR JONATHAN WONG: What a nice change of pace in the normally drab midsize-sedan class. You can thank the composed chassis, tight suspension, quick steering response and, most of all, the six-speed manual transmission this test car is outfitted with. I'm pretty sure the take rate for manual gearboxes in this class is in the single-digit percentages, so cars like this are indeed a rare breed.

It is disappointing that a manual isn't available with the V6 engine anymore as it was in the first-generation car, but the car is still rather spritely with the clutch pedal and four-cylinder engine. This 2.5-liter is pretty smooth and offers healthy pull throughout the revs. The aforementioned manual also has a nice, crisp shift action to it and an easy-to-operate clutch pedal. Even with the weight gain the car experienced between generations, the Mazda 6 remains the sportiest drive in this category.

I've also grown to like the looks of the current 6 more and more over time. I remain a big fan of the original 6 and in the beginning thought the current car was a little bit too bubbly, but that's not the case now. Compared with the Toyota Camry, the Honda Accord and the Nissan Altima, it looks much sportier.

There's a handsome interior in this car, too, with nice finishes and lots of soft-touch surfaces and appealing trim pieces throughout the cabin. The cloth seats are comfortable with good side support for a nice driving position. Controls for the climate and radio functions are big and easy to navigate and noise isolation is also noteworthy.

What could Mazda do to make this car better? I think it should adopt the weight-saving steps Mazda have employed in the MX-5 and the Mazda 2 when developing the next 6 and bring back a turbocharged Mazdaspeed version. That would be pretty awesome.

2010 Mazda 6 i Touring

Base Price: $21,800

As-Tested Price: $22,330

Drivetrain: 2.5-liter I4; FWD, six-speed manual

Output: 170 hp @ 6,000 rpm, 167 lb-ft @ 4,000 rpm

Curb Weight: 3,258 lb

Fuel Economy (EPA/AW): 23/23.9 mpg

Options: Satellite radio ($430); floor/cargo mats ($100)

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Tuesday, November 23, 2010

Car Reviws

Car Reviws

2011 Honda CR-Z EX, an AW Drivers Log:

Posted: 23 Nov 2010 06:41 AM PST

a side view of the Honda CR-Z EX. JAKE LINGEMAN
Sport is our favorite driving mode for the Honda CR-Z EX hybrid.

EDITOR WES RAYNAL: I used to love the CRX and after that I thought the Insight was cool--the two-seat one, not the five-door out now.

As for this, if you leave it out of eco mode it's sort of an entertaining little scooter, like a throwback hot hatch: Cool exhaust note, and good steering and body control. Eco is one of three modes. It really whacks power but is OK for stop-and-go commuting. Sport quickens the throttle response with a big difference between the two. Normal is in between. None of the modes are rockets--this car looks faster than it is.

The interior is typical Honda: Cheap looking materials screwed together well and controls laid out logically. The seats are average at best, needing more thigh support.

EDITORIAL INTERN JAKE LINGEMAN: Great gearbox in this car. It's really a joy to slide a shifter from spot to spot. There's no chance for a missed gear, just smooth, bolt-action shifting from first to sixth.

I really like this car. The styling is cool, the off-blue color and the wheels make for a sharp-looking package. It obviously harks back to the CRX days.

The hybrid setup is trick. The changing gauge colors, from green to red, tell you how efficient your driving is. But I wonder if the normal, sport and eco modes just change the throttle response. It feels a good bit faster in sport mode but the clutch action seems to be different. I was driving around in normal mode most of the weekend. When switched to sport I had to completely revamp my takeoff technique. It definitely sounds meaner in sport mode.

This car is more convenient than you would expect, even though it only carries around two people. I stopped in at a baby shower on Saturday and had no trouble flipping the back "seat" down to take care of the overflow gifts. A few baby seats, some bags and a cake all slid into the hatch without a problem.

The last CR-Z we tested had tight steering and was even referred to as "twitchy" sometimes. I didn't notice it last time but this one required constant attention on the expressway--I wasn't sure if it was the wind or just me. I'm glad someone else experienced it.

I recorded 35 mpg over the weekend and that was driving "normally" which is probably more aggressive than most. I bet with a little care you could get 40 mpg.

The price is sweet, at just little over $20,000. I can see Honda selling a bunch of these things.

2011 Honda CR-Z EX

Base Price: $21,510

As-Tested Price: $21,510

Drivetrain: 1.5-liter I4 hybrid; FWD, six-speed manual

Output: 122 hp @ 6,000 rpm, 128 lb-ft @ 1,000-1,750 rpm

Curb Weight: 2,654 lb

Fuel Economy (EPA/AW): 33/35.1 mpg

Options: None

2010 Jeep Liberty Renegade, an AW Drivers Log:

Posted: 22 Nov 2010 07:56 AM PST

NEWS EDITOR GREG MIGLIORE: The Jeep Liberty Renegade was a nice weekend traveler for me, and I enjoyed motoring around town in this off-roader. The Liberty has been toughened up a bit in appearance compared with the last generation, and it looks more like a rugged Jeep than its predecessor. My biggest complaint is that the black plastic trim and bumpers looked cheap, and some of the black silhouetting on the side didn't present that well. I like the idea, I just didn't think it looked sharp.

I did really like the extended skylight. It's a great feature that's relaxing and upscale. The seats are extremely comfortable and the interior is well done. It's a nice midway point between the Wrangler and the Grand Cherokee.

The steering came off a bit too light for my taste, and with this vehicle's tall demeanor, it didn't help the handling much. I would have liked a touch more precision. The engine is up to the task but also left me wanting just a bit more. It seemed like the 210 horses could use a bit of a boost.

Otherwise, I really did like my time in this Jeep. It offers a great view of the road, feels solid and has plenty of room. It's comfortable, well-appointed and has an attitude. People like Jeeps. They seem fun. This one continues that vibe.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: I could definitely see Jeep peeps and off-road enthusiasts enjoying this Liberty Renegade. Even though this Jeep has some nice touches and mostly nice sheetmetal, it still has an off-road vibe. But if that was the goal with the plastic trim around the wheel wells and the bumpers, I'd have to say Jeep missed the mark. I saw a similar Liberty in a driveway on my block during my ride home, and sans the black-plastic cladding, the Jeep looked much better.

On the road, you feel the weight at the wheel, and it feels as if the Liberty could use a kick in the pants (more horses) to get it moving more quickly off the line and in passing. And speaking of the wheel, it felt pretty loose and the handling didn't seem sharp. While I like the higher-up driving position, with how tall this Jeep is and the loose steering, the Jeep can feel unbalanced around some curves. The brakes, though, felt solid.

I like the sky slider roof, but it lets in a lot of road noise when closed. (I didn't open it to compare noise levels.) And I didn't think the seats were comfortable; they felt hard and it was difficult to get the seatback into proper position.

EXECUTIVE EDITOR ROGER HART: I've long been a fan of Jeeps, and the Liberty would be my third choice in the lineup. The Grand Cherokee, the new one, would top the list with the Wrangler, then the Liberty.

The first thing that really drives me crazy about the Liberty is just how small the footwell is. The transmission and transfer case must take up too much room, limiting the amount of space for your feet. It's something you don't necessarily notice on a short drive, but spend some time behind the wheel, and as you try and move your feet around to different positions, you start to really feel cramped.

The Liberty fits in between the Grand Cherokee and the Wrangler, sort of taking the spot where the old Cherokee used to be. But hard-core Jeepers still lament the passing of the Cherokee and feel the Liberty is its lightweight cousin. Maybe. I haven't been off-road in a Liberty since going on the launch for the first one; we tackled some pretty heavy off-road stuff and the Liberty did just fine. My guess is that it's still way more truck than 95 percent of its buyers would ever need.

And its on-road manners are typical and predictable. The V6 is plenty strong. The base price of $28 grand seems in line with what you are getting. And for me, I'd forget the sliding roof.

2010 Jeep Liberty Renegade

Base Price: $28,605

As-Tested Price: $34,365

Drivetrain: 3.7-liter V6; 4WD, four-speed automatic

Output: 210 hp @ 5,200 rpm, 235 lb-ft @ 4,000 rpm

Curb Weight: 4,290 lb

Fuel Economy (EPA/AW): 17/17.6 mpg

Options: Navigation convenience group including auto-dimming rearview mirror, premium sound, Uconnect phone with voice command, universal garage-door opener, media center radio, GPS navigation, 30GB hard drive, 6.5-inch touch-screen display, satellite traffic, map lights ($2,095); comfort seating group including leather-trimmed bucket seats, driver's manually adjusted lumbar, heated front seats, six-way power driver's seat and two-way power passenger seat, memory package with memory seat, radio and mirror ($1,395); sky slider open roof with side roof rail delete, black roof molding ($1,075); premium group 1 including power windows, tire-pressure monitoring, air conditioning with automatic temperature control, ParkSense rear park assist, remote-start system ($650); trailer-tow class three group including full-size spare, black steel spare wheel, class III receiver hitch, seven-pin wiring harness, seven-to-four pin wiring adaptor, trailer-sway control, heavy-duty engine cooling ($545)

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Monday, November 22, 2010

Car Reviws

Car Reviws

2011 Cadillac CTS-V Wagon, an AW Flash Drive:

Posted: 22 Nov 2010 01:30 AM PST

a side view of the Cadillac CTS-V Wagon.
The Cadillac CTS-V wagon is a 556-hp hauling machine.

What is it?

As the name implies, the CTS-V wagon is the limited-production V version of Cadillac's excellent CTS wagon. That means the car gets the V's supercharged 6.2-liter V8 cranking out a stout 556 hp and 551 lb-ft of torque. Power is delivered to the rear wheels through either a standard six-speed manual or a six-speed automatic.

The car, which is 15 millimeters (0.59 inch) lower than a standard CTS, looks terrific in wagon form, with chiseled lines that look like nothing else on the road. There's all the standard V stuff: magnetic ride control, Brembo brakes, 19-inch aluminum wheels, Michelin Pilot Sports. There is also 58 cubic feet of cargo room. The standard-equipment list is impressive and includes heated buckets, nav and a rockin' Bose stereo. You can also step up to the Recaro buckets for another $3,400, if you wish.

What is it like to drive?

Like a CTS-V coupe or sedan, which is to say we had a blast. We've been writing superlatives about the Vs we've driven for a while now, so there shouldn't really be any big surprises here. We spent three-quarters of a day blasting up and down Highway 1 near Monterey, Calif., and did some hot laps at the challenging Mazda Raceway. The car drives as good as it looks, nimble and poised. There's just a ton of raw power that comes on smoothly and is well refined. The ride is terrific even in sport mode and the car handles well; magnetic ride control really works. And the car will cruise around town as nicely as you please and gobble highway miles smoothly. It does it all.

The interior is among the best we've seen from General Motors with high-class materials and controls that feel robust. Well done.

Do I want it?

Absolutely. This will be a very limited edition, basically built to order. GM officials say they are hoping to get customers who have never considered its luxury division before. If you want to try a Cadillac, this would be a great place to start. Besides, doesn't every household need a 556-hp family truckster?

2011 Cadillac CTS-V Wagon

Price: $62,990

On Sale: Now

Layout: Five-passenger, front-engine, rear-drive wagon

Drivetrain: 6.2-liter V8, 556 hp, 551 lb-ft; six-speed manual (six-speed automatic optional)

Weight: 4,390 lb

Performance: 0-60 mph: 4.0 sec; top speed: 190 mph

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