2011 Motor Trend Car of the Year Revealed
11-16-10, 08:24 AM
#1
2011 Motor Trend Car of the Year Revealed
Full Article
Not entirely surprised here, to be honest. I thought it would come down to the Volt or Equus.
Finalists, for what it's worth:
Buick Regal
Honda Odyssey
Hyundai Sonata
Jaguar XJ
Scion tC
Toyota Sienna
VW Jetta
Volvo S60
Last edited by MPLexus301; 11-16-10 at 08:32 AM.
11-16-10, 08:46 AM
#3
Lexus Champion
Here's a list of Motor Trend's pick for the last 30 years. Now that time has past, we can see how their choices have faired. Interesting to see that there are few European cars on the list. Also missing is any Lexus. I would have thought the original LS400 would have surely beat out the Thunderbird. Oh look, the Thunderbird also took the title in 2002. Interesting list indeed.
2011 Chevrolet Volt[10]
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
2011 Chevrolet Volt[10]
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
11-16-10, 08:48 AM
#4
Lexus Champion
Join Date: Feb 2008
Location: Stuttgart
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2011 Chevrolet Volt[10]
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
One word: patriotism.
1981 Dodge Aries, eh? What an awesome car that was. I want one - especially after watching this!
http://www.youtube.com/watch?v=-nGot-bFni4
11-16-10, 09:00 AM
#5
Lexus Fanatic
Join Date: May 2003
Location: Massachusetts
Posts: 7,864
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Here's a list of Motor Trend's pick for the last 30 years. Now that time has past, we can see how their choices have faired. Interesting to see that there are few European cars on the list. Also missing is any Lexus. I would have thought the original LS400 would have surely beat out the Thunderbird. Oh look, the Thunderbird also took the title in 2002. Interesting list indeed.
2011 Chevrolet Volt[10]
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
2011 Chevrolet Volt[10]
2010 Ford Fusion[11]
2009 Nissan GT-R
2008 Cadillac CTS
2007 Toyota Camry
2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird Turbo Coupe
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 AMC / Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K Cars, Dodge Aries and Plymouth Reliant
I believe 2003 was the first year they combined it. Not sure what happened in 1985.
Last edited by -J-P-L-; 11-16-10 at 09:09 AM.
11-16-10, 09:04 AM
#7
Guest
Posts: n/a
Some of the observations...funny Top Gear just said the same thing about the Infiniti M....Shocked they liked the Avalon..shame on Scion!! The Jag's speed is amazing!
2011 Car of the Year: Observations
Words: Jonny Lieberman
Photographs: Brian Vance and Julia Lapalme
We drove 21 different cars during Car of the Year testing. Counting variants and a second Volt, the total actually came to 31. Lots of metal, no? Now, obviously there's only one winner. But still, we collected reams of data on every single car. You should see our logbooks. I personally recorded more than five paragraphs on how much I love the sounds that came out of the Jag.
A great deal of our observations eventually got filtered into the Contender and Finalist capsule reviews on the preceding pages. But not all of them. First, we have limited space. That's the nature of the magazine biz. Second, it's called editing. Not every scene can make it into the movie.
Think of these bits as scraps from the cutting-room floor. For you kids out there, movies used to be shot on film, and an editor would literally cut (with scissors!) scenes out of it, hence the term "cutting room."
Anyhow, we hope you enjoy these deleted scenes as much as we did when experiencing them.
Best Interior Doodad
I don't think anyone would have been disappointed if the Audi A8 had won car of the year solely because of its orange suede door inserts.
What if you Need to Transport 8 Penguins?
We were a little shocked to discover that the Toyota Sienna's climate control would display an indicated 58 degrees. Need it colder? The Sienna then goes down to low. The lowest indicated temperature for the Honda Odyssey? A balmy 65 degrees Fahrenheit. Poor penguins.
Luxury and Bracket Racing?
The Jaguar XJL Supercharged was by far the speed king of our 2011 COTY testing. It did zero to 60 in a flabbergasting 4.0 seconds flat, and covered the quarter mile in just 12.3 seconds at 116.3 mph. Remember, the 470-horsepower Supercharged big cat isn't even the fastest XJ -- there's a 510-horse Supersport version.
The Volt's a Technical Marvel, But...
As Theodore points out, "It's like driving a video game, without the haptic feedback. Some people will like this experience very much, kind of a quiet mindless transporter. It could be very soothing if you're stuck in a traffic jam on the 405."
How Much?
Without exception, our comments climbing out of the Chevrolet Cruze went like this, "You know, that's not a bad little car. Actually, it's kind of big. Still, I like it. What?!? $24,500? Are they nuts!"
Neither Fish nor Fowl
We just couldn't figure out the Honda CR-Z. It's not very sporty, and it's not very...hybrid-y. Lago and Theodore liked the way the chassis rotated, but the rest of the staff's comments aren't fit to publish. Especially MacKenzie's.
On/Off Switch
At around 70 mph, the Jaguar's engine is absolutely silent. Kick the go-pedal and the supercharged 5.0-liter snaps-or should I say roars-to life. Easily the best engine note of the bunch.
What Gives?
Or rather, what doesn't? In a surprising move for such a sporty car-or at least for a car that's marketed as being sporty-you can't turn off the Ford Fiesta's traction control. Really, Ford? Still, the relatively gutless Fiesta is capable of making some good moves.
Lord of the Toss
While far from perfect, we all were thrilled by the Mazda2's handling prowess. As Lassa observed, "Wow! This just runs away from the Fiesta in the fun-to-drive department." The '2 is totally tossable, totally predictable, and totally fun.
Fast Family Sedan
This came as a shock to us, but the Hyundai Sonata Turbo with its turbocharged 2.0-liter putting out 274 horses can hit 155 mph. The Sonata Turbo could actually go faster than that but for a nonintrusive fuel cutoff, perhaps in place because of the tire rating.
Big Stick
The 4400-pound BMW 550i came with a six-speed manual. Awesome, right? Not exactly. While the 5 Series claims to be all new, the ropey, lax, long-throw manual feels like it's been around for decades. However, as Lago points out, since that particular option will have a "negative take rate," BMW doesn't need to worry too much about it.
To Protect and Do What, Exactly?
The cops decided we shouldn't be doing what we were doing. As such, the California CHP valiantly gave Chris Theodore with a speeding ticket for 2 mph over the posted limit (57 mph in a 55 mph) while he was going downhill.
Grain and Gloss
One of the (many) reasons we invite industry experts like Tom Gale and Chris Theodore along with us is because they teach us something new seemingly on the hour. One of our favorite lessons was the concept of grain and gloss. Long story short, in its natural state, plastic is greasy and shiny. It takes money not only to get the petroleum product to feel okay to the touch, but to also not reflect light. And if one interior piece is made by one supplier, and another by another, getting the pieces to match each other is quite the trick. And it's known within the biz as grain and gloss. The best-matched vehicle of our group, according to Gale? The Buick Regal.
One Wrong Step
We were very split on the Scion tC. Sad to say, Scion provided us with a preproduction product missing a major trim piece (a strip spanning the length of the roof!). However, the more spirited drivers felt the newest Scion provided plenty of backroad thrills. One major misstep, however, was the fact that the throttle and brake pedal were worlds apart. Does this have something to do with Toyota's recent headaches? Observes Lassa, "The pedal placement seems to anticipate unintended-acceleration charges. You can't easily heel and toe."
Big Surprise
Going into the competition, it seemed obvious that the mildly refreshed Toyota Avalon didn't stand a Popsicle's chance in hell of winning Car of the Year. And while it didn't win, the fast, roomy, refined, and comfortable cruiser surprised all of us. Crowed Kiino, "The engine is almost too stout for car -- the Little Old Lady from Pasadena would surely drive this very fast sedan -- 6 seconds flat to 60!"
Infiniti Brings Knife to Gun Fight
One of the bigger disappointments this year was the Infiniti M. Obviously, the new M wants to compete against the BMW 5 Series. The problem is, we'd prefer the new 5 Series any day of the year. (And we didn't even like the 550i we tested all that much.) Aside from feeling "old school," as Kiino put it, the M was clumsy when pushed. Not good for a wanna-be sport sedan.
Insurgent Interior
Another major surprise was the handsome, high-quality, and driver-focused interior of the Kia Optima. We had a hard time shutting Loh up about it. Fromthe bright, legible buttons to the smart layout, the Optima's insides were a hit. All of which bodes very well for Kia's future. Now if they could just tune their suspensions...
3 Series Slayer?
Probably not, because building a better 3 Series has long been the holy grail of the auto world, but the Volvo S60 impressed everyone. Highlights include its power, handling, styling, and gorgeous interior. And, yes, a comparison test is absolutely in order.
Read more: http:///index.html#ixzz15SwNebXH
Words: Jonny Lieberman
Photographs: Brian Vance and Julia Lapalme
We drove 21 different cars during Car of the Year testing. Counting variants and a second Volt, the total actually came to 31. Lots of metal, no? Now, obviously there's only one winner. But still, we collected reams of data on every single car. You should see our logbooks. I personally recorded more than five paragraphs on how much I love the sounds that came out of the Jag.
A great deal of our observations eventually got filtered into the Contender and Finalist capsule reviews on the preceding pages. But not all of them. First, we have limited space. That's the nature of the magazine biz. Second, it's called editing. Not every scene can make it into the movie.
Think of these bits as scraps from the cutting-room floor. For you kids out there, movies used to be shot on film, and an editor would literally cut (with scissors!) scenes out of it, hence the term "cutting room."
Anyhow, we hope you enjoy these deleted scenes as much as we did when experiencing them.
Best Interior Doodad
I don't think anyone would have been disappointed if the Audi A8 had won car of the year solely because of its orange suede door inserts.
What if you Need to Transport 8 Penguins?
We were a little shocked to discover that the Toyota Sienna's climate control would display an indicated 58 degrees. Need it colder? The Sienna then goes down to low. The lowest indicated temperature for the Honda Odyssey? A balmy 65 degrees Fahrenheit. Poor penguins.
Luxury and Bracket Racing?
The Jaguar XJL Supercharged was by far the speed king of our 2011 COTY testing. It did zero to 60 in a flabbergasting 4.0 seconds flat, and covered the quarter mile in just 12.3 seconds at 116.3 mph. Remember, the 470-horsepower Supercharged big cat isn't even the fastest XJ -- there's a 510-horse Supersport version.
The Volt's a Technical Marvel, But...
As Theodore points out, "It's like driving a video game, without the haptic feedback. Some people will like this experience very much, kind of a quiet mindless transporter. It could be very soothing if you're stuck in a traffic jam on the 405."
How Much?
Without exception, our comments climbing out of the Chevrolet Cruze went like this, "You know, that's not a bad little car. Actually, it's kind of big. Still, I like it. What?!? $24,500? Are they nuts!"
Neither Fish nor Fowl
We just couldn't figure out the Honda CR-Z. It's not very sporty, and it's not very...hybrid-y. Lago and Theodore liked the way the chassis rotated, but the rest of the staff's comments aren't fit to publish. Especially MacKenzie's.
On/Off Switch
At around 70 mph, the Jaguar's engine is absolutely silent. Kick the go-pedal and the supercharged 5.0-liter snaps-or should I say roars-to life. Easily the best engine note of the bunch.
What Gives?
Or rather, what doesn't? In a surprising move for such a sporty car-or at least for a car that's marketed as being sporty-you can't turn off the Ford Fiesta's traction control. Really, Ford? Still, the relatively gutless Fiesta is capable of making some good moves.
Lord of the Toss
While far from perfect, we all were thrilled by the Mazda2's handling prowess. As Lassa observed, "Wow! This just runs away from the Fiesta in the fun-to-drive department." The '2 is totally tossable, totally predictable, and totally fun.
Fast Family Sedan
This came as a shock to us, but the Hyundai Sonata Turbo with its turbocharged 2.0-liter putting out 274 horses can hit 155 mph. The Sonata Turbo could actually go faster than that but for a nonintrusive fuel cutoff, perhaps in place because of the tire rating.
Big Stick
The 4400-pound BMW 550i came with a six-speed manual. Awesome, right? Not exactly. While the 5 Series claims to be all new, the ropey, lax, long-throw manual feels like it's been around for decades. However, as Lago points out, since that particular option will have a "negative take rate," BMW doesn't need to worry too much about it.
To Protect and Do What, Exactly?
The cops decided we shouldn't be doing what we were doing. As such, the California CHP valiantly gave Chris Theodore with a speeding ticket for 2 mph over the posted limit (57 mph in a 55 mph) while he was going downhill.
Grain and Gloss
One of the (many) reasons we invite industry experts like Tom Gale and Chris Theodore along with us is because they teach us something new seemingly on the hour. One of our favorite lessons was the concept of grain and gloss. Long story short, in its natural state, plastic is greasy and shiny. It takes money not only to get the petroleum product to feel okay to the touch, but to also not reflect light. And if one interior piece is made by one supplier, and another by another, getting the pieces to match each other is quite the trick. And it's known within the biz as grain and gloss. The best-matched vehicle of our group, according to Gale? The Buick Regal.
One Wrong Step
We were very split on the Scion tC. Sad to say, Scion provided us with a preproduction product missing a major trim piece (a strip spanning the length of the roof!). However, the more spirited drivers felt the newest Scion provided plenty of backroad thrills. One major misstep, however, was the fact that the throttle and brake pedal were worlds apart. Does this have something to do with Toyota's recent headaches? Observes Lassa, "The pedal placement seems to anticipate unintended-acceleration charges. You can't easily heel and toe."
Big Surprise
Going into the competition, it seemed obvious that the mildly refreshed Toyota Avalon didn't stand a Popsicle's chance in hell of winning Car of the Year. And while it didn't win, the fast, roomy, refined, and comfortable cruiser surprised all of us. Crowed Kiino, "The engine is almost too stout for car -- the Little Old Lady from Pasadena would surely drive this very fast sedan -- 6 seconds flat to 60!"
Infiniti Brings Knife to Gun Fight
One of the bigger disappointments this year was the Infiniti M. Obviously, the new M wants to compete against the BMW 5 Series. The problem is, we'd prefer the new 5 Series any day of the year. (And we didn't even like the 550i we tested all that much.) Aside from feeling "old school," as Kiino put it, the M was clumsy when pushed. Not good for a wanna-be sport sedan.
Insurgent Interior
Another major surprise was the handsome, high-quality, and driver-focused interior of the Kia Optima. We had a hard time shutting Loh up about it. Fromthe bright, legible buttons to the smart layout, the Optima's insides were a hit. All of which bodes very well for Kia's future. Now if they could just tune their suspensions...
3 Series Slayer?
Probably not, because building a better 3 Series has long been the holy grail of the auto world, but the Volvo S60 impressed everyone. Highlights include its power, handling, styling, and gorgeous interior. And, yes, a comparison test is absolutely in order.
Read more: http:///index.html#ixzz15SwNebXH
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11-16-10, 09:04 AM
#8
Lexus Fanatic
The 2-seat Thunderbird convertibles of 2002 (it was actually introduced in early 2001) was a far different car from the Thunderbirds that preceeded it.
11-16-10, 09:06 AM
#9
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So why is the Nissan Leaf not eligible? The Volt is just as limited, so that can't be the reason.
I think it would have come down to the Volt vs the Leaf because of the technological leap alone. Still, the Volt IMO, is the far better car.
Anyone know why the Leaf was not eligible?
I think it would have come down to the Volt vs the Leaf because of the technological leap alone. Still, the Volt IMO, is the far better car.
Anyone know why the Leaf was not eligible?
11-16-10, 09:11 AM
#10
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Posts: n/a
The Toyotas...
Finalist: Toyota Sienna
Testing the Nanny Has Nothing to do With Kids
WE LIKE: Sportiness of SE, handling, ease of use of the cabin.
WE DON'T LIKE: Can get pricey, so-so cabin plastics.
For the last few years, minivan manufacturers have been trying to win back sales from defectors to SUVs and crossovers. Toyota's recent ad campaign for the new Sienna is evidence of that, using YouTube to post videos of the youngish mom and dad, and their Swagger Wagon. And it's a challenge to get buyers to look beyond the stigma associated with minivans as being mommy-mobiles. But for anyone carrying a lot of people -- with or without sippy cups -- the minivan is the quiet champion.
The Sienna adds a four-cylinder engine for 2011, along with new styling, new interior amenities, and a new sporty trim level (SE). For Car of the Year, we sampled the Limited and the SE. Both were powered by Toyota's stout 265-horse, 3.5-liter V-6 backed by a six-speed automatic.
Generally speaking, it isn't in a minivan's nature to carve canyons, yet the judges were pleasantly surprised by how the SE did on twisty roads.
"Handles the winding track admirably for what it is. Sure, there's understeer, but not to the point of unwarranted nanny intervention. As nutty as the concept of a sporting minivan seems, this thing actually backs up the look with a modicum of serious cred." said Markus.
The Limited van's suspension was tuned softer than the SE's with considerably more roll, tire squeal, and light steering. But both felt quick, with terrific engine response. The Limited got thumbs-up for the 16.4-inch widescreen display in the second row, comfortable seats, and easy-stowing eighth jump seat. Most judges weren't fans of the SE's aggressive style, and the cabin, while it contains lots of cool features, has no shortage of heavily grained plastics. Also, the locations of some of the switchgear seemed to be arbitrary at best. This is a really good minivan, but it can get expensive, as we saw with the Limited's $46,682 sticker. - Allyson Harwood
Read more: http:///index.html#ixzz15Sy8sNPq
Testing the Nanny Has Nothing to do With Kids
WE LIKE: Sportiness of SE, handling, ease of use of the cabin.
WE DON'T LIKE: Can get pricey, so-so cabin plastics.
For the last few years, minivan manufacturers have been trying to win back sales from defectors to SUVs and crossovers. Toyota's recent ad campaign for the new Sienna is evidence of that, using YouTube to post videos of the youngish mom and dad, and their Swagger Wagon. And it's a challenge to get buyers to look beyond the stigma associated with minivans as being mommy-mobiles. But for anyone carrying a lot of people -- with or without sippy cups -- the minivan is the quiet champion.
The Sienna adds a four-cylinder engine for 2011, along with new styling, new interior amenities, and a new sporty trim level (SE). For Car of the Year, we sampled the Limited and the SE. Both were powered by Toyota's stout 265-horse, 3.5-liter V-6 backed by a six-speed automatic.
Generally speaking, it isn't in a minivan's nature to carve canyons, yet the judges were pleasantly surprised by how the SE did on twisty roads.
"Handles the winding track admirably for what it is. Sure, there's understeer, but not to the point of unwarranted nanny intervention. As nutty as the concept of a sporting minivan seems, this thing actually backs up the look with a modicum of serious cred." said Markus.
The Limited van's suspension was tuned softer than the SE's with considerably more roll, tire squeal, and light steering. But both felt quick, with terrific engine response. The Limited got thumbs-up for the 16.4-inch widescreen display in the second row, comfortable seats, and easy-stowing eighth jump seat. Most judges weren't fans of the SE's aggressive style, and the cabin, while it contains lots of cool features, has no shortage of heavily grained plastics. Also, the locations of some of the switchgear seemed to be arbitrary at best. This is a really good minivan, but it can get expensive, as we saw with the Limited's $46,682 sticker. - Allyson Harwood
Read more: http:///index.html#ixzz15Sy8sNPq
Contender: Toyota Avalon
Your GrANdad's wheels
WE LIKE: Tons of interior room and quietude, surprising quickness thanks to a powerful engine.
WE DON'T LIKE: Questionable exterior styling, forgettable driving experience
For 2011, Toyota has made lots of little changes to the Avalon, its full-size sedan. From nose to tail, there isn't much that hasn't has been slightly tweaked or changed.
The nose, tail, and wheels have all been freshened, though some testers found the new exterior styling a push as to whether they liked or disliked it. The grille is wider with new headlamp housings, while the foglights have been integrated into the front bumper. The rocker panels have also been redesigned, along with the side mirrors. The terms "melted sheetmetal" and "sagging skin" were used by more than a few editors.
The interior is a step up from the last generation, and everyone loved the large, comfortable, reclining rear seatbacks. With the rear bench as comfortable as it was, the front seats felt a bit flat, another case of sitting on, not in. The most notable part of the interior is how cavernous it is: Four full-size adults easily fit inside the Avalon with plenty of room for all. Adding a fifth tightens things up a bit, but there's still enough space for everyone to be comfortable."I love the huge, super comfy, reclining backseat," noted Kiino. The engine and drivetrain are more than enough for the Avalon, perhaps too much.
"It's surprisingly quick in a straight line, and buttery smooth at triple digit speeds. Is that really what the target audience wants?" questioned Loh.
Suspension is soft yet smooth and floats over uneven pavement. As Harwood put it, "Everything about this car seems smooth and comfortable-languid steering, quiet cabin, comfortable ride-as if Toyota wants its passengers to take a nap on a cross-country trip."
Toyota has made an even better Avalon, but with that said, it's one of the most non-enthusiast cars out there. It's perfect for anyone who cares nothing about the driving experience, just getting to their destination. Theodore summed it up best: "This is a great car targeted at perfectly satisfying the needs of any AARP member." - Scott Mortara
Read more: http:///index.html#ixzz15SyO8DDq
Your GrANdad's wheels
WE LIKE: Tons of interior room and quietude, surprising quickness thanks to a powerful engine.
WE DON'T LIKE: Questionable exterior styling, forgettable driving experience
For 2011, Toyota has made lots of little changes to the Avalon, its full-size sedan. From nose to tail, there isn't much that hasn't has been slightly tweaked or changed.
The nose, tail, and wheels have all been freshened, though some testers found the new exterior styling a push as to whether they liked or disliked it. The grille is wider with new headlamp housings, while the foglights have been integrated into the front bumper. The rocker panels have also been redesigned, along with the side mirrors. The terms "melted sheetmetal" and "sagging skin" were used by more than a few editors.
The interior is a step up from the last generation, and everyone loved the large, comfortable, reclining rear seatbacks. With the rear bench as comfortable as it was, the front seats felt a bit flat, another case of sitting on, not in. The most notable part of the interior is how cavernous it is: Four full-size adults easily fit inside the Avalon with plenty of room for all. Adding a fifth tightens things up a bit, but there's still enough space for everyone to be comfortable."I love the huge, super comfy, reclining backseat," noted Kiino. The engine and drivetrain are more than enough for the Avalon, perhaps too much.
"It's surprisingly quick in a straight line, and buttery smooth at triple digit speeds. Is that really what the target audience wants?" questioned Loh.
Suspension is soft yet smooth and floats over uneven pavement. As Harwood put it, "Everything about this car seems smooth and comfortable-languid steering, quiet cabin, comfortable ride-as if Toyota wants its passengers to take a nap on a cross-country trip."
Toyota has made an even better Avalon, but with that said, it's one of the most non-enthusiast cars out there. It's perfect for anyone who cares nothing about the driving experience, just getting to their destination. Theodore summed it up best: "This is a great car targeted at perfectly satisfying the needs of any AARP member." - Scott Mortara
Read more: http:///index.html#ixzz15SyO8DDq
Finalist: Scion tC
At your fan service
WE LIKE: Macho styling, Cement paint, budget-conscious pricing.
WE DON'T LIKE: Rough interior, lackluster driving dynamics.
Despite being more of an update than completely new, the 2011 tC starts with positive first impressions. Its new macho styling draws admirers wherever it goes, especially when paired with that pale, primer-like Cement paintjob. ("I want a rat rod in that color," said Gale.) Even better, the now 180-horse, 2.5-liter inline-four has this budget-priced coupe nipping at the heels of serious sport compacts. And look at that flat-bottom steering wheel -- it's thick enough to make M3 owners envious. To which Loh asked, "Trying too hard?" When taken apart, these updates would make any enthusiast happy -- as fast as a Civic Si for $4000 less? But combine them with a less-than-engaging drive, and the package gains the faint odor of fan service. Sure, that engine provides ample power, but it has an artificially boosted induction note. And sure, it may feel fast around the handling circuit, but the tC is 1 second slower than the Si in our figure eight. "Not as much fun as it should be," Theodore logged after our road loop. A frequent complaint was the insufferably long rev-hang between shifts; another was pedal placement, which isn't friendly to Fred Astaire footwork ("Seems to anticipate unintended acceleration charges," Lassa noted).
The tC boasts seats that juggle sport and commuter duties well, and the back seat is easy to access and comfortable. Other elements, like the stereo's integration into the center stack and the sunroof shade, look like a botched Circuit City install job. Ride quality was suspect; editors noted damping a touch too firm and a noisy interior. Our car was a tired preproduction example from Scion's test fleet -- missing trim pieces and all -- so caveat emptor.
The tC's strong value lands it in the final round. This car does nothing wrong, and it will make first-time buyers happy. But it lacks the uniqueness that should make Scion something special. What you have here is solid, by-the-numbers entry-level coupe in fancy clothes. Not a car of the year. - Carlos Lago
Read more: http:///index.html#ixzz15SydEPHj
At your fan service
WE LIKE: Macho styling, Cement paint, budget-conscious pricing.
WE DON'T LIKE: Rough interior, lackluster driving dynamics.
Despite being more of an update than completely new, the 2011 tC starts with positive first impressions. Its new macho styling draws admirers wherever it goes, especially when paired with that pale, primer-like Cement paintjob. ("I want a rat rod in that color," said Gale.) Even better, the now 180-horse, 2.5-liter inline-four has this budget-priced coupe nipping at the heels of serious sport compacts. And look at that flat-bottom steering wheel -- it's thick enough to make M3 owners envious. To which Loh asked, "Trying too hard?" When taken apart, these updates would make any enthusiast happy -- as fast as a Civic Si for $4000 less? But combine them with a less-than-engaging drive, and the package gains the faint odor of fan service. Sure, that engine provides ample power, but it has an artificially boosted induction note. And sure, it may feel fast around the handling circuit, but the tC is 1 second slower than the Si in our figure eight. "Not as much fun as it should be," Theodore logged after our road loop. A frequent complaint was the insufferably long rev-hang between shifts; another was pedal placement, which isn't friendly to Fred Astaire footwork ("Seems to anticipate unintended acceleration charges," Lassa noted).
The tC boasts seats that juggle sport and commuter duties well, and the back seat is easy to access and comfortable. Other elements, like the stereo's integration into the center stack and the sunroof shade, look like a botched Circuit City install job. Ride quality was suspect; editors noted damping a touch too firm and a noisy interior. Our car was a tired preproduction example from Scion's test fleet -- missing trim pieces and all -- so caveat emptor.
The tC's strong value lands it in the final round. This car does nothing wrong, and it will make first-time buyers happy. But it lacks the uniqueness that should make Scion something special. What you have here is solid, by-the-numbers entry-level coupe in fancy clothes. Not a car of the year. - Carlos Lago
Read more: http:///index.html#ixzz15SydEPHj
11-16-10, 09:12 AM
#11
Lexus Fanatic
I basically agree with the Volt selection.
One must remember the purpose of Motor Trend's COTY award. It is not necessarily given to predict the most-popular car or the best-seller, but for what is considered the most significant addition/advancement in the industry. The Volt, this year, in their view, is clearly the most significant new-car design on the market (until the extended-range Prius comes along)....and I basically agree.
As for the TOTY (Truck of the Year) award, my guess (without seeing the award in advance) is that it will go to either the Ford Explorer or Jeep Grand Cherokee. The new JGC is quite impressive this year, especially compared to previous versions.
One must remember the purpose of Motor Trend's COTY award. It is not necessarily given to predict the most-popular car or the best-seller, but for what is considered the most significant addition/advancement in the industry. The Volt, this year, in their view, is clearly the most significant new-car design on the market (until the extended-range Prius comes along)....and I basically agree.
As for the TOTY (Truck of the Year) award, my guess (without seeing the award in advance) is that it will go to either the Ford Explorer or Jeep Grand Cherokee. The new JGC is quite impressive this year, especially compared to previous versions.
11-16-10, 09:16 AM
#12
Lexus Fanatic
With the Leaf, it is (probably) the fact that full-electrics have been on the market before, though the Leaf represents (arguably, if you discount the lease-only, area-limited GM Impact) the first full-electric on the market from a major auto manufacturer. The Volt, however, in contrast, represents a major increase/breakthrough in gas/electric hybrid technology. The extended-range Prius, of course, will soon follow....it is more or less the same car as the Volt.
11-16-10, 09:20 AM
#13
Guest
Posts: n/a
Luxury cars
Finalist: Audi A8
Walter Mitty's Getaway Car
WE LIKE: Stealth speed, sumptuous interior, eggnog-creamy eight-cog tranny.
WE DON'T LIKE: Fussy shifter, fiddly ergonomics, perhaps too mild-mannered
Elegance doesn't come much more understated than this in the large-sedan realm. Especially in white, Audi's latest flagship limo seems desperate to blend in with its A4 kid brother. But slip inside and the senses are overwhelmed by swathes of rich wood and brushed metal splashed across not only the dash and door panels, but the front seatbacks as well.
The engineers exerted themselves as hard as the designers did inside, introducing a revolutionary handwriting recognition feature designed to simplify tasks like destination entry (especially in Chinese). We were prepared to be dazzled, but it didn't work on our car, except for selecting radio presets.
Nor were we particularly thrilled with the new electronic gearshift, which required far too much concentration to hit reverse without overshooting. Referring to the Audi's "three stalks, switches on the steering column, gimmicky shifter, and center stack that could confound a nuclear physicist," guest judge Theodore chided that "good engineering gets the job done, but great engineering does it with simplicity."
Acclaim was nearly universal for ride and handling. Kiino found the big Audi a "great glider that seems to hover flatly over the pavement," despite providing "sharp turn-in, stellar grip and composure."
Indeed, at 0.92 g, our 4459-pound all-wheel-drive bruiser recorded the best lateral grip and third-best figure-eight performance of the group (26.2 seconds at 0.69 g average). Credit the $5900 Sport Package's torque-vectoring rear differential and 20-inch Pirelli PZero footwear. Even here, technology intruded, with heavy-handed adaptive steering effort in Audi Drive Select's Dynamic mode. (Fortunately you can dial back the steering heft alone in the Individual mode settings.)
Our stealthy-storming A8 suffered only by direct comparison with the more expressive, ergonomically simpler, and similarly brilliant-driving Jaguar XJL. - Frank Markus
Read more: http:///index.html#ixzz15T0hn7rd
Walter Mitty's Getaway Car
WE LIKE: Stealth speed, sumptuous interior, eggnog-creamy eight-cog tranny.
WE DON'T LIKE: Fussy shifter, fiddly ergonomics, perhaps too mild-mannered
Elegance doesn't come much more understated than this in the large-sedan realm. Especially in white, Audi's latest flagship limo seems desperate to blend in with its A4 kid brother. But slip inside and the senses are overwhelmed by swathes of rich wood and brushed metal splashed across not only the dash and door panels, but the front seatbacks as well.
The engineers exerted themselves as hard as the designers did inside, introducing a revolutionary handwriting recognition feature designed to simplify tasks like destination entry (especially in Chinese). We were prepared to be dazzled, but it didn't work on our car, except for selecting radio presets.
Nor were we particularly thrilled with the new electronic gearshift, which required far too much concentration to hit reverse without overshooting. Referring to the Audi's "three stalks, switches on the steering column, gimmicky shifter, and center stack that could confound a nuclear physicist," guest judge Theodore chided that "good engineering gets the job done, but great engineering does it with simplicity."
Acclaim was nearly universal for ride and handling. Kiino found the big Audi a "great glider that seems to hover flatly over the pavement," despite providing "sharp turn-in, stellar grip and composure."
Indeed, at 0.92 g, our 4459-pound all-wheel-drive bruiser recorded the best lateral grip and third-best figure-eight performance of the group (26.2 seconds at 0.69 g average). Credit the $5900 Sport Package's torque-vectoring rear differential and 20-inch Pirelli PZero footwear. Even here, technology intruded, with heavy-handed adaptive steering effort in Audi Drive Select's Dynamic mode. (Fortunately you can dial back the steering heft alone in the Individual mode settings.)
Our stealthy-storming A8 suffered only by direct comparison with the more expressive, ergonomically simpler, and similarly brilliant-driving Jaguar XJL. - Frank Markus
Read more: http:///index.html#ixzz15T0hn7rd
Contender: BMW 5 Series
Two generations beyond The Ultimate Driving Machine
WE LIKE: Quick, powerful, and quiet at speed; segment's only traditional manual transmission.
WE DON'T LIKE: Heft and dependence on electronics disconnect the driving experience
"Ultimate," as an adjective, means "last or last possible, final," says the Oxford American Dictionary. Of course, BMW's marketing wizards were thinking about "ultimate" as a noun ("best achievable or imaginable") when they wrote The Ultimate Driving Machine tagline, which applies nicely to E39 5 Series of two generations ago.
The 2011 F10 5 Series, which includes the hatchback GT and four-door sedan, continues in the tradition of the E60 that followed the E39. The F10 is essentially a shortened 7 Series.
A multilink front suspension replaces the struts used in Bimmer sedans for 46 years. It's still available with a manual, with six speeds to the new trick automatic's eight. Engine choices include the 528i's 240-horse naturally aspirated 3.0-liter I-6, the 535i's 300-horsepower twin-scroll turbocharged 3.0-liter I-6 and our 550i's 4.4-liter twin-turbo V-8. A plethora of electronic gizmos include everything from electronic power-assisted Servotronic steering to self-parallel-parking to the much improved, but still fussy, Gen IV iDrive.
Markus found the Adaptive Drive's four chassis modes sufficiently delineated, with "a noticeable step increase in harshness on choppy roads," and proclaimed the 550i one of the quietest, smoothest cars among the contestants, at highway speeds.
Find a curve, and the 550i feels out of place. "It did quite well, but it feels too big and heavy to be doing this sort of thing," Markus added.
"How depressing is this?" Lago concurred. "Feels like a downsized 7 Series, and that isn't a compliment." The electronic gadgetry overwhelms any remaining steering and handling response, he wrote. "I get a vague, disconnected feeling from everything. Steering feels numb."
"BMW is still the dynamic leader," Theodore concluded, "but in its quest to be the luxury car leader, it risks losing its Ultimate Driving Machine mantle." Ultimately, the '11 BMW 5 Series did not make our list of finalists. - Todd Lassa
Read more: http:///index.html#ixzz15T0NYsxj
Two generations beyond The Ultimate Driving Machine
WE LIKE: Quick, powerful, and quiet at speed; segment's only traditional manual transmission.
WE DON'T LIKE: Heft and dependence on electronics disconnect the driving experience
"Ultimate," as an adjective, means "last or last possible, final," says the Oxford American Dictionary. Of course, BMW's marketing wizards were thinking about "ultimate" as a noun ("best achievable or imaginable") when they wrote The Ultimate Driving Machine tagline, which applies nicely to E39 5 Series of two generations ago.
The 2011 F10 5 Series, which includes the hatchback GT and four-door sedan, continues in the tradition of the E60 that followed the E39. The F10 is essentially a shortened 7 Series.
A multilink front suspension replaces the struts used in Bimmer sedans for 46 years. It's still available with a manual, with six speeds to the new trick automatic's eight. Engine choices include the 528i's 240-horse naturally aspirated 3.0-liter I-6, the 535i's 300-horsepower twin-scroll turbocharged 3.0-liter I-6 and our 550i's 4.4-liter twin-turbo V-8. A plethora of electronic gizmos include everything from electronic power-assisted Servotronic steering to self-parallel-parking to the much improved, but still fussy, Gen IV iDrive.
Markus found the Adaptive Drive's four chassis modes sufficiently delineated, with "a noticeable step increase in harshness on choppy roads," and proclaimed the 550i one of the quietest, smoothest cars among the contestants, at highway speeds.
Find a curve, and the 550i feels out of place. "It did quite well, but it feels too big and heavy to be doing this sort of thing," Markus added.
"How depressing is this?" Lago concurred. "Feels like a downsized 7 Series, and that isn't a compliment." The electronic gadgetry overwhelms any remaining steering and handling response, he wrote. "I get a vague, disconnected feeling from everything. Steering feels numb."
"BMW is still the dynamic leader," Theodore concluded, "but in its quest to be the luxury car leader, it risks losing its Ultimate Driving Machine mantle." Ultimately, the '11 BMW 5 Series did not make our list of finalists. - Todd Lassa
Read more: http:///index.html#ixzz15T0NYsxj
Finalist: Buick Regal
Break on through to the sporty side
WE LIKE: Euro styling, athletic chassis, new direction for Buick.
WE DON'T LIKE: Underwhelming acceleration, frustrating transmission.
Built and sold in Germany as the Opel Insignia, and originally destined to be the next Saturn Aura here in the States, the sport/luxury sedan you see on this page has finally made it to America...as a Buick, resurrecting the Regal name, which last appeared in 2004. The new-for-2011, 190.2-inch-long four-door looked poised to make a run at this year's Golden Calipers with a hard-fought victory in Round 1, something the BMW 5 Series, Hyundai Equus, and Saab 9-5 can't claim. So what did we like about the newest and sportiest Buick?
"The Regal sets a new and proper direction for the brand, with great design inside and out," said Theodore. "Interior materials and fit and finish are excellent. Ride and vehicle dynamics are a revelation for Buick," Lieberman noted. "Fantastic composure around the figure eight. The chassis loves being beaten on," Loh observed. "Very well composed on the twisties -- impressive in that regard. Quiet yet fun; definitely destroys the image of an old-man Buick. Such a departure from even the LaCrosse."
Alas, the Regal garnered as many cons as it did pros, notably a stubborn six-speed automatic and disappointing inline-four engines. Loh wrote, "Shifts are constantly denied, but at least it will give you a down shift even when the ESC is active. Not particularly fast feeling or sounding; in fact, the engine has a reedy, electronic note." Lago added, "No soul to either engine; both lack power and character." From 0 to 60 the naturally aspirated Regal proved slower than the plug-in Volt, and the turbo was a full second tardier than the Sonata turbo and even a tenth behind Acura's TSX I-4.
"If powertrains were more refined and GM's overly complicated center stacks simplified, this would be a class-leading vehicle," logged Theodore. Faults notwithstanding, the Regal is a break-through car for Buick. It's just not a breakthrough Car of the Year. - Ron Kiino
Read more: http:///index.html#ixzz15T0A5hxX
Break on through to the sporty side
WE LIKE: Euro styling, athletic chassis, new direction for Buick.
WE DON'T LIKE: Underwhelming acceleration, frustrating transmission.
Built and sold in Germany as the Opel Insignia, and originally destined to be the next Saturn Aura here in the States, the sport/luxury sedan you see on this page has finally made it to America...as a Buick, resurrecting the Regal name, which last appeared in 2004. The new-for-2011, 190.2-inch-long four-door looked poised to make a run at this year's Golden Calipers with a hard-fought victory in Round 1, something the BMW 5 Series, Hyundai Equus, and Saab 9-5 can't claim. So what did we like about the newest and sportiest Buick?
"The Regal sets a new and proper direction for the brand, with great design inside and out," said Theodore. "Interior materials and fit and finish are excellent. Ride and vehicle dynamics are a revelation for Buick," Lieberman noted. "Fantastic composure around the figure eight. The chassis loves being beaten on," Loh observed. "Very well composed on the twisties -- impressive in that regard. Quiet yet fun; definitely destroys the image of an old-man Buick. Such a departure from even the LaCrosse."
Alas, the Regal garnered as many cons as it did pros, notably a stubborn six-speed automatic and disappointing inline-four engines. Loh wrote, "Shifts are constantly denied, but at least it will give you a down shift even when the ESC is active. Not particularly fast feeling or sounding; in fact, the engine has a reedy, electronic note." Lago added, "No soul to either engine; both lack power and character." From 0 to 60 the naturally aspirated Regal proved slower than the plug-in Volt, and the turbo was a full second tardier than the Sonata turbo and even a tenth behind Acura's TSX I-4.
"If powertrains were more refined and GM's overly complicated center stacks simplified, this would be a class-leading vehicle," logged Theodore. Faults notwithstanding, the Regal is a break-through car for Buick. It's just not a breakthrough Car of the Year. - Ron Kiino
Read more: http:///index.html#ixzz15T0A5hxX
Contender: Hyundai Equus
Getting Warmer
WE LIKE: High end materials and good build quality reinforce the idea of Hyundai and luxury.
WE DON'T LIKE: Unrefined ride and body motions; not enough power for the segment
The key TO understanding the new Hyundai Equus is this: There are no options. You can choose from two trim levels, Signature and Ultimate, but there are no boxes to check. This means two things. Customers get essentially every piece of whizbangery available under the sun for a (relatively) low price. And it means the Equus is cheap to build for Hyundai. That's how the automaker can sell a car with $100,000 worth of features for just $65,400.
But is it a real luxury player? Hyundai comes closer with the Equus, but it's not there yet. First and foremost is the suspension tuning. On Hyundai's high-speed 6-mile oval, the Equus was borderline frightening to drive at 120 mph. As Lago noted, "[The Equus] got downright nervous in excess of 100 mph. Felt floaty in places the competition didn't even notice."
The 4.6-liter Tau V-8 produces a healthy-sounding 385 horsepower and a slightly meeker 333 pound-feet of torque. But Equus tips the scales at a heavyweight 4591 pounds. As Kiino noted, "Could use more oomph." Moreover, that power, due to the high-revving nature of DOHC V-8s, comes on higher up in the rev range than the competition, so there's no smooth way to quickly take off from a stop, one of the key attributes of top-shelf luxury.
Then there's the back seat, specifically the veritable throne located catty-corner from the driver. That's the one with a multi-way massager operated by remote control. It's got a footrest that rises up to help take a load off your tootsies. Except that if you're above 5 feet, 5 inches tall, your feet catch on the bottom of the front seat, making the feature useless for the intended audience.
In the end, the well-built Equus has much to offer the budget-minded, gizmo-obsessed luxury-car buyer. "The Equus recalls a Russian ZIL fitted with all the latest electronic gadgets," said Theodore.
However, its inadequate engine, half-baked trump-chair, and inadequate suspension tuning kept it from being our Car of the Year. - Jonny Lieberman
Read more: http:///index.html#ixzz15SzlEhr5
Getting Warmer
WE LIKE: High end materials and good build quality reinforce the idea of Hyundai and luxury.
WE DON'T LIKE: Unrefined ride and body motions; not enough power for the segment
The key TO understanding the new Hyundai Equus is this: There are no options. You can choose from two trim levels, Signature and Ultimate, but there are no boxes to check. This means two things. Customers get essentially every piece of whizbangery available under the sun for a (relatively) low price. And it means the Equus is cheap to build for Hyundai. That's how the automaker can sell a car with $100,000 worth of features for just $65,400.
But is it a real luxury player? Hyundai comes closer with the Equus, but it's not there yet. First and foremost is the suspension tuning. On Hyundai's high-speed 6-mile oval, the Equus was borderline frightening to drive at 120 mph. As Lago noted, "[The Equus] got downright nervous in excess of 100 mph. Felt floaty in places the competition didn't even notice."
The 4.6-liter Tau V-8 produces a healthy-sounding 385 horsepower and a slightly meeker 333 pound-feet of torque. But Equus tips the scales at a heavyweight 4591 pounds. As Kiino noted, "Could use more oomph." Moreover, that power, due to the high-revving nature of DOHC V-8s, comes on higher up in the rev range than the competition, so there's no smooth way to quickly take off from a stop, one of the key attributes of top-shelf luxury.
Then there's the back seat, specifically the veritable throne located catty-corner from the driver. That's the one with a multi-way massager operated by remote control. It's got a footrest that rises up to help take a load off your tootsies. Except that if you're above 5 feet, 5 inches tall, your feet catch on the bottom of the front seat, making the feature useless for the intended audience.
In the end, the well-built Equus has much to offer the budget-minded, gizmo-obsessed luxury-car buyer. "The Equus recalls a Russian ZIL fitted with all the latest electronic gadgets," said Theodore.
However, its inadequate engine, half-baked trump-chair, and inadequate suspension tuning kept it from being our Car of the Year. - Jonny Lieberman
Read more: http:///index.html#ixzz15SzlEhr5
Contender: Infiniti M
Beg M for Mercy
WE LIKE: All the goodies you want, wait-they fit how big an engine in there?
WE DON'T LIKE: Tail-happy driving dynamics, Steve Zissou styling.
Assulting the BMW 5 Series is a challenge, no matter how sour an impression the new model leaves. What's Infiniti to do? Be different. The new M, which comes in V-6 and V-8, and rear- and all-wheel-drive configurations, attempts just that, but not always in the right way.
Design is a most radical step-and arguably in the wrong direction. On first look, our two examples -- a rear-drive 37S with summer tires and an all-wheel-drive 56x with a massive 5.6-liter mill -- didn't warm the judges. "The M looks like a largemouth bass," said Theodore. "The interior is a sea of waves that crash together without aesthetic or functional reason." Most repeated the sentiment, although the interior's silver-polished wood found a few fans.
Athleticism would seem a strong point. The 56x, even saddled with all-wheel drive, weighs 100 pounds less than the RWD 550i, yet accelerates just as fast. The 37S manages to isolate its big V-6 better than any Nissan we've driven lately ("Doesn't come across as quite as rough and coarse," said Markus).
Points for engineering excellence, then? Nope. The M56 has too much engine. Its power is awesome in the most literal definition ("Downright scary!" Theodore noted), and those who dared turn off traction control were met with lift-throttle oversteer equal to 1980s 911 Turbo levels. The 37S felt more manageable, but retained an aggressively tail-happy nature; "It doesn't just lurk in the background," wrote Loh. "It presents itself front and center like a baboon's red butt."
Overall, both feel somewhat clumsy and exhibit rough edges. No cookies are awarded for value either: The 37S and 56x line up squarely with similarly equipped BMW 5 Series models.
Though the M matches most competitors on paper, it falls behind on the road. This Infiniti doesn't break new ground, and that means it goes no farther. - Carlos Lago
Read more: http:///index.html#ixzz15SzWzHAK
Beg M for Mercy
WE LIKE: All the goodies you want, wait-they fit how big an engine in there?
WE DON'T LIKE: Tail-happy driving dynamics, Steve Zissou styling.
Assulting the BMW 5 Series is a challenge, no matter how sour an impression the new model leaves. What's Infiniti to do? Be different. The new M, which comes in V-6 and V-8, and rear- and all-wheel-drive configurations, attempts just that, but not always in the right way.
Design is a most radical step-and arguably in the wrong direction. On first look, our two examples -- a rear-drive 37S with summer tires and an all-wheel-drive 56x with a massive 5.6-liter mill -- didn't warm the judges. "The M looks like a largemouth bass," said Theodore. "The interior is a sea of waves that crash together without aesthetic or functional reason." Most repeated the sentiment, although the interior's silver-polished wood found a few fans.
Athleticism would seem a strong point. The 56x, even saddled with all-wheel drive, weighs 100 pounds less than the RWD 550i, yet accelerates just as fast. The 37S manages to isolate its big V-6 better than any Nissan we've driven lately ("Doesn't come across as quite as rough and coarse," said Markus).
Points for engineering excellence, then? Nope. The M56 has too much engine. Its power is awesome in the most literal definition ("Downright scary!" Theodore noted), and those who dared turn off traction control were met with lift-throttle oversteer equal to 1980s 911 Turbo levels. The 37S felt more manageable, but retained an aggressively tail-happy nature; "It doesn't just lurk in the background," wrote Loh. "It presents itself front and center like a baboon's red butt."
Overall, both feel somewhat clumsy and exhibit rough edges. No cookies are awarded for value either: The 37S and 56x line up squarely with similarly equipped BMW 5 Series models.
Though the M matches most competitors on paper, it falls behind on the road. This Infiniti doesn't break new ground, and that means it goes no farther. - Carlos Lago
Read more: http:///index.html#ixzz15SzWzHAK
Finalist: Jaguar XJ
A new era via the fast lane
WE LIKE: Sensual sheetmetal, ferocious power, neoclassic cabin.
WE DON'T LIKE: Glare from interior chrome, an ungraceful ride at times.
Within the field of any given Car of the Year judging, it's rare for the longest vehicle to also be the quickest. But that's exactly the title the Jaguar XJL Supercharged held within 2011's field of 21 nameplates. Measuring 206.6 inches long, the XJL S/C stretched 3.7 inches beyond the next longest, the 202.9-inch Honda Odyssey. Yet, with a 470-horsepower blown 5.0-liter V-8, the 4355-pound Jag sprinted from 0 to 60 mph in 4.0 seconds-or 0.8-second sooner than the next quickest, the BMW 550i and Infiniti M56X-and through the quarter in 12.3 at 116.3 mph, a full tick ahead of the aforementioned two.
For such a large luxocruiser, the XJL S/C isn't just brisk, it's let's-race-a-Boxster-Spyder-and-beat-it brisk. And, mind you, the XJ lineup includes the more powerful (and likely even quicker) 510-horse XJ/XJL Supersport.
Naturally, we found more to praise in the XJL S/C than just its silly straight-line speed. Lieberman noted, "Excellent chassis balance and poise. Most emotional. Most personality. I didn't want to get out of it." Sure enough, the Jag's figure-eight time was tops in this year's field, and its lateral acceleration was sticky enough to tie with that of the 550i, Infiniti M37 S, and Volvo S60 T6 AWD. Sixty-to-0 braking? A curt 110 feet, second only to the Audi A8's 104.
Although most judges were also fond of the Jag's striking exterior and roomy, posh interior, many were dissatisfied with cabin's overly glitzy chrome accents, which reflected sunlight in near-blinding fashion, and a sometimes busy, unrefined ride that seemed uncharacteristically ungraceful. Said Theodore: "The XJ is the dawn of a new age for the brand. Stunning inside and out, with great performance and dynamics. My only complaint was the loss of Jaguar's trademark plush ride."
The all-new XJ was one of three cars to receive a first-place vote. Its failure to win doesn't reflect a lack of merit; rather, it just goes to show that another car deserved the title more. - Ron Kiino
Read more: http:///index.html#ixzz15SzI1lmZ
A new era via the fast lane
WE LIKE: Sensual sheetmetal, ferocious power, neoclassic cabin.
WE DON'T LIKE: Glare from interior chrome, an ungraceful ride at times.
Within the field of any given Car of the Year judging, it's rare for the longest vehicle to also be the quickest. But that's exactly the title the Jaguar XJL Supercharged held within 2011's field of 21 nameplates. Measuring 206.6 inches long, the XJL S/C stretched 3.7 inches beyond the next longest, the 202.9-inch Honda Odyssey. Yet, with a 470-horsepower blown 5.0-liter V-8, the 4355-pound Jag sprinted from 0 to 60 mph in 4.0 seconds-or 0.8-second sooner than the next quickest, the BMW 550i and Infiniti M56X-and through the quarter in 12.3 at 116.3 mph, a full tick ahead of the aforementioned two.
For such a large luxocruiser, the XJL S/C isn't just brisk, it's let's-race-a-Boxster-Spyder-and-beat-it brisk. And, mind you, the XJ lineup includes the more powerful (and likely even quicker) 510-horse XJ/XJL Supersport.
Naturally, we found more to praise in the XJL S/C than just its silly straight-line speed. Lieberman noted, "Excellent chassis balance and poise. Most emotional. Most personality. I didn't want to get out of it." Sure enough, the Jag's figure-eight time was tops in this year's field, and its lateral acceleration was sticky enough to tie with that of the 550i, Infiniti M37 S, and Volvo S60 T6 AWD. Sixty-to-0 braking? A curt 110 feet, second only to the Audi A8's 104.
Although most judges were also fond of the Jag's striking exterior and roomy, posh interior, many were dissatisfied with cabin's overly glitzy chrome accents, which reflected sunlight in near-blinding fashion, and a sometimes busy, unrefined ride that seemed uncharacteristically ungraceful. Said Theodore: "The XJ is the dawn of a new age for the brand. Stunning inside and out, with great performance and dynamics. My only complaint was the loss of Jaguar's trademark plush ride."
The all-new XJ was one of three cars to receive a first-place vote. Its failure to win doesn't reflect a lack of merit; rather, it just goes to show that another car deserved the title more. - Ron Kiino
Read more: http:///index.html#ixzz15SzI1lmZ
Contender: Lincoln MKZ Hybrid
Say it With Flowers
WE LIKE: Quite a few thoughtful flourishes, comfortable ride, and attractive interior.
WE DON'T LIKE: Exterior, grabby brakes, and still too much badge engineering
As was the case with the Ford Fusion, the Lincoln MKZ also received a dramatic
update for 2010. Among the improvements are a new front end, a redesigned interior, and the addition of a hybrid. While the Ford Fusion, which shares platforms with the MKZ, comes with a four-cylinder, V-6, and hybrid, until 2011, the MKZ was offered only with the six. Now a hybrid joins the lineup, and yes, it's the same one as the Fusion hybrid uses.
There are some differences, but they are subtle. Lincoln had an extra year to work on its hybrid, and it shows. Loh said, "The MKZ is better resolved than the Fusion, but this is to be expected as they had some extra time." He continued, "The ride is supple and refined; the steering smooth, precise, and linear." Several judges were impressed with the comfortable ride, thanks partly to revised shock valving upgrades. But some noted that the chassis can easily get upset, especially during braking, and that the brakes are too grabby. At the track, the Hybrid took 8.5 seconds to reach 60 mph and completed the quarter mile in 16.5 seconds at 87.2 mph. Braking from 60 mph required 130 feet.
The hybrid system is the same as in the Ford, with the exception of the display for the driver. In the Fusion, the more "green" you drive, the more leaves appear in the display. With the MKZ, the more environmentally friendly you are, the more white flower petals appear in the SmartGauge. There is real wood and chrome in the cabin, which makes it look much more luxurious than it did a couple years ago.
"The interior has been upgraded, but the exterior is starting to show its age despite last year's facelift," noted Theodore.
So the Lincoln version of the Fusion does not move the bar all that much. The flower display is nice, but not enough of a reason to buy the Lincoln over the Ford. This vehicle is a great one for Lincoln, as its competitors are a small group-at this point, only the Lexus HS 250h-but you can get most of what the Lincoln offers, for less money, in the Fusion. - Allyson Harwood
Read more: http:///index.html#ixzz15Sz05Fag
Say it With Flowers
WE LIKE: Quite a few thoughtful flourishes, comfortable ride, and attractive interior.
WE DON'T LIKE: Exterior, grabby brakes, and still too much badge engineering
As was the case with the Ford Fusion, the Lincoln MKZ also received a dramatic
update for 2010. Among the improvements are a new front end, a redesigned interior, and the addition of a hybrid. While the Ford Fusion, which shares platforms with the MKZ, comes with a four-cylinder, V-6, and hybrid, until 2011, the MKZ was offered only with the six. Now a hybrid joins the lineup, and yes, it's the same one as the Fusion hybrid uses.
There are some differences, but they are subtle. Lincoln had an extra year to work on its hybrid, and it shows. Loh said, "The MKZ is better resolved than the Fusion, but this is to be expected as they had some extra time." He continued, "The ride is supple and refined; the steering smooth, precise, and linear." Several judges were impressed with the comfortable ride, thanks partly to revised shock valving upgrades. But some noted that the chassis can easily get upset, especially during braking, and that the brakes are too grabby. At the track, the Hybrid took 8.5 seconds to reach 60 mph and completed the quarter mile in 16.5 seconds at 87.2 mph. Braking from 60 mph required 130 feet.
The hybrid system is the same as in the Ford, with the exception of the display for the driver. In the Fusion, the more "green" you drive, the more leaves appear in the display. With the MKZ, the more environmentally friendly you are, the more white flower petals appear in the SmartGauge. There is real wood and chrome in the cabin, which makes it look much more luxurious than it did a couple years ago.
"The interior has been upgraded, but the exterior is starting to show its age despite last year's facelift," noted Theodore.
So the Lincoln version of the Fusion does not move the bar all that much. The flower display is nice, but not enough of a reason to buy the Lincoln over the Ford. This vehicle is a great one for Lincoln, as its competitors are a small group-at this point, only the Lexus HS 250h-but you can get most of what the Lincoln offers, for less money, in the Fusion. - Allyson Harwood
Read more: http:///index.html#ixzz15Sz05Fag
Contender: Saab 9-5
Swede and Sour
WE LIKE: Brisk acceleration, all-wheel-drive composure, sharply tailored sheetmetal.
WE DON'T LIKE: Slow six-speed, hefty price tag, conspicuous GM parts sharing.
Although the third-generation 9-5 is the first offering to be released under Spyker ownership, it was more or less a finished product by the time the Dutch took the reins. As a result, Saab's flagship enters the U.S. market with numerous GM parts, most notably a turbocharged 300-horse V-6 and Epsilon II architecture. Dubbed Aero Turbo6 AWD, the introductory 9-5, replete with Haldex all-wheel drive, starts at $48,490. Our tester came with navigation ($2395), harman-kardon audio ($995), and 19-inch alloys with summer tires ($750), bringing the total to $52,530.
The 9-5 enthralled a majority of our staff with an edgy, functional, and roomy interior, not to mention a contemporary façade that would not be out of place on the cover of a book highlighting great moments in Scandinavian design. Theodore observed, "The exterior is modern with smooth flowing surfaces, yet still looks uniquely Saab." Markus on the interior: "Feels like a Saab right to its core -- dash shape, far-overhanging windshield header, night panel -- and I like the user interface."
In terms of subjective dynamics, the 9-5 faltered a bit. Per Markus: "The Ministry of Shift Denial works overtime. For no reason, it simply will not grant a 3-2 downshift via paddles or stick when cornering. I continued to slow down, and it didn't allow a downshift until I was going 20 mph or slower." Despite all his distaste for the automatic, though, Markus savored the chassis. "Another hot Swede. Handles great, with same all-wheel-drive poise as the S60."
Saab cars have always been quirky automobiles, and they should remain quirky. That said, there's no excusing some of the 9-5's new quirks, such as the stubborn transmission or a Bluetooth phone system that pairs to your cell under the name General Motors. Theodore concluded: "At $52,000, there are many other choices that provide more for less. Let's hope Saab's new owner guides the brand back to its proper place on the automotive scene." Yes, let's hope. - Ron Kiino
Read more: http:///index.html#ixzz15SylsJun
Swede and Sour
WE LIKE: Brisk acceleration, all-wheel-drive composure, sharply tailored sheetmetal.
WE DON'T LIKE: Slow six-speed, hefty price tag, conspicuous GM parts sharing.
Although the third-generation 9-5 is the first offering to be released under Spyker ownership, it was more or less a finished product by the time the Dutch took the reins. As a result, Saab's flagship enters the U.S. market with numerous GM parts, most notably a turbocharged 300-horse V-6 and Epsilon II architecture. Dubbed Aero Turbo6 AWD, the introductory 9-5, replete with Haldex all-wheel drive, starts at $48,490. Our tester came with navigation ($2395), harman-kardon audio ($995), and 19-inch alloys with summer tires ($750), bringing the total to $52,530.
The 9-5 enthralled a majority of our staff with an edgy, functional, and roomy interior, not to mention a contemporary façade that would not be out of place on the cover of a book highlighting great moments in Scandinavian design. Theodore observed, "The exterior is modern with smooth flowing surfaces, yet still looks uniquely Saab." Markus on the interior: "Feels like a Saab right to its core -- dash shape, far-overhanging windshield header, night panel -- and I like the user interface."
In terms of subjective dynamics, the 9-5 faltered a bit. Per Markus: "The Ministry of Shift Denial works overtime. For no reason, it simply will not grant a 3-2 downshift via paddles or stick when cornering. I continued to slow down, and it didn't allow a downshift until I was going 20 mph or slower." Despite all his distaste for the automatic, though, Markus savored the chassis. "Another hot Swede. Handles great, with same all-wheel-drive poise as the S60."
Saab cars have always been quirky automobiles, and they should remain quirky. That said, there's no excusing some of the 9-5's new quirks, such as the stubborn transmission or a Bluetooth phone system that pairs to your cell under the name General Motors. Theodore concluded: "At $52,000, there are many other choices that provide more for less. Let's hope Saab's new owner guides the brand back to its proper place on the automotive scene." Yes, let's hope. - Ron Kiino
Read more: http:///index.html#ixzz15SylsJun
11-16-10, 09:24 AM
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With the Leaf, it is (probably) the fact that full-electrics have been on the market before, though the Leaf represents (arguably, if you discount the lease-only, area-limited GM Impact) the first full-electric on the market from a major auto manufacturer. The Volt, however, in contrast, represents a major increase/breakthrough in gas/electric hybrid technology. The extended-range Prius, of course, will soon follow....it is more or less the same car as the Volt.
Plus, the Leaf is the first mass production all electric vehicle - and it's a four door. The only other production electric was the ultra limited lease only 2-door GM EV-1 (not counting Tesla's).
So the Leaf is a pretty big deal.
