The CarsHQ Advisor

Production of the 2010 Forte Coupe marks Kia’s first ever 2-door model and brings a whole new sporty image to the Kia brand. Peter Schreyer, designer of the Audi TT, worked at Audi for 25 years before joining Kia as Chief Design Officer. His design of the Forte Coupe highlights the design strength of the "simplicity of the straight line". Bold body lines and sharp edges make the Koup stand out against its competitors.

The Forte Coupe uses the new Kia family narrow opening grille design, but the Coupe also has a large air intake below the grille. Large black simulated brake-cooling ducts frame the air intake and the SX model adds vertically mounted rectangular fog lights to emphasize the bold look. Wide tail lights flow around the fender corner and into the trunk panel. The black lower rear bumper acts as an air diffuser to decrease aerodynamic drag and adds to the car’s high performance image. While the Koup exterior design stands out, there is much more to this car than just looks.

The Koup is available in two models: EX and SX. Both are very well equipped with stability control, traction control, ABS brakes, tilt steering wheel, steering wheel audio controls, air conditioning, cruise control, and six airbags. The SX model adds larger 17-inch wheels and tires, bigger front brakes, automatic climate control, telescopic steering column, Sirius satellite radio, fog lights and alloy pedals. Leather seat trim with heated front seats and power sunroof are optional on both models. The SX model also gets a quicker 2.4 litre 4-cylinder engine and 6-speed manual transmission or optional 5-speed automatic than the EX model’s 2.0 litre engine with 5-speed manual or optional 4-speed automatic. Although the SX is noticeably faster, I found the 2.0 litre EX model had more than enough power.

Kia has to be proud of the suspension engineering in the Koup. Taking a few hot laps on a twisty roadrace track, the Coupe handled like a dream. The car exhibits neither understeer or oversteer, although oversteer could be induced with the throttle. Applying the brakes or backing off the throttle doesn’t upset the car while cornering at all. Do something really stupid on a corner and the stability control would unobtrusively kick in to get the car back in line, but only if the car was beyond the limits of control.

The steering is quick, with good feedback to the driver. The larger 17-inch tires on the SX model do provide more traction and sharper steering but both the EX and SX models handle wonderfully. A few quick laps did get the brakes heated up but there was no fade or overheating. The only fault found on the track was the 6-speed manual transmission needs closer gear ratios between 2nd and 3rd gear. This was also noticeable while accelerating on the street.

Some rough roads demonstrated the firmer ride of the SX model, mostly due to the lower profile 17-inch tires. I actually preferred the ride with the 16-inch tires on the EX model for everyday driving. Interior noise levels are low, with a little wind noise from the sunroof on our SX model, but the sound levels are still more comparable to a luxury car than an economy sports coupe.

Inside, seat bolsters are larger and keep both the driver and passenger in place. Front seat legroom is good and rear seat legroom is fair even when the front seats are adjusted all the way back. Access to the rear seats is good for a coupe. Front seat headroom is excellent without the sunroof and just enough with the optional sunroof. Rear seat headroom is fine for shorter passengers, but tall passengers would only want to spend a short time there. The 60/40 split rear seat folds to increase the trunk’s 12.7 cubic feet capacity.

Safety features include side curtain airbags and front side airbags, ABS brakes, stability control and traction control. Active headrests move forward during a rear end collision to minimize whiplash injuries and the headrests are also adjustable for/aft in several steps.

Distinctive sporty styling inside and out, a long list of standard features, economical price and excellent handling make the Koup an impressive car. It isn’t perfect. Soften the ride of the SX model slightly and change a couple transmission gear ratios and it might be getting close though.

AT A GLANCE:

Configuration: Front wheel drive 5-passenger coupe

Engine: 2.0 L 4 cylinder with 156 hp or 2.4 L 4 cylinder with 173 hp

Transmission: 5 or 6 speed manual or optional 4 or 5 speed automatic

Fuel Economy: 2.4 L engine: City 22 mpg; Hwy: 32 mpg

Suspension: Front: independent struts, coil springs, stabilizer bar; Rear: independent torsion beam, coil springs, stabilizer bar

Brakes: Four wheel disc brakes, ABS, brake assist

Special Features/Options: power sunroof, automatic climate control, power driver’s seat, stability control, Bluetooth phone connection with voice recognition, steering wheel audio controls, leather upholstery, heated bucket seats

MSRP: $16,595

Price as Tested: SX trim: $19,990 including $695 destination charges

Aveo is the Rodney Dangerfield of the Chevrolet lineup. It just “don’t get no respect”. Here is an entry level car that can be ordered as a sedan or a five-door hatchback in LS or LT trim with either a five-speed manual gearbox or a four-speed automatic. Yet, until recently, you hardly saw any ads for the car on TV or in the paper from GM. Local dealers have them, but seem to be able to get better deals on larger cars.

As it turns out, the Aveo may be one of Chevrolet’s better kept secrets and with rebates and other hype, the price of one may start out a bit on the high side of cheap, but not by much.

The car tested is a five-door hatchback that Chevy refers to as the Aveo5. They went all out and put in the four-speed automatic and the LT trim which if you were to order gives you access to some options and makes heated, power adjustable mirrors standard. There are a few other items such as an OnStar subscription for a year being included in the price that add good value to the extra cost of the package.

The bright yellow Aveo stands out. The best part is that the design of this car can handle bright colors. Its eclectic combination of curves and straight lines comes out as an eye catching design among hatchbacks.

All the doors open wide enough to make getting in and out easy. Even the hatch opens up high enough so you can get under it without hitting your head. As long as you can reach the handle to pull the hatch down, you can close it. The hatch is very well balanced and literally closes with a light pull.

Cargo space, as you should expect with a small car and the back seat up may seem a bit small, but you can fit a week’s worth of groceries in the back.

With that much glassware in the car and the chief of design riding shotgun, I had to be on my best driving behavior. Even when easing away from the lights you’ll find that the Aveo is smooth and reasonably good at getting underway quickly. The suspension soaks up the minor thumps and controls the major ones very well.

For a drag racer it is a tad slow, but then it has 108 horsepower coming out of a 1.6 liter engine. It fared much better diving into corners and doing a bit of late braking. The front disc/rear drum combination worked well under repeated heavy braking.

Chevrolet puts in five sets of seat belts, but unless those in the back are smaller than average, count on this to be four seat auto. Not only that, the middle of the rear seat is uncomfortable enough that only people you don’t like should have to sit there.

Space for adults in the rear is a bit tight with leg room being the biggest issue. If the front seat occupants pull their seats up a notch or two, the back seat is quite comfortable. Ironically, those in the front remain quite comfortable even with their seats forward that little bit.

AT A GLANCE

Configuration: Four-hatchback or four-door sedan.

Engine: 1.6 liter, DOHC, four that produces 108 horsepower and 105 lb.ft. of torque.

Transmission: Four-speed electronically controlled automatic.

Fuel: EnerGuide Canada Fuel Economy Rating for the City; 8.2 l/100 km. (34 mpg.). Hwy; 5.8 l/100 km. (49 mpg.).

Suspension: Front; MacPherson struts with offset coils and an anti-sway bar. Rear; Semi-independent torsion beam axle with coil springs.

Brakes: Power assisted front disc brakes and rear drums.

Safety: Dual front air bags are standard. Seat mounted side impact air bags are optional. LATCH system of anchoring child seats in the rear is standard. Rear doors have child proof locks. Keyless remote entry is available.

Special Features/Options: Sunroof is part of the LT package. Security package includes ABS brakes and seat mounted side impact air bags. Satellite radio is available. 15 inch wheels are standard on the LT

The Lexus IS series of sedans was introduced in 2006 to provide a sporty, personalized vehicle that delivered both handling and luxury. For 2010, the Lexus IS lineup has two new additions, the IS 250C and the IS 350C share the same hardtop convertible body structure but are equipped with different engines.

The IS Convertible builds on the IS sedan structure with the use of lightweight high strength steel and additional bracing to provide the same solid platform with the top down. On the road, the car exhibits an excellent ride and no noticeable body flex, attesting to the effectiveness of the structural additions.

Outside, the IS convertible is similar in design to the sedans but shares virtually no external panels. The hood and front fenders flow smoothly up into the windshield frame. The two doors are longer for better rear seat access and hinges have three detent positions to hold the doors partially open in tight parking spots. The rear quarters and trunk lid are higher with about two inches longer rear overhang to accommodate storing the roof and still have room for cargo. With the roof lowered, there is still enough trunk space for a set of golf clubs across the rear of the car. With the roof raised, there is 10.8 cubic feet of space, significantly larger than even the sedan trunk.

At the push of a button, the aluminum hardtop folds into the trunk is a short 20 seconds. With the roof up, the car is as tight, quiet and comfortable as a luxury coupe should be. With the roof down, there is very little buffeting from the wind even at highway speeds. Some convertibles use a wind blocker screen behind the front seats to stop the buffeting, but the IS convertible doesn’t need one.

Before the top is lowered, parking assist sensors at the rear of the vehicle look for objects that might interfere with the trunk lid opening rearward and will stop the sequence if necessary. The roof unlatches automatically and the rear window folds upside down into the storage space while the two roof panels slide over each other and into the trunk. The trunk lid lowers again to form a smooth rear deck with the roof completely concealed.

Inside, systems automatically compensate for the roof up or down. The audio system changes volume and equalizer levels to add more bass when the roof is down. The automatic climate control system adjusts both temperature and airflow to different outlets to maximize the interior comfort levels. The LCD information display changes contrast for better visibility with the roof down. Front seat passengers are also kept comfortable with seat coolers and heaters. Additional heating elements are placed in the shoulder area to provide extra heat with the top down on cool days.

The IC 250C and 350C are powered by a 2.5 liter V6 and 3.5 liter V6 respectively. The IS 250C comes with a 6 speed manual gearbox.  Most will likely order the optional 6 speed automatic gearbox with paddle shifters. With the gearshift moved to the Sport position, the paddle shifters select gears faster than anyone could with the manual gearbox and it does it smoothly too. The 2.5 liter engine puts out 204 horsepower which moves the car well. If you want really quick passing performance, the 306 horsepower of the 3.5 liter engine will provide it.

Besides the engine, the only differences between the two models are a few options only available on the IS 350C such as smog sensor on the automatic climate control, Lexus Pre-collision system and dynamic radar cruise control. Both models can be ordered with a voice-activated hard drive-based navigation system and backup camera, and an upgraded Mark Levinson audio system with 6-CD changer and 12 speakers. Both get leather interior, Birds Eye Maple interior trim, a full range of safety systems including brake assist, ABS, Stability control, traction control and hill start assistance control (great with the manual transmission).

The Lexus IS convertible is a very good blend of performance and comfort. It is fun on a twisty road, top up or down, with very little body roll and good feedback though the electric power steering. When the sun is shining, cruising with the top down will bring a guaranteed smile to the passenger’s faces.

AT A GLANCE:

Configuration: Rear wheel drive four passenger hardtop convertible

Engine: IS250: 2.5 L V6 producing 204 horsepower and 185 ft lb torque

IS350: 3.5 L V6 producing 306 horsepower and 277 ft lb torque

Transmission: 6 speed automatic

Fuel Economy: ISC 250:City: 21 mpg; Hwy: 29 mpg

ISC 350:City 18 mpg; Hwy: 25 mpg

Suspension: Front: independent double wishbone, stabilizer bar; Rear: Independent multi-link, coil springs, stabilizer bar

Brakes: four wheel disc brakes with ABS, hill hold

Special Features/Options: automatic climate control, heated front seats, traction control, stability control, leather upholstery, push-start ignition system

MSRP: IS 250C: $38,490

Price as tested: IS 350C: $47,870 including $875 destination charges
 

Volkswagen makes a big deal out of product similarity and “family resemblances”. You hear the term “Volkswagen DNA” tossed about freely, but once you look at the car, you know this Passat is “different”.

Start with the general shape of the car; it doesn’t look like a hatchback, wagon or sedan. The lines are not like any VW product before it and it looks more like a coupe than anything else. The only clue to the origin of the car is in the front grille, which does have a Volkswagen family resemblance. From there the wind cheating slope goes up to the base of the windscreen and then over the front window with only a slight change in angle. The top of the roof curves gently to fall away over the passenger compartment to a fastback like design that finishes with a slight lip spoiler before dropping away to a well rounded tail.

Inside, the same transformation has taken place. The interior is crisp with well defined lines, integrated venting and an instrument cluster that nestles under a slight eyebrow like rise in the dash. The centre stack contains the stereo and HVAC equipment in a brushed aluminum finish.

Switches and controls have a solid Volkswagen feel, but are definitely a different design. The tach and speedometer are still front and centre with VW’s info centre in between. VW’s traditional combination of blue, yellow and red lighting for the instruments and warning indicators is still top of the line, but the font on the instruments is considerably different.

Most noticeable difference in the switches is in the seat heater controls. Volkswagen has always had a five-position switch for the seat heaters and it was always a thumb wheel located in the center stack of the dash. In the CC, the switches are three position switches located back on the centre console. The other knobs and controls haven’t moved as much, but have been updated in appearance as well.

Power leather covered, front seats have three memory positions and a fully adjustable lumbar support to keep the vast majority of backsides comfortable. At this point driver’s seat adjustability and the tilt steering wheel mean that just about everyone will find a comfortable driving position.

In the back, there are three seat belts, but two will be more comfortable than three. The floor is nearly flat, but the center seating position is a bit on the flat side and considerably harder than the semi-sculpted outer seats. Leg and knee room are good, but headroom is a bit restricted for taller occupants due to the fastback roof.

Driving the CC is an exercise in standing out in a crowd. Downtown, the CC has a bit of a blind spot which made shoulder checking a necessity for lane changes. Once you decide to change, the 2.0 liter turbo four has enough bottom end that matching speed is not an issue, nor is the clown who tries to hold you out by attempting to close the gap in traffic.

Finding a parking space is definitely more of a challenge than doing the actual parking. The CC does have rather thick rear side pillars, but after a couple of tries parallel parking is still a “one, two, three” and then a done deal. Angle parking did take a bit more caution, but that was due to more to others who would not stop to let you out of the space.

Out on the highway and zinging around corners is where the CC shows its Volkswagen heritage. The ride on undulating roads stays smooth. Road imperfections such as tar strips and small holes do not upset the suspension one bit. Ride quality is firm without being intrusive.

Head into a corner and you can late brake because you know the four wheel discs that Volkswagen uses will haul you down consistently. Not only that, cornering speeds are significantly higher than what you expect given the comfort and straight line ride.

When you go into a corner a bit hot, the car just goes around. Instead of giving you the feeling that the car is going to trip over the outer front tire, the car stays relatively flat and the nose will start to push out. Back off and the car comes back onto the cornering line.

This may be an Americanized Volkswagen, but it is a Volkswagen and it is comfortable to be in and fun to drive.

AT A GLANCE

Configuration: Four-door sedan

Engine: 2.0 liter direct injected, 16 valve, turbo charged and intercooled inline four that produces 200 horsepower and 207 lb.ft. of torque.

Transmission: Six-speed automatic with Tiptronic™. A six-speed manual is available on the Sport.

Fuel: EPA rating for the City; 19 mpg. Highway; 29 mpg.

Suspension: Front; Modified MacPherson strut with triangular wishbones, coil springs, gas shocks and a stabilizer bar. Rear; four link independent system with coil springs, gas shocks and a stabilizer bar.

Brakes: Four-wheel, power assisted disc brakes.

Safety: Dual front, front side and head curtain air bags are standard. Rear seat side impact air bags are optional. ABS brakes are standard. Keyless remote entry is standard. Traction control and stability control are standard. LATCH system of anchoring child seats in the rear is standard.

Special Features/Options: On the Luxury Trim, there is one optional package, the technology package and several stand alone options such as non-metallic paint or an upgraded stereo system with navigation. Bluetooth with voice control is optional. Dealer installed accessories are available to personalize your Passat CC.
 

When the Mazda3 was introduced in 2003, it set new standards for styling and performance in the economy car segment. Since then the competition has used the Mazda3 as a benchmark when designing new products. For the new 2010 Mazda3, they knew they would not only have to improve on the existing car but again try to set new benchmarks for the industry to retain their competitive position.

The 2010 Mazda3 5-door is the hatchback version of the Mazda3 sedan and it is available in two models: Sport and Grand Touring, with the Sport pricing starting at $19,230. Both the Sport and Grand Touring models are equipped with a 2.5 liter four cylinder engine and 6-speed manual transmission, with a 5-speed automatic optional. They share the same sporty attitude.

The Grand Touring model is the car you usually see in the Mazda commercials. Loaded with all the options, the price nears $25,000. It includes some very high-tech gear such as Navigation system, Intelligent Key keyless entry and starting system, satellite radio, Bose 10-speaker audio system, adaptive front headlights with automatic leveling and memory power driver’s seat. Many of these options come in two packages – the Tech package and the Moonroof and Bose package. Leather seats are included with the Grand Touring model, as is automatic climate control and power driver’s seat as standard equipment, while ABS brakes and Stability Control are standard equipment on both models.

Japanese designers refer to the front of the car as its face and the Mazda3 certainly has an expressive face. The wide black grille makes a smiling mouth, leading into the two bright bi-xenon headlight "eyes". The chrome Mazda emblem is a pert little nose, with fog lights inset into false air intakes to give width to the face. The car looks like it is laughing, ready to have some fun, which is fully backed up by the sporty powertrain and suspension.

Seventeen inch alloy wheels and 50 series tires give the car its grip, but it is the strong body platform that enables the sporty handling. The MacPherson front struts have stronger damping and stiffer mountings, with retuned bushings for better control. At the rear, the suspension has been redesigned to make it lighter, while wider sway bar mounts keep the car flat on corners. I must say it works well. Turn the steering wheel and the car just goes where you point it. There is very little body roll and the responsiveness and feedback of steering inputs through the electro-hydraulic power steering are excellent.

The new 2.5 engine uses variable cam timing and intake manifold tuning to provide a snappy feel. With 167 horsepower, 11 more than last year’s model, the Mazda3 feels responsive at any speed. The six-speed manual gearbox was a little notchy in our test vehicle probably due to some previous drivers’ abuse, but it did smooth out during the course of a week’s driving. The clutch is light, with a wide smooth engagement so driving is city traffic was easy.

Slide into the driver’s seat and you will find the redesigned seats provide better support with higher side bolsters. Visibility is excellent in all directions, with the small triangular windows in the rear quarters eliminating blind spots.

Inside, the new dash has two pods with large round tach and speedometer. Above the gauge pods, the dash pad curves to the passenger side and contains the small display screen for the navigation system and another small display for the climate and audio systems. The audio and climate controls are located in the centre stack and are easy to reach, and with the display close to the top of the dash, you don’t have to take your eyes off the road.

The Navigation system screen is small, but after learning how to zoom in and out with the steering wheel controls, it is easy to use and follow directions. Complete with voice commands and intersection directions, the Nav system worked wonderfully. If you don’t want the map, a compass shows your direction instead.

The Mazda3 5-door is a practical car with sporty looks and a sporty driving feel. It definitely builds on the previous model. Only time will tell if it becomes the new standard in the compact class, but it has the potential.

AT A GLANCE:

Configuration: front wheel drive five passenger hatchback

Engine: 2.5 liter DOHC 4 cylinder producing 167 horsepower at 6000 rpm and 168 ft lb. torque @ 4000 rpm

Transmission: Six speed manual

Fuel Economy: City 21 mpg; Highway: 29 mpg

Suspension: Front: independent strut, coil springs; Rear independent multi-link, coil springs

Brakes: Four wheel disc brakes, ABS, Brake Assist

Special Features/Options: Navigation system, automatic climate control, steering wheel audio and Nav controls, heated seats, moonroof, Adaptive front lighting, Intelligent Key System, Stability control

MSRP: $19,230

Price as tested: $24,840 including $750 destination charges

Color isn’t the only reason that the Eclipse stands out. The body design looks like you should get a ticket because everyone knows that you are going to be bad! The car is built on curves. At the front, the hood curves up to the windshield which takes a different arc to go up and over the passenger compartment and then smoothes out to carry on to the rear of the car where the body arcs down in to the rear. At the same time the sides have compound curves in the wheel arches and doors. Even the door glass curves from the door up to the roof.

Panel gaps on the Eclipse seemed to be a bit large at first glance. The giveaway that this was part of the build plan comes from the fact that the gaps are even all down the seam and not every panel has a large gap. It seems that where plastic trim meets metal the gaps are a touch larger than average. Where it is a metal to metal meeting of panels, the gap is quite small.

Lest you think the Eclipse is just another boulevard queen, Mitsubishi has put their 3.8 liter V6 with variable valve timing and 265 horsepower under the hood. In addition, you can choose between a five-speed automatic and a six-speed manual gear box which my tester came with. To help get the power of this engine to the ground through the front wheels, Mitsubishi adds a strut tower brace that runs from shock tower to firewall and then over to the other shock tower.

With the front wheels doing the moving, traction control becomes quite important when you get all 265 horses whipped into a lather. The car is marginally quicker with the traction control off, but you have to be quick enough to control the ensuing torque steer. Even on pavement, which if it is clean enough has little torque steer, the car will move about two feet to the side if one wheel starts to slip.

Even more fun than driving hard is just going for a cruise at about 50%. Sitting back and relaxing, knowing that you can pick the space in the lane or that you have plenty of room to pass on the highway is always relaxing. The miles just roll on by when you do this.

Driving is much more relaxing when you have the all the rear view mirrors set properly. The rear quarter panels are large enough that the blind spots on the car are quite large. When the mirrors are set properly, the need to have your neck on a swivel for lane changes or just general awareness of what is going can be kept to a minimum.

Practicality of the car may be an issue for some. If you look in the back there is a large base speaker for the top line stereo that takes up space and the area looks a bit small to start with. However, the car will hold a week’s worth of groceries without having to fold the seat down.

The only issue you may have is the size of the rear seat. Think of it as a rear padded parcel shelf. When you put the seat back to where you’re comfortable, there is no leg room behind you.

As comfortable as this car is to be in and to drive, getting in can be problematic. Interestingly enough, the difficulties in getting or out had little to do with age. The Eclipse is a sports car and sports cars are low to the ground which means getting is often like a controlled crash into the seats. Once used to the procedure (and some are faster learners than others), it’s not a big deal and well worth the effort.

AT A GLANCE

Configuration: Two- door, hatchback sports coupe (also available as a convertible)

Engine: 3.8 liter, SOHC, 24 valve V6 with variable valve timing that puts out 265 horsepower and 262 lb.ft. of torque.

Transmission: Six-speed manual is standard; a five-speed automatic is optional.

Fuel: EPA rating for the six-speed manual in the city; 16 mpg. Hwy; 25 mpg. Uses premium unleaded.

Suspension: Front; Independent MacPherson struts with gas shocks and an anti-sway bar. Rear: Low mount, independent, multi-link system with gas shocks and an anti-sway bar.

Brakes: Four-wheel, power assisted disc brakes with ABS.

Safety: Dual front, side and side curtain air bags are standard. LATCH system of anchoring child seats in the rear is standard. Traction control and stability control are standard (on the GT). Keyless remote entry with panic alarm is standard. Shoulder belts are standard.

Special Features/Options: There is a long list of dealer installed accessories that range from aero kits to rear spoilers to car covers and fire extinguishers. In addition there is a six disc cd/mp3 player that is on the accessory list as well. Other than picking the color, there are virtually no stand-alone-options on the Eclipse GT

The FJ Cruiser is built as a modern day tribute to the world renowned Toyota FJ Land Cruiser series of off road vehicles. Ironically, the original was never very popular (except with hard core off-roaders). It seems the original was much better at traversing jungles and getting through desserts than coddling us in luxury for our urban adventures.

Land Cruisers are still sold in the U.S., but the new FJ Cruiser is intended to fill the image gap created by the Land Cruiser while being a thoroughly modern and comfortable vehicle. It’s like the Toyota engineers traded away the part of the world class off road ability for world class practical usability.

Original Land Cruisers were two door vehicles. New ones are just a bit more practical with large front doors that make entry and exit quite easy. In addition, there is a half door or “clamshell door” that opens to make getting in and out of the very comfortable rear seat as easy as getting in the front.

At the back, a traditional door rather than a rear hatch still opens about 90 degrees to provide unobstructed access to the rear cargo area. Hinges for the rear door are stout to the point of gargantuan since the rear door also serves as the spare tire mount. The tire is mounted low enough on the door that when driving, it is virtually invisible in the rear view mirror.

The windows may look narrow, but they are at the right height to provide occupants with a panoramic view of what is going on around the outside of the vehicle. Looking out the front is the most impressive with a massive hood and squared off corners so that you know exactly where everything starts and stops.

Driving the FJ in city traffic is pretty easy if you get the large mirrors set properly to keep blind spots to a minimum. When you do find a gap in traffic the power from the 4.0 liter V6 gets you from place to place quite quickly as long as you have the six-speed manual in the right gear. If you are coasting long in a higher gear, the clutch is light and the shifter moves like a knife through butter.

One of the big surprises of the day is the fact that as massive as the FJ appears, it fits in a regular parking space. If you are in a small space, it is a bit tight and getting out of the back is a bit more interesting, but it can be done. Parallel parking is a bit more complicated, but surprisingly easy because of the squared off design of the FJ.

With such a squared off design and aggressively designed tires, you do not expect the FJ to have good highway manners, but it does. The large flexible sidewalls on the tires do not let the FJ wander in the lane and only when pushing hard in a corner does tire wind up become an issue when the front starts to push out. Such large side walls actually help keep the ride smooth on rough pavement and soak up tar strips so that you don’t know they are there.

If you don’t take your new “civilized” FJ off road, you will be missing an experience. For a product that is based on a car platform with four tall tires mounted up to get ground clearance, the FJ is remarkably agile. Toyota goes so far as to put a tilt gauge and an inclinometer inside so that you know what angles you can make.

AT A GLANCE

Configuration: Five-door full sized SUV.

Engine: 4.0 liter, DOHC, 32 valve V6 with variable valve timing that puts out 239 horsepower and 2278 lb.ft. of torque.

Transmission: Six-speed manual gear box is standard; a five-speed automatic is optional. 4X4 is optional.

Fuel: EPA rating for a 4X4 in the City; 14 mpg. Hwy;19 mpg.

Suspension: Front; double wishbone with coil springs, gas shocks and a stabilizer bar. Rear; Four link setup with lateral track bar, coil springs, gas shocks and a stabilizer bar

Brakes: Four-wheel power assisted disc brakes with ABS.

Safety: Dual front, side and side impact air bags are standard. LATCH system of anchoring child seats in the rear is standard. Keyless remote entry is available. ABS brakes are standard. Tire Pressure monitoring system (TPS) is standard. Childproof door locks are standard. Front tow hooks are standard.

Special Features/Options: Front and rear differentials can be locked electronically (4X4). Heated seats are available. There are two option packages available on the FJ Cruiser, the Adventure Package and the Off-Road Package. The only other options are a five-speed automatic and a wheel and tire package.

Ford’s Flex is one of those vehicles that create strong and sometimes opposing impressions. The boxy shape, ribbed roof and side panels and optional two-tone paint scheme bear some hint of the 1950’s or 60’s station wagons, but only a hint. Look closer and there are the large wheels, big brakes and far superior lighting systems found on a modern vehicle. First impressions of the Flex exterior might not be favorable for some, but everyone who spends time riding in one loves it. For 2010, there is even more to love – it’s the Flex with EcoBoost.

The Flex comes in SE, SEL and Limited trim. The EcoBoost package is available on the SEL and Limited trim and comes with Ford’s 3.5 liter twin turbocharged, direct fuel injected V6 engine and a host of accompanying features. This new engine, based on the 3.5 liter Duratec, has been extensively upgraded internally to reliably support the engine’s 355 horsepower output. Even more astounding than the horsepower numbers is the torque curve, or perhaps I should say torque " straight line". From idle, the torque jumps up rapidly to 350 ft lbs, reaching maximum at 1500 rpm and then stays there all the way to engine redline. Torque specs like that translated into driving performance means there is instant acceleration at any speed and gear, and it continues to pull strong as long as the gas pedal is pressed. Ford says the EcoBoost V6 provides the same power as a V8 engine. After driving it, one could compare it to the power of a big high performance V8 engine, while also providing the fuel economy of a small V6.

The Flex with EcoBoost only comes with all wheel drive and a beefed up 6 speed automatic gearbox. Paddle shifters on the steering wheel allow manual control of all gears, which was nice when we were towing up and down hills. With a 2300 lb trailer behind (maximum towing capacity is 4500 lb. with the Class III towing package) and an altitude of nearly 7500 feet above sea level, the EcoBoost torque provided exceptional performance. Acceleration was strong even uphill and the trailer weight was barely noticeable. In comparison, normally aspirated competitive vehicles with the same trailer and much larger V8 engines felt slow and severely underpowered.

With the towing package, the Flex also has trailer sway control. This feature uses stability sensors to detect trailer sway. The system then uses brakes and power selectively to automatically and quickly bring the trailer back in line. The feature is great and will especially help novice trailer towers.

Electric power steering is also standard equipment with the EcoBoost engine. It follows curves accurately, although personally I would prefer a little more feedback into the steering wheel. The electric steering does enable two other Flex features: Pull-drift compensation and Active Park Assist.

Pull-drift compensation will automatically apply electric assist to compensate for a constant side pull on the vehicle. This could occur if driving with a side wind or on a road with a crown. Driver fatigue is greatly reduced on long drives.

Active Park Assist is a $600 option and activated by pushing a button on the console. The system then detects a parking spot and will notify the driver to stop, shift to reverse and automatically steer the vehicle as it parallel parks. The driver controls the gas and brakes but the steering is automatic. This system is astounding, easy to use the first time and quick. It can also save scuffing those 20-inch rims against the curb or bumping the vehicle behind or in front. This is one feature you must try even if you don’t select the option.

With revised suspension settings, bigger sway bars and 20-inch tires, the Flex handles almost like a sports car. It is hard to believe this vehicle has good room for seven passengers and a second row seat with legroom suitable for a limousine.

The EcoBoost engine provides the power. Good engineering provides the handling and ride. High tech enables some remarkable features. All of these are built into the spacious Flex body. You may not be a fan of the exterior styling,but it is hard not to love the rest of the package.

AT A GLANCE:

Configuration: AWD 6 or 7 passenger crossover vehicle

Engine: Dual turbocharged 3.5 L DOHC, variable valve timing V6 with 355 hp @ 5700 rpm and 350 ft lb torque @ 1500 rpm

Transmission: 6 speed automatic

Fuel Economy: City 16 mpg; Hwy: 22 mpg

Suspension: Front: McPherson struts, coil springs, stabilizer bar; Rear: independent multi-link, coil springs, and stabilizer bar

Brakes: four wheel disc brakes with ABS

Special Features/Options: automatic climate control, power driver’s seat, roll stability control, towing package, trailer sway control, heated seats, leather upholstery, Sync, Sirius satellite radio, Active Park Assist

MSRP: $36,890

Price as tested: $42,105 including $775 destination charges

In many ways Prius has become the symbol of both Toyota and of hybrid vehicles in general. Its instantly recognizable teardrop shape has been around since Toyota introduced it to the world in 1997. For 2010, the Prius shape has been carefully modified to retain the image but make it even more practical. This third generation Prius also features an all new drivetrain for more power and better economy.

With more than one million Prius sold, Toyota definitely has the lead in hybrid experience. Interestingly, the Camry Hybrid currently outsells the Prius almost 2 to 1, but isn’t as noticeable because of the more traditional body style. With the new technology in the generation 3 Prius, those sales ratios may change.

From the outside, the Prius looks basically the same, but park it beside last year’s model and the differences are significant. The high spot in the sweeping roofline has been moved back for more rear seat headroom. Diffusers beneath the rear of the car direct air for better high speed stability and reduced drag. LED headlamps are featured on the top-of-the line model, while all trim levels receive distinctive LED taillights. Both use less power than conventional bulbs. An optional solar cell roof panel provides power to automatically vent the interior of hot air on sunny days.

Inside, there are many new options including a remote activated electric AC system so you can cool the vehicle by pressing a button on the keyfob before entering the vehicle. A back-up camera that displays images in the interior rear view mirror is offered and a voice-activated Navigation system with touch screen is easy to use.

Dynamic cruise control and pre-collision warning and automatic braking use radar to sense vehicles ahead. Another high tech feature is Intelligent Parking Assist, first offered on the Lexus LS sedans. The system will detect the parking space and automatically control the steering to back into the stall.

Of course there is the new dash display, where a variety of readouts can be selected including one that graphs the fuel economy every minute. Steering wheel control buttons have a Touch Tracer feature that mirrors the control buttons on the display and shows what you are pressing. No need to take your eyes far from the road to see what controls are being pressed.

All these new features would normally be enough for a new model, but the Prius also has a completely new hybrid powertrain that produces 22% more power yet is 7% more fuel efficient. A larger 1.8 liter four cylinder gas engine uses an electric water pump and with the electric power steering and AC compressor, no accessory drive belt is needed. The more compact engine uses the Atkinson cycle where the intake valve is kept open longer to reduce pumping losses. The slight reduction in low rpm torque is more than made up by the redesigned Hybrid Synergy Drive system’s electric motors. The Prius is quick around town, has excellent throttle response on the highway and motors effortlessly along while achieving astounding fuel economy.

Three additional driving modes are built into the Hybrid Synergy Drive system. Press the EV button on the console and the Prius will operate over a mile on electric mode only. It does require the battery pack to be charged however before it will activate. ECO mode changes throttle, transmission and accessory programming to conserve up to 10% fuel during normal driving. Throttle response is noticeably slower but there is still full power if you need it. Finally, Power mode boosts engine response for a sporty driving feel. Every part of the Hybrid system, the battery module, the electric motors, the control unit and the gas engine with exhaust heat recirculation have been redesigned for better performance and economy. The 2010 Prius really is all new.

The Prius is available in four trim levels. Base pricing starts at $22,000 and goes up to over $32,000 if you select the Technology package and Nav system package. Regardless of which options you choose, all have the same marvelous Hybrid Synergy Drive and control system and the practicality of a five-passenger hatchback.

AT A GLANCE:
Configuration: 5-passenger front wheel drive compact Hybrid hatchback
Engine: 1.8 liter 16 valve 4-cylinder gas/electric hybrid producing a combined 134 horsepower and 105 ft lb. torque at 4000 rpm
Transmission: CVT automatic
Fuel Economy: City: 51 mpg; Hwy: 48 mpg
Suspension: Front: Independent MacPherson struts, coil springs, stabilizer bar; Rear: torsion beam
Brakes: Four wheel disc with brake assist and ABS
Special Features/Options: EV, ECO and Power operating modes, stability and traction control, Smart Key entry and starting, Touch Tracer display of control buttons, heated front seats, automatic climate control, Navigation system, steering wheel controls, LED headlamps
Base MSRP: $22,000
Price as Tested: $32,520 including $750 destination charges
 

As a front wheel drive, only vehicle the Mazda 5 is considered a mini-van rather than a cross over utility vehicle or CUV. Vans meet different expectations in our lives than CUVs and not only does the Mazda 5 meet van expectations, it sets the bar in many areas of van driving.
Design is pretty standard in that the Mazda 5 is a modified two box design. It is well rounded with a bit of sculpting, but you get the idea. Up front, the fascia, headlamps, grille opening and Mazda badge all help define the van as part of the Mazda family. The same goes for the tail end treatment. The Mazda 5 Touring sports LED tail lights and quite a distinctive Mazda layout.

Along the sides Mazda had done what it can to make the van distinctive. The silhouette may be similar to others but window design and side trim layout let you know it is Mazda. In a small break with tradition, Mazda 5 side doors are sliders rather than opening conventionally. Even without the power assist of larger and more expensive vans, the doors open and close easily.

Front doors are cut generously out of the side. At the bottom, the door opening is wide enough to slide your foot in without having to twist or turn it. Mid-way up, the door is wider to accommodate a large range of body sizes and shapes. Where the body goes the head must follow and the door is tall enough that very few will have to duck to get in.
Once through the front door, you will notice that Mazda made seat height a priority. Not only can you pretty much just slide in, you are nearly perfectly positioned for a comfortable drive. The seat cushion height from the floor puts your legs at a comfortable angle when you put them on the brake and gas pedals. Gong the other way, the seat cushion forms the basis of a very comfortable seat that holds you in place without being obvious about it.

Second row seating is just about as comfortable as the front and nearly as spacious. Leg room could be a bit tight with tall front seat occupants. Seat back height is good and the headrests comes up high enough to do a good job of providing protection. If you are relegated to the third row, you have a bit less space than the other two rows and you had best be of at least average agility to be able to get into the seat.

Cargo capacity is always a hot topic with van since owners think they need to choose between cargo and people. Mazda feels that in 99% of the cases, owners haul either cargo or people. You don’t take six people to the grocery store, so folding the third row for grocery space is fine. If you are into hockey, then you are only going to take four because you will need the third row to hold the equipment. In short, you adapt to what the vehicle can do for you and the Mazda 5 is quite adaptable.

Once you get the interior sorted out and behind the wheel, driving the Mazda 5 is like driving an agile car. The Mazda 5 is nimble enough to make its way through city traffic and the mirrors are large enough to keep you out of harm’s way when zipping form lane to lane during rush hour. Seating position is such that you may not be as high up as a full sized van, but you are high enough up to have a good view of what is going on.

When you get out of town and out onto the highway, you had best plan on using the cruise control. Keeping the Mazda 5 down to 70 mph can be a difficult task. If you relax and enjoy the drive, you will be going much faster than you think. On calm days there is virtually no wind noise and very little inside the vehicle. In a strong cross wind (more than 25 mph), there will be some wind noise that you can hear if you turn the stereo off.

This van makes short work of clover leaf ramps and entrance ramp acceleration lanes. It may not be “sports car” handling, but it certainly goes around corners better than the average van. In fact, it will corner hard enough to get a reprimand from your very own side-seat-cruise-control.

AT A GLANCE
Configuration: Five-door hatchback mini-van.
Engine: 2.3 liter DOHC, 16-valve inline four that puts out 153 horsepower and a 148 lb.ft. of torque.
Transmission: 5-speed automatic is optional and a 5-speed manual gear box is standard.
Fuel: EPA Guideline for the City; 21 mpg and 27 mpg for the highway with an automatic.
Suspension: Front: Independent strut type with coil springs and a stabilizer bar. Rear; Independent multi-link with coil springs and a stabilizer bar.
Brakes: Four-wheel power assisted disc brakes with ABS.
Safety: Dual front, side and side curtain air bags are standard. ABS brakes are standard. Electronic Brake Force Distribution and Brake Assist are standard. Keyless remote entry is standard. Child proof rear door locks are standard. LATCH system of anchoring child seats is standard.
Special Features/Options: Heated seats and a leather interior are available on all models. Auxiliary audio input is standard and a 6-disc CD changer is available on all models. Bluetooth is standard on the GT (Grand touring) trim level. Automatic climate control is available. Sport Mode automatic is optional on all trim levels.