Here in the United States, the Mini Cooper comes with a 1.6-liter gasoline engine or the turbocharged 1.6-liter engine in the Cooper S and John Cooper Works versions. In markets outside the U.S., Mini offers a version with a tiny 1.4-liter gasoline engine as well as a version with a diesel engine.
All that is about to change with the introduction of the Mini E, E for electric. It's the first all-electric production car offered to the American buying public by a major manufacturer, beating the rest to the market.
However, it isn't going to be widely available to the public for some time yet. The fast-charging all-electric Mini E is initially only going to be built in a batch of 500 cars, 250 for greater Los Angeles, and 250 for greater New York, so that the company can do a proper job of charging equipment installation and keeping up good communications between the users and the company over time. All of the Mini E cars will be built in Munich, rather than the main plant in Oxford, England.
We say "users" rather than owners because the company will not actually sell the Mini E. Each of the 500 units will be leased to customers, along with the special charging equipment it will require, for a hefty lease payment of $850 a month, about $500 a month more than a conventional Mini lease price, for a 12-month lease, not subject to renewal. Customers will be selected from interested parties living in New York and Los Angeles who have registered on the Mini website. Interested? Read on.
BMW and Mini officials have said that the all-electric Mini E will come with insurance, road service and a free replacement vehicle baked into the monthly lease price. Each car will come with a special wall-mounted 240-volt, 50-amp charging unit that can bring the 570-pound, 35 kilowatt-hour battery in the Mini E up to full charge in about two hours, depending on the type of electric service available at the house, condo or apartment. If the customer uses a charging system away from home, using a typical 110-volt outlet for charging, a full charge may take up to 24 hours, say BMW and Mini officials.
Initially, the Mini E will be offered only in the Mini sedan body style, no Clubman or convertible models. The American-made AC Propulsion system uses 5088 lithium-ion cells in the space normally filled by the rear seats. The 201 horsepower electric motor, which makes 143 foot-pounds of torque, the power control electronics, and the inverter, which turns DC current into AC and back again are under the hood.
BMW says a fully charged Mini E has a driving range of about 160 miles, well within the round-trip commuting range of many American drivers. Top speed is said to be governed to 95 mph and 0-60 acceleration is electronically limited to about eight seconds, to preserve battery power. Regenerative braking charges the battery every time the brakes are applied.
The Mini E dashboard has a battery-charge meter in place of the tachometer and a power meter in the speedometer. There is no conventional transmission in the car, because the torque provided by the electric motor is sufficient without multiplication through a transmission, but there is a conventional reverse-neutral-drive shifter on the floor. The air conditioning system is electric, and all the standard Mini chassis systems, electronic traction and stability control, are included. The 600-pound-heavier Mini E uses a modified Cooper S suspension to cope with the extra weight.
Deliveries to customers should start in the spring of 2009.
Chevrolet added the Aveo subcompact in 2004 as its lowest-priced car. Offered as a four-door sedan or four-door hatchback, the Aveo was based on a design by the defunct Korean automaker Daewoo. The sedan's styling was freshened inside and out for the 2007 model year, while the hatchback carried on with the same styling and a name change to Aveo5. At the 2007 Los Angeles Auto Show, Chevrolet announced the 2009 Aveo5 would get fresh styling to bring it in line with the sedan.
The 2009 Chevrolet Aveo5 will utilize the same Daewoo-derived platform of the 2004-2008 hatchback. Overall length will grow by 2.2 inches, while width and height will be up only slightly. On the inside, the Aveo5 will have seating for up to five and 42.9 cubic feet of cargo room with the rear seats folded. Chevrolet says the Aveo5 will have engine and sound-proofing enhancements to make it quieter than the last model.
The Aveo5 will come with an updated version of the 1.6-liter dual-overhead cam four-cylinder engine that powers current Aveos. With new variable valve timing, the engine will make 107 horsepower, up four horses from 2008, and 106 pound feet of torque.
A five-speed manual transmission will be standard and a four-speed automatic will be optional. The automatic will have a Hold Control Mode that helps reduce wheel spin and traction loss on slick roads by allowing the driver to select and hold a higher gear.
Chevrolet says fuel economy will also be up 8 percent. With the manual, the Aveo5 will get 27 mpg in the city and 34 mpg on the highway. With the automatic, it will get 24/34.
Three trim levels will be offered, base, LS and LT. Air conditioning will come standard on the LS, while the LT will get cruise control; heated power mirrors; power windows and locks; remote keyless entry; XM satellite radio; fog lights; and alloy wheels. Front side impact airbags will be standard, and LS and LT models will be available with antilock brakes with electronic brake-force distribution.
Pricing hasn't been announced, but Chevrolet claims the Aveo5 will be the lowest priced car in America when it is released. That means pricing will start at or near $10,000.
On Sale: Late Spring Expected Pricing: $20,000-$30,000
Mitsubishi redesigned the Eclipse for the 2006 model year, adding a big 3.8-liter V6 instead of a turbocharged four-cylinder and opting for front-wheel drive instead or rear- or all-wheel drive.
At the 2008 Chicago Auto Show, Mitsubishi showed it is sticking with that plan for 2009 while giving the Eclipse freshened styling, slightly more power, and additional features.
The Eclipse coupe and Spyder convertible will continue in four-cylinder GS and V6 GT models for 2009. The mid-line SE model will be dropped.
The biggest news is the new exterior.
Up front, the 2009 Eclipse and Eclipse Spyder get a new grille, new front and rear bumper fascias, and a larger rear spoiler for the V6-powered GT model. The grille features a blackened center section that plays off the design theme of the 2008 Lancer Evolution. The bumpers are body color on the GS and two-tone on the GT. The overall effect is a tauter, more attractive look.
More features are on the way. The Eclipse GT gets high-intensity discharge headlights and electronic stability control, while the GS model's Sun & Sound package adds aluminum pedals. Three new colors are available as well: Maizen Blue pearl, Quick Silver metallic, and a yellow color called Solar.
The Eclipse remains largely unchanged under the hood, but the addition of dual exhaust boosts the 3.8-liter MIVEC V6 from 263 horsepower to 265 horses at 5750 rpm. Torque is also up slightly to 262 pound-feet at 4500 rpm. The V6 is offered with a standard six-speed manual or an optional five-speed automatic transmission. The GS comes with a 162-horsepower 2.4-liter four-cylinder engine and a five-speed manual or five-speed automatic.
The Eclipse is built at Mitsubishi's plant in Normal, Illinois. Pricing hasn't been announced, but it should be little changed from the current model, which starts at $20,000 and tops out at $30,000 for a GT Spyder. Look for the 2009 model in late spring.
On Sale: Spring 2008 Expected Pricing: Starting around $29,000
An all-new 2009 Audi A4 goes on sale this spring. Revealed at the Frankfurt Auto Show, Audi's volume model looks similar to the successful 2005-2008 models it will replace. However, it is a totally new structure packed with new engineering.
The styling of the upcoming model reminds us of skin pulled tighter over the muscles and bones, and it favors the beautiful new A5 coupe.
The upcoming A4 gets an all-new body made of steel that is stiffer and lighter than that of the previous car.
It's a bigger car, almost five inches longer in overall length and more than two inches wider than the outgoing model, and it rides slightly lower. The wheelbase has increased 6.6 inches in length to 110.6 inches, which is only 1.5 inches shorter than the wheelbase of the bigger A6 model. Therefore, overhangs are shorter, which is a sign of solid engineering and theoretically benefiting handling. It also results in a more aggressive appearance.
The new A4 interior has a much larger and roomier back seat area due to the longer wheelbase, but still maintains that distinctive Audi look in the seats, instrument panel, and console.
The 2009 A4 features the first all-new platform for this series since 1995, called MLP for modular longitudinal platform. First used on the A5, the new platform locates the engines almost six inches farther back for better balance. The differential is mounted forward of the gearbox, pushing the centerline of the front wheels closer to the nose. A new Quattro all-wheel-drive system splits torque 40 percent front/60 percent rear, instead of 50/50; this is designed to make the A4 drive more like a rear-wheel-drive car at the limit, rather than like a front-wheel-drive car. The new chassis includes a new and quicker front-mounted power rack-and-pinion steering system. The A4 will come with 17-inch tires and wheels, with 18-inch tires and wheels optional; an S-Line package will include 19-inch wheels and tires and special trim. Audi Drive Select, a new feature, lets the driver choose between comfort, normal, and sport modes, using Delphi magnetic rheological shock absorbers and a network of sensors.
The base engine here in the U.S. market will be a turbocharged 2.0-liter four-cylinder with direct fuel injection and variable valve timing and variable valve lift. Final U.S. ratings aren't published yet, but estimates are about 200 horsepower and 220 pound-feet of torque. The optional engine will be the 265-hp 3.2-liter direct injection V6 that comes with a six-speed automatic transmission. Audi says the 3.2 quattro will run 0-60 mph in about six seconds flat, which should make for a quick A4.
On Sale: Spring 2009 Expected Pricing: $18,000-$26,000
The 2010 Ford Fusion gets a major facelift and an expanded lineup that offers something for everyone.
A new range of engines delivers more power and improved fuel efficiency throughout the line. A new Fusion Hybrid model boasts the latest in technology for 47-mph cruising in electric-only mode, nirvana for commuters. Meanwhile, a new Fusion Sport model promises to bring more driving excitement to the line with a powerful 3.5-liter V6. The new Fusion lineup will offer a choice of front-wheel drive or all-wheel drive, the latter not available on the Toyota Camry or Honda Accord.
The 2010 Fusion boasts a bigger, bolder three-bar grille design than that of the current model (2009 and earlier), with freshening on the rear and upgrades to the interior.
Most important are the three engine upgrades: The four-cylinder engine has been enlarged from 2.3 to 2.5 liters, boosting power to 175 horsepower and 172 foot-pounds of torque. The new 2.5-liter four-cylinder will be available with either a CVT automatic transmission, a six-speed manual transmission, or a new six-speed automatic transmission, each of which yields greater highway fuel economy than the transmissions in the 2008 models. Ford says preliminary testing of the new Fusion shows highway fuel economy in the range of 33 miles per gallon along with quicker 0-60 acceleration performance than that of the four-cylinder competition.
The 3.0-liter V6 engine, the first optional engine for the new model year, has also been given a substantial power and torque upgrade, to 240 horsepower, available with either a six-speed manual or six-speed overdrive automatic transmission. The new V6 has variable intake-valve closing technology and uses electric, not hydraulic power steering to save fuel. The 3.0-liter V6 engine is E85 flex-fuel capable, with a rating of 250 horsepower on E85 ethanol/gasoline, and capable of 0-60 times under eight seconds flat. The SelectShift six-speed automatic transmission features full manual control of shifting and adds a Grade Assist function that blocks out sixth gear, allows better engine braking on downhills, and holds each gear longer.
A 3.5-liter V6 engine adds driving excitement to an upcoming Fusion Sport model. The 3.5-liter V6 is rated at 263 horsepower and 250 foot-pounds of torque and is available only with the six-speed automatic. Ford says the 2010 Fusion Sport will cover the 0-60 sprint in seven seconds flat with equal or better fuel economy than the leading competitors.
The new 2010 Fusion Hybrid features a completely new, all-Ford hybrid gas-electric system designed specifically for the Fusion and Milan. The system is supported by a new 2.5-liter Atkinson-cycle four-cylinder engine making 155 horsepower and 136 foot-pounds of torque.
The electronic continuously variable transmission or eCVT that is at the heart of the Fusion hybrid system has 130 percent higher motor output and 160 percent higher generator output, and is quieter in operation than the hybrid system found on the current Ford Escape. The Fusion Hybrid also has a new feature that decouples the battery voltage from the transmission for higher overall efficiency. Ford says the new system has 14 percent higher output current, 20 percent greater power per cell, yet takes up 27 percent less space in the car and weighs 42 percent less than the previous system. The new system uses 17 percent fewer nickel metal hydride D cells to generate 31 watts more power, and uses cabin air cooling instead of fresh air or air conditioning. It operates at 275 volts instead of 330 volts as in the previous system.
Ford says the new system shuts the engine off automatically at stops and can operate in all-electric mode at speeds up to 47 mph. That means the engine may not have to kick in at all in heavy stop-and-go traffic, which might make commuting slightly less dreadful. Combined city/highway driving is expected to be around 39 miles per gallon.
Ford says that, in addition to the system upgrades, it has changed the braking system on the Fusion to feel more like a conventional hydraulic power brake system. The revised regenerative braking system can now capture 94 percent of the energy normally lost to friction in braking. The new electric air conditioning system can operate with the engine off, and has better low-temperature operation and faster window defogging than the previous system.
The icing on the cake is a completely new SmartGauge reconfigurable instrument cluster with four different EcoGuide display modes that places all charging information directly in front of the driver and can coach the driver to better fuel economy, adding green leaves as driver behavior and fuel economy improves.
The all-new 2010 Mercury Milan will share all of the above with the 2010 Ford Fusion lineup.
On Sale: August 2008 Expected Pricing: $18,500-$30,000
The 2009 Volkswagen Jetta will include VW's return to diesel-powered cars. The new 2009 Jetta TDI will come in sedan and wagon versions. Their clean and quiet diesel engines will have no effect on the roomy cabin or good road manners that Jetta buyers delight in.
Externally the diesel-powered models will be distinguished by blue TDI badges, in reference to Volkswagen's BlueMotion moniker for clean diesels. We expect TDI versions to be roughly $1000 more than the standard gasoline engine, and estimate EPA numbers to be 8-12 mpg ahead of the gasoline engine.
Jetta TDIs will use a 2.0-liter four-cylinder turbocharged, direct-injection diesel proven in Europe and race tracks in Volkswagen's TDI cup spec-racing series. Output is 140 horsepower (around 3800-4000 rpm) and 258 pound-feet of torque, available before 2000 rpm; that's 30 hp behind the gas engine but ahead on torque by 80 lb-ft. A six-speed manual transmission is standard, and the six-speed automatic Direct Shift Gearbox, or DSG, will be available.
In some respects the diesel feels quieter at idle than the odd-frequency sound of the five-cylinder gas engine, rather like a rattlesnake's tail muted under a heavy blanket. With the car at speed or the ventilation fan or radio on you won't hear the engine except at full-throttle. It's clean too, with many emissions superior to gasoline engines. If our mileage is indicative, cruising range will better 400 miles around town, negating frequent refueling.
You'll need a few revs to put the TDI in motion, and as the tachometer climbs past 1500 rpm serious thrust is ladled on smoothly and evenly right to redline. Don't expect to win any traffic light Grands Prix but tire chirping is not unusual, especially when launching from a stop into a sharp turn. Zero to 60 mph should come in around 9 seconds, which is how long a lot of 35-mpg cars take, but that doesn't tell the whole story. Once moving, the massive midrange torque will allow you to crawl around urban environs or pull an 8-percent grade in top gear at just 50 mph. And with six gears to choose from, power is never more than a click away.
We did a few loops for rough mileage scenarios. One involved a highway out-and-back, run at 70-75 mph with a 2.5-mile leg on 7-percent grade descent and climb (where we accelerated to 85 mph in top gear) on the return. We finished the loop with the trip computer showing average speed of 72 mph and average economy of 40.7 mpg; at 90 miles the fuel gauge still read full. On a winding two-lane through rolling countryside, 50 mph average at 43.7 mpg. Driving like we stole it in city traffic still returned 23.1 mpg. That same day a 2.5 gas engine Jetta with five-speed manual over the same courses got between 15.4 and 28.1 mpg. The diesel was run with the AC on all day in 100-degree weather; there is a way to get good fuel economy and decent performance.
Diesel fuel will have to become much more expensive than gasoline before the mileage cost benefit doesn't match the fuel price penalty. But even if it does get there, would you rather be doing 20 mpg or 30?
On Sale: Fall 2008 Expected Pricing: $30,000-$39,000
Volkswagen is introducing a new four-door sedan this fall with sporty coupe-like styling.
It's not unreasonable to think of the 2009 Volkswagen Passat CC as a Mercedes-Benz CLS for the masses, or at least for a bigger audience than any $70,000 car like the CLS can muster. Volkswagen hopes the CC will generate the same emotional appeal as the CLS, with similar ambience and features for about half the price.
The Passat CC will hit VW showrooms before the end of 2008, but the idea it expresses isn't exactly new. Since at least the 1930s, various automakers have attempted to build pragmatic four-door sedans with the racier, curvaceous look and sex appeal of a classic two-door sport coupe. This sedan-as-coupe theme was most recently revitalized by Mercedes, with launch of the gorgeous, well-received CLS in 2005. It seems to be gaining traction with cars such as Jaguar's new XF sedan and, now, the upcoming Passat CC.
To create the CC, VW designers lengthened, widened and lowered the standard Passat sedan slightly (wheelbase remains the same), spreading its footprint for a broader, more aggressive stance. The CC's roofline is even more dramatic, flowing in a constant, fairly flat radius from the base of the windshield to its short rear deck. The CC does have a middle roof pillar (a B-pillar, in industry parlance), but it's blacked out and nearly invisible from a distance between the darkened windows. The side windows have no frames, which is more typical of a coupe or convertible than a four-door sedan.
The CC's front end shows more depth than the standard Passat's, with a big two-bar grille between trapezoidal headlight clusters. The rear end sports large taillights and the slight lip of a spoiler styled into the trunk lid.
In our estimation, the CC, which was unveiled at Detroit's North American International Auto Show in January 2008, makes a very handsome car.
The primary difference between the CC and the standard Passat is the look, but VW says the CC will also serve as a platform to introduce some of its newest technologies.
The CC will be the first car in the world with an active lane-hold safety feature. While several automakers now offer systems that warn the driver if the car is inadvertently weaving out of its lane, the CC's lane-hold system will actually correct the steering to keep it on its designated track. Its Dynamic Drive Control automatic suspension does more that vary ride firmness according to road conditions or driver selection; it also adjusts steering effort and response.
Engines are the same as those offered in the standard Passat. The base Passat CC engine is a 200-hp turbocharged four-cylinder with either a six-speed manual or six-speed Tiptronic automatic transmission. The upgrade is a 3.6-liter V6, generating 280 horsepower and 266 pound-feet of torque through the six-speed automatic. VW's 4motion all-wheel-drive system will be optional with the V6.
Inside, the CC seats only four, with a center console between the rear seats rather than a flat, padded surface with a seatbelt. Those rear seats are more heavily sculpted than the typical rear bench, with more prominent bolstering like a front bucket seat.
Cars with a graceful, flowing roofline like the Passat CC typically lose some rear-seat headroom, and the CC is no different. Still, a 6-foot, 2-inch male was able to sit comfortably in the left-rear seat with the driver's seat adjusted for a 5-foot, 9-inch driver, hair just brushing the headliner in back.
The CC's trunk isn't the deepest, and thanks to its short rear deck the opening is smaller than we'd expect in a conventional sedan of similar size. Yet the CC's cargo area stretches a long way toward the front of the car, and overall volume is impressive. It appears the trunk will accommodate at least a couple of large golf bags, placed lengthwise with the bottom toward the seatback and the club heads at the rear bumper.
The interior will look familiar to anyone who's sat in the current Passat, but the CC will also offer several new features inside. The optional Panorama sunroof is huge, measuring 30 inches long and 44 inches wide and basically filling the entire roof between the top of the windshield and the B-pillar. The CC will also offer a new automated park-assist system and radar-guided active cruise control. All seats can be equipped with internal heating and cooling. There's an optional air-conditioned center-console compartment and a choice of wood or brushed aluminum trim.
The Passat CC should be widely available to buyers by Thanksgiving 2008, with prices a couple thousand dollars higher than a comparably equipped standard Passat sedan. Fully loaded, we'd anticipate the CC's retail price to fall a tick below $40,000.
With the 2009 TSX, Acura has done a full remake of its entry-luxury level sedan. More than just bolting a slick new body on an old platform, the TSX is new from the ground up, as in, longer, wider and lower. In a couple measures, it's roomier, too.
Technology is what sets the new TSX apart. Acura's superb navigation system comes standard and can be operated using voice-recognition. The standard navigation system is the equal of anything in the class, while an optional system displays real-time traffic with congestion re-routing and local and national weather. An airlines display lets you track a flight's progress across the country. The top-line audio system sets a standard for the class, too, with superbly crisp surround sound. Hands-free, Bluetooth cell phone architecture is built right into the car's electronics.
The 2009 Acura TSX is a four-door, five-passenger sedan designed to competed with Audi A4 and BMW 3 Series sedans. It comes with one engine, a 2.4-liter inline-4, and a choice of transmissions, a six-speed manual and a five-speed SportShift sequential automatic. Although horsepower is off slightly, torque is increased by enough to make up any difference in sheer acceleration. Just as important, fuel economy is unchanged with the manual and improved with the automatic. The TSX stays with a front-wheel-drive configuration, whereas true sporty sedans are rear-wheel drive. That said, the TSX is one of the better-handling front-wheel-drive sedans and in its class, hard to beat as an everyday driver that can still be fun on a mountain road.
Styling stays true to Acura themes for 2009, but cleans up here and there to give the car a more aggressive, more buff look and to emphasize its more planted stance. The wider part, where it adds a couple inches between the wheels side to side, translates directly into a sportier driving feel.
Everything inside that matters is powered, including the adjustments on both front seats. Dual-zone climate control and heated seats and outside mirrors are standard. Safety hasn't been overlooked either, with everything from a full array of airbags to electronic stability control to tire pressure monitors included at no extra cost.
Model Lineup
The 2009 Acura TSX is a four-door, five-passenger sedan with a 2.4-liter, 201-hp four-cylinder engine and a no-cost choice of either a six-speed manual or a five-speed sequential SportShift automatic.
The Acura TSX ($28,960) comes standard with leather upholstery, dual-zone automatic climate control, heated seats, eight-way adjustable driver's seat with memory, four-way passenger seat, power seats, windows and locks, heated outside mirrors, steering wheel controls for cruise and audio, seven-speaker AM/FM/XM/6CD stereo; USB and auxiliary audio input jacks in the center console, power tilt-and-slide moonroof with shade; Bluetooth connectivity; garage door remote; two power outlets; xenon HID headlights; fog lights; speed-sensitive wipers.
The TSX with the Technology Package ($32,060) replaces the standard audio system with a 10-speaker, surround-sound, 415-watt, AM/FM/XM tuner with multi-format, six-disc CD/DVD audio changer. The navigation system adds a rearview camera, AcuraLink Real-Time traffic (in 76 major metropolitan markets) with dynamic re-routing, AcuraLink weather and AcuraLink satellite communication system.
Acura-approved, interior and exterior accessories are available from dealers. For inside, the list includes Dark Metallic and Titian Silver interior trim kits, trunk tray, trunk hooks, cargo organizer, and cargo net. Among those for the outside are 18-inch, 10-spoke, chrome-look or ebony-finish alloy wheels to replace the stock 17-inch aluminum alloys; backup sensor; wheel locks; sport bumper kit; rear bumper applique; deck lid spoiler or wing spoiler; moonroof visor; car cover; and nose mask.
Safety features include a full complement of airbags to protect occupants front and rear in frontal and side impact crashes. Rear outboard seats provide anchors (LATCH) for child safety seats. Antilock brakes let the driver steer the car during emergency stops, brake assist boosts initial brake pressure in panic stops and electronic brake-force distribution apportions brake application between front and rear to optimize stopping distance. Electronic stability assist, coupled with traction control, adjusts brake and throttle to keep the car going where it's supposed to go through evasive or avoidance maneuvers or when road conditions deteriorate. And tire pressure monitors tell the driver when a tire gets low on air.
Walkaround
While it's not quite the case that if you've seen one Acura, you've seen them all, there's still a consistency to the marque's styling that ties all its models together. The '09 TSX is no exception to that rule. Although it stretches the mold a bit, as it should, there's still no mistaking it for anything but one of Honda's luxury line.
The front end nicely blends elements from Acura's other two sedans, the sporty TL and the more serious RL, and from the MDX sport utility. The headlight housings, for instance, with their squinty lenses curling around the front fenders to reach deep into the arcs of the front wheelwells, look like a direct lift from the TL. The elongated, pentagonal chrome bar topping the similarly outlined grille pulls from both the MDX grille and the single bar slicing across the grille on the current TSX. The gaping lower air intake is a new design cue and shaves visual mass from what might otherwise be an overpowering front bumper while adding function by pumping needed cooling air into the engine compartment and reducing front end lift. Hood sculpting defines the TSX's centerline and front fenders.
The side view departs a bit more from the family look, but keeps just enough of the cues to stay true to its design DNA. This is especially evident in the side lenses of the headlight and taillight housings and the silhouette of the trailing lip of the trunk lid, all of which closely mirror the '08 TSX. In much sharper relief, though, are the sculpted character lines in the door panels. These add visual bulk and combine with edgy wheel arches remindful, again, of the MDX to make a stronger statement about the car's sporty aspirations. Door handles embedded in the upper crease give the view a cleaner look.
The rear aspect, sad to say, suggests of recent Toyota Camrys more than of the previous TSX in its overly busy styling. A deeply cut horizontal line slices straight across the rear vertical of the trunk lid, itself looking almost concave against the gently convex vertical of the '08. Taillights bridge the seam between trunk and fenders as before but bracket a license plate recess that's inverted from the '08 TSX, visually pushing the trailing lip higher and seeming to add sheet metal across the lower reaches of the trunk lid. The rear bumper cups the trunk opening with unflattering sedan like bulk, which makes the hot rod-spec dual exhaust tips look a little lame.
Interior Features
Liking the new Acura TSX interior is easy. It's comfortable without being plush, sporty without being sparse. Communication between driver and car is, for the most part, open and easy and unabridged.
The front seats are supportive, with enough side bolstering for reasonably rambunctious motoring on twisty roads. The bottom cushion could be deeper, but this is a common shortcoming in today's cars, save for a few, like the BMW 3 Series and new 1 Series with their extendable thigh supports. The front seat passenger still gets shortchanged with no height adjustment, which leaves even taller people feeling as if they're sitting in a hole. The three inches tacked onto the TSX's width went mostly to more padding for side impact protection, but front-seat hip room is up by a solid inch.
The rear seat is more like a bench than twin buckets, and space for the lower extremities is snug, measuring by the tape a mere one-tenth of an inch roomier than the '08. This despite the addition of more than two inches to the '09's overall length and almost an inch and a half to its wheelbase. Rear head restraints adjust for height, which is a plus for its occupants, although that even when at their lowest position they obstruct the visibility out the back window from the inside rear view mirror is a minus. All four doors have dual inside pulls, one horizontal and one angled up, for easy closing by passengers of any stature.
Gauges tell their tales with easy-to-scan graphics and floating needles. The steering wheel sports push buttons and toggles controlling more than a dozen functions, not counting the horn, making it look like it would be just as comfortable in a jet fighter cockpit as in a car. This may be just fine for fighter pilot Walter Mittys who fantasize about mixing it up with the other side's Top Guns, but for the rest of us, who just want to drive the car, it's a bit much. The center stack, however, with either the base sound and navigation system or the optional Technology Package, is one of the more intuitively arranged that we've seen, with large, finger-friendly buttons and a reasonably easy-to-learn multi-function joystick-like knob for the multi-layered information center-cum-map screen. The high-end audio setup does force the relocation of the CD changer down into the bowels of the center stack, where it's not as easily accessed as with the base system, which parks it at the top of the stack, but that's a minor complaint, and one that won't even show up on the technophiles' radar.
Storage is more than adequate. Every door has a molded-in space for a water bottle, the front doors room for the proverbial map, although given a navigation system is standard, think guidebook or CDs. The glove box has a partitioned nook for the owner's manual and associated booklets, leaving the rest for smallish flat items. The front center console hosts a bi-level storage bin and two cup holders. The fold-down center armrest has two more. There's a bin in the front footwells on each side of what once was called the transmission hump.
Trunk space is down from the '08, by between more than one-half a square foot to a couple tenths of a square foot, primarily because the navigation system becomes standard for '09 and the trunk houses some of its hardware. The usable space, however, is awkwardly shaped by the need to accommodate the rear suspension components, which is just as well, as the opening itself isn't particularly commodious.
Driving Impressions
Driving the new TSX doesn't deliver as much fun as an honest-to-goodness sporty sedan could/should for one simple reason: front-wheel drive. Not that it suffers too much torque steer or any of the other dynamics peculiar to front-wheel-drive cars, but that any car burdened with a front/rear weight bias of 60/40 simply cannot deliver the responsiveness and agility of a rear-wheel-drive car, like the two aforementioned BMWs, or an all-wheel-drive car, like the Audi A4 Quattro or the new Mitsubishi Lancer Evo X.
Nevertheless, the TSX is an enjoyable, moderately sporty car. Suspension balance is good, with spring rates and shock absorber tuning well matched at all four corners. The car takes corners at speed with noticeably more confidence and less body lean than the previous-generation model, thanks in part to '09's two-and-one-half inch wider track. Only when the corners start arriving in rapid succession and require quick steering adjustments first one way then the other do the car's limitations become apparent. Adding to the disappointment is the steering's numb feeling. There's no lack of precision or response to steering inputs, just very little tactile feedback from that all-important contact patch between tire and pavement.
Horsepower is down slightly from '08, but torque is up slightly, so any difference between the '08's and the '09's response to the pressure of the driver's right foot on the gas pedal is measurable only by a stopwatch. As in, sprightly, but definitely still not neck-snapping. Interestingly, the '09's fuel economy improves by two miles per gallon, to 21/30 city/highway, over the '08's with the SportShift five-speed automatic; it's unchanged with the manual gearbox, which, strangely, is rated by the U.S. EPA at one mpg less in the city and two mpg less on the highway.
The SportShift automatic's adaptive programming leaves a bit to be desired, however. Although it initially holds a lower gear longer when the car's on a grade or when it's being pushed hard through a series of corners, it often gives up too soon. Time after time, during our test drive on the two-lane roads in the mountains east of San Diego, just as we readied to ease back into the gas during the transition from one corner to the next, it shifted up a gear, dumping the engine out of the sweet part of its power curve. It was similarly impatient on grades, not waiting long enough before shifting up a gear and then shifting back down a moment or two later when it realized its error. Never was there any indication of brake fade on those roads, and ride quality over anything but the worst pavement was better than average. There was little wind noise, and the longer wheelbase and wider track minimized the dreaded rocking-horse effect over freeway expansion joints.
Gear spacing in the six-speed manual easily kept the engine in the best part of its power curve, although we still don't see the need for a transmission this mechanically complex for everyday driving; save for brief periods of testing the car's limits, we mostly ignored second, fourth and fifth gear. Clutch action was smoothly managed, and the curved shape of gas pedal brings its lower portion close enough to the arc of the brake pedal to permit relatively comfortable heel-and-toe downshifts.
Summary
The 2009 Acura TSX is kind of like the little engine that thought it could, but found out it couldn't. As decent a car as it is, and it is a very decent car, it's not the full-fledged sporty sedan it could be, and that Acura seems to want it to be. With all-wheel drive and just a little more power, it could give BMW and Audi a real run for their money.
NewCarTestDrive.com correspondent Tom Lankard filed this report from San Diego, California.
2009 Hyundai Sonata Economical midsize sedan improved for 2009.
By New Car Test Drive
Overview
Hyundai Sonata gets a host of revisions for the 2009 model year. Already on our list of best commuter cars and many high-value lists, the revisions should solidify its standing. Although you can't see many of them, more than a thousand parts have been changed for the 2009 model year.
The Hyundai Sonata is a four-door, five-passenger sedan priced at the low end of the mid-size market, where it competes primarily against the Honda Accord, Toyota Camry, Nissan Altima, Chevrolet Malibu, Kia Optima, and Ford Fusion. Despite moderate prices, every Sonata comes with a full slate of safety equipment and none is optional; it has earned the federal government's five-star crash-test rating for front and side impacts, the highest awarded.
Sonata is big inside, with so much interior volume it the EPA classifies it as a large car. It's roomier in almost every dimension than most of its mid-size competitors, many of which are larger outside, and it offers a full-size edge in creature comfort.
For 2009, the Sonata is perhaps one percent heavier and prices have gone up, some by $1500. However, the new models come with more standard equipment such as the sunroof on the Limited model, so the relative value remains high.
Instead of spending a lot outside Hyundai kept all the sheetmetal and merely updated lights and trim.
On the inside, however, they've improved the seats for 2009 and added an entirely new dashboard/console layout and introduced a voice-operated navigation option.
Under the hood each engine remains the same size but makes more power on less fuel, and the four-cylinder has been upgraded from an optional four-speed automatic to a five-speed automatic. Last but not least, the suspension has been retuned to deliver the same good ride with better precision and driver involvement.
The most-expensive Sonata will set you back less than $28,000 with navigation, but you can get a comfortable, efficient commuter like our test car for about $21,000. You'll be hard-pressed to find more room with that economy for anything near the price, and it won't have Hyundai's warranty package.
Model Lineup
The 2009 Hyundai Sonata comes in three trim levels. A 175-horsepower four-cylinder engine comes standard (168 hp in PZEV states at no extra cost), a 249-hp V6 is optional. The four-cylinder is available with a five-speed manual or a five-speed Shiftronic automatic transmission ($1200); the latter is standard on V6s.
Sonata GLS ($18,120) is the base model. It comes with cloth upholstery, air conditioning, cruise control, power heated outside mirrors, power windows, central locking with keyless remote, AM/FM/CD/MP3 stereo with six speakers, XM Satellite Radio, tilt steering wheel, 60/40 folding rear seat, and 215/60R16 tires on 16-inch steel wheels. The four-cylinder automatic ($19,320) is similarly equipped, while the V6 automatic ($21,570) adds a leather-wrapped steering wheel, solar control glass and chrome dual exhaust tips. The Popular Equipment Package ($650) adds automatic headlights, chrome window belt moldings, upgraded interior accents, power driver seat with adjustable lumbar support, steering wheel audio controls and a trip computer. The same package is available with a power tilt-and-slide sunroof ($1,550).
Sonata SE ($21,720) and SE V6 ($23,170) come with leather-bolster/cloth-center seats, five-speed automatic, larger disc brakes, 17-inch alloy wheels fitted with 215/55VR17 all season performance tires, firmer suspension, eight-way power driver's seat with adjustable lumbar support, leather-wrapped shift knob, tilt-and-telescope leather-wrapped steering wheel with audio controls, solar control glass, fog lights, automatic headlights, chrome window moldings, rear spoiler, and a trip computer. The Premium Package ($1,650) for SE adds an upgraded AM/FM/XM/6CD/MP3 audio system with six speakers, subwoofer and component amplifier; power tilt-and-slide sunroof; and an electrochromic auto-dimming rear view mirror with HomeLink and a compass.
The Limited ($23,970) adds leather seating surfaces, heated front seats, automatic climate control with filtration, the top-line audio system, electrochromic auto-dimming rear view mirror with HomeLink and compass, door sill trim and a sunroof. A chrome grille, chrome-accented exterior door handles, and bodyside moldings identify Limited from the outside. Wheels and tires are the same size as those on the SE, but use a different tread pattern. The Limited V6 ($25,670) is similarly equipped. A new voice-activated navigation system is available ($1250).
Safety features on all Sonatas include dual-stage front-seat airbags; front-seat side-impact airbags for torso protection; and full-coverage side curtain airbags designed to provide head protection. Antilock brakes (ABS) with Electronic Brake-force Distribution (EBD) and Electronic Stability Control (ESC) with traction control also come standard, as does a tire-pressure monitor.
Walkaround
Although it's just a couple of years old, the Hyundai Sonata has been given a mild facelift for 2009. The front fascia remains refreshingly clean and spare, with sharply angled headlight housings and a deeper, clean-cut grille topped with a sliver of chrome. Wide and deep openings beneath the front bumper provide a home for tightly focused fog lamps and visually pull the front end closer to the ground, while directing cooling air into the radiator. The striking, concave hood reduces the car's perceived mass without cramping the engine compartment.
The side treatment avoids the all too common wedge look with an almost horizontal beltline riding above softly shouldered fenders and door panels. Mirrored Z-seams where the end corners of the bumpers meet the quarter panels add interest, while blacked-out window surrounds play down the tall side glass. Moldings vary by model and all reflect the Sonata's subtle styling rather than going overboard.
Extended C-pillars shorten the deck lid, which itself presents a rounded, gently sculpted profile vaguely reminiscent of the much maligned posterior of today's BMW sedans. The flat-flanged rims on the up-level 17-inch wheels suggest a high-end European import more than an affordable Asian nameplate.
The taillight outlines repeat the headlight shapes and bookend a broad, trapezoidal license plate inset; the backup light portion of the lens is smaller but output is the same. Again, there's a hint of other cars' architecture, most notably segment heavyweights like the Camry, Accord, and Malibu. Sporty, California hot rod-idiom dual exhausts mark the V6-equipped versions.
The Hyundai Sonata continues to refine its signature design cues, the sculptors looking in the right places without offending conservatism.
Interior Features
The 2009 Sonata interior is a significant step forward from the previous model, although housed in the same cabin space. It is judged a large car by EPA size standards and is the largest among midsize sedans in terms of interior volume.
The cabin feels more integrated, with new flowing lines for 2009. A tapered center stack rolls gently off the dash into the center console, replacing the blocky look of the previous dash. The overall look is competitive with most in the class and reminds us of some Nissan and Acura interiors. Materials seem to have more depth, as even the hard plastic trim common on lower door and console panels looks better.
Lighter materials frame the vents and center stack. The center stack houses the clock, audio and navigation systems, and climate controls. There's also a sizable bin that holds 10 CD jewel cases above the ashtray ahead of the shifter. Splashes of trim grow from the console outward mid-height on the dash and are mirrored on the doors; on cars with woodgrain trim the shifter gets a slice of the same material. The woodgrain trim may not be real like some cars, but it feels, works, and looks just as good. Entire trim pieces change by model, so, for example, cars without seat heaters do not have two blank outlines to remind you of something you wish you'd ordered.
Three round dials in the hooded instrument cluster display the basic operational data. The largest is the speedometer, to its left is the tachometer, to its right conjoined water temperature and fuel gauges. In the lower dash to the left of the steering column is a bank of five switch plugs, only two of which are employed in the U.S. version; one is an on/off for the ESC (electronic stability control), the other the dash-light rheostat. Beyond that is a flip-down storage bin. The ignition key slides into a slot placed where it should be, in the dash to the right of the steering column instead of on the steering column itself, easier and more elegant when starting or shutting off the car.
For 2009, the Limited model is available with a voice-recognition navigation system. We found it easy to use and the screen easy to view, and many will appreciate the option price of $1250 for what typically costs more and sometimes isn't offered until you're into models that cost more than a loaded Sonata Limited.
Most models get a leather-wrapped steering wheel, with adjustment for reach to complement the tilt on all but GLS. Redundant controls for the audio are to the lower left-side of the hub. On the other side of the hub are the standard cruise controls, with a helpful Cancel function. All stalk functions are straightforward and require no adaptation.
Outward visibility is good, although some will find the wide C-pillars constrict quick, over-the-shoulder traffic checks for lane changing. Rear side windows roll all the way down, thanks to small, fixed, rear quarter windows that move the windows' rear tracks forward in the door, ahead of the wheel well. There's a roof-mounted, hinged assist handle inside every door.
Seats are comfortable, with adequate bolstering for the style of driving to which the Sonata aspires. For 2009, the front seats are roughly a half-inch larger in most dimensions, and the position has changed slightly for better long-distance comfort. GLS models use cloth, while SE models get leather bolsters and cloth centers for an excellent compromise between occupant retention and easy sliding in and out. The Limited model's leather adds a touch of class without pretending to be luxurious, and the front seats have seat heaters.
The height adjustment on the driver's seat, both manual and power, pivots on the seat's front mounts, which effectively moves the seat forward as it rises. This compels taller drivers to choose between rearward seat travel and forward sightline, not always a happy compromise. On the upside, this adds inches to rear-seat legroom behind the driver
Driving Impressions
Both of the engines available for the Hyundai Sonata, a four-cylinder and a V6, have been revised for 2009, achieving the dual benefits of lower emissions and higher fuel efficiency. Both engines are rated LEVII ULEV (Ultra Low Emissions Vehicle) by the Environmental Protection Agency or PZEV in those 13 or so states with stricter standards. Additionally, both engines now use a variable-length intake manifold to fatten the torque curve and make more zip available over a broader range of engine speeds.
Acceleration is brisk with the four-cylinder; with the new five-speed automatic both performance and economy are slightly improved. Fuel economy for the four-cylinder GLS is 21/31 mpg City/Highway; only the Nissan Altima with CVT and 23/31 does better. The four-cylinder gets a 6/13 hp boost over last year in PZEV/37 states.
The V6 brings a grin to the face, benefiting from a 15-hp increase over last year. Hyundai officials say the V6 can accelerate from 0-60 miles per hour in about 7.5 seconds, with a top speed of more than 130 mph. Six-cylinder models are rated 19/29 mpg, matching the best in the class.
Shifts are executed easily with the five-speed manual, and chirping the front tires is easy.
The Shiftronic automatic transmission moves between gears smoothly, unlocking the torque converter or kicking down for passing with minimal hesitation. The automatic offered responsive performance while tackling the hills of San Francisco and the mountain roads of Malibu. In manual mode, the Shiftronic will upshift automatically when the engine bumps up against redline; it declines to downshift at all (unless you stop), leaving that to the driver's preferences.
Brakes are mostly linear, and equipped with Electronic Brake-force Distribution, which improves stability and reduces emergency stopping distances by balancing brake force on the fly between the front and rear tires. ABS allows the driver to maintain steering control under hard braking. Yet we noticed little of the interference we've found with some more complex EBD-equipped systems, and then only in the final stages of a stop. In the same vein, the electronic stability control (that relies a good deal on the braking system) is seldom noticed and comes on progressively when needed.
Steering is light and direct, with good on-center feel, directional stability. Response to turn input is more precise than before because every tunable element in the fully independent suspension, springs, shocks, antiroll bars and bushings, has been tightened up by roughly 10 percent over the 2008 model.
In terms of ride quality, the 17-inch wheel/tire combination makes its presence known on rough pavement, where the shorter sidewalls transmit more of the road's imperfections into the cabin. The GLS four-cylinder, the lightest model and on 16-inch wheels, offers the best ride quality for those who do most driving on marginal roads. Wind and road noise is decently muted, the engine in the background.
The V6 boasts a larger front anti-roll bar to handle the larger engine's weight, and the SE models get larger anti-roll bars for a bit more roll stiffness; the SE spring and shock rates are also 10 percent to 15 percent higher, but there is still no indication anything is too stiff.
That shows how soft and compliant the Sonata was before, tuned more like your father's Buick than a modern mid-sized sedan. As a result the 2009 Sonata won't set any fast times against its competitors (and some will be slower, too), rather it keeps the good ride comfort it had while taking out the sogginess. Take off in a hurry and the nose doesn't rise so much; hammer the brakes and the nose doesn't dive like a dolphin; take a twisty road and you might find yourself pleasantly surprised. Long highway ventures are smooth and effortless, just as you'd hope for with decent economy and a long warranty.
Summary
The 2009 Hyundai Sonata delivers full-size, family-style room and comfort with 30 mpg highway fuel economy. The new interior for 2009 and available navigation system take appearance to contemporary standards while retaining Hyundai's strong cost/warranty/features value statement.
NewCarTestDrive.com correspondent Tom Lankard reported from San Francisco; with G.R. Whale reporting from Santa Monica.
2009 Jaguar XF New sedan among the most appealing in its class.
By J.P. Vettraino
Overview
The 2009 Jaguar XF is a new model, replacing the aging S-Type in Jaguar's lineup. This mid-sized, rear-wheel-drive sedan offers a fresh, engaging alternative to luxury imports such as the Audi A6, BMW 5 Series, Mercedes E-Class, and Lexus GS. After a 300-mile test drive, we'd rank the Jaguar XF near the top of its class.
The Jaguar XF delivers everything you'd expect in a contemporary luxury sedan, and then some. The big news with XF is styling, interior design and features, though the hardware underneath is anything but ordinary. A lot of it, including the suspension design, is borrowed from the Jaguar XK.
Factor in a well-engineered body structure, and the XF is exactly what it should be: smooth, quiet and responsive. It feels lighter and more agile than some of its competitors, and it bears up like a sport sedan when driven aggressively.
The XF comes with a choice of two V8 engines. The base engine is Jag's familiar 4.2-liter V8, delivering 300 horsepower and 310 pound-feet of torque. The upgrade is a supercharged version of the 4.2, generating 420 hp and 408 lb-ft and surpassing nearly all competitors in output. Both V8s come with Jaguar's six-speed ZF automatic transmission, which is one of the best automatics money can buy.
The XF will be offered in three trim levels, starting with the normally aspirated Luxury, which is better equipped than most base models in this category. The Premium Luxury adds even more stuff, including double-stitched, soft-grain leather on the dash and door panels. The SC (for supercharged) comes with just about everything Jaguar offers, including CATS automatic suspension control and 20-inch wheels.
Then there's the racy new look. The XF marks a new direction for Jaguar, but it also continues some of the styling themes that have identified Jaguars for decades. The roofline and the shape of the side glass are intended to create the impression of a sporty, two-door coupe more than a four-door sedan, and to a considerable extent it works. The XF presents one of the more interesting designs in a category full of handsome automobiles. If you're intrigued by the photographs, you'll like it better in real life.
The same applies inside. We really like the XF cabin, for both its look and overall function. Slide into this sedan, and an interactive greeting that Jaguar calls the handshake welcomes the driver and reminds him or her that driving is an active process. The wood, wool and leather create the feel and scent of a British club room, yet the design is light, airy and almost Scandinavian. The XF interior is more minimalist than its German competitors, but also more charming and easier to get familiar with.
Of course, the swoopy styling has its drawbacks. By nearly every exterior dimension, the XF is slightly larger than all competitors, but the flow of its roofline and the rake of its rear glass mean rear headroom is tight. In general, the rear seat feels more confining than that in a Mercedes E-Class or Audi A6. On the upside, the XF's trunk is larger than any competitor's, and a folding rear seat further expands capacity. The importance of these packaging issues will depend on the buyer's priorities.
In our estimation, the XF debuts as one of the most appealing cars in its class. Before the XF, well-heeled buyers seeking an option to the dense-pack switches, multi-layered interfaces and alphabet-soup of electronics in most imported luxo/sport sedans probably had to think about a brand with less cachet or dynamic capability. No more. With steady improvement in Jaguar's resale values and customer-satisfaction ratings the last several years, the new XF offers an excellent alternative.
The 2009 XF replaces the 2008 S-Type in Jaguar's line-up, though the two cars will sell concurrently during calendar year 2008.
Model Lineup
The 2009 Jaguar XF is available in three trim levels with a choice of two V8 engines. All feature a six-speed automatic transmission with a paddle-operated manual mode.
The XF 4.2 Luxury ($49,200) is powered by a 4.2-liter V8 delivering 300 hp and 310 lb-ft of torque. The Luxury is one of the best equipped base models in this class, with features like rear park assist, passive keyless entry and start and a power glass sunroof included in the price. The standard seating is bond-grain leather, with satin-finish walnut and aluminum trim, a 320-watt, eight-speaker stereo and 18-inch alloy wheels.
The XF 4.2 Premium Luxury ($55,200) has the same normally aspirated V8 as the standard model, with even more luxury features. Its standard equipment list adds a GPS navigation system, soft-grain leather on the seats, dash and door panels, three-stage heated front seats and 19-inch wheels, among other things.
Options for Luxury and Premium Luxury: The Advanced Vision Package ($1,800) adds a rearview camera, front park assist, a radar-operated Blind Spot Monitor and self-leveling Bi-Xenon headlights. Larger wheels, an electric rear-glass sunblind ($450), Sirius Satellite Radio hardware ($375) are among the standalone options. A premium audio package ($1,500) features a 440-watt Bowers & Wilkins unit with surround processing, 13 speakers, an in-dash six-CD changer and Sirius Satellite Radio.
The XF 4.2 SC ($62,200), or Supercharged, comes standard with just about everything Jaguar offers, including 20-inch wheels. Most significantly, it features a supercharged version of the V8 and CATS, the Computer Active Technology Suspension. SC options are limited to a heated steering wheel ($300) and radar-guided Adaptive Cruise Control ($2,200).
Safety features that come standard include dual-stage front airbags, front-seat side-impact airbags, head-protecting curtain airbags for all outboard seats, and a tire pressure monitor. As noted, rear park assist is standard on all models, with a graphic display on the dash. The rearview camera, front park assist and blind-spot monitor are standard on the SC and optional on other models. Active safety features include Dynamic Stability Control, with an understeer (or push skid) managing feature, and the latest-generation antilock brakes (ABS). The ABS features brake assist for full force in panic stops and electronic brake-force distribution (EBD), which includes a component called Cornering Brake Control that proportions brake force from side to side to keep the car balanced while braking through a curve.
Walkaround
From its basic shape to its aerodynamic characteristics to its underlying structure, the 2009 Jaguar XF sedan is a thoroughly modern automobile. It's also a Jaguar, and while its styling is intended to create a template for Jaguars to come, the XF almost requires certain traits that the world associates with one of Britain's best-known brands.
This essential Jaguar character is defined by the XF's face, and centered on a prominent grille that launches nearly all of the lines flowing rearward across the car. The grille itself is quintessentially British woven mesh, trimmed with chrome and reminiscent of the racing Jaguars that have performed so well in the 24 Hours of Le Mans. Wing-shaped headlight clusters wrap around the XF's corners onto its fenders.
In profile, the XF is defined by a single, uninterrupted line that flows from the front bumper to the rear edge of the trunk lid. The beltline, that character-building crease below the side windows, rises up into the roof more than the roof drops down toward the beltline. The effect is a forward-biased wedge shape that creates an impression of speed, even when the XF is sitting still. The rear deck is higher than that on any Jaguar sedan before, but this less-formal look pays dividends in excellent aerodynamics and an expansive trunk.
The overall shape of the XF does not shout Jaguar, but the familiar design cues are everywhere. Within each new-age headlight cluster sit two round, sealed beams that maintain the brand's quad-lamp signature, complete with the traditional fluting above the lights. The chrome trim above the side windows comes straight off the historic Mk. II sedan, while the prominent hood bulge recalls the E-type, which is arguably the most famous Jaguar of all. We're not enamored with all the jewelry, however. The bright metal strip on the trunk lid looks ordinary, and the leaping Jaguar in back is overkill.
The XF's basic shape does more than create a high-impact presence. Aerodynamically, it's the most efficient Jaguar sedan ever, with an impressive 0.29 drag coefficient and a front-to-rear lift balance of zero. That means that neither end of the car is more inclined than the other to lift in the airflow as speeds increase. The excellent aerodynamics help keep the XF stable at high speeds, reduce wind noise inside and reduce fuel consumption at a given speed, compared to a car with more drag.
The XF is slightly larger in just about every exterior dimension than the Audi A6, which was previously the largest car in this class. Its underlying structural design is driven by safety considerations, and particularly by the goal of protecting against side impacts and the tendency of tall, sport-utility type vehicles to slide upward in collisions with sedans. Jaguar has applied a host of high-tech metals, including high-carbon steels, dual-phase steel, hot-formed boron and bake-hardened steels, to create a vertical safety ring around the XF's occupant cell. The company claims that the XF will deliver the best crash protection in the class with a body/frame package that is lighter than that of its competitors.
There's a second benefit to this careful structural engineering. While the XF's body is larger, Jaguar also claims that it is the most torsionally rigid car in the class, meaning that it flexes less from end to end under pressure. This overall stiffness and rigidity is one of the factors that separate luxury sedans from less expensive, higher-volume models. It's the foundation for minimizing noise and vibration inside an automobile, and the well from which dynamic capabilities such as handling, ride quality and overall responsiveness flow.
Interior Features
Inside, the Jaguar XF has everything we want in a sporting luxury sedan, without a lot of things we don't want. We want style, comfort, features, useful technology and great ambience. We don't want the distraction or annoyance that some contemporary luxury sedans demand in return for what we do want.
Is the XF cabin high-tech? We'd say so. The overhead lights, for example, work simply with a touch. Not a switch or even a click of the light lens itself, but just a soft touch. The same with the glovebox latch, which isn't really a latch at all. It's a spot on the wood trim where you lay a finger. In general, the XF's features and controls empower the driver without overpowering. They're there when you need them and not a distraction when you don't (or when you do). That's in contrast to so many luxury cars that seem to want to shove all their goodies in your face, and then make them hard to operate.
Like its exterior, the XF's interior will seem familiar to previous Jaguar owners, only different. The great leather and a choice of lacquered wood are familiar. The difference is primarily the design or layout. It's less conventional than previous Jaguar sedans, and perhaps less formal.
The materials are bit different, too. There's a lot more aluminum trim to go with the wood (though there is still a lot of wood). And while Jaguar has always delivered the requisite leather, wood and wool carpet, it has sometimes hidden behind these big-impact materials without paying much attention to lesser stuff. In the XF, even the plastic pieces inside have a rich, latex-like feel. Overall, the package is first rate. It's as inviting in design and ambience as any car in this class, and more so than many. The only potential gripe in materials and craftsmanship is the headliner. It's a woven material Jaguar calls Morzine, and it's tailored snugly to the contour of the roof. It's just that the duck-like textile seems a bit ordinary in light of the great stuff everywhere else.
All seats are leather, with perforated inserts between the bolsters. The base Luxury package gets what Jaguar calls bond-grain, and it's thick and sturdy. The Premium Luxury and SC models get soft-grain leather. It's ultra-soft to the touch, but still sturdy and substantial, and in these models it's applied on the dashboard and door panels as well, with genuine double stitching. The front seats are heavily sculpted, and they support and cushion as well as the standard seats in any car in this class, with adjustment for just about everything. Yet these seats are less massive than those in some competitors, perhaps thinner, so they seem to fill less space inside the car.
When the driver slides into the XF with the proximity key in purse or pocket, the start button glows, ready to be pushed. The steering wheel is identical to that in the XK sport coupe: grippy, with heavy spokes and the growling mug of a jaguar in the center. The gear selector is a big, aluminum dial knob that rises from the center console when the XF fires up. It's cooler than the drive-by-wire shifters other luxury manufactures have developed, and as functional as any. Jaguar claims this electronic gear selector will keep working even if it's drenched with a half-gallon of coffee.
The XF's primary gauges are slightly smaller than those in some luxury sedans, but the script is large and easy to read. They're clustered under a compact hood binnacle in the now-familiar luxo-car format: speedometer on the right, tach left, flanking an LCD message center with a bar-graph gas gauge, gear indicator, time, odometer and other trip information. The backlighting is ultra-crisp phosphorus blue, and perhaps the best going.
Driving Impressions
The new Jaguar XF measures up to the best cars in its class in just about every respect, and its over-the-road performance is excellent.
From the driver's seat, the XF delivers everything we like about medium-sized sport-luxury sedans. The supercharged model in particular leans toward the sporty end of the spectrum, with the BMW 5 Series and sport-tuned versions of the Audi A6, rather than the softer, cushier end. The XF is smooth, fast, and responsive, but also quiet and comfortable. Its six-speed automatic transmission might be the best in any luxury car anywhere, and contributes considerably to the enjoyable driving experience. Perhaps best of all, the XF has lots of those subtle little characteristics that some reviewers might call soul.
All XFs have proximity keys, so the doors can unlock themselves. When the driver sits down the start button on the center console pulses red. Press it and, as the V8 draws its first breathes of air, cutouts in the aluminum dash panel rotate to expose four vents. At the same time, a milled aluminum shift dial rises out of the console, ready to rotate three clicks for Drive or four if the driver prefers to shift manually with paddles on the steering column. This introduction is engaging, and perhaps a bit showy, but it's a great way to begin the job at hand. This handshake, as Jaguar calls it, reminds occupants that, while they might be ensconced in a quiet, comfortable cocoon, driving remains an interactive and sometimes demanding process. After the handshake, the soft purr of the engine at idle will leave you anticipating what lies ahead.
The 4.2 liter V8 comes naturally aspirated or supercharged. Both engines are updated versions of those used in Jaguar's S-Type sedan (which the XF replaces), with reinforced engine blocks to reduce vibration and the latest control technology. The normally aspirated V8 is no slouch in output, delivering 300 horsepower and 310 pound-feet of torque. With its belt-driven, rotor-type blower, the supercharged 4.2, or SC, generates 420 hp and 408 lb-ft. It's easily the most powerful engine in this class, save those in limited-volume hotrod cars from BMW's M division, Mercedes AMG and the like, expensive cars with expensive engines.
Floor the gas pedal in the SC and you might be struck by what's missing. The supercharger whine is so subdued, compared to previous Jaguars, that it takes a couple of full bursts before the thrust convinces the driver that this is the upgrade. And thrust there is, in long, effusive swells that make you wish every road ran uninterrupted to the horizon. The supercharged V8 keeps pumping acceleration-producing torque from 2000 revs to its 6200-rpm redline, with no climax that suggests a peak. We'd estimate that the XF 4.2 SC will hit 60 mph from a stop in five seconds, or maybe a tenth more. It will go from 60 to 100 mph much faster than it takes a semi to enter two-lane in front of you. Top speed is electronically controlled at 155 mph.
Put another way, we'd guess that the XF SC is the quickest car in a group populated by some very quick sedans, except for the previously mentioned ultra-performance cars like the BMW M5 and Mercedes E63 AMG. The SC has, after all, the same mechanical package as the former S-Type R, which was Jaguar's version of the M or AMG cars. Yet nothing in XF suggests a hot-rod quality. Rather, it shoots ahead in a smooth, unruffled fashion befitting a $60,000 luxury sedan. The fuel mileage isn't bad, either, despite the power and acceleration advantage on the competition. Jaguar anticipates EPA fuel economy ratings 17 City, 23 Highway of the XF SC, which is better than any current V8-powered car in the class, and better than some six-cylinders.
The six-speed automatic contributes to the XF's sporting character, using adaptive gear-change strategies based on the type of road and the driver's application of the gas pedal.
Summary
The all-new 2009 Jaguar XF, which replaces the S-Type sedan, has all the earmarks of a hit. It's great looking, smooth and comfortable, with the features buyers expect in this class, and then some. Perhaps best of all, it accelerates quicker and handles as well or better than some of the best cars in its class, including the BMW 5 Series, Audi A6, and Lexus GS. The XF's interior is both gorgeous and charming, and less confusing or annoying than some of its competitors. The 2009 XF offers a choice of powerful V8 engines, and both get excellent mileage for cars with this performance. The least expensive V8 model is priced the same or less than some comparably equipped, six-cylinder competitors.
J.P. Vettraino filed this report after his test drive of all the Jaguar XF models in the Phoenix area.
2009 Mazda 6 All-new, more spacious, more refined, more powerful.
By G.R. Whale
Overview
The 2009 Mazda 6 has moved up. All-new, redesigned and re-engineered for 2009, the Mazda6 has moved up in size, in features, and in power. All this without serious damage to price, fuel economy, or driving dynamics.
Virtually every dimension inside and out has increased with the introduction of these all-new 2009 models. The 2009 Mazda 6, or Mazda6 as Mazda calls it, now delivers plenty of room for four or five adults along with a big trunk that holds as much as some SUVs can fit under their luggage covers. For the first time in Mazda6 history, this one has been designed expressly for the North American market and is considerably bigger than the overseas version.
The 2009 Mazda 6 is offered with a choice of four-cylinder and six-cylinder engines, each larger and more powerful than before. Its new V6 is now among the most powerful in the class, producing 272 horsepower, and it comes standard with an automatic. Meanwhile, drivers seeking fuel efficiency will not be disappointed with the four-cylinder's 170 horsepower.
Four trim levels are offered on the Mazda 6 sedan, with prices ranging from less than $20,000 to around $33,000 for a fully loaded V6 model. All are four-door sedans. There is no wagon, hatchback, or MazdaSpeed version available for 2009.
Navigation is available on the 2009 Mazda 6 with voice activation. Bluetooth and blind spot monitoring systems are offered, as are audio inputs and noise-compensation sound systems. These gadgets are convenient, but what we like most about the Mazda 6 is its driving dynamics.
The Mazda 6 competes against an impressive group of midsize sedans, but we think anyone shopping Toyota Camry, Honda Accord, Chevrolet Malibu, Nissan Altima, or Hyundai Sonata should have the Mazda6 on their comparison test-drive list. And its sportiness makes the Mazda6 an alternative to the Acura TL, Nissan Maxima, and Volkswagen Passat. The styling isn't conservative and the manners aren't boring.
The 2009 Mazda 6 comes with a choice of engines and trim levels. The Mazda6 i is powered by a 2.5-liter four-cylinder engine that gets an EPA-estimated 21/30 miles per gallon City/Highway with the five-speed automatic transmission. It's also available with a five-speed automatic. The Mazda6 s is powered by a 3.7-liter V6 with an EPA-rated 17/25 mpg and comes exclusively with a six-speed automatic.
Model Lineup
The Mazda 6i SV ($20,250) comes with cloth upholstery, air conditioning, power windows/locks/mirrors, tilt/telescope steering wheel with audio controls, 60/40 folding rear seat, floor and cargo mats, map lights, illuminated vanity mirrors, outside temperature display and Sirius radio-ready. Accessories include auto-dimming mirrors, fog lights, rear spoiler and 6CD in-dash changer. The SV trim level comes only with the four-cylinder engine and manual transmission.
All Mazda 6i manual transmission models come with black cloth upholstery, and are limited to four exterior colors; a five-speed automatic transmission ($900) is optional. All Mazda 6s models also get V6 badging, aluminum wheels, and a chrome exhaust outlet on either side.
Sport, Touring, and Grand Touring trim packages are available for each model. The Mazda 6i Sport ($20,250) and Mazda 6s Sport ($24,130) get an auxiliary audio input jack, cruise control, remote keyless entry and auto-down front windows. The Mazda 6s upgrades to larger, 215/55VR17 tires.
Mazda 6i Touring ($21,705) models should prove popular, boasting a 17-inch tire/wheel combination and fog lights, power driver seat, leather wheel/shifter, center console sliding armrest, electroluminescent gauges with trip computer, antitheft system, and advanced key with pushbutton start. Packages include moonroof and Bose package ($1760) with Bose Centerpoint sound system, 6CD in-dash, MP3, Sirius; and a Convenience package ($1610) of dual-zone climate control, Xenon headlamps, leather/cloth seats, Bluetooth phone/audio, blind spot monitors, rain-sensing wipers, and welcome mode lighting. Mazda 6s Touring ($25,075) models get all these upgrades plus 235/45WR18 tires on alloy wheels.
Grand Touring ($24,910) trim includes everything on Touring plus leather seats (heated in front) with three-position memory, auto-dimming (heated outside) mirrors, blind spot monitor system, auto headlamps, LED tail-lamps, rain-sensing wipers, Xenon headlamps, Bluetooth, dual-zone climate control, HomeLink, welcome lighting, and a power passenger seat. Mazda 6s Grand Touring ($28,260) adds 18-inch tires. Grand Touring may be ordered with the moonroof/Bose package and DVD-based voice-activated navigation system ($2000).
Safety features include front, front-side and side-curtain airbags, electronic stability control, traction control and ABS. The Blind Spot Monitor is standard Grand Touring and available on Touring.
Walkaround
The 2009 Mazda6 is half a foot longer than the 2008 version, with 4.5 inches added to wheelbase and 2.3 inches to width. Despite these substantial increases it doesn't look like a big car, especially with nothing adjacent for scale.
Of the Accord/Altima/Camry/Malibu competition only the Malibu has a longer wheelbase, which doesn't translate to superior cabin or trunk dimensions, and only the Accord is longer and wider by fractions of an inch.
But with its flowing roofline similar to oxymoronic four-door coupes and real coupes like the Audi TT, wraparound overhangs that appear shorter than they are, and sleeker lines overall, the Mazda6 comes across as a smaller, trimmer car than the relatively box-like Accord.
From dead ahead or in your mirror the diamond teardrop headlamps laid over the front corners add a hint of French to a Mazda RX-8 face, and from any other angle the floating front fenders are signature Mazda: the edgiest front-end in the mid-size market. An upper body crease that would normally go to the front wheel stops just shy of that floating fender, and the rear wheel arches have double creases to mirror the front.
Although both Mazda and Acura use a five-sided grille, Mazda's has a deeper V-shape to it and it's all body-colored. There is no chrome beyond the logo wings, and darker colors show even fewer character lines for the most fluid appearance. Fog lights are set in horizontal openings but the lights themselves are vertically-oriented.
At the rear, taillamps wrap well around the sides, and V6-model exhausts are distinctively shaped stand-offs not actually connected to the pipes themselves. You could stretch the shape and find the RX-8's influence in numerous places on the Mazda6.
Interior Features
The Mazda 6 cabin uses contemporary materials, with metallic-finish surfaces rather than phony wood trim. The exception is the console trim that slashes across the passenger's dash which, on some models, appears a cross between silver-veined black granite and ash-black burnt wood with wide rings in it. It's a look we've not run across recently. Most finishes are appropriate although you will find hard plastic on the doors below the armrest and some console dash pieces; this parallels some cars in the class, while others like the Accord are better.
The seats are cloth on the SV and Sport, and have the same support and comfort as the upper trim lines, lacking only the extra degrees of power adjustment.
Touring uses cloth cushion and backrest centers with leather outboard; the black-and-white striped center seat sections suggest a snow leopard in motion and along with the surrounding leather this combination in the Touring nicely complements the rest of the Mazda6 interior trim.
We found the most striking interior on a Grand Touring, with very light gray leather upholstery and door panel inserts contrasted against black carpeting, lower seat trim, console, dash, and door tops and bottoms. It's a stylish way to get the sun-belt comfort of light colored upholstery without making a mess of a white carpet every time you get in. The Grand Touring is full leather with perforated center sections.
We found the Mazda6 seats comfortable front and rear, regardless of upholstery or power assist. The up-sizing of the Mazda6 has resulted in cabin dimensions similar to and occasionally better than the big Accord, so even 6-foot-plus bodies could sit in front and then jump in back without moving the front seat, even on cars with the moonroof. Frequently the case with rooflines like this one, heads of rear riders will be where roof meets rear window so make sure the belts are snug if you see a big bump coming.
The rear seat does offer spacious accommodation, a center armrest (no pass-through), and a 60/40 split seatback that's easy to fold, but we did not find any AC vents, reading lights, or center passenger headrest and the coat hooks will not hold a plastic hangar.
Outward visibility was good in all directions. The hood slopes out of sight, common in this aero era. The roof pillars are not so wide that they obstruct vision; the outside mirrors are fairly low and so is the dashboard, all adding up to a good view out. Projector headlights come with Xenon on some models, and dash and cabin lighting is more than adequate with either set of gauges.
Instruments are laid out with fuel and tachometer to the left, speed and coolant temperature to the right, with gear range (on automatics), odometers, and outside temperature indication between the two. When shifting an automatic manually the gear selected is shown in large font above the odometers.
At top center of the dash is a deep red digital display for climate, radio and clock information, easily read by anyone in the car. Below it are center vents, the audio system or navigation if so equipped, and basic three-ring climate controls. On the sides of the dash next to the big greenhouse windows are sizable, omni-directional round vents.
All the systems are simple to use, our biggest complaint being the beep that accompanied every volume adjustment made by the steering wheel toggle but this is probably one of the 24 adjustments (along with door lock programming, turn signal click volume, and blind spot monitor on cars with it) the dealer can alter for you.
The navigation system found itself, tracked, and rerouted quickly, and it responded to the first word we tried. However, the 333-watt Bose Centerpoint sound system with 10 speakers including a 9-inch subwoofer was infinitely more fun to listen to.
Most controls are on typical stalk layouts, while blind spot off, trunk release, stability control defeat and the like are to the left of the steering wheel next to a small storage tray. More storage can be found in the center console, doors, and glovebox.
Grand Touring models come with a blind spot monitor system (optional on Touring), though the Mazda6 has no significant blind spots. At speeds greater than 20 mph the system senses vehicles adjacent; it casts an orange image onto the exterior mirror if it senses your car going where another car is, and makes a noise if you signal while it senses a vehicle in the way. It worked better and caused fewer false alarms than similar systems we've tried on other brands.
Cargo space is one the strong suits of the Mazda6, as the 16.6 cubic feet of volume covers the class and is about double what some hybrids have. One needs to lift cargo only to the top of the bumper and slide it in, the car's sweeping roofline making the vertical opening much larger than the depth aspect. There are no hinges or trunk arms within the opening nor cargo shelf impediments, and the rear seatbacks can be released from the trunk.
We noted no fit and finish issues inside or out, and found the basic structure very stiff, with no creaks or squeaks entering steep driveways or angled traverses of sharp bumps.
Driving Impressions
Driving enjoyment is nothing new to Mazda and they successfully maintained that in the transition to a larger, more refined Mazda6. And while the car has gained weight with the added dimensions and features, it's also gained power, especially on the V6 models.
A small cadre of purists will bemoan the loss of a manual transmission choice with the big engine, or only black interiors on manual cars, but the four-cylinder manual is still quite entertaining and it is available on top-line Grand Touring models so you can have your nav, heated leather, and a stick together.
For 2009, the four-cylinder's been bumped from 2.3 to 2.5 liters, now at 170 hp, right in line with the base engine from Accord, Altima, Camry and Malibu. It gets the job done just fine, with the best coming on as the rev counter swings through the 4500-4800 rpm range and keeps pulling to near redline. It's plenty to get the Mazda6 around town or up a hill and cruises on the highway effortlessly at less than 3000 rpm, regardless of transmission.
Both automatic and manual have well-spaced gears to make the best of the four, and the shift and clutch action on the six-speed showcase Mazda's sports car abilities without any sports car compromises. Back to back drives showed only the Accord LX's (higher-rated) 190-hp four cylinder matched the Mazda's 170-hp engine overall, but the Honda needs higher revs yet for its best work.
Mazda's V6 has made the biggest strides for 2009, jumping from 3 liters to 3.7 liters and from 220 to 272 horsepower, with plenty of mid-range torque to go with it. This bigger engine, similar to that in the Mazda CX-9, is both larger and more powerful than that of any of the competitors and, absent timing equipment, we suspect it might outrun the others in class. The Mazda hasn't the best-in-class fuel economy but the differences are marginal, much smaller than the effect driving style will have.
Each Mazda6 model has its own calibrations for the same suspension system, and they tend to feel more buttoned down as price and engine size increase. But a lot of this can be traced to tires, and a four-cylinder car with the 17-inch wheels is arguably the most fun on a winding road because it's easily a couple of hundred pounds lighter than the V6s. Upgrading tires later would add to both fun and grip.
At the top extreme, a V6 on 18-inch wheels has plenty of grip and surprisingly good sharp-impact rejection (think lane-divider dots) but it is on the firm side, not recommended for lousy infrastructure and some road noise seeps in to the cabin. At the other end of the spectrum, a manual sport on steel wheels doesn't offer quite the same grip, but it does give the same good steering feel and response, directional stability, and solid braking. They all have stability control but even some ham-fisted co-drivers never invoked it, suggesting there's a lot of stability inherent in the design.
The closest competitors in the grip and ride components would be the Malibu V6 for ride, Altima V6 for fun, four-cylinder Accord for fun, and Camry for commuting comfort. The Mazda6 leans toward the fun end of the spectrum yet does so without the busy-ness or bounciness the Accord sometimes brings.
Summary
The 2009 Mazda 6 is all-new, bigger, roomier, more refined. It has moved from the fringes of the market closer to the mainstream mid-size sedans, yet Mazda has kept the soul of the niche that enjoys driving and doesn't consider a car mere transportation.
NewCarTestDrive.com correspondent G.R. Whale test drove the Mazda6i and Mazda6s models in Los Angeles.
