Accelerate Mpls

After my first run in with the SRX I had strong opinions, both good and bad.  The new SRX is a valid contender in this automotive segment and pushes the envelope for Cadillac both in quality and as a class competitive product.  My largest gripe was that the base powertrain is weak and affected the driving experience.  A simple question: would the optional turbo V6 engine fix the driving experience?

The main highlight of the SRX Turbo is larger engine which is funny because the engine in not actually larger because it is a 2.8 liter while the base V6 is a 3.0 liter.  The extra power in the this V6 really comes from the turbo, putting out 300 hp and 295 ft-lb to all four wheels all with max torque coming at 2000 rpm.  The all wheel drive system is the torque vectoring unit from Haldex.  This is the same unit that made its debut in the now dead Saab TurboX a few years back and can transfer up to 90% of the torque to the rear wheels at any given time.  The torque can also be distributed between the wheels side to side.  All of this gets put to the ground through a six speed automatic transmission with manual shift capabilities.  So the question still remains:  does this extra power fix the SRX driving experience?

The answer is yes and no.  Yes, the driving experience is much better.  In fact, leaps and bounds better.  In normal and spirited driving the car does not feel strained like the base 3.0 liter V6.  Even pulling away from a stoplight, you notice the difference.  In normal driving the engine does not feel like it is working hard.  The revs are easily kept under 3ooo rpm’s unless pushed.  When pushed, the engine responds quickly with no noticeable lag.  The turbo is going almost constantly whenever you have your foot on the gas.  Something to note is that you cannot put the needle into the red on the turbo gauge.  Why would you have the red there when you cannot put the needle in that zone?  The first thing people said to me was to put it in the red and I had to respond sadly, “It does not go that high.”

The downside to this engine is the gas mileage.  Rated at 15/22, this engine could definitely be described as thirsty.  I cannot decide what is worse about the mileage;  the fact that it is just terrible for this vehicle class, or that it is coming from the engine putting out the power that this vehicle really needs.  That mileage is no joke either.  I averaged 15.3 mpg during the week and it is worth noting that the gas it is guzzling requires premium.  I did not really stretch the SRX Turbo’s legs so I cannot comment on the highway mileage though I can assume that it matched the EPA rating pretty close to dead on.  Again, that city mileage is really not good and is so bad that it starts to dip into body-on-frame SUV mileage.  For example, the much larger body-on-frame Chevrolet Tahoe is rated at 15 mpg in the city with a V8.  If SRX Turbo engine had direct injection it would post better fuel mileage numbers and would be more competitive.

As mentioned in my previous review of the SRX, the interior styling is very well done. The materials all look and feel great. It uses the center stack from the CTS (minus the tiny climate control screens on each side) and the door handles are uniquely shaped.  These little details help set it apart. That said, the back seat is somewhat short on leg room with a taller driver.  The cargo area has a terrific cargo management system with sliding tie down brackets and there is a decent sized storage cubby below the rear floor that can hold items away from public view.

The styling is terrific.  I am still undecided about the front air dam being so low and whether it makes it look better or worse.  The rear taillights hark back to the “tailfins” on older Cadillac’s and play nicely with the overall design.  The rear diffuser finishes off the rear while integrating the exhaust into the overall design.  The A-pillars in this vehicle are ridiculously huge and they make sight lines a problem in a few instances and the rear window is tiny and makes visibility awkward so the back up camera is definitely useful in a parking lot.  The twenty inch wheels fill out the wheel wells nicely and look great because they are painted aluminum wheels instead of chrome plated.  Another thing that still bugs me is the GM chiclet.  I mentioned this in my original review, and again, I assume the tooling was already set before the decision to ditch this “Mark of Excellence” was made.

The SRX Turbo I had was a premium model with almost all of the bells and whistles.  The rear seat entertainment system package with dual rear screens and wireless headsets with remote adds $1,295 to this package and  I like the way this system is set up with screens in the back of the seats and separate video inputs for each.  The second option was the crystal red tintcoat which will set you back $995.  All said, including destination fees, the total sticker price of this particular SRX Turbo came to $54,475.

I want to take a second to talk about the competition.  The SRX is really going head to head with the Lexus RX. It was developed and bench marked against that vehicle and the marketing pitches it that way.  As I mentioned earlier, the price on this SRX Turbo was close to $55,000 and that is a lot of coin while there are a lot of other great vehicles for that price.  The SRX Turbo starts under $50,000, for that price you can get a nicely equipped Acura MDX or an Ecoboost Lincoln MKT and, while the Ecoboost MKT is a much larger vehicle, it just goes to show the breadth of this segment and price range.

There must be something about the SRX because each time I have had the vehicle we have gotten whacked with lots of snow here in Minneapolis.  The SRX Turbo handled it like a champ plowing through the white stuff with the all wheel drive sending power to the wheels with traction.  It felt weird but sometimes I thought the electronic stability control was slow to kick in.  The front wheel drive SRX handled the snow with its low profile, all season tires better than expected, so this all wheel drive version had absolutely no issues.

As with the other SRX I reviewed, I do like this vehicle.  When you compare it with the direct competitor, the Lexus RX, you see the SRX is a more engaging and dynamic vehicle.  The optional turbo powertrain definitely fixes the anemic feeling but at the large expense of gas mileage and in reality, the bulk of the SRX’s sold will be equipped with the base 3.0 liter V6 and that engine will be fine for those who are more concerned with the gas mileage.  For those who really want to take the SRX to its full potential, you will have to take the hit on the gas mileage and option for the turbo V6.

Full Disclosure- The review vehicle was provided by General Motors

Volvo has had an interesting run lately.  Just a few years ago sales were good and profits were actually being made.  Now sales are nothing to brag about and the revenues, well, what revenues?  With the pending sale to Geely, the future is really cloudy but they say that letting Volvo be Volvo will be their plan.  That is definitely a plan, but as that may be, every new Volvo launch better go off without a hitch.  The XC60 is off to a good start as Volvo’s new entrant to the entry level luxury crossover market.  This is a hotly contested arena in which large players are throwing their weight around.  The XC60 is a fresh and dare I say, Swedish approach to this category.

The XC60 slots right between the XC70 and the larger XC90.  The interior is nearly the size of the segment champion, the Lexus RX.  The front is spacious with plenty of head and leg room.  The seats were terrific and the tilt and telescoping steering wheel made finding a comfortable driving position a cinch.  The interior is filled with soft touch materials and the gauges are easy to read.  The button lay out is very similar to other Volvos which is a good thing.  Overall, the interior is easily in the top of its class.

The exterior is typical Volvo with styling that stays with the family but pushes the edges a little. With curvy hips in the rear in place, the front is slightly more aggressive than the current line up.  This front clip is an evolution of the current styling, and we will be seeing these design cues on the 2011 C70 and 2011 S60.  Personally, I am a big fan of the use of light pipes next to the grille.  The fog lights actually provide a good amount of light on the ground, making a noticeable difference when driving at night.

Two engines are available.  The vehicle I was testing was equipped with the base 3.2 liter inline six cylinder putting out 235 hp and 236 ft-lb through the optional all wheel drive.  The optional engine is a 3.0 liter inline six cylinder with a twin-scroll turbo (T6) putting out 281 hp and 295 ft-lb.  Both engines feed the power through a six speed Geartronic transmission.  Geartronic is Volvo’s speak for automatic with self shifting capabilities.  The 3.2 liter is rated at 18/27 mpg while the T6 drops down to a rated 16/22.  I observed an average of 18.2 mpg.  All wheel drive is optional on the 3.2 liter while standard on the 3.0 liter turbo.  The XC60 weighs barely over 4000 lbs which is certainly no light weight.  It is still light when compared to its competitors.  Getting that large mass moving is no small task and the 3.2 liter inline six I was equipped with did its best.  Its best was not good enough to satisfy my urge to get going.  Things were better once started, it was the act of getting underway that took a little longer than I would have liked.  Slamming the gas incurred the vehicle to say, “Oh you want to go now? Ok we will work on that.”  I think the optional T6 engine would be a better choice for me personally.

While the XC60 may not be a canyon carver, it handled itself quite well when it came to quick lane changes.  The mass was kept in check and overall handling was good with less body roll then expected.  This is probably one of the “sportier” handling vehicles in the class.  The steering was not as light as I expected at parking lot speeds but it did feel natural.  On center feel was great while on the highway.  Volvo says the steering is speed dependent.  While I can definitely notice a difference between highway speeds and parking lot speeds, the steering never felt over boosted.

The XC60 comes with some decent technology as standard equipment.  Both bluetooth handsfree for calling and HD radio are standard.  City Safety is the system that can help lessen or completely avoid an impact below 18 mph is standard.  The vehicle I had was by no means loaded but was nicely optioned.  Equipped with the premium package, climate package, convenience package, laminated panoramic sunroof, PCC (Personal Car Communicator), and integrated child booster seats.  Part of that climate package included both heated front and rear seats along with heated windshield washer nozzles.  A rain sensing system is also part of that package.  I did not get to test it due to the lack of rain and abundance of snow.  The convenience package gave me the power operated tail gate along with other niceties.  Oh, and that power tailgate might quite possibly be the loudest power tail gate in the history of power tail gates.  The panoramic sunroof is a crowd pleaser, though I could not test it due to frigid temps and the pile of snow sitting on top of the car.  PCC is pretty cool as a $550 dollar option.  PCC is essentially an advanced keyless remote that has two way communication with your XC60.  When you push the information button on the remote when within 200-300 feet of the car, the remote will “check in” with the car and inform you of the status, including whether the car is locked, unlocked, or a heartbeat is detected inside the car.  If you press the information button outside of the 200-300 foot range, the remote will report the last known status before you went outside of the range.  I have heard strong opinions on the optional navigation unit and will hopefully experience that when I test the T6 model.

Overall, the XC60 is a competent vehicle.  I would definitely rate this high in its class right next to the new Audi Q5.  Gas milage was acceptable with the 3.2 but from the ratings I know that the T6 is thirsty.  Truth be told, I am guessing that is the engine to have in this vehicle since 3.2 is a bit sluggish.  Though I am willing to bet that the general public will accept the 3.2 performance just fine.  In the end, I personally liked the XC60.  It is sportier than the Lexus RX while having almost as much room.  With a starting price of $32,995, the vehicle I was in had a sticker price of $40,645, and for that money you were getting a competent vehicle.  The XC60 is just a few tweaks away from a class leading vehicle.

Full Disclosure- Vehicle was provided for review by a local Volvo dealership.

The first generation SRX was really never the sales success that Cadillac hoped for.  Styling on the the first generation made it look like a tall, boxy station wagon.  With both an optional third row and V8, the first generation was rear wheel drive with all wheel drive as an option.  None of this really lined up with what the mainstream rivals were offering.

For the second generation, Cadillac has taken a much more mainstream approach.  The third row option was ditched, front wheel drive and all wheel drive replaced the old drive train and there is no more V8. The largest change is the price.  This generation is starting at $33,330 where the first generation was $38,880 for the V6 and $45,880 for the V8.  The new SRX is much more competitively priced.  You can immediately tell that Cadillac is gunning straight for the RX in every sense of the word.  A base SRX is now almost $4,000 less then the starting price of a Lexus RX.  So how does it stack up?

The interior is closely related to the CTS, which is not a bad thing.  The center stack with the rising screen is directly lifted from the CTS.  The software used in the touchscreen is definitely upgraded.  I could pair my phone using only the screen in the SRX while I had to dig out the manual to figure out phone pairing with the voice command system in the CTS.  The gauge cluster has a trick screen in the center of the speedometer.  This screen essentially had all the trip computer functions while also displaying the speed limit on most major roads.  Navigation directions are also shown with this display.  The interior has non-overpowering white LED “mood” lighting at night.  The seats are supportive but not firm.  They are much softer than the seats in the CTS Sportwagon which, in my opinion, were better.  The cargo area has a track running around it that sliders can be placed in to secure cargo.  This is a very nice feature that is executed quite well.

The styling of the SRX is strong both inside and out.  From the outside, the evolution of Cadillac’s arts and science styling is in full swing.  The sharp creases and strong character lines all play together to create a rather good looking CUV.  The rear end has the classic Cadillac “tail fin” tail lights.  The angular styling leaves a D pillar in the back that creates a large blind spot.  The rear window is very small, causing visibility to be less than stellar when backing up.  The back-up camera is a much needed feature.  The front air dam is low and I actually asked people at GM about this.  They said it was both for aerodynamics and it looks better in their opinion.  I do not know about all that, but in deep snow it acts as a plow.  The little touches on the outside caught my eye.  For example, the headlight has the Cadillac symbol stamped in the reflector.  One thing that did not add up was the GM chiclet.  This “Mark of Excellence” has now been removed from new models, but I assume the tooling for the SRX was already in place before the decision was made to ditch this “Old GM” symbol.

The engine in the vehicle I had was the base 3.0 liter direct injection V6 putting out 265 hp and 223 ft-lb to the front wheels.  All wheel drive is optional with this engine.  The optional 2.8 liter turbo V6 puts out 300 hp and 295 ft-lb to standard all wheel drive with torque vectoring.  Both engines feed out to six speed automatic transmissions with manual shift capabilities.  The base 3.0 liter is some what of a dog.  The lack of torque is the main problem here.  The SRX is not light weight, as such you can feel every one of those 265 hp and 223 ft-lb trying to get underway.  The vehicle is more engaging than the class champion, Lexus RX, but feeling the engine trying to cope with the vehicle’s weight is not the best experience even though it does get up to speed just fine.  More power would be welcome via the optional 2.8 liter turbo.  The problem with this option is the mileage, which is rated at 15/21 mpg while the front wheel drive 3.0 liter is rated at 18/25 mpg.  People seem to take these numbers very seriously these days and that turbo looks thirsty on paper for this vehicle segment.

The particular SRX I had was a premium collection vehicle with a sticker price of $47,010.  This is the top level non-turbo model.  There were not many options, but rear seat entertainment was on board for $1,295 and of course GM’s crystal red tintcoat for $995.  Each rear seat has a flip up monitor attached to the back of the front seats with two wireless headphones and  a wireless remote control that comes standard with the system.  I liked the set up, and in my opinion, was done correctly.  The upgraded stereo that was in this package was a 10 speaker 5.1 digital surround sound by Bose.  I was not really that impressed with the system.  It sounded decent enough but the optional Mark Levinson system in the Lexus RX is better.  I would have liked to have seen something like the optional Harmon Kardon system from the LaCrosse in the SRX.

Equipped with 20 inch wheels, low profile tires and front wheel drive, I will admit I was a little nervous when the blizzard came through town.  In fact, I drove through three blizzards and over 1000 miles within three days while driving the SRX.  The only problem that I saw was with the front air dam.  It is so low that it plowed through the snow and getting started down an unplowed street was not easy.  It is worth mentioning that I was able to make it up a driveway that was covered in 2.5 feet of snow.  To do this I had to turn off traction control and slam the gas in order for it to crawl its way up.  Overall, I was impressed with everything it did in the snow.  I somehow managed to eek out 26.5 mpg on the highway back through one of those storms.  That is 1.5 mpg more then the EPA’s 25 mpg highway rating.

So we have gone from a rear wheel drive with an optional third row and V8 to a front wheel drive and optional turbo V6.  How did we fare?  The SRX is now officially a competitive vehicle.  The last generation was not a mainstream approach and sales reflected that.  Yes, I do think the base engine is under powered.  In reality, the general public might not even notice.  They will notice the mileage numbers that the turbo gets and will not be that impressed with them.  I am guessing most SRX’s will leave the lot with the base 3.0 engine and customers will be content.  The vehicle has distinctive styling and I like the overall packaging.  While some powertrain improvements are needed, this new SRX is a solid contender in this hotly contested segment.

2010 Cadillac CTS Sport Wagon

Americans have a love hate relationship with station wagons. They love to hate them. I personally have never understood this phenomenon. Most car guys will tell you they think wagons are awesome. They combine the cargo hauling versatility of a SUV with the driving dynamics of a sedan. In Europe, station wagons are sold by the truck load. European fuel prices are higher then in the United States, so they never had the love affair we Americans had with the SUV.

The CTS Sport Wagon was in development before the crash of the economy and General Motors bankruptcy. The original plan was to export the bulk of the Sport Wagons to Europe where hopefully it would be a success and directly take on the European wagons from Audi, BMW and Mercedes. Since diesels are more popular in Europe they were also going to make the main engine choice a new 2.9 liter diesel. Since those plans obviously are not going to pan out the future of the Sport Wagon will ride on the American public. The diesel engine is not being offered here unfortunately.

The Sport Wagon is truly good looking. The sharp looks and great stance are attributed to the form over function school of thought. The roof line is raked giving off the sporty appearance and stance. Combine that roofline with a raked rear hatch and you have a rear opening that can not take tall objects. The things that stand out to people that asked me about the car are the three foot long tail lights that are reminiscent of the tail fins of older Cadillacs, and the 19 inch wheels, which are optional. The tail lights are fully LED with light pipes running down the outside edge. Light pipes are also used in the headlights on the upper trim cars.

The car has many winning characteristics. The rear hatch is power operated and can be set with a knob on the drivers door to open full, 3/4, or off. This can come in handy if you have a garage with a low ceiling or possibly shorter and can not reach the hatch when fully opened. The interior is lifted directly from the CTS sedan. The Sport Wagon has a great cargo management system in the rear hatch. There is a storage bin under the floor in the rear end that can hold things from public view. With the rear seats folded flat you have an ample 58 feet of cargo space.

The interior is literally lifted from the CTS sedan. Soft touch materials abound and soft white ambient lighting at night the interior is a win. The generously sized touch screen navigation rises from the dash when the vehicle is started (when chosen to have the settings that way). The navigation unit in the Sport Wagon is hard drive based. Rendering of the map was snappy and the street names were clean and crisp. Live traffic and weather is provided through your XM satellite radio connection.

The vehicle I had was the top of the line 3.6L Premium with optional 19 inch wheel package and optional crystal red tintcoat paint. The sticker price on this car was $55,630. The Sport Wagon has a starting price of $39,830 before destination charges. The summer performance tires were replaced with snow tires from Bridgestone. The Blizzaks handled well though added some tire noise. That is to be expected of snow tires. The Sport Wagon I had was rear wheel drive though all wheel drive is optional in all trims. Also optioned on this vehicle was the FE3 sport suspension which feels very European and more specifically German.

The Sport Wagon has two engine choices. I had the optional 3.6 liter V6, which features direct injection. This larger V6 puts out 304 hp and 273 lb-ft. The standard 3.0 liter V6 also features direct injection while only putting out 270 hp and 223 lb-ft. Both the 3.6 liter and 3.0 liter are rated at 18/26 mpg. With no sacrifice in fuel mileage, I would recommend optioning for the larger engine. Both engines mate to a six speed automatic transmission. The transmission operates fine in normal driving though, it hesitates for a second to kick down a gear when the throttle is slammed for passing. Moving the shifter to the right puts the transmission in sport mode. This fixes the aforementioned problem. Downshifts are quick and up shifts are not had until red line. Much sportier dynamics are had out of the transmission in sport mode. You can also shift manually with the buttons on the back of the steering wheel or by moving the gear shift.

GM lists the competition for the Sport Wagon as the Audi A4 and A6 Avants, BMW 5 series wagon, and the Mercedes E class wagon. When looking at the competition the Cadillac is definitely class competitive. It feels right in between the A4 and A6 Avants in size. The new Sport Wagon is a great extension for the CTS line and with the coupe coming next year, the line is only going to get better. The wagon aspect adds a dash more versatility without losing the driving dynamics that make the CTS such a great vehicle. With dashing good looks and a fun to drive ratio that is surprising for a wagon, this is one Cadillac that Americans can and hopefully will love.

Full Disclosure- This vehicle was provided by General Motors press fleet for review

You may ask yourself why would someone want to buy a Lexus ES350.  In essence, the Lexus ES350 is essentially a really nice Toyota Camry.  For the higher price you receive a much nicer dealer experience, a cushier ride, and overall a nicer car.  This car has no sporty pretensions about it.  The industry keeps moving towards sporty cars while this car retains the traditional luxury feel.  Lexus has made strides to become a little sportier on other models, but this is a break in that formula.

The ES350 is designed using what Lexus calls “L-Finesse design”.  The result of this design particularly in the ES350, is a bland car.  The car tends to just blend right in.  Those characteristics continue onto the inside with a simple design. The dash is soft touch and gauge cluster is very good looking.  The clock on the dash looks like a cheap wrist watch which seems to take away from the interior.  The seats are road trip worthy, though they have no real support for energetic driving.  With plenty of real wood thrown around the interior, this car is a nice place to spend your time with a few things that seem dated.

The ES350 is powered by a once choice 3.5L V6 which is ULEV II (Ultra Low Emissions Vehicle) certified.  This engine is good for 272 hp and 254 lb-ft which is channeled through a six speed automatic transmission.  The transmission does have manual shifting abilities but no paddles are included.  Like the Camry, the ES350 is front wheel drive and is not available in all wheel drive form.  Rated at 19/27 mpg, the ES350 posts respectable milage numbers.  Though most drivers will not be speed demons the car is rated at 6.8 seconds 0-60 which is respectable in its class.  Torque steer is well in check and the steering is very light.  Driving the ES350 is a very uneventful affair.  The car can literally just cruise along.

The car I had was a base model with optional equipment including heated and ventilated front seats, and a wood and leather trimmed steering wheel and shift nob.  The sticker price for the vehicle I had was $36,645.  That is nearly $3,000 more than the better equipped Buick LaCrosse.  The LaCrosse is more engaging to drive and overall had a better driving balance.  The interior of the LaCrosse also has more design character and feels slightly richer.  I am comparing the ES350 to the LaCrosse in a harsh way and the reason is simple.  The all new for 2010 Buick LaCrosse is trying through both marketing and design, to directly take on the ES350.

So this all seems to circle back to the beginning.  The car drives like it looks, boring, fluid, yet comfortable.  The dealer experience is top notch.  The question I have is why pick this over the Buick LaCrosse?  The LaCrosse seems to be more car for the money and is definitely more engaging to drive.  Picking the Lexus ES350 over the Buick LaCrosse comes down to two simple reasons.  The first is Buick has an image problem.  Though it is worth noting they are working swiftly to try and change the brand’s perception.  The second is the dealer experience.  The Buick dealership does not give out free loaner cars and will not pamper you anything like the Lexus dealership.  At the end of the day, the Lexus ES350 is a fine car, but now there is real competition in the price point now and Lexus needs to step up their game.

The pony car wars are back in full swing.  I covered this with the review of the Camaro V6.  I will not focus as much on the pony car wars rather, the focus will be on the Camaro SS itself.  The Camaro has been enjoying brisk sales.  Most are leaving the dealers lots at full MRSP.  The new Camaro continues to outsell both the Ford Mustang and Dodge Challenger each month since it has re-arrived on the scene, it would be fair to say the Camaro has been a hit so far.

This car is based on the Zeta platform, which is not a light platform.  Pair that with sophisticated independent suspension set up, and you end up with a heavy car.  To say this car is a porker, well, it would be justified.  It needs to call up a weight loss clinic and lose about 500 lbs quick.  The SS I had was equipped with a manual 6 speed transmission.  The cars official weight, according to General Motors, is 3849 lbs!  The Camaro SS is slightly heavier then the V6, and the extra weight is sitting directly above the front wheels.  You can directly feel this weight when driving aggressively.

Optional Inferno Orange Interior

The car I had was a 2SS with a few nice option packages including the RS package, interior accent trim package, cyber grey metallic stripe package, 20″ polished aluminum wheels, and inferno orange metallic paint.  The RS package is $1200, and for that you get 20″ flangeless painted aluminum wheels, body-color roof ditch molding, high intensity discharge headlights (xenons) with halo rings, and RS unique tail lights.

RS Unique Tail Lights

I like that the xenons that come with this package are bi-xenon.  They do not list them as such.  That means both the high and low beams are xenon, vs having the high beams be regular halogens.  The polished wheel package replaced the regular painted aluminum wheels that come with the RS package for $400.  The most interesting of the options was the combination of the inferno orange metallic exterior paint and the interior accent trim package.  This combination had the interior swathed in inferno orange from the stitching to the black and orange seats.  Also, we can not forget the orange plastic moldings.  This made for a very bright interior.  At first it was a little much, but as the week went on the orange interior grew on me.

The big draw to the SS is the engine.  Equipped with the lovely and ever versatile 6.2L LS3 pushrod V8 from the base Corvette.  In the Camaro SS the LS3 is slightly detuned to 426 hp and 420 lb-ft with the manual transmission.

When equipped with an automatic, the engine is no longer the LS3 rather the L99, putting out 400 hp and 410 lb-ft.  There is no question this engine is good for much more power with a slight electronics adjustment and some upgrades like superchargers and cold air intakes.  The car can handle the power just fine.  Rated at 4.7 seconds 0-60, the car is no slouch at the drag strip.  Seat of the pants puts you in the range though it feels a tick slower due to the heft the car has about it.  The car is rated at 16/24 mpg, and I can honestly say I topped the highway rating.  I took the Camaro on a road trip down to Des Moines, IA.  On the way there I managed a respectable 21.2 mpg average.  That was ok, but on the way back I averaged 25.2 mpg, which I was truly impressed with.  I had the cruise control set at 75mph both ways.  With the cruise control set at 60 mph, I would venture a bet you could get close to 28mpg.

This car could just possibly be the national symbol for thumbs up.  Everywhere I went someone was giving me a thumbs up.  I blew past a man in a Jeep Liberty, he was craning his neck to see the car so hard I thought he was going to drive off the road.  Everyone wants to look inside and tell you about their Camaro story from back in the day.  Do not go to the mall and expect to walk right in.  Someone will stop you to talk about the car.

I mentioned the interior in the last review and aside from the inferno orange trim package the interior is the same.  I love the retro styling that Chevrolet has done with the interior.  The graining on the materials is decent looking, but the materials themselves are very hard and cold.  The Mustang has the upper hand when it comes to technology when you consider the available touch screen navigation and Microsoft Sync system.

I hope for the next generation that General Motors can find a way to shed some major weight.  They could use more high strength steel, or more exotic materials.  Maybe they should just dip into the Corvette’s parts bin.  Make some body panels out of composite or better yet, carbon fiber.  A sticking point could become using more exotic materials becomes expensive quickly.  This car is not at a high price point for what you are getting.

The take aways after driving this Camaro for a week were pretty clear to me.  First, you always get out feeling like you drove an American hero or a national icon.  Second, the interior materials could use an upgrade in the next generation along with an overall diet.  Third, muscle cars can now do more than just a straight line.  Fourth and final, the American public has spoken and they love love the new Camaro!

2010 Buick LaCrosse

I have heard the “New GM” say over and over again that any product launch can not be just a launch, it has to be a success.  The new LaCrosse for Buick is no exception, and in fact, this is the car that is helping to “reinvent” the Buick brand.  The Enclave that debuted two years ago went in the reinvention direction, it was however, less reinvention and more a new segment for the brand.  The Enclave was the vehicle that started generating younger foot traffic into Buick showrooms.  That is a good start, and this new LaCrosse looks to keep that momentum going.  So how is the car?  Well this is not your grandpa’s Buick.

The last generation LaCrosse was a curvy affair that had four headlights and the bland styling of white bread.  Buick has set its sights upon some new comers and some industry leaders ranging from the new Lincoln MKZ and Acura TL to the recently updated Lexus ES350 and let’s not forget the aging, and not gracefully I might add, Toyota Avalon.  These are the “main competitors” in GM’s view.  The list makes sense to me, although I believe, the main direct competitor is the Lexus ES350.  The advertising is poking at Lexus and the Buick is actually better looking.

The exterior design of the new LaCrosse has a very strong sweep spear line down the side.  The character line goes continuously from the headlights all the way down the side to the tail lights, creating a long and flowing line that helps to give the sides character.  This, along with curves toward the bottom of the doors, keep the car from appearing slab sided.  The front has a new modernized interpretation on the Buick waterfall grille.  Following the current trend, this car has a high belt line and the result is down right good looking.  No yawn inducing smoothed out jelly bean here.  The bland styling from the previous generation LaCrosse has been kicked to the curb for LED tail lights and that bold character line down the side.  With dual exhaust and finishers, the whole outside screams “I have style”.

Everyone that got in the interior commented on how nice the Lexus was.  That is until I told them it was the new Buick.  It took their breath away.  Once you get past that you are in a Buick, you have to stop yourself because suddenly you want to admit you like this Buick.  It is ok, someday it will be the cool thing, and this is the big first step toward that day.  The interior was designed with input from the Chinese division within GM.  Why would they do that you ask?  The answer is because Buick is a smash hit over in China, so they decided to have the market where Buick sells best design the interior.  Lets just say, bravo.  The gauge cluster looks great, probably one of the best in any GM vehicle.  The whole entire dash is covered in soft material which is how it should be.  The bottom, by your knees and where the glove box is, continues to be made of hard plastic.  It does look good, and you will rarely touch it.  The steering wheel both tilts and telescopes to help find the perfect driving position.

The car I had was a top tier CXS model with no additional options other then special paint for $195.  The sticker price was $33,960.  Equipped with an auxiliary jack and a USB port you could listen to your music from your iPhone or iPod through the Harmon Kardon branded sound system which sounded great.  I would even venture to say it rivals the Mark Levinson sound system in the Lexus ES350.  The wheels were 18″ with chrome plating.  I really liked the CXS standard heated steering wheel.

The car comes with three different engines.  The top shelf CXS I had came with a one choice 3.6 liter V6 featuring direct injection putting out 280 hp and 259 lb-ft to the front wheels.  Rated at 17/27 mpg, the car averaged 21.5 mpg with a mix of city/highway driving.  If you step down one trim level to the CXL you can get all wheel drive as a option, but you can not get the 3.6 V6, you have one choice, a 3.0 liter with 255 hp and 217 lb-ft.  The base CX model comes in front wheel drive with the 3.0 V6 standard though a 2.4 liter four cylinder with 182 hp and 172 lb-ft is optional.  I was surprised with how well the torque steer was in check with front wheel drive and the larger 3.6 liter V6.

So it seems all cheers here right?  Buick hit a home run with no flaws.  Well not exactly.  The car uses old goose neck hinges for the trunk which significantly eat into the trunk room.  Though the arms are covered so they can not crush luggage, that does not stop them from eating trunk space in a large way.  Yes the Lexus ES350 uses them too, but that is not an excuse.  Also, the seat tracks in the front have a very open design that, in theory, could easily devour a long evening gown while moving back or forth.  Also, as I have mentioned, I am not a huge fan of this high belt line trend.  Sure I am being nit picky I will admit that, but they did that good of a job.  My biggest complaint is simple.  You can not see the rear end when backing up.  This thing needs a back up camera stat!  The only way to get the back up camera is to have the optional navigation package.  When the back up camera is standard on the GMC Terrain, which has a base price less then this CXS, something is not right.

The new LaCrosse certainly is not your grandpa’s Buick anymore.  This cars main target are the people shopping for a Lexus ES350.  It hits that target while being a better value, having more character, and is overall better looking.  Certainly a few things I mentioned could use tweaking, but overall this is a nice execution on General Motors part.  Buick’s new marketing slogan is “The new class of world class”, and for the first time this brand has a car that is world class.

2010 GMC Terrain

Many people have asked me why Pontiac and Saturn are being killed and GMC gets to live.  To many on the outside it does not make perfect sense though the answer is quite simple.  GMC makes money while Pontiac and Saturn do not.  The response I got to that was about how GMC products are mostly rebadged Chevrolet products so how can they make money.  Again a simple answer with two parts.  GMC is not really cross shopped with Chevrolet according to GM.  Also GMC is aimed to be one step above Chevrolet “offering more premium content then Chevy” according to Annalisa Bluhm who works for GM, so that means slightly higher base prices.

The last generation Chevrolet Equinox had a brother and it was the Pontiac Torrent which was about as class competitive as the last generation Equinox was, which was not very.  With Pontiac dead and gone spreading the development costs of the new Equinox with another vehicle was key.  GMC has been successful with the Lambda based Acadia and thus it was logical to make the new Equinox’s brother a GMC.  The new 2010 Terrain, moves GMC into a new segment and gives another vehicle to add to the now empty Pontiac showroom floor space.

Being the brother to the Equinox has its advantages.  The interior of the new Equinox is already more then class competitive it is class leading and so changes were not really necessary to compete in this area.  With a few upgraded materials here and there and some different graining and texture on some dash panels the interior was a nice place before the switch from Chevrolet to GMC.  The exterior styling is what really differentiates the Terrain from the Equinox.  With bold, blocky, in your face looks, the Terrain is much more controversially styled then the Equinox.  With a blunt front end and squared off fenders, the Terrain is much less curvaceous and soft compared with the Equinox.  The huge overly exaggerated fender flares continue this blocky bold styling down the side and towards the rear.  Speaking of the rear again much blockier and more bluntly styled then the Equinox.  The styling seems to be a love it or hate it with everyone having a opinion.  Many people on Twitter seem to thing this is not a good looking rig with one person even saying they thought it was the ugliest vehicle on the road today.  I would not personally go that far but it is definitely in your face and styled differently.

During the Terrain’s stay this week I had a road trip down to Hudson, IA to visit some friends and family.  With the cruise control set the Terrain was a comfortable highway cruiser lugging along at 75mpg I was averaging 26.3 mpg.  It is worth noting that it was chilly here during the trip and this probably affected the gas milage slightly.  The Terrain utilizes the same exact engine choices as the Equinox either the 2.4L four cylinder or the optional 3.0L V6 both engines are feature great new technology.  Utilizing VVT (variable valve timing) and direct injection both these engines are class leading in gas milage ratings.  The Terrain I had was rated at 20/29 mpg due to the all wheel drive.  Without the all wheel drive ratings would have been 22/32 mpg.  The Terrain also utilizes the great six speed automatic used in the Equinox.  Since I had the four cylinder it had the “eco” button which changes shift points. The Terrain drove smoother and I enjoyed the way the transmission worked while in eco mode much more then when not.  According to GM eco mode earns you one mile per gallon more in gas milage.

The Terrain I had was a SLE2 with a few option packages including the convenience package, trailering equipment package, cargo management package, and 18″ machined aluminum wheels.  The sticker price on this particular vehicle was $29,630.  This vehicle was far from stripped yet is only one step above the base SLE with a few option packages.  The convenience package put in heated seats which were great when the temperature dipped into the low 30’s during the week. Also in that package was the remote vehicle start which again was great when the temperatures got into the 30’s.  Bluetooth was another great standard feature in this particular vehicle.  In this writers opinion bluetooth should be standard in every car for safety reasons.  Many cars have fog lights but not many do much for the driver.  The fog lights on the Terrain surprised me adding a lot of extra light on the ground in front of you.  Much more then you would expect especially considering how tiny they are.

At the end of the day we have a platform mate to the Equinox.  It is more controversially styled and is priced about $1,810 more in base price.  I feel the styling is good but then again I think the Mercedes Benz GLK is good looking and that thing is a chiseled block, so blocky does not bother me.  With a premium look and feel this classy vehicle has what it takes to beat the competition.  The looks are polarizing which gets you noticed and that is exactly what GM needs for the GMC Terrain, people noticing it.  Like the Equinox with better fuel economy and overall execution then the main competition mainly Toyota Rav4 and Honda CR-V the Terrain is a great option in a crowded segment.  My recommendation, if the Equinox is not your taste in style check the Terrain before you look else where.

Forget the auto shows, the public at large knows the new 2010 Camaro as the star of Transformers, Bumblebee and that is not a bad thing.  Chevrolet needs an Autobot to help the tarnished name and increase revenue.  Stirring the pot is not the only thing the new Camaro is doing.  Consider this, since it has gone off the market the evil enemies known as Decepticons have landed and are known as the newest iteration of the Ford Mustang and the new Dodge Challenger.  The Camaro has been off the market since 2002 which I must say feels a lot longer then 8 years.  With slowing sales and lack of interest the car was pulled from the line up.  They say you always want what you can not have and that is obviously the case here.  The new Camaro has beat both the Dodge Challenger and the Ford Mustang in sales for the past four months straight.

The new muscle car wars are in full swing and everyone seems to be bringing the big guns.  The all new Camaro is full on retro with improvements of the 21st century.  With independent rear suspension and a wide stance the Camaro actually handles well.  That said it is not a light car, it could stand to go on a diet and lose a few hundred pounds.  Driving through the country side on twisty winding roads this car handled with little to no body roll.  When I attended the Product and Technology event put on by GM, I test drove a Camaro equipped with a V8 and a manual transmission.  While hustling that car around the track it was even more evident it needs to go on a diet, though the car was predictable and completely under control.  Turning off the traction control allows for effortless burnouts whether in a V6 or V8.  This car is built on a shortened Zeta platform which was shared with the now deceased but still awesome Pontiac G8.

3.6L Direct Injection V6

The new Camaro comes with two engine options.  For the first time in history the V6 in a muscle car can not be called a “secretary special”.  The Base engine is a direct injection V6 with variable valve timing.  Putting out 304 hp and 273 lb-ft this V6 is technologically advanced and powerful.  The SS with the  V8 will net you 426 hp and 410 lb-ft with the manual transmission (400 hp and 410 ft-lb when equipped with a automatic).  The car I had was equipped with the V6 and the optional automatic.  The V6 was actually enough engine in this car.  The V6 engine sound is similar to that of the new Nissan 370z which is not bad company to be in.  Do not fret I have not gone soft I would still purchase the V8, though I might pause for a mere second and think about the V6.  With less weight over the front wheels, the V6 has slightly better balance.  The automatic was actually good and was consistent with keeping the engine on boil when left in sport mode.  The paddle shifters were almost useless considering how good a job the sport mode did though still fun to play with.  When driving in normal drive mode the engine is refined and easy to drive around town.  Rated at 18/29 mpg the V6 with the automatic is definitely not your typical gas guzzler rather a great highway cruiser.

The interior of the new Camaro has many retro throw back cues from the 60’s.  With switch gear not shared with other Chevrolets it is nice to have a car that is not all parts bin.  The climate control switch gear is all Camaro exclusive as is the gauges.  The radio is similar to other new cars from GM but really it is different as well.  With a high belt line you feel like you are sitting low in a bunker with a slit cut out for the windshield.  The windshield base is at your eye level so looking out you see the the huge expanse of hood in front of you and then it just drops off.  Visibility could be better. This vehicle could really use a back up camera similar to that one in the new Equinox which integrates the screen into the rear view mirror.  The interior is great looking though I wish there was more use of soft touch plastics.  I would not knock the Camaro too much for the interior, for me the design outweighs the feel and there is a ton of retro cues in the design.  For me the interior is a win.

The Camaro I had was a 2LT which means it was pretty loaded up.  Optional equipment outside of the 2LT package included 21 inch tire and wheel package #2, ground effects package, RS package, six speed automatic transmission with remote vehicle start, and body-color painted engine cover.  The wheel and tire package while they looked great they were $4680!  That seems ridiculously priced when compared to aftermarket wheels and tires.  I think GM needs to re-evaluate the price on that option package.  The ground effects package, RS package are both great options that really finish off the cars styling.  I can not invest a body-color painted engine cover for $285.  I would say while I personally would buy a manual transmission in this car, the automatic in this car is not bad, it is still a sports car and I am a car guy.  The sticker on the car I had with all the options and packages was $37,345.

The Camaro is back and for a week I pretended I had my own bumblebee.  Though Megan Fox never did show up I have to say the car rocks all the same.  With more then acceptable gas milage, great sounding engine this car makes sense once again.  It is no real wonder why GM can not make enough, the public at large wants what they could not have.  The question is where is the future for this car?  I truly hope they keep up and do not let the car get stale in years to come.  If you are in the market for a sports car I would definitely take a spin in the new Camaro, that is if you can find one to get your hands one.

2010 Chevrolet Equinox

Many of my friends scoffed at me when I said General Motors is really making a come back. In fact most of my friends will not consider buying a American car due to the damage they have done to themselves over the last decade. This is all changing and the 2010 Chevrolet Equinox is big step in that fight.

The previous generation Equinox was barely class competitive and was no where near best in class in any area. The fact remains that for a time most of this did not matter and vehicles sold. While the previous generation Equinox sold Chevrolet was no longer satisfied having just another entry into the compact SUV market. Enters the new 2010 Chevrolet Equinox. This completely redone Equinox is not only class competitive, its class leading! Coming to market the main talking point is this new Equinox has class leading gas mileage. The exterior has great styling with real flair. The front has jelly bean like headlights and a dual port grill like the new Malibu. The side of the vehicle has a side spear going from the front fender back to the rear tail lights.

The new Equinox is available with two engine options both feature direct injection and both are tied to a six speed automatic transmission. The 2.4 liter 4 cylinder pumping out 182 HP all while achieving 22/32 mpg in front wheel drive is the real banner story! Those mileage ratings on for the front wheel drive variant while I had the all wheel drive variant which is rated at 20/29 mpg. I averaged around 18.5 mpg with a mix of city and city/hwy driving. While the 4 cylinder is powerful enough for most daily tasks those wanting more power a V6 is available putting out 264 HP With V6 the mileage ratings drop to 18/25 in front wheel drive and 17/24 in all wheel drive. Both engines are capable of towing with a max of 1500 lbs for the 4 cylinder and 3500 lbs with the V6. The 4 cylinder has a eco button that when pressed will help achieve one mile per gallon better fuel economy. When in eco mode the torque converter locks up quicker and the shift points move. I really did not see a difference in fuel economy though I felt the transmission shifted smoother while in eco mode.

General Motors for the longest time has been no where near class competitive in the interior department. Most have been travesties. It is obvious to me that designers spent a lot of time on this vehicle. The interior is really as class leading as the engine choices. While most panels are hard to the touch they look great and in this class that is what counts. The competitors also have hard panels but everything you actually come in contact with in the Equinox is nice to the touch. The interior at night lights up like something from Tron. The vehicle I had was equipped with cloth seats and they are something of a airy mesh that is quite interesting. The seats are firm and comfortable. I liked the material used on the seats. The Equinox I had was a 1LT with the only option being a back up camera for $320. The screen for the review view camera was integrated into the rear view camera on the left hand side. When in reverse the left hand side of the review mirror becomes a screen.

In a class lead by Honda CR-V and Toyota Rav4 the new Chevrolet Equinox should be putting those two competitors on notice. The Equinox both drives and looks like a breath of fresh air in the an all too boring segment. Chevrolet is pricing the new Equinox as aggressively as it is restyled, starting at $23,185 and topping out around $35,000. This vehicle is gone from barely class competitive to being segment leader in every category as far as I am concerned. With a class leading interior and very competitive pricing, the great fuel economy and high tech engines are icing on the delicious cake. I would recommend this vehicle over anything else in its class to anyone. The bottom line is this, if you are in the market for a small to midsize crossover SUV and you do not test drive the new Equinox you are doing yourself a big disservice.