Hyundai Santa Fe 2010

It's human nature: Everyone wants to feel like a smart shopper -- like they've discovered a little-known product that delivers big-time bang for the buck. Perhaps something along the lines of the 2010 Hyundai Santa Fe, for example. While this affordable midsize crossover has struggled to achieve household-name status, a growing number of savvy buyers in recent years have found that the Santa Fe has some distinct advantages over its higher-profile competitors. Now, a few key improvements promise to make the 2010 model just that much more attractive.
While the Santa Fe's freshened exterior styling may be the most obvious change, the big news here is actually under the hood. The base engine is now a 175-horsepower 2.4-liter four-cylinder that replaces last year's 185-hp 2.7-liter V6. It's paired to a new six-speed automatic transmission, and the combination provides significantly better fuel economy as well as quicker acceleration The optional 276-hp 3.5-liter V6 is also new; it, too, provides better performance and fuel economy compared to last year's 3.3-liter V6.
The Santa Fe's already long list of standard comfort and convenience features also grows a little longer for 2010. Some desirable extras -- like leather upholstery and a sunroof -- are still available only on the top-of-the-line Limited trim level, but Bluetooth hands-free cell phone connectivity, steering-wheel-mounted audio controls and a USB audio jack have now trickled down to become standard across the model lineup. The optional touchscreen navigation system is also now offered on all three trim levels.
One notable deletion from the 2010 Hyundai Santa Fe's options list is the third-row seat. While going from a seven- to a five-passenger interior may put off some buyers, we don't consider it a great loss because that way-back seat was so cramped and difficult to access it was really only fit for small and nimble children.
While the Santa Fe has a lot going for it, it's not right for everybody. Those in search of a sportier driving experience would likely be happier with the Mazda CX-7 or Nissan Murano. If you're one of those folks who really needs a third-row seat, we'd suggest you check out roomier seven-passenger crossovers like the Chevrolet Traverse or Toyota Highlander.
That said, when you put these improvements together with an affordable MSRP, top crash test scores and a generous 10-year/100,000-mile powertrain warranty, the Santa Fe begins to look like a pretty smart purchase indeed.
For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 Hyundai Santa Fe is a midsize crossover SUV that's offered in three trim levels: base GLS, sporty SE and top-of-the-line Limited. The entry-level GLS comes relatively well-equipped with 17-inch alloy wheels, heated side mirrors, rear privacy glass, air-conditioning, cloth upholstery, cruise control, a trip computer, full power accessories, 60/40-split-folding rear seatbacks and a six-speaker CD stereo with satellite radio and auxiliary audio and USB jacks.
The midrange SE model adds 18-inch alloy wheels, automatic headlights, foglamps, a roof rack and a rear spoiler. Cabin upgrades include unique cloth upholstery with leather inserts, a leather-wrapped steering wheel/shift knob, a power driver seat and an auto-dimming rearview mirror with compass.
Spring for the Limited and you get a sunroof, dual-zone automatic climate control, leather upholstery, heated front seats and a premium Infinity audio system with a six-disc CD changer. The Limited's sunroof and audio system are optional on the GLS and SE, as are heated front seats (SE only) and a navigation system with rearview camera.
For more Style information, see our Compare Styles page.

Powertrains and Performance

The 2010 Hyundai Santa Fe GLS and Limited come standard with a 2.4-liter four-cylinder that puts out 175 hp and 169 pound-feet of torque. A new six-speed manual transmission is standard in the GLS, while a new six-speed automatic is optional and standard with the Limited. All-wheel drive is optional. EPA fuel economy estimates range from 19 mpg city/26 mpg highway and 22 mpg combined for front-wheel-drive models equipped with the manual gearbox to 21/27/23 mpg for all-wheel-drive versions fitted with the automatic.
A 3.5-liter V6 that's rated at 276 hp and 248 lb-ft of torque is optional on the Santa Fe Limited and standard for the SE. The six-speed automatic is the only transmission offered here. V6 mileage estimates hardly dip from the four-cylinder, with an estimated 20 mpg city and 26 mpg highway.
For more Performance Data, see our Specifications page.

Safety

Electronic stability control, antilock disc brakes, active front head restraints, side-impact airbags for front seat passengers and rollover-sensing side curtain airbags are all standard on the Santa Fe. In government crash testing, the 2010 Hyundai Santa Fe earned perfect five-star ratings in both frontal and side impacts. Likewise, the Insurance Institute for Highway Safety awarded the Santa Fe its highest possible rating of "Good" in both frontal-offset and side-impact tests.
For more Safety information, see our Safety page.

Interior Design and Special Features

The Santa Fe's passenger cabin offers more than you might expect from a value-priced vehicle. The interior features attractive styling and quality materials that give it an upscale feel, especially on Limited models. A number of high-end standard features and options, including a navigation system with rearview camera, add to the feeling that you're somehow getting more than you paid for.
Some buyers may find it hard to get comfortable behind the wheel because of the overly high seating position and short bottom cushions that offer taller drivers minimal thigh support. The second row is another story, however, as it offers an above-average level of comfort.
The interior is also relatively cargo-friendly, with 60/40-split rear seatbacks that can be folded down to make a flat load floor. Maximum cargo area is 78 cubic feet, a number that's on par with comparably sized crossovers.
For more Interior Features information, see our Specifications page.

Driving Impressions

On the road, the 2010 Hyundai Santa Fe offers predictable if not exciting handling. The ride quality is generally good, though models fitted with the larger 18-inch wheels tend to be a bit harsh on rough pavement.
While we understand the thinking behind dumping the outgoing model's uninspiring 2.7-liter V6 for the much less thirsty new four-cylinder, the real-world fuel economy advantage it offers is negligible. If you can swing it, the new 3.5-liter V6 is the way to go.

Lincoln MKS With EcoBoost 2010 - First Out of the Gate

The arrival of the MKS sedan last year spurred hopes that it might revitalize Ford’s historically uncompetitive luxury brand, helping Lincoln to better compete with Cadillac, Lexus, and other aspirational marques. Most of the hype stemmed from the stunning MKR concept that debuted at the 2007 Detroit auto show; it floated the idea that future Lincolns wouldn’t be dowdy, livery-service specials like the current Town Car.

As it turns out, the MKS is indeed light-years beyond that ancient Panther-platformed barge in both styling and performance. But the production 2009 MKS came to market lacking the MKR’s exaggerated proportions, rear-wheel-drive chassis, and twin-turbocharged V-6—which then carried the aggressive TwinForce moniker. The reality of the MKS’s front-wheel-drive foundation (shared with the Ford Taurus) and naturally aspirated, 3.7-liter V-6 making 275 hp and 276 lb-ft of torque put it at a disadvantage with more powerful luxury sedans.

But Ford is now upping the big Lincoln’s game, as it will finally be available with a twin-turbo, 3.5-liter V-6 when the 2010 model arrives in showrooms in mid-summer. Although the engine carries the more marketing-friendly EcoBoost name, its 355 hp and 350 lb-ft of torque are for real and give the Lincoln the gusto to run with most V-8s. We recently had the chance to sample the new turbocharged model—as well as the 2010 MKT crossover—at Ford’s Michigan proving ground, where the company had a V-8 Cadillac STS and Infiniti M45x on hand for comparison.

Movin’ On Up

Supported by standard all-wheel drive and a beefier six-speed automatic transmission with paddle shifters and revised gear ratios, the EcoBoost MKS proved to be a far more compelling vehicle to pilot than the base car. However, it should be noted that, although the Lincoln handily outpaced the Cadillac and Infiniti in acceleration, technology, and refinement, Ford conveniently chose two of the oldest and least powerful vehicles in the segment for comparison.

With peak torque available as low as 1500 rpm, the direct-injected EcoBoost V-6 is flexible in its power delivery and motivates the near-4500-pound MKS with uncanny ease. Compared with the non-EcoBoost MKS—which takes 7.5 seconds to reach 60 mph and covers the quarter-mile in 15.7 at 90 mph—the twin-turbo car is a rocket. Away from Ford's proving grounds and on our test track, acceleration was smooth and linear up to the 134-mph top speed, with 60 arriving in 5.4 seconds and the quarter in 14.1 at 100 mph. Turbo lag is nonexistent and the exhaust note is hushed but noticeable, with a subdued growl that never gives the impression the engine is being worked too hard.

Although the prodigious low-end grunt tops that of many V-8s, Ford says the EcoBoost engine’s direct injection, compact turbochargers, and smaller displacement allow it to sip fuel like a proper V-6. Our short stint behind the wheel, with the throttle frequently contacting the floorboard, didn’t give us much of an idea about real-world economy. Still, the EcoBoost MKS’s city/highway mileage of 17/25 mpg beats the EPA figures for the STS and M45x—again, conveniently—which are rated at 15/22 and 14/20, respectively. The front-wheel-drive, 3.7-liter MKS is rated the same as the EcoBoost model; the all-wheel-drive base car gets 16/23 mpg. However, the Lexus GS460 with its 342-hp, 4.6-liter V-8 matches the economy of the boosted MKS, and the more powerful—and less expensive—Hyundai Genesis V-8 manages 1 mpg better on the highway. Although the Lincoln’s ratings are surely influenced by its porky curb weight and have yet to be verified by the EPA, we think it might have been better had Ford kept the cooler-sounding TwinForce name if the primary benefit of EcoBoost is performance.

Improving the Package

Along with the new engine option, all 2010 MKSs get revised suspension tuning for more confident handling and additional sound deadening to curb road noise. The 2009 model was by no means loud inside, but the revisions make the 2010 car truly serene, even at triple-digit speeds. Opt for the EcoBoost model, and the chassis gets electric power steering, stiffer anti-roll bars and front subframe mounts, and new shocks, springs, bushings, and upper shock mounts. The result is more responsive footwork with light yet communicative steering. Ford’s ride-and-handling loop showed the MKS to be well controlled and borderline playful when driven in anger, although the rear end has a tendency to feel a little light when the car is pushed hard. The changes don’t make the MKS ideal for assaulting sinewy canyon roads, but it does drive smaller than it is. Around the skidpad, the MKS managed to hang on at 0.83 g, while braking from 70 to 0 mph occured in 175 feet, with considerable fade after a few attempts.

Also available later this year on EcoBoost models is an appearance package ($2995) that includes unique 20-inch chrome wheels (18-inchers are standard); black-accented headlights and taillights; a revised front fascia; a small, chrome-accented trunk spoiler; and unique MKS badging with the S in red. The splurging carries over to the inside as well, with Sienna leather upholstery and trim, a metallic dash appliqué with MKS badges, and special illuminated door sills and floor mats. As with every MKS we’ve driven, the cabin is comfortable, spacious, and well designed. The front seats are heated and cooled, and they’re supportive without being constricting. Rearward vision could be better, though, and the back seat isn’t exactly commodious. The gauges and the center-stack controls are attractive and easy to use, as is the infotainment system, complete with an eight-inch touch screen and optional THX II 5.1 premium sound system.

Although many of the technologies on the MKS carry over from last year, new for 2010 is active park assist, which employs ultrasonic distance sensors and electric power steering to find and guide the vehicle into a suitable parallel parking space. Press the button on the center console and drive past a potential parking space, and the system will tell you if the car will fit. If the spot proves big enough, slide the gear lever to reverse and work the gas pedal while the computer manages the steering and watches how close you are to other vehicles. The whole operation takes about 20 seconds, with training yourself to trust the car and let go of the steering wheel the biggest challenge. Active park assist costs $535 on the MKS and will be available on several other 2010 Ford vehicles.

First Out of the Gate

Starting at $48,585, the 2010 MKS with EcoBoost comes well equipped, with standard features including keyless access with a keypad and push-button start, adaptive HID headlights with auto high-beam control, rain-sensing wipers, ultrasonic parking assist, and Sync with Bluetooth. A front-wheel-drive, non-EcoBoost MKS is about $1200 more than the 2009 version, at $41,695, with all-wheel drive adding another $1890 to the tally. Option bundles, ranging from $2500 to $4500, are available for base and EcoBoost models and add stuff like 19- or 20-inch wheels, navigation, the THX sound-system upgrade, and a rearview camera, depending on the model. Adaptive cruise control with brake support ($1310), a dual-panel sunroof ($1695), and various paints and wood trims are stand-alone options.

Although the MKS will be the first Ford to go on sale with an EcoBoost engine, it won’t be the only one. The automaker plans to offer four- and/or six-cylinder EcoBoost powerplants in 90 percent of its models by 2013. The MKT crossover will join the EcoBoost roster when it goes on sale in late summer, and the Ford Flex and Taurus SHO will offer the 3.5-liter engine for 2010. Although the additional power of the new engine doesn’t transform the MKS into a sports sedan, it does make it much more competitive and gives the brand a better chance at reestablishing itself. We’ll have to wait to see how well the new MKS does in the real world—and if the updates justify the loaded-up price of $56,000—but we can definitely say this isn’t your typical Lincoln.

2010 Ford Fusion Sport AWD - Short Take Road Test

An Answer to a Question We Don’t Remember Asking

Heretofore, Sport-y Fusions have been so mostly in appearance; the previous Sport package could be applied to front-drive SE or SEL trims and included a gaudy interior upgrade, a rear lip spoiler, a stiffer suspension, 18-inch wheels, and not much else. For 2010, however, the Sport becomes an independent model—with either front- or all-wheel drive—that retains the stiffer suspension, “special” interior trim, and 18-inch wheels of the 2009 trim level, and adds a tasteful and handsome body kit and its own unique engine. Indeed, the new Sport is the only member of the Fusion range to receive the 3.5-liter V-6 that was once exclusive to the Lincoln MKZ among Ford’s mid-size sedans. (Other V-6 Fusions use a 3.0-liter.) The 3.5-liter mates to a six-speed automatic transmission with manumatic shifting, and it will hold gears in a decidedly sporty way.

This all-wheel-drive Sport hits 60 mph in 6.7 seconds, four tenths quicker than a front-drive 3.0-liter Fusion SEL we tested. The Sport continues to walk away from the SEL beyond 60 mph, making it to 100 mph in 17.6 seconds versus 20 flat. (And that’s in spite of the Sport AWD’s 338-pound weight disadvantage.) Both, however, pale in comparison to the Mazda 6 s sedan with a V-6 and front-wheel drive; the last one of those we tested put up a 0–60 time of 6.1 seconds and needed only 15.4 seconds to reach 100. That “Sport” is baked into the Mazda 6 from the start and includes balanced handling and good road manners, too.

While our test numbers show the advantage of the 3.5-liter’s extra output over the 3.0-liter—increases of 23 hp and 26 lb-ft—the engine sounds raspy when pushed, resulting in three more decibels of noise entering the cabin at wide-open throttle. The six speeds backing it up are nice for highway cruising, but when called upon the transmission shifts a bit more lazily and sloppily than we like from something with sporting intentions. Against lesser Fusions, the Sport’s stiffened ride remains comfortable while body motions are better squelched, but we think the Mazda does a superior job of balancing aggression and comfort.

Back among the Ford set, the Sport’s governed top speed rises to 126 mph compared to 112 for the SEL. Fuel economy was considerably lower in our hands, as you’d expect, at 20 mpg versus 24 for the SEL. The Sport AWD is rated at 17 mpg city/24 highway by the EPA. Although the brakes performed better on the Sport than the SEL—requiring 196 instead of 203 feet to stop from 70 mph—we still wouldn’t call them good, or really even acceptable. (The Mazda? It needed just 165 feet.)

Some of the Parts are Out of Place

As to the dressier bits, the trunklid spoiler is just for show, and to our eye it’s not showing well. Ditto the loud interior; its blue seat inserts, blue-stitched accents, and blue anodized-look trim were all different hues, and visually arresting on vehicle entry. (The interior can alternatively be accented in gray or red; go for the gray.) But we’d keep the blue stitching on the door panels and wheel, and the seats themselves are supportive with a mild bolster that kept us in place during spirited driving.

Fusion Sports carry a base sticker of $26,905, which is $1850 more than a Fusion SEL. Our tester’s all-wheel drive adds another $1850, and a further $4770 in options—including blind-spot and cross-traffic monitoring, rear parking sensors, a rearview camera, heated leather front seats, a sunroof, Sync-ified navigation, and upgraded Sony audio—brought the grand total to $33,525, hardly family-sedan money. Yes, the Fusion Sport does a better job of living up to its name than before, but we’re not sold on the package at this price; we’d rather spend the money on the more well-rounded Fusion Hybrid or a serious sports sedan. If you just gotta have a sporty family car, allow us to point out that the Mazda 6 s we keep referring to starts at $27,200 and is a more satisfying proposition.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $33,525 (base price: $28,755)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 216 cu in, 3496cc
Power (SAE net): 263 bhp @ 6250 rpm
Torque (SAE net): 249 lb-ft @ 4500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 107.4 in Length: 190.6 in
Width: 72.2 in Height: 56.9 in
Curb weight: 3886 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.7 sec
Zero to 100 mph: 17.6 sec
Zero to 120 mph: 27.8 sec
Street start, 5–60 mph: 6.9 sec
Standing ¼-mile: 15.2 sec @ 93 mph
Top speed (governor limited): 126 mph
Braking, 70–0 mph: 196 ft
Roadholding, 300-ft-dia skidpad*: 0.79 g

FUEL ECONOMY:
EPA city/highway driving: 17/24 mpg
C/D observed: 20 mpg
*Stability-control-inhibited.

(BY DAVID GLUCKMAN, PHOTOGRAPHY BY JORDAN BROWN AND MANUFACTURER )

Ford F-150 Harley-Davidson 2010 - Quick Spin

This is the latest in a long convoy of Harley-branded trucks and the sole version of the 2010 F-150 that Ford says not to take off-road. Offered in Tuxedo Black or, like ours, Lava Metallic (it looks a lot like dirt-speckled black), this year’s Harley truck is only available in four-door SuperCrew configuration with a 5.5-foot bed. All Harley F-150s ride on massive 22-inch wheels—the trucks also wear 22 Harley logos—wrapped in all-season rubber and have a unique “sport-tuned” suspension. The interior gets motorcycle-jacket-inspired seats, a unique gauge treatment, piano black trim, and soft plastic accents. Chrome flourishes are limited to the grille and running-board edge, and there’s a subtle graphic at the bottom of the doors.

How Does It Drive?

As a result of the suspension mods, it drives pretty darn well—for a truck, that is. It has an all-around good ride and is comfortable on the highway, especially considering the 22s. It stays planted and seems less reticent to be hustled through corners than most full-size trucks. The 5.4-liter V-8 remains absolutely anemic compared to the eight-pots offered by the competition and was no doubt further hampered by the big rolling stock. But the engine is at least backed by a throatier exhaust in this application. So it sounds powerful, even though it isn’t. Compounding the lack of guts is a six-speed transmission that’s slow to respond and doesn’t seem to make use of what limited power is available.

Still, the truck managed the tasks we threw at it, including hauling a mattress in the bed and some assorted furniture in the cavernous cabin with the rear seats folded. The optional tailgate step helped with loading and unloading and the bed extender allowed the queen-size bed to fit, although the extender’s trapezoidal shape doesn’t take advantage of all available tailgate real estate.

How Does It Stack Up?

As a unique image truck with no real direct competitors, it’s best to compare the Harley-ized truck to other F-150s. As mentioned, the ride is certainly better, but the road-focused suspension does compromise its payload and towing capacities—the bed can handle only 1150 pounds, while your trailer should weigh no more than 5100. A similarly equipped four-wheel-drive F-150 with the 5.4-liter can handle up to 1510 in the bed and tow 9700 pounds. There’s also a heavy-duty tow package available on those trucks that raises the towing limit to 11,200 pounds. Still, the Harley can tow his-and-hers Hogs, although those looking for an H-D truck with some serious hauling capability should check out Ford’s Super Duty offerings or perhaps the International LoneStar semi we tested a while back.

What’s the Cost?

The Harley-Davidson truck is equipped almost identically to the F-150 Limited and includes heated seats at all four corners, ventilated front seats, power running boards, and a tailgate-mounted rearview camera that’s useless when the ’gate is down. Rear-wheel drive is standard while our tester’s all-wheel drive (as opposed to the four-wheel-drive systems available on the rest of the F-150 lineup) added $3145 to the bill. Our tester was almost fully optioned, adding an upgraded stereo with navigation, a sunroof, a trailer-brake controller—for 5100 pounds? Really?—and the bed extender and tailgate step; the total was $50,010. That seems like a lot to pay for a truck with compromised utility, so this truck is aimed squarely at buyers looking for presence and relative poise in their luxury vehicles. Then again, those buyers don’t actually need pickups.
(BY DAVID GLUCKMAN, PHOTOGRAPHY BY JORDAN BROWN )

2010 Cadillac CTS Sport Wagon

Vehicle Tested:	2010 Cadillac CTS Sport Wagon
Pros:	Handsome styling, sharp handling, generous cargo capacity.
Cons:	Stiff ride with optional Performance package, rear seats uncomfortable for taller adults, not as engaging to drive as some rivals.

When it comes to wagons, those made stateside have historically tended to be looked down upon, while those made in Europe are held in high regard. That may have something to do with the stereotype commonly held regarding domestic wagons: Many expect them to be large, lazy-handling beasts festooned with fake wood paneling — the kind driven by Clark Griswold in National Lampoon's Vacation. The 2010 Cadillac CTS Sport Wagon should help put that thinking to rest. With its rakish good looks and athletic personality, it's as far removed from the American wagons of yore as Brad Pitt is from Chevy Chase.

However, we would advise Griswold — or anybody considering the CTS Sport Wagon, for that matter — to skip the optional Performance package, since it includes a suspension so stiff it'd make an old Corvette proud. With that said, the CTS Sport Wagon offers all the goodness of the CTS sedan, including spirited performance, a handsome cabin packed with user-friendly luxury features and an overall size that's probably just right for most shoppers in this segment. And of course it has a far more generous cargo hold.

Still, a few of the 2010 Cadillac CTS Sport Wagon's rivals best it in a couple of respects. The BMW 535i xDrive wagon offers a more engaging driving experience, along with a more comfortable backseat. But this Bimmer only comes in all-wheel-drive form and lists for a couple grand more than the top-of-the-line CTS Premium AWD Sport Wagon. If we were considering a lower trim level of the Caddy wagon, we'd also look at the Audi A4 Avant, the BMW 328i wagon, and maybe even a sporty crossover, such as the Audi Q5 or Infiniti FX35.

So yes, we would cross-shop some European wagons, but the fact that the CTS can proudly hold its head up high in this group says something, something that couldn't be said way back when. If you'd like some brash yet classy American style in your sporty station wagon, then the CTS Sport Wagon will likely bring you as much joy as a trip to Wally World. When it's open, that is.

Photos

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  The Sport Wagon combines the dashing lines of the CTS sedan with four times the cargo capacity.
  (photo by: Scott Jacobs)

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  A tasteful combination of shapes, textures and materials makes for a stylish, cohesive cabin design.
  (photo by: Scott Jacobs)

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  Trademark vertical taillights and sharply angled side windows tie in old and new styling cues.
  (photo by: Scott Jacobs)

Performance

The Premium version of the CTS Sport Wagon comes equipped with the more powerful of the two V6 engines offered in the CTS lineup, that being the 3.6-liter V6 with 304 horsepower. The only transmission choice is the six-speed automatic — unlike the sedan, the wagon isn't available with a manual gearbox, though for most consumers we're sure this will be a non-issue. Taxed with hustling more than 2 tons of luxury wagon, the 3.6 provides fairly energetic performance, getting the CTS Sport Wagon to 60 mph in 7 seconds flat and through the quarter-mile in 15.1 seconds. Though generally quick, that time still lags that of some others in this segment. An Audi A4 Avant 2.0T, for example, can sprint to 60 mph in just 6.4 seconds and run down the quarter-mile in 14.6.

The CTS's transmission is what we call a tri-mode, offering automatic, sport automatic and manual-shift modes. In automatic mode it's a smooth operator that's reluctant to kick down a gear when you want more juice unless you give it the boot (ostensibly, its reluctance to downshift exists to optimize fuel economy). In Sport mode, it's too much the other way, downshifting eagerly but holding onto the lower gears too long. While running through a curvy mountain road, it resolutely remained in 2nd gear after we came out of the twisty section and onto a long straightaway, screaming along at high rpm when it could've upshifted to 3rd. Manual mode, worked via a pair of buttons on the backside of the steering wheel, was about average in operation, meaning it reacted fairly quickly to a downshift call, but had a noticeable delay when you hit the button to upshift.

Within the sport-sedan class, a stop from 60 mph in less than 120 feet is considered pretty good. This CTS wagon did the deed in 118 feet, an impressive performance given the wagon's 300 additional pounds of curb weight over the CTS sedan. There was no fade noted at the track during back-to-back panic stops, and the pedal provided an easily modulated, progressive action during normal driving.

We've raved about the previously tested CTS sedan's excellent ride and handling balance, and the same can be said of this wagon. Handling was hard to fault, with quick, precise steering (albeit without much road feel) and a flat, composed attitude through quick transitions.

Comfort

Well-bolstered and generously padded, the front seats of our test car provided comfort on longer trips and support during aggressive cornering. The power tilt-and-telescoping steering wheel's generous range of adjustment allowed each of our staffers — who range in height from about 5-feet-1 to more than 6 feet — to find an ideal driving position. Both the seat heaters and coolers were powerful, warming us up quickly on chilly mornings and preventing sweaty-back syndrome while driving home on sunny afternoons.

In back, it's another story. The rear seat may look inviting, and for smaller folks it's fine. But bigger staffers (5-feet-10 and up) complained that although legroom is ample, the short seat cushion and aggressive outboard side bolsters made for a somewhat pinched, uncomfortable perch.

Equipped with the optional Performance package that includes a firmer suspension, our test car's ride was just too darn stiff. Around town, when bombarded with broken pavement and potholes, the CTS Sport Wagon gave us a bumpy ride that was seriously out of character for a car wearing the wreath and crest. Though this package also includes some enticing features such as xenon headlights and 19-inch alloy wheels (versus the standard 18s), we'd suggest skipping it and enjoying a more supple ride along with still-respectable handling capability.

Function

For a car fitted with so many luxury features (navigation system, seat heaters/coolers, dual-zone automatic climate control), the CTS Sport Wagon is easy to acclimate to. The audio system features a pair of tried-and-true knobs for power/volume and tuning, while the individual temperature controls are angled toward the driver and passenger. An analog clock sits up high, and even though the center stack has various like-shaped buttons, they are grouped logically. The nav system is simple to use and also features traffic reporting along with rerouting options. The cheeky rear roof pillars hinder vision to the rear quarters, but the Premium comes with a reverse park-assist system and a back-up camera that make parking a snap.

With the rear seats up, the Sport Wagon provides 25 cubic feet of cargo space — that's more than an A4 Avant and about the same as an FX35. Flip them down and you'll have 58 cubes, which is 7 cubes more than you'll find in the A4 and 4 cubes shy of the FX35's maximum. Notably, the cargo floor is dead flat when the seats are down and features adjustable tie-downs on either side.

Design/Fit and Finish

The Sport Wagon mostly boasts the same clean, chiseled lines as the sedan, and even with the wagon roof line still manages to have a jaunty, sporty presence. Though the rearmost side window is canted aggressively, the trailing edge of the roof line is more vertical, which optimizes cargo room. The stacked headlights and large egg-crate grille — both part of Caddy's newest design language — work well here, and the car's proportions are spot-on. Somehow the CTS Sport Wagon manages to look lower and sleeker than an equally long but taller crossover, while providing nearly identical passenger and cargo space.

The cabin design is likewise a feather in the CTS's cap, an interesting mix of textures and shapes arranged in a cohesive manner. The materials are mostly quality pieces, with just a few minor missteps. Lustrous wood accents abound, and nearly the whole dash top is covered in handsomely stitched, soft-touch vinyl, though the hood over the instruments is hard plastic. Overall fit and finish is very good.

Who Should Consider This Vehicle

If you're a casual driving enthusiast who wants a wagon with a decidedly new-age Cadillac flavor — that is to say not subtle yet not overdone — the CTS Sport Wagon should offer strong appeal. If you demand a more involving drive from your set of wheels, then we'd strongly suggest back-to-back test-drives with the rivals mentioned earlier.

Others To Consider
Audi A4 Avant, Audi Q5, BMW 328i Wagon, BMW 535i xDrive wagon, Infiniti FX35

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Model Year

2010

Make

Cadillac

Model

CTS

Style

Premium 4dr Wagon (3.6L 6cyl 6A)

Base Price

$52,545

Price as Tested

$54,635

Options on Test Vehicle

Summer Tire Performance Package ($2,090).

Drive Type

Rear-wheel drive

Transmission Type

Six-speed automatic

Transmission and Axle Ratio (x:1)

I: 4.06, II: 2.37, III: 1.57, IV: 1.16, V: 0.85, VI: 0.67 FD: 3.42

Engine Type

V6

Displacement (cc / cu-in)

3,564cc (217 cu-in)

Block/Head Material

Aluminum/aluminum

Valvetrain

Double overhead camshaft

Compression Ratio

11.3

Redline (rpm)

6,700

Horsepower (hp @ rpm)

304 @ 6400

Torque (lb-ft @ rpm)

273 @ 5200

Brake Type (front)

Ventilated disc

Brake Type (rear)

Ventilated disc

Steering System

Speed-proportional power steering

Steering Ratio

16.1:1

Suspension Type (front)

Short and long arm

Suspension Type (rear)

Multilink

Tire Size (front)

245/45ZR19 98Y

Tire Size (rear)

P245/45R19 98Y

Tire Brand

Continental

Tire Model

Contisport Pro Contact 3

Tire Type

Summer

Wheel Size

19-by-8.5 inches

Wheel Material (front/rear)

Polished alloy

Curb Weight As Tested (lb)

4,202

Weight Distribution, F/R (%)

51/49

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

18.0

EPA Fuel Economy (mpg)

18 city/26 highway

Edmunds Observed (mpg)

17.7

Testing Conditions

Temperature (Fahrenheit)

63.88

Humidity

64%

Elevation (ft)

1,121

Wind

2.5

Performance

0 - 30 (sec)

2.7

0 - 45 (sec)

4.6

0 - 60 (sec)

7.0

0 - 75 (sec)

10.3

1/4 Mile (sec @ mph)

15.1 @ 93.3

0-60 with 1-ft Rollout (sec)

6.7

30 - 0 (ft)

30

60 - 0 (ft)

118

Braking Rating

Very Good

Slalom (mph)

67.1

Skid Pad Leteral acceleration (g)

0.81

Handling Rating

Very Good

Db @ Idle

41.6

Db @ Full Throttle

70.8

Db @ 70 mph Cruise

59.8

Specifications

Length (in)

191.6

Width (in)

72.6

Height (in)

59.1

Wheelbase (in)

113.4

Front Track (in)

61.8

Rear Track (in)

62.0

Turning Circle (ft)

36.0

Legroom, front (in)

42.4

Legroom, rear (in)

35.9

Headroom, front (in)

38.8

Headroom, rear (in)

37.2

Shoulder Room, front (in)

56.7

Shoulder Room, rear (in)

56.3

Maximum Seating Capacity

5

Cargo Volume (cu-ft)

25.0

Cargo Volume, rear seats down (cu-ft)

58.0

Warranty

Bumper-to-Bumper

4 years/50,000 miles

Power Train

5 years/100,000 miles

Corrosion

6 years/100,000 miles

Roadside Assistance

5 years/100,000 miles

Scheduled Maintenance

Not Available

Safety

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not Available

Antilock Brakes

Four-wheel ABS

Electronic Brake Enhancements

Braking assist, electronic brakeforce distribution

Traction Control

Standard

Stability Control

Standard

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not Available

NHTSA Crash Test Driver

Not Tested

NHTSA Crash Test Passenger

Not Tested

NHTSA Crash Test Side Front

Not tested

NHTSA Crash Test Side Rear

Not Tested

NHTSA Rollover

Not Tested

IIHS Offset

Not Tested

Land Rover LR4 2010 - Short Take Road Test

If there was a prize for “most improved truck following a refresh,” the 2010 Land Rover LR4—the vehicle formerly known as the LR3—would take the prize. The outgoing vehicle was great off road and had one of the best third-row packages on the market, but it was woefully under-powered for its 5700-pound heft.

Aligning Power with Weight

The LR4, which went on sale earlier this year, got a heavier facelift than Mickey Rourke—although we’d say the LR4’s was somewhat more successful. First up, Land Rover addressed the power-to-weight issue by replacing the old 295-hp 4.4-liter V-8 with Jaguar/Land Rover’s latest direct-injection, 5.0-liter V-8. Result: 80 additional horses for a total of 375 hp. With 375 lb-ft of torque, the engine motivates the LR4 from 0 to 60 mph in 6.5 seconds, a 1.7-second improvement over the best time we saw for an LR3. The 30-to-50–mph and 50-to-70–mph passing times come down from 4.2 and 6.3 seconds to 3.5 and 4.9, respectively. Mated to a revised ZF six-speed automatic transmission, the LR4 now feels quite lively on the highway, despite its nearly three-ton mass.

The previous LR3 always leaned too much in corners for our liking and also suffered some head toss on the freeway. For the LR4, Land Rover revised the steering rack and suspension bushings and fitted new suspension knuckles, shocks, and a stiffer and larger anti-roll bar. The upshot is less roll and sharper steering, while the ride is better controlled on the highway. Skidpad grip has improved from a mediocre 0.71 g to 0.78 g, which is competitive with the likes of the Volkswagen Touareg and BMW X3, if not on par with the Acura MDX’s 0.86 g. We didn’t have too many concerns about the LR3’s brakes, which were already plenty powerful, but a revised system has improved pedal feel. The 70-to-0–mph stopping distance remains essentially unaffected, dropping from 173 feet to 171. Land Rover also refined the off-road settings and hill-descent control, adding a “sand launch control” function for better performance in the desert. We suspect the nearest most LR4s will come to using this will be on their owners’ private beaches.

Classier Duds

The other major element of the makeover was a restyle, inside and out. New head- and taillamps that incorporate LEDs, a redesigned front bumper, and a smoother front end freshen what was already a good-looking truck, while new features include an available auto high-beam function and a surround camera system with five cameras that aid parking, towing, and off-road maneuvers.

The new interior is spectacular, with natural wood, stitched leather surfaces, and brushed aluminum trim. Ambient lighting, a new steering wheel, first- and second-row seats, and the center console are among the other changes for 2010. The navigation system’s interface has a menu-style structure that’s not as easy to use as it could be, but there’s also a driver information screen sited within the redesigned instrument cluster. The neat folding third-row seats—which are actually habitable by real grown ups—are carried over.

A Solid Package Made Better

Our tester’s base price of $48,100—$1350 more than the LR3—included full leather seating, a power sunroof, power front seats, dual-zone climate control, steering-wheel-mounted audio controls, and 19-inch aluminum wheels. The seven-seat HSE Plus package added $5910 to the price and included navigation, front park assist, Bluetooth connectivity, the third-row seats, HD radio, auto high beams, and a cold-climate package.

At $54,760, the LR4 is priced competitively in the mid-sized luxury SUV segment. It might not be as good an all-around package as the Acura MDX or as entertaining to drive as the BMW X5, but the revisions have turned it into a much more capable vehicle on the blacktop. We think that most potential buyers will be pleased with the upgrades, but are more likely to choose the LR4 on the basis of the refreshed exterior styling and the gorgeous new interior, which gives it the upscale ambience of the Range Rover. For about 30 grand less.

Specifications

VEHICLE TYPE: front engine, 4-wheel-drive, 7-passenger, 5-door wagon

PRICE AS TESTED: $54,760 (base price: $48,100)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 305 cu in, 4999cc
Power (SAE net): 375 bhp @ 6500 rpm
Torque (SAE net): 375 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.6 in Length: 190.1 in
Width: 75.4 in Height: 74.1 in
Curb weight: 5761 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.5 sec
Zero to 100 mph: 17.1 sec
Zero to 120 mph: 28.8 sec
Street start, 5–60 mph: 6.8 sec
Standing ¼-mile: 15.0 sec @ 94 mph
Top speed (governor limited): 125 mph
Braking, 70–0 mph: 171 ft
Roadholding, 300-ft-dia skidpad: 0.78 g

Cadillac CTS Coupe 2010

This is the new Cadillac CTS Coupe, a sleek two-door Caddy that will join the CTS line-up alongside the saloon and Sport Wagon estate when US sales start in spring 2010, and take on BMW's 3-series, Audi's A5 and Infiniti's G37 Coupe.

This production Cadillac CTS Coupe looks very much like the concept car…

It does indeed look like the concept, right down to the twin central exhausts and hidden touch-pad door handles. Yes, there have been some minor tweaks to the front and rear lights and bumpers since we saw the show car at Detroit in 2008, but the overall appearance is pretty similar.

The two-door sits on the same wheelbase as the CTS saloon but it’s 51mm lower and 51mm shorter, meaning the five-seat arrangement is reduced to a 2+2 configuration. Externally only the headlights, front bumper and grille are carried over from the saloon.

Cadillac has yet to release any interior shots, but inside the CTS Coupe will share its instrument panel and centre console with the saloon and estate, giving it one of the best-built and impressive American interiors ever. We also suggest speccing the 14-way adjustable Recaro seats, previously only available as an option on the CTS-V.

What’s under the bonnet?

Initially there’ll only be one powerplant, a direct-injection 3.6-litre V6 producing 304bhp and 273lb ft. A six-speed manual transmission and rear-wheel drive is standard, but both a six-speed auto and four-wheel drive are both optional - choose the lot and the CTS Coupe will weigh in at a portly 1874kg.

But towards the back end of 2010 Caddy will also release a V-Series version of the CTS Coupe, packing the same 556bhp supercharged 6.2-litre V8 that’s found in the CTS-V saloon, and putting all its power through the rear wheels.

The Cadillac CTS Coupe will be unveiled at the LA auto show at the start of December, with US sales starting in spring 2010. UK sales have yet to be confirmed.

(By Ben Pulman,First official pictures)

BMW 5-series of new F10 (2010)

The BMW 5-series saloon – it’s finally here. Internally dubbed F10, it's the sixth-generation BMW 5-series and will be unveiled at the Geneva motor show in spring 2010, with UK sales starting on 20 March 2010. A 5-series Touring version (F11) will follow next September.

So what’s new for the sixth-generation BMW 5-series?

Let’s start with the tech: BMW claims the new 5-series is the first car in its class to feature start-stop tech, an eight-speed automatic transmission and double wishbone front suspension.

The new 5-series is also the first BMW to get the company's new Park Assist tech, slotting the car into a space by twiddling the wheel, leaving the driver to operate on the accelerator and brake pedals. A bit like a VW Touran, then.

Will the new 2010 Five still be the sporty choice of exec?

The double wishbone front suspension is mated to a rear multilink set-up, and BMW's optional Drive Dynamic Control chassis system offers Comfort, Sport and Sport+ damper settings. Four-wheel active steering can also be specced, along with a Surround View camera system, a head-up display, night vision with pedestrian recognition, lane departure and lane change warning systems, plus speed limit detection.

Unfortunately, start-stop tech is only available on the manual 520d, and won't be available on the new eight-speed auto until later. Although the electric power steering will reduce fuel consumption, we don't expect it to endow the new 5-series' steering with exceptional feel.

And whereas the current-gen Five features an aluminium front end mated to a steel rear, the new car is all steel. Nevertheless, BMW still claims the new car achieves a 50:50 weight distribution.

(By Ben Pulman,First official pictures)

Mitsubishi CX Compact Crossover (2010) scooped

Mitsubishi has made no bones about the fact its Concept-CX mini-SUV will reach production, but so far we've only seen the original 2007 show car, and a single sketch showing how the production version might look. But these new images – taken straight from the design patents filed for the new car – reveal almost every detail of the final production SUV.

So this is Mitsubishi's new mini-SUV?

Yes, but while the front end remains quite faithful to the original concept, with just slightly less hooded headlights and a more conventional bonnet shut line, the back has been completely revised. Adding rear quarter windows and extending the bodywork significantly to add some reasonable luggage space means it's no longer quite so sharp or compact, and the concept's all-glass tailgate has also made way for an unremarkable conventional arrangement.

The sweeping swage line along the CX's side, a key visual cue of the concept, is arguably even more pronounced on the production version, though we see hints of mundane Mercedes A- or B-class in the flanks.

What's under the skin?

The platform is based on the latest Lancer, with the optional four-wheel drive system derived from the same. The firm's new lightweight aluminium 4N13 16v DOHC turbodiesel engine with around 135bhp - which was first shown in the Concept-CX - is expected to be the popular choice in Europe. Mitsu has also developed a 190bhp version, which could slot in if needed, and there'll be petrol options too. While the concept used Mitsubishi's twin-clutch SST gearbox, conventional manuals and autos are more likely to be standard on the CX.

Anything else?

Just as Mitsubishi's bigger Outlander SUV spawned two European derivatives – the Citroen C-Crosser and Peugeot 4007 – the company's new design also looks set to be shared with PSA.

The design patents are clearly marked to show that the nose and tail of the Mitsubishi are unique, with red highlighting to show the areas covered by the patent. The clear implication is that other front and rear designs mounted to the same centre section are on the way – and presumably those will be the Peugeot and Citroen versions.

Sales of Mitsubishi's new SUV start in Japan next February, before the car makes its European debut at the Geneva motor show in March 2010, ahead of a summer on-sale date on this side of the world.

(By Ben Purvis, Spyshots)

2010 Hyundai Genesis Coupe 3.8 V6

C’mon, really? Hyundai? No pedigree. No racing history. No factory museum filled with dusty glory machines. Yet here’s what Hyundai dares—dares!—to call the phosphorescent-Slurpee spill of paint on our Genesis coupe: Lime Rock Green.

Puh-leeze! Weren’t these jokers riding around on donkeys when Bob Sharp was running 240Zs at Lime Rock? There’s also Nordschleife Gray and Interlagos Yellow. On a Hyundai? They can’t be serious!

Uh, they’re serious. On sale since March, the Genesis coupe is a revelation, no pun intended. It’s a genuine yardage gain for the yin-yang team and a serious kink in the law dictating that rear-drive hoots must cost big bucks.

Is it HUN-dye, hi-WON-dye, or hi-YOON-day? (Around the factory, at least, it’s the latter). If we can’t concur on a pronunciation, let’s agree that Hyundai has come a long way. Lately, the workmanship has stood with that of the Japanese masters. The designs are fresh, and the dynamics have firmed up and flattened out.

Still, Korean culture works against a Hyundai sports car. Car guys are scarce in a homeland-come-lately to the auto age. Almost everyone drives thrift cubes—often white, always slow—and Korea only built its first racetrack, Everland Speedway about 35 miles south of Seoul, in 1993. In contrast, Japan has a high-performance heritage going back to the A6M5 Zero.

With Hyundai, it has always been about the price, and so it goes with the Genesis twins. The syrupy $33,000 sedan upon which the coupe is based dives for Lexus’s knees. The four-seat coupe also aims below the waist at competitors, with a 210-hp, 2.0-liter turbo four starting at $22,750 and a 306-hp V-6 at $25,750. The standard-equipment list is decent and includes a six-speed manual, power locks and windows, cruise control, stability control, a trip computer, and stereo auxiliary jacks.

The 2.0-liter turbo Premium and V-6 Grand Touring are the middle models, with leather, sunroof, and hot stereo, while the loaded Track version comes with all that, plus a stiffer suspension, Brembo brakes, limited-slip diff, and trunk spoiler. The V-6 Track runs $30,250, right where the foreign rivals start.
The base Nissan 370Z opens at $30,625, a poverty-trim BMW 128i, at $30,225. Only a strip-o Mazda RX-8 swings lower, at $27,105. The Genesis coupe is the first Asian to move into the neighborhood ruled by Mustangs, Camaros, and Challengers. As in the movie Gran Torino, we’re expecting fireworks.

2010 Chevy Corvette Grand Sport vs. 2010 Ford Mustang Shelby GT500

Yes, you’ve seen this movie before. And yes, even with 540 horsepower, to some a Mustang is not, strictly speaking, a sports car. A sports car, by the classic British definition, is one that can, in a pinch, be raced. But times change, and even our resident hotspur Brit, Mr. Gillies, thinks this is talk that predates his birth.

In its most recent encounter with a Corvette—July 2006—the super pony didn’t fare well against Chevy’s shark. Road-course lap times favored the Vette, and even on something as uncomplicated as a drag strip, the big-horsepower Mustang didn’t cover itself with low-ET glory.

So at a glance, this may look like another mismatch. On the other hand, Chevy’s new Camaro inventory has nothing that measures up to this latest Carroll Shelby–anointed Mustang, in either price ($50,895 as tested) or power. (Note: Anointed is not the same as developed. The development was handled by SVT, Ford’s Special Vehicle Team.)

Composed of young engineers dedicated to adding a little glamour and/or haste to various Fords, SVT has teetered on the verge of expendability for years. Nevertheless, even in this age of green priorities and tight money, SVT persists, while GM’s performance group has been disbanded.

SVT has made a number of positive upgrades to the GT500, giving it essentially the same chops, including those 540 horses, as the GT500KR (King of the Road) that ruled the 2009 Mustang family, for far less money. Meanwhile, even though the perform­ance group has been scattered throughout GM’s mainstream gulag, development hasn’t ground to a halt at Corvettestan, where the disciples of Zora Arkus-Duntov have made some revisions for 2010. These include the revival of the Grand Sport name (base price $55,720, $64,815 as tested), a name once confined to racing editions originally created by Saint Zora himself.

So, two perennial rivals—updated for 2010, with a combined engine output of almost 1000 horsepower—meet on bad-boy territory, our favorite automotive turf. Having provided ourselves with an excuse to indulge in kidney-displacing g-loads, we corralled a GT500 and a Grand Sport Vette and headed west for some hasty driving, including an afternoon at Grattan Raceway Park near Grand Rapids, Michigan.

2010 Mazda CX-7 2.2 MZR-CD Diesel

Well, it’s a diesel version of the Mazda CX-7, one of the sportier and better-looking crossovers on the market. Of course, this engine isn’t available in the U.S., where the CX-7 is sold with a thirsty 2.3-liter turbo four—it’s returned as low as 14 mpg overall in our hands—or a naturally aspirated 2.5-liter four, the latter having been added for 2010. In Europe, the low fuel economy of the gas turbo model renders it practically unsellable. The company could have added that naturally aspirated 2.5 i SV model to the Euro lineup in an attempt to woo more buyers, but it instead went with a tried-and-true Continental formula: the diesel. And so was born the clumsily named Mazda CX-7 2.2 MZR-CD, which uses a 2.2-liter four-cylinder turbo-diesel. This was probably a wise choice; the 2.5 is really only thrifty on paper, since it has to be squeezed to the max to get the five-passenger crossover to move with any alacrity.

The good news is that fuel economy takes a huge jump. The U.S.-spec 2.3-liter turbo four—lifted from the Mazdaspeed 3 but with a different tune—is rated at 17 mpg city and 23 mpg highway with all-wheel drive and 18/25 with front-wheel drive. The turbo-diesel, by contrast, has a combined rating of 31 mpg in the European cycle, and we believe you can realistically expect 26 mpg in everyday driving. The CX-7 2.5 i SV is rated at 20/28 mpg.

The diesel also is equipped with a selective catalytic reduction system for reducing emissions. A four-gallon tank holds an AdBlue urea/water solution, which is then injected into the exhaust downstream of the soot-collecting particulate filter, and the complex and costly technology virtually eliminates oxides of nitrogen (NOx) emissions. Although the system isn’t necessary to meet the strict Euro 5 regulations, Mazda added it anyway. Very nice.

How Does It Drive?

With 170 hp and 295 lb-ft of torque versus the gasoline turbo four’s 244 hp and 258 lb-ft, we initially weren’t thrilled with the oil-burner’s performance. Mazda claims 0 to 62 mph takes 11.3 seconds, which is significantly slower than the 7.8-second, 0-to-60-mph run we’ve recorded for the gasoline turbo four paired with a six-speed automatic, the only transmission offered in the U.S. But the turbo-diesel gains velocity with far more authority than the base 2.5-liter engine. It is effortless cruising where the diesel excels. Hills are neutralized by the amount of low-end torque, and you almost never need to downshift once at highway speeds. The diesel comes only with a smooth-shifting six-speed manual, as an automatic is still being developed. Top speed is sufficient at 124 mph.

The Mazda's four-banger is clearly audible, more like the unit in the Volkswagen Touareg TDI. It's not unpleasant, but you’re never in doubt as to its diesel-ness. While all-wheel drive is standard, the diesel’s added weight—about 130 pounds more than the gasoline turbo four—takes away some agility.

How Does It Stack Up?

European models come with the same face lift that graces 2010 U.S. models. The dashboard has traded its futuristic edge for a softer look, while the pseudo-aggressive fog lights add a cartoonish quality to the front end. Portions of the exterior also are ladled with the inevitable chrome decorum. Nevertheless, the CX-7 still is one of the sharper-looking utes.

Were the CX-7 diesel sold in the U.S, it would compete with a diverse group, including the Audi Q5, the Ford Escape hybrid, and the Toyota RAV4, among others. We think it would hold up well and it would be a better choice than the entry-level CX-7 2.5, even if it can’t deliver the fun of the 2.3-liter turbo four. The turbo-diesel would be a worthwhile addition to Mazda’s North American lineup—well, if it could be homologated to meet the stricter U.S. emissions regulations. It would put Mazda ahead of the eco-curve in the segment, and the engine burns clean enough to enhance the company’s green credentials. Too bad we expect it to stay on the other side of the Atlantic.

Where Can I Get One?

Europe. As to cost, in Germany, the base turbo-diesel costs several thousand euros less than the €36,990 2.3 turbo, which also has the same six-speed manual but includes more equipment. It’s no wonder that Mazda Europe now expects the gasoline model to account for less than five percent of CX-7 sales.

(BY JENS MEINERS )

Jaguar XKR Goodwood Special (2010) on test

These are the first pictures of a very special Jaguar XKR. Caught testing in the UK, it’s thought to be a prototype of the production version of the Jaguar XKR Goodwood Special.

A highly-placed Jaguar source has made it clear to CAR that there's a strong desire within the company to make harder, faster versions of the XFR and XKR, and this vehicle looks like their wishes have come true.

The Jaguar XKR Goodwood Special? What’s that?

At the Goodwood Festival of Speed earlier this year Jaguar unveiled the XKR Goodwood Special, and CAR had a (very sideways) ride up Lord March’s famous hill in the passenger seat next to Jaguar’s chief engineer Mike Cross.

'The regular XKR has a torque limiter to conserve the gearbox's life,' Cross explained to CAR. 'We've taken off the torque clamp, so torque rises from 625Nm to just under 700Nm, and power rises from 510 to 530PS.' That’s 523bhp and nearly 516lb ft. 'We've also lowered the suspension, tweaked the exhaust to be louder and crisper, and added 21-inch wheels and tyres,' added Cross.

And what’s happening now?

There was always talk of a limited production run, and now it seems this special XKR has been given the (ahem) green light - we caught it returning from a run around Jaguar's test track.

Cosmetics tweak to the test car include a new chin splitter, titanium grey trims around the fang-like intakes, the side and bonnet vents, and on the door mirrors. And to our eyes at least, the boot spoiler on the rear hatch looks a little larger as well. That’s not forgetting the garish green paintjob, too.

We've run the registration plate and this car is using Jaguar's brilliant supercharged 5.0-litre V8 found in the current XKR and XFR - if Jaguar's engineers can guarantee the reliabilty of the gearbox this special Jag should have the power upgrade. We also expect the 155mph speed limiter to be removed, and the XKR to get bigger wheels and tyres, suspension tweaks and a fruitier exhaust.

Jaguar has made a special XKR before, the XKR-S from 2008, which featured revised suspension and brakes, a higher top speed and bodywork changes. We hope this new XKR goes one step further - expect to see something official in the first half of 2010.

( By Ben Pulman, Spyshots )