Friday, April 30, 2010
Wednesday, April 28, 2010
Top Luxury Cars | 2010 Lotus Evora - Road Test
Rome or Bust: We flog the new Lotus Evora from England to Rome and back.
For as long as most folks at Lotus Cars in Hethel, England, can remember, most everyone has eaten lunch in the office, worked eight-and-a-half hours Monday through Thursday, and then taken off the rest of the day at noon on Friday.
So a weekend at Lotus works out to two-and-a-half days. In the late ’80s, the company’s CEO, Michael Kimberley, suggested to his engineers a new approach for putting miles on Elan prototypes: Leave Hethel at noon and drive to Rome and back, a 2500-mile jaunt. Just be back in your cubicle on Monday morning with a picture of the car at the Colosseum.
Even Lotus’s devoted, monk-like engineers weren’t thrilled with the idea of living in an Elan for two days. The trips were not without setbacks: Once an Elan prototype’s exhaust snapped in half near Lyon, in France. The Lotus suffered the indignity of limping into a Renault repair garage, exhaust dragging and engine blaring. Then the Hethel crew, which spoke no French, had to mime the problem to the perplexed French repairman. Hours later, after an exchange of francs and Lotus-branded pens and key chains, they were back on the road, the exhaust system welded back together.
A new Lotus model is rare—about as rare as using the words “practical, refined, reliable, and comfortable” to describe the car without the prefixes “im” and “un” in place. For more than 50 years, Lotus’s cars have pushed intoxicating levels of performance and handling, but a general lack of practicality, refinement, reliability, and comfort often left owners feeling exhausted and hung over.
The new Evora held the promise of being different, modern. The idea was to maintain the rabid Lotus-grade handling and performance but throw in a livable interior, a back seat, more room, and the sort of civility that might appeal to Porsche drivers. So how, we wondered, would this new Lotus fare at continually high speeds all the way to Rome and back? Could a Lotus actually be comfortable over 2500 miles? Or would it revert to its old tricks—shedding parts, splitting exhausts, or worse, quitting entirely and forcing us to hitchhike home? We figured we should bring along some Lotus pens just in case.
After a red-eye from Detroit to London and a two-and-a-half-hour, 136-mile trip by car northeast to rural Hethel in Norfolk, I arrive at the gates of the former U.S. Air Force base that frugal Lotus founder Colin Chapman, now long departed, turned into company headquarters in 1966.
And there’s my Evora, sitting silently in a steady rain. This new model is a stylistic departure from the Elise and the Exige—it’s more maturely penned, looking very unlike a wheeled water bug. Like the Elise and the Exige, the Evora sits low, the front of the car barely at shin height, the tops of the front fenders about knee-high.
Getting in doesn’t require the Cirque du Soleil training that the Elise and the Exige do, but slipping between the wide side sills and the steering wheel remains more challenging than getting into any Porsche. There are still some dollar-store touches inside: cheap-looking window switches, the Ford-sourced turn-signal and wiper stalks. But overall, the interior has a style and quality that wouldn’t look out of place in an Audi.
Firm and snug Recaro seats and a tilting and telescoping wheel adjust easily for a comfortable driving position. Looking out, the huge windshield seems to end at your feet; the view ahead is panoramic, interrupted only by the tops of the front fenders, which serve as reference points. When seated on the wrong side of a car and driving on the wrong side of the road—all the while circling London’s Heathrow Airport waiting for a photographer—it’s always useful to know where the front of the car is.
Lensman Tom Salt arrives, and I’m stunned by the amount of gear he has brought along. Kim Kardashian probably packs lighter. The Evora’s six-cubic-foot trunk verges on useless, so we just cram our gear into the 23-cubic-foot back seat. Lotus claims the rear seat is usable by a fifth-percentile female, which basically means that if you’re over five feet tall, riding back there is only slightly better than being waterboarded.
We head into London, just in time for the stress of rush hour. We’re looking for backdrops to prove we’ve been here, so we aim toward Big Ben. That taken care of, we drive southeast out of London, then crawl in traffic for a few hours, and—finally—we sweep onto the M20, which looks like freeways do everywhere else. Fifty uneventful miles later, we tool into Folkestone and the entrance to the great tunnel built under the English Channel. Beyond it is France.
So a weekend at Lotus works out to two-and-a-half days. In the late ’80s, the company’s CEO, Michael Kimberley, suggested to his engineers a new approach for putting miles on Elan prototypes: Leave Hethel at noon and drive to Rome and back, a 2500-mile jaunt. Just be back in your cubicle on Monday morning with a picture of the car at the Colosseum.
Even Lotus’s devoted, monk-like engineers weren’t thrilled with the idea of living in an Elan for two days. The trips were not without setbacks: Once an Elan prototype’s exhaust snapped in half near Lyon, in France. The Lotus suffered the indignity of limping into a Renault repair garage, exhaust dragging and engine blaring. Then the Hethel crew, which spoke no French, had to mime the problem to the perplexed French repairman. Hours later, after an exchange of francs and Lotus-branded pens and key chains, they were back on the road, the exhaust system welded back together.
A new Lotus model is rare—about as rare as using the words “practical, refined, reliable, and comfortable” to describe the car without the prefixes “im” and “un” in place. For more than 50 years, Lotus’s cars have pushed intoxicating levels of performance and handling, but a general lack of practicality, refinement, reliability, and comfort often left owners feeling exhausted and hung over.
The new Evora held the promise of being different, modern. The idea was to maintain the rabid Lotus-grade handling and performance but throw in a livable interior, a back seat, more room, and the sort of civility that might appeal to Porsche drivers. So how, we wondered, would this new Lotus fare at continually high speeds all the way to Rome and back? Could a Lotus actually be comfortable over 2500 miles? Or would it revert to its old tricks—shedding parts, splitting exhausts, or worse, quitting entirely and forcing us to hitchhike home? We figured we should bring along some Lotus pens just in case.
After a red-eye from Detroit to London and a two-and-a-half-hour, 136-mile trip by car northeast to rural Hethel in Norfolk, I arrive at the gates of the former U.S. Air Force base that frugal Lotus founder Colin Chapman, now long departed, turned into company headquarters in 1966.
And there’s my Evora, sitting silently in a steady rain. This new model is a stylistic departure from the Elise and the Exige—it’s more maturely penned, looking very unlike a wheeled water bug. Like the Elise and the Exige, the Evora sits low, the front of the car barely at shin height, the tops of the front fenders about knee-high.
Getting in doesn’t require the Cirque du Soleil training that the Elise and the Exige do, but slipping between the wide side sills and the steering wheel remains more challenging than getting into any Porsche. There are still some dollar-store touches inside: cheap-looking window switches, the Ford-sourced turn-signal and wiper stalks. But overall, the interior has a style and quality that wouldn’t look out of place in an Audi.
Firm and snug Recaro seats and a tilting and telescoping wheel adjust easily for a comfortable driving position. Looking out, the huge windshield seems to end at your feet; the view ahead is panoramic, interrupted only by the tops of the front fenders, which serve as reference points. When seated on the wrong side of a car and driving on the wrong side of the road—all the while circling London’s Heathrow Airport waiting for a photographer—it’s always useful to know where the front of the car is.
Lensman Tom Salt arrives, and I’m stunned by the amount of gear he has brought along. Kim Kardashian probably packs lighter. The Evora’s six-cubic-foot trunk verges on useless, so we just cram our gear into the 23-cubic-foot back seat. Lotus claims the rear seat is usable by a fifth-percentile female, which basically means that if you’re over five feet tall, riding back there is only slightly better than being waterboarded.
We head into London, just in time for the stress of rush hour. We’re looking for backdrops to prove we’ve been here, so we aim toward Big Ben. That taken care of, we drive southeast out of London, then crawl in traffic for a few hours, and—finally—we sweep onto the M20, which looks like freeways do everywhere else. Fifty uneventful miles later, we tool into Folkestone and the entrance to the great tunnel built under the English Channel. Beyond it is France.
Top Luxury Cars | 2010 Lexus GS Hybrid
Lexus GS Hybrid - What the Auto Press Says
The 2010 Lexus GS Hybrid ranks 3 out of 13 Luxury Large Cars. This ranking is based on our analysis of 57 published reviews and test drives of the Lexus GS Hybrid, and our analysis of reliability and safety data.
Lexus calls the GS 450h a “no compromises hybrid,” and it’s easy to understand why. It offers the power of a V8 with the fuel-efficiency of a V6, and the kind of opulent cabin that Lexus is known for. It is a tight fit for taller drivers, however, and still trails the best sport sedans in handling.
When most car shoppers think of hybrids, they picture oddly-shaped, smaller hatchbacks with lackluster performance but great fuel economy. That’s Toyota’s fault – the Prius set the mold. The luxury division of Toyota, however, has broken that same mold with several quick, luxurious hybrids that don’t trade away much of anything in pursuit of fuel-efficiency. The Lexus GS 450h, like the larger LS600h, is among the most fuel-efficient cars in its class, but it doesn’t offer the kind of sky-high fuel economy numbers you’ll see on the window sticker of a Prius or a Lexus HS250h.
Instead, the GS Hybrid offers performance that competes with luxury sport sedans, a sumptuous passenger cabin, stylish bodywork and excellent safety ratings.
It can’t hang with the most performance-focused large luxury cars on a winding road. Reviewers say the steering of the GS Hybrid is too light, leaving the driver detached from road feel. It also won’t suit taller owners.
Lexus calls the GS 450h a “no compromises hybrid,” and it’s easy to understand why. It offers the power of a V8 with the fuel-efficiency of a V6, and the kind of opulent cabin that Lexus is known for. It is a tight fit for taller drivers, however, and still trails the best sport sedans in handling.
When most car shoppers think of hybrids, they picture oddly-shaped, smaller hatchbacks with lackluster performance but great fuel economy. That’s Toyota’s fault – the Prius set the mold. The luxury division of Toyota, however, has broken that same mold with several quick, luxurious hybrids that don’t trade away much of anything in pursuit of fuel-efficiency. The Lexus GS 450h, like the larger LS600h, is among the most fuel-efficient cars in its class, but it doesn’t offer the kind of sky-high fuel economy numbers you’ll see on the window sticker of a Prius or a Lexus HS250h.
Instead, the GS Hybrid offers performance that competes with luxury sport sedans, a sumptuous passenger cabin, stylish bodywork and excellent safety ratings.
It can’t hang with the most performance-focused large luxury cars on a winding road. Reviewers say the steering of the GS Hybrid is too light, leaving the driver detached from road feel. It also won’t suit taller owners.
Other Cars to Consider
Several reviewers have noted that the GS line of cars, including this hybrid version, aren't comfortable for drivers much over six feet tall. Those drivers might want to test drive an Infiniti M or Mercedes-Benz E-Class Sedan instead. Headroom is tight at all four seating positions in the GS hybrid. And while neither of those cars is available in a gas-electric version this year, both automakers have hybrid editions in the pipeline, which may reach showrooms as early as the 2011 model year.
Lexus GS Hybrid: The Details
The GS 450 Hybrid comes in only one trim level. Its equipment list is close to comprehensive, but a handful of upgrades are offered. For 2010, the GS hybrid gets a slightly modified grille, standard 18-inch wheels and a new power rear sunshade.
Top Luxury Cars | 2010 Acura RL
Acura RL - What the Auto Press Says
The 2010 Acura RL ranks 3 out of 13 Luxury Large Cars. This ranking is based on our analysis of 8 published reviews and test drives of the Acura RL, and our analysis of reliability and safety data.
The 2010 Acura RL doesn't carry the same cachet as some more well-known luxury cars, but it's an excellent choice for many buyers. With outstanding cabin electronics, bulletproof Honda reliability and resale value, and a price that doesn't climb high when you start adding options, it's a great value. But some reviewers say it is underpowered for its price, and short on space for its size.
While most large luxury cars offer just slightly different takes on the same high-power formula, the Acura RL is a little different. There is no supercharged V8 offered here. That's not to say the RL isn't sporty - its unique SH-AWD system (that's "Super Handling - All Wheel Drive") means it holds a precise line in a hard corner - but the RL is more about agility than speed, and more about high-tech digital luxury than old world leather-and-wood elegance.
The RL's 3.7-liter V6 is nothing you'd find in a more affordable car. It makes a V8-like 300 horsepower. But it can be a beat slower than many V8-powered cars, and reviewers are disappointed with the car's 16/22 mpg EPA rating -- the RL actually ranks in the bottom half of its class for fuel economy even though uses two fewer cylinders than most of its rivals. That SH-AWD system, however, makes it fun to drive. The system actually helps to steer the car, varying the speed of each wheel independently to point the car into turns while maintaining excellent grip. It gives the car an entertaining personality on a winding road.
Other Cars to Consider
But those truly looking for an athletic large sedan will want to try out the superbly balanced BMW 5-Series, or perhaps the muscular Jaguar XF.
Those cars, however, might not be the RL's most direct rivals. If the RL interests you, there's another car you should consider before laying money down. The RL's smaller sibling, the Acura TL, is worth a look. It isn't much smaller, and the two cars share so many mechanical components that buyers might find the TL essentially offers the RL experience at a discounted price.
Acura RL: The Details
The RL is offered in just one trim level for 2010, an available Technology Package adds a voice-controlled navigation system with traffic and weather updates that, some reviewers say, is the best one found anywhere. A Technology Package with Collision Mitigating Braking System increases the safety quotient.
The 2010 Acura RL doesn't carry the same cachet as some more well-known luxury cars, but it's an excellent choice for many buyers. With outstanding cabin electronics, bulletproof Honda reliability and resale value, and a price that doesn't climb high when you start adding options, it's a great value. But some reviewers say it is underpowered for its price, and short on space for its size.
While most large luxury cars offer just slightly different takes on the same high-power formula, the Acura RL is a little different. There is no supercharged V8 offered here. That's not to say the RL isn't sporty - its unique SH-AWD system (that's "Super Handling - All Wheel Drive") means it holds a precise line in a hard corner - but the RL is more about agility than speed, and more about high-tech digital luxury than old world leather-and-wood elegance.
The RL's 3.7-liter V6 is nothing you'd find in a more affordable car. It makes a V8-like 300 horsepower. But it can be a beat slower than many V8-powered cars, and reviewers are disappointed with the car's 16/22 mpg EPA rating -- the RL actually ranks in the bottom half of its class for fuel economy even though uses two fewer cylinders than most of its rivals. That SH-AWD system, however, makes it fun to drive. The system actually helps to steer the car, varying the speed of each wheel independently to point the car into turns while maintaining excellent grip. It gives the car an entertaining personality on a winding road.
Other Cars to Consider
But those truly looking for an athletic large sedan will want to try out the superbly balanced BMW 5-Series, or perhaps the muscular Jaguar XF.
Those cars, however, might not be the RL's most direct rivals. If the RL interests you, there's another car you should consider before laying money down. The RL's smaller sibling, the Acura TL, is worth a look. It isn't much smaller, and the two cars share so many mechanical components that buyers might find the TL essentially offers the RL experience at a discounted price.
Acura RL: The Details
The RL is offered in just one trim level for 2010, an available Technology Package adds a voice-controlled navigation system with traffic and weather updates that, some reviewers say, is the best one found anywhere. A Technology Package with Collision Mitigating Braking System increases the safety quotient.
Top Luxury Cars | 2010 Infiniti M
Infiniti M - What the Auto Press Says
The 2010 Infiniti M ranks 2 out of 13 Luxury Large Cars. This ranking is based on our analysis of 55 published reviews and test drives of the Infiniti M, and our analysis of reliability and safety data.
Sold as the V6-powered M35 and the V8-powered M45, Infiniti’s top-of-the-line sedan is a high-performance machine. It doesn’t sell as well as some better-known rivals, but some in the automotive press aren’t sure why. It’s a well-rounded sport sedan, though it may ride too firm for some.
Car and Driver sums up the typical opinion of the automotive press perfectly when it says, “Infiniti's M sedans offer excellent value, space, luxury, and performance--it's too bad more folks don't notice."
The M35 and M45 sedan are not often mentioned in the same breath as some of the better-known large luxury sport sedans. But many reviewers think they should be. Infiniti’s flagship sedan offers a stylish cabin with an appealing modern design theme and exceptionally comfortable seats, and the ability to corner with some of the best sport sedans on the market. It can’t match the raw engine power of a Jaguar XF, but reviewers say its handling balance rivals anything else in the class – which may be more important than horsepower to those looking to have some fun on a routine drive.
Other Cars to Consider
The 2010 Infiniti M's sporty character might be too much for some. Those looking for a comfortable commuter might be better suited by a Lexus GS or Acura RL. The M doesn’t insulate its driver from the road like those cars – it engages the driver in the drive, much like the BMW. M sedans equipped with the Sport package are particularly stiff – stiff enough to turn off some reviewers who like the sporty nature of the standard car.
Those considering the M precisely because of its sporty nature might want to test drive the BMW 5-Series, the large-sedan cornering champion, or the powerful XF before buying.
Infiniti M: The Details
The M comes as either the M35, with a six-cylinder engine or the M45, with an eight-cylinder engine. Both models are available in a base rear-wheel drive, a Sport edition with a firmer, sport-tuned suspension and a revised front fascia, and an X edition with all-wheel drive.
The M was first offered in the 2005 model year, and has changed little since then. It is due for a complete redesign for the 2011 model year, so those who can afford to wait might find a better deal on the 2010 M once the 2011 has begun rolling into dealerships.
Sold as the V6-powered M35 and the V8-powered M45, Infiniti’s top-of-the-line sedan is a high-performance machine. It doesn’t sell as well as some better-known rivals, but some in the automotive press aren’t sure why. It’s a well-rounded sport sedan, though it may ride too firm for some.
Car and Driver sums up the typical opinion of the automotive press perfectly when it says, “Infiniti's M sedans offer excellent value, space, luxury, and performance--it's too bad more folks don't notice."
The M35 and M45 sedan are not often mentioned in the same breath as some of the better-known large luxury sport sedans. But many reviewers think they should be. Infiniti’s flagship sedan offers a stylish cabin with an appealing modern design theme and exceptionally comfortable seats, and the ability to corner with some of the best sport sedans on the market. It can’t match the raw engine power of a Jaguar XF, but reviewers say its handling balance rivals anything else in the class – which may be more important than horsepower to those looking to have some fun on a routine drive.
Other Cars to Consider
The 2010 Infiniti M's sporty character might be too much for some. Those looking for a comfortable commuter might be better suited by a Lexus GS or Acura RL. The M doesn’t insulate its driver from the road like those cars – it engages the driver in the drive, much like the BMW. M sedans equipped with the Sport package are particularly stiff – stiff enough to turn off some reviewers who like the sporty nature of the standard car.
Those considering the M precisely because of its sporty nature might want to test drive the BMW 5-Series, the large-sedan cornering champion, or the powerful XF before buying.
Infiniti M: The Details
The M comes as either the M35, with a six-cylinder engine or the M45, with an eight-cylinder engine. Both models are available in a base rear-wheel drive, a Sport edition with a firmer, sport-tuned suspension and a revised front fascia, and an X edition with all-wheel drive.
The M was first offered in the 2005 model year, and has changed little since then. It is due for a complete redesign for the 2011 model year, so those who can afford to wait might find a better deal on the 2010 M once the 2011 has begun rolling into dealerships.
Mercedes-Benz E-Class - What the Auto Press Says
 |
 The 2010 Mercedes-Benz E-Class ranks 1 out of 13 Luxury Large Cars. This ranking is based on our analysis of 52 published reviews and test drives of the Mercedes-Benz E-Class, and our analysis of reliability and safety data. The Mercedes-Benz E-Class held the top spot in our Luxury Large Car rankings for most of 2008 and 2009, but Mercedes has improved it anyway. Entirely redesigned for 2010, the new E-Class has a new sense of style inside and out. It features more athletic road manners than the car it replaces and, incredibly, a lower price. The new E-Class is a must-see for every luxury large car shopper. The 2010 Mercedes-Benz E-Class doesn’t make any sense. It’s a better car than the 2009 E-Class. It has an eye-catching look that’s best seen in person, an opulent interior with an old-world panache that other luxury cars can’t match, a newfound sporty character and a list of safety equipment that boggles the mind. Yet it’s cheaper than the car it replaces. Mercedes improved the E-Class drastically for 2010, then cut its price. A seasoned auto critic with the New York Times writes, “I can’t recall a price cut of this magnitude -- nearly 9 percent -- on any recent car, let alone one that’s been fully redesigned.” The new car is less-expensive than the old one, but it isn’t cheaply made. The Times continues, “Not only is there no evidence of cost-cutting, but in terms of interior luxury, the E-Class actually moves closer to the flagship S-Class sedan.” Other Cars to Consider Still, the Benz won’t be the perfect car for every luxury large car shopper. The BMW 5-Series and Audi A6 are better handlers -- but the E-Class has narrowed the gap, and is now nearly as poised as those cars. But there may not be a large sedan with a better balance of luxury, style and performance than this one. Mercedes-Benz E-Class Sedan: The Details Safety-conscious shoppers, in particular, should explore the E-Class. It offers all of the typical safety equipment luxury buyers are accustomed to, but also has a new bag of tricks that no competitor can match, including an Attention Assist system designed to help drowsy drivers stay alert, and a system that automatically dims the highbeam headlights to avoid blinding oncoming cars. It’s enough to make the Volvo S80 duck in shame. The E-Class is also offered in a coupe body style, but shoppers shouldn’t consider the two interchangeable. The E coupe has the same engine and transmission choices as this car, but it’s built on the C-Class chassis, which gives it very different handling dynamics and interior proportions. The E-Class sedan is available as a V6-powered E350, which reviewers say is an adequate performer but lacks the punch of similar models from BMW and Audi, or a V8-powered E550, which should easily satisfy speedsters. A 4Matic all-wheel-drive system is optional on both. A hybrid model and a diesel-powered edition are expected to join the E-class stable for the 2011 model year, but neither has yet been made available to the press. The high-performance E63 AMG is covered in a separate review. |
Tuesday, April 27, 2010
Thursday, April 15, 2010
Subscribe to:
Posts (Atom)
