Since it was released in 2007, the Mazdaspeed 3 has dominated the small, high-performance hatchback segment in terms of being an inexpensive, fun-to-drive powerhouse. For 2010, the ’speed3 received the same overhaul of the standard Mazda3, getting a completely revised body style, a new (and very improved) interior, and upgraded suspension. Unlike the standard model, however, the speed3 keeps the same 263 hp, 280 lb-ft turbocharged 2.3-liter engine. Not that it’s a bad thing – this engine is a perfect match for the car.

This market is getting particularly hot, and to stay on top, Mazda has to compete with the Subaru WRX, Volkswagen GTI, Mini Cooper S, Honda Civic Si, Chevy Cobalt SS, and Mitsubishi Lancer Ralliart, among others. That’s a lot of good competition; can Mazda stay ahead of the pack?

The first thing you’ll notice about the new Mazdaspeed3 is the revised styling. It’s certainly unique, and while most people cringe at the wacky “smiling” face up front, it’s an acquired taste that does eventually grow on you. Although our review model’s color is Black Mica (we’re using stock photos in this review,) I think all versions of the Mazda3 look best in Celestial Blue Mica. The new body also helps with aerodynamics, which serve to decrease wind resistance and increase fuel economy over last year’s model, which was becoming outdated and bland. Finally, the Mazdaspeed3 includes a rather pronounced hood scoop to feed air to the car’s intercooler.

Inside, you only get one seating material – a black leather and black/red sport cloth combo that ends up looking pretty good, as long as it’s on a black or red exterior. I imagine the blue exterior with this colored cloth might look out of place. The plastic on the passenger-side dash tries to carry over the black/red sport cloth theme, but ends up looking cheesy instead. At night, you get a nice red and blue color scheme with blue lights in the footwells and door handles. The buttons and knobs on the center console are busy, making it somewhat confusing to control everything. The steering wheel has more buttons than your standard TV remote, but once you acclimate, it’s nice to have that amount of control at your fingertips.

Seating is comfortable and soft, plenty of room for passengers, and the driver gets enough bolstering for aggressive driving. The close-ratio 6-speed manual transmission (the only tranny available for the Mazdaspeed3, thankfully,) is silky smooth with great shifter travel. My biggest complaint about this car, however, is also in the transmission. The clutch has inconsistent travel; it’s very light until one area – around the catch point – that gives more resistance, almost like it’s getting stuck. This makes for jerky shifts, especially for the first few days driving. After a while though, things get smoother and you can pull off some nice quick shifting. The upgraded suspension alone is worthy of a 2009 to 2010 upgrade, especially if you take it to the track.

The 2010 Mazdaspeed3’s steering is solid and fun to drive. It’s not too light or overly boosted, but it’s still easy to drive fast. One complaint about the Mazdaspeed3 I hear over and over – the torque steer. Indeed, it’s some of the worst torque steer I’ve dealt with, and it’s unavoidable in this car, being so powerful and driven by the front wheels. The interesting thing is, I like it. Giving any decent amount of thrust in this car requires that you fight with the steering wheel to keep it in a straight line. Most complain, but I like to fight with it a bit – it reminds me that I’m in control. It may not give you the fastest lap times, but it sure will be a fun drive. In fact that’s one of the most interesting things about this car. It’s a bit wacky, like someone took a regular Mazda3, upgraded it to where it had more power than it’s supposed to handle, and put it up for sale.

One interesting and slightly disappointing feature is at around 6000 RPM when the boost pressure is cut. Mazda tells me the PCM (Powertrain Control Module) can “close the throttle and open the wastegate to maintain compressor speed at a safe level.” Basically it’s a feature to protect the turbo. Understandable, but it still cuts into the fun just a bit.

Your choice of trim in the Speed3 is limited to the sport model. Standard equipment is impressive: 18-inch alloys with summer tires, fog lights, cruise, a limited-slip diff, keyless entry, dual-zone climate, leather/sport cloth upholstery, bluetooth, steering wheel controls, 6-speaker audio with a standard auxiliary input, and a turbo boost gauge.

The Numbers

Given its starting price of $23,195, you get a helluva lot of car for the money. Your single option is the $1,895 Tech Package, which includes Advanced Keyless Entry with push-button start, an upgraded 10-speaker Bose sound system, navigation, and an alarm system. Given that many optional nav systems cost north of $1,800 alone, that’s a pretty nice deal.

The engine is a 2.3-liter turbo four producing 263 hp and 280 lb-ft. It requires premium fuel, and manages 18 mpg in city traffic, 25 on the highway – not bad for something this quick and fun.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Kia Soul Sport Review
2. 2010 Kia Forte Review
3. 2010 Mazda RX-8 R3 Review

Last year, Kia sent me the new (at the time) Forte sedan to review, and I was impressed with its ability to compete with the big players in this market, namely the Honda Civic, Mazda3, Nissan Sentra, and Toyota Corolla. Still in the 2010 model year, Kia sent another Forte my way, similarly trimmed and optioned.

The 2010 Kia Forte starts off at $13,695 for the LX trim with a 4-speed manual transmission and 2.0-liter 156 hp four-banger. Upgrade to the EX trim for $2,300 and get A/C, power accessories, a six-speaker sound system, cruise, a center armrest, a 60/40-split-folding rear seat (in the sedan,) and more options. The EX also has an optional Fuel Economy Package, which adds another gear to the automatic transmission, a “smart alternator,” Motor-Driven Power Steering, and low rolling-resistance tires to increase fuel economy around 2 to 3%. The trim level of interest (for me at least) is the SX. For another $1,500, you’ll get a bigger 2.4-liter engine producing 173 hp, a 6-speed manual transmission (or 5-speed auto,) a sport suspension, 17-inch alloys, fog lights, tilt-and-telescoping steering column, leather-wrapped steering wheel and shift knob, a better gauge cluster, nicer cloth upholstery and metallic interior trim.

The Forte Kia sent is the EX with $1000 leather package adding heated leather front seats, and leather-wrapped steering wheel and shift knob. The leather package requires the addition of the $900 Premium package, adding a power sunroof and 16-inch alloy wheels.

The 2010 Kia Forte is a surprising car, overall. It looks great inside and out, gets great fuel economy (25/34 for the EX,) and feels like a quality car. We did notice that the doors sound a bit “tinny” when closing, which made a couple of passengers question the Forte’s quality. No matter the trim level, Kia includes two 12V power outlets and an aux/USB input up front, which is great for gadgets and MP3 players. Kia (and Hyundai’s) audio setup across their lineup needs to be emulated by other car makers.

Room inside the Forte sedan is typical – adequate but a bit tight in the rear for grown adults. Trunk space is surprisingly huge for a small car.

Since our model is an EX trim and doesn’t include the fuel economy package, it’s equipped with a 4-speed automatic transmission, and I can’t say I love it. It’s OK, sort of, but I really wish Kia would just drop the 4-speed altogether.

Before You Buy

I could go on about the Forte and how well it competes in this segment, but all you need to know is if you’re looking for a compact sedan like the Mazda3, Civic, Ford Focus, Corolla, or Sentra, you’d be doing yourself a disservice if you didn’t check out the 2010 Kia Forte. I’m excited to see the changes for next year, and even more excited to check out the Forte Koup, which is more my style. Check out our last review of the 2010 Kia Forte for more details and thoughts.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Kia Forte Review
2. Kia Launches Forte Koup
3. Kia Forte Wins “Car of the Year” Award

Last year, Nissan completely overhauled the Maxima, bringing it into premium territory. And it needed it. The 2004-2008 model held little over the Altima, and could even be confused for an Altima by someone not familiar with the Nissan product line. Now it’s a premium sports sedan so good that competitors should be running scared. If it weren’t for its price, that is.

They’re calling the new Maxima a “4DSC” (short for 4-Door Sports Car) – a tribute to the Maxima of late eighties. It certainly acts like it, too. A strong 290 hp 3.5-liter V6 engine in combination with a CVT provides quick and responsive throttle inputs without the harshness of a typical sports car. No, I’m still not a fan of the CVT, but I understand why they use it. Steering input is quick without feeling overly boosted, suspension is tight but not rough, and it provides a Sport mode with paddle shifters (not that they actually shift anything.) It’s smaller than last generation, which is a good move, and exterior design certainly hints at a more aggressive car. A proper sports car though? Not quite, but a highly capable sport sedan most definitely.

Interior quality is superb, with high-end materials used all around, and a driver-oriented cockpit with modern design that Nissan calls a “Super Cockpit” due to the high tech feel and design. 8-way power leather seats with heating and cooling, a good amount of bolstering, and driver thigh extension make long-distance and aggressive drives comfortable. Lots of features are standard – intelligent key with push-button start, cruise, dual-zone climate, power moonroof, bluetooth, and 8-speaker sound with available USB connectivity.

Check out the 2009 Nissan Maxima Review for more details and opinions. So what’s changed for 2010? They’ve simplified their option packaging a little bit (which we complained about last year) by offering a monitor package, giving you the 7-inch color monitor, rearview monitor, and 2GB music server without having to buy the technology package. Bluetooth is standard, and now there’s only one technology package instead of three, which could be confusing. Two new wheel finishes are available as well as two new colors, Crimson Black and Ocean Gray. Finally, they’ve changed their previous iPod connectivity to USB connectivity, allowing those who own something other than an Apple iPod to connect their MP3 player. Other car makers should follow suit.

I love the new Maxima – it’s a pleasure to drive either aggressively or complaisantly. It’s smooth, quiet, fast when you want it to be, and handles like a champ.

The Numbers

The problem the Maxima is going to have is its price. Not that it’s overpriced, but it’s priced into a premium category generally held by Nissan’s premium brand Infiniti. Personally, I’d rather have the Maxima than a G35 sedan, but I’m afraid buyers aren’t going to look at it like that or agree. The 2010 Maxima starts at $30,460, and $33,180 for the SV trim. Our test model, which includes the Sport Package, Sport Technology package, and Monitor package, comes in at a whopping $38,660 – a price point normally held by brands like Lexus, Cadillac, and BMW. Fuel economy comes in at an excellent 19 city / 26 hwy.

Before you Buy

Competitors include Toyota Avalon, Acura TL, Cadillac CTS, Hyundai Genesis, VW CC, Audi A4, and at the higher end, BMW’s 3-Series, and Nissan’s own Infiniti G37 Sedan, funny enough. If you’re looking at the higher end models within the Maxima’s price range, you’ll have to stick with the base models, which won’t include as many features as the Maxima but will have the brand prestige too many are looking for. Frankly, out of all the models listed, the Maxima will give you some of the best value in terms of features and fun-to-drive factor.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2009 Nissan Maxima Review
2. 2010 Nissan Altima Coupe Review
3. 2008 Nissan Altima Coupe Review

Over the past few years, there’s been a surge of small, affordable hatchbacks coming on the market, and they continue to flow. We have the Toyota Yaris, Nissan Versa, Honda Fit, Mazda3, VW Golf, and plenty of others to choose from in this range. It’s no surprise – they’re cheap, fuel efficient, have room to store all sorts of crap with the rear seats folded down, and some are even fun to drive. So it’s no surprise that Suzuki (remember them?) wants back in the game.

For 2010, Suzuki added a new model – the SX4 SportBack. This variation on the SX4 wagon makes a few changes for the better. The SportBack gets rid of the roof rack found on the SX4 Crossover and adds a body kit and rear spoiler. To go along with the sportier look, Suzuki lowered the SportBack by 15mm and tightened up the suspension. A new powertrain across the SX4 line is welcome – now we have a 2.0-liter four-banger with a tick more power and 30 mpg on the highway. New transmissions include a standard 6-speed manual or optional CVT to replace last year’s 4-speed automatic. Our test model was fitted with the 6-speed. It wasn’t bad, but I found six speeds to be a bit much for the relatively weak engine.

Suzuki has always been good at providing a good value, and the 2010 SX4 SportBack isn’t changing that. Coming in at $17,949, this “hot hatch” comes standard with power accessories, leather steering wheel, fog lights, six-disc CD changer with upgraded audio, cruise, automatic A/C, 17-inch alloy wheels, keyless start, and most surprisingly – standard navigation. The navigation needs some explaining – it’s not an integrated system like you’ve seen in countless other new cars – it’s a portable Garmin unit stuck into a pop-up slot on the SX4’s dash (see picture below.) Weird, yes, but it works. One feature missing – standard auxiliary audio input – a big downside, though there is an iPod interface available.

So, how is driving the SX4 SportBack? Frankly, it’s a weird little thing. The seating position and overall comfort certainly leave something to be desired, the lack of a real center console feels econocar cheap, and the interior materials aren’t of the highest quality. But after all, you are driving a sub-$20K sport hatchback. The 6-speed manual transmission has one too many gears for the car’s power output, and shifting just doesn’t quite feel quite – it’s a bit too imprecise.

There is, however, more interior room than you’d expect, and overall it’s a pleasant ride. The amount of standard equipment in the SX4 SportBack is great compared to competing models, and the price is definitely right.

The problem with the SX4 is that it’s just not unique enough to stand out from the contenders. Other than the value factor (which might just be enough for some buyers,) there’s nothing about the car that screams “buy me instead!” Other cars, like the Toyota Yaris and especially the Mazda3 and VW Golf are more fun, more engaging, and have more personality than the SX4 – but they’re also more expensive and/or get worse fuel economy. The 2010 Suzuki SX4 SportBack adds a bit of spice to an otherwise uninteresting car. But it makes sense – and that’s more than enough for many buyers, especially nowadays.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Nissan Altima Coupe Review
2. 2010 Infiniti EX35 Review – Driving for Dummies
3. 2008 Suzuki SX4 Sport Review

Last year, we got in a 2009 Infiniti EX35 to drive for a week, and even though I didn’t like it at first, I quickly realized how great of a car it really is. The 3.5-liter V6 engine provides plenty of power to haul it around, the 5-speed automatic transmission (which strangely feels like a CVT) is flawless, and it rides and handles both sporty and comfortable at the same time. While it may not have quite as much room as some rival small crossovers, it more than makes up for it in driving dynamics.

It’s not a car for enthusiasts, though gearheads like you and me will find it a perfect everyday driver in addition to your weekend ride. The amount of technology involved is incredible; opt for the $2,150 Bose & Around-View Monitor Package and get one of the coolest features on any car to date: a top-down view of you car on the 7-inch LCD monitor making it easier to navigate around tight spots than you ever thought possible. It includes – among a premium 11-speaker sound system – a front and rear sonar system, four color cameras on the front, rear, and sides, and an advanced climate control system. I highly recommend this package if you like the EX35.

The navigation system is top-notch, featuring (new for 2010) a Zagat restaurant guide and weather updates. Other additions for 2010 include standard bluetooth on the Journey trim, automatic headlights, and heated outside mirrors, along with an iPod/USB interface and an optional premium air filtration system.

2010 Infiniti EX35 LCD screen

The 2010 Infiniti EX35 truly is Driving for Dummies – it’s so incredibly easy to drive, easy to use the navigation and interior controls, and very comfortable. This is good and bad, of course, as it’s easy to get used to. Don’t teach your kid to drive in the EX – they won’t know how to drive anything else.

There are a few quirks about the 2010 Infiniti EX35 though, mostly small stuff. First, I had problems getting my iPhone to work correctly with the iPod interface. Podcasts would sometimes stop in the middle, and I couldn’t plug the phone in and start it from the car’s interface; I had to start a song, then plug it in. Our iPod nano didn’t have this problem, but keep that in mind if you own an iPhone. Also to skip to the next track on the iPod, you have to hit up instead of down on the steering wheel’s controls. Pressing down to go to the next track makes more sense. While it did have USB input for audio, it doesn’t include a standard auxiliary audio jack. Lastly, you’re unable to input information into the nav system while moving – a stupid and pointless “feature” most cars have nowadays. Oh, and while possibly not a downside, someone pointed out the EX35 looks like a shoe from the side. He’s right, it does.

2010 Infiniti EX35 interior

The Numbers

Our higher-end Journey AWD model came in at $42,945 with quite a few options and packages. The Journey AWD starts at $37,400, and you can get into a base model FWD EX35 for $33,800.

Fuel economy could be better – EPA rated at 16 city, 23 hwy. Not abysmal given the power and transmission though. Power comes in at the top of the segment, with its 3.5-liter V6 engine getting 294 hp and 253 ft-lbs of torque.

2010 Infiniti EX35 rear

Before You Buy

For more information and detailed specs on the Infiniti EX35, check out the review of the 2009 model; other than what’s listed above, they’re essentially identical: 2009 Infiniti EX35 Review.

Competing models include the Acura RDX, Audi Q5, BMW X3, and Mercedes GLK350. All are around the same price, have about the same power (though the EX35 beats them all,) and get around the same fuel economy.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

2010 Infiniti EX35 instrument panel

Related posts:

1. 2009 Infiniti EX35 Review
2. Infiniti G37 Coupe Prices Revealed
3. Our Visit to Foreign Cars Italia

A Toyota Prius, on an enthusiast’s Web site? We must be joking. Why on Earth would we want to talk about a hybrid when we cover vehicles like the Chevrolet Camaro SS and the Lotus Evora?

Because this tiny sedan is a precursor to what will be the norm for all automobile in the near future. More importantly, with this Prius, it is a way to see how well Toyota, and other manufacturers, are doing to make this technology more efficient and less expensive without sucking the fun out of driving.

After a week and 700 miles of seat time, the concept is improving.

The Toyota Prius, now in its third-generation, has turned a frumpy, boring ultra-economy car into a sleeker, slightly more involving vehicle. It is not the greatest looking vehicle, with a long hood, high roof and a rear end that looks like it was flattened by a semi. Yet, it is a refined, yet futuristic look that may work for some, while others may think it looks far too geeky and cute.

However, underneath that dark blue body lies a purposeful, mostly useful passenger vehicle with the most technically-advanced heart beating under the hood. The advanced propulsion system uses a trifecta of powermakers: a 1.3-liter, four-cylinder gasoline engine underneath the sloping hood, nickel-hydride battery pack underneath the trunk floor,and a permanent magnet AC synchronous motor connecting the two. A Continuously-Variable Transmission provides the power to the road.

Combining all three produces 134 horsepower, which may not seem like a lot. However, around town, the Prius is a peppy performer. Pulling away from a stop, the 103 horses from the gas engine combine with the 80 from the electric motor and 36 from the batteries provide seamless acceleration. First, with the engine off, the electric motor provides initial acceleration. If you need more power, the gas engine will fire up and provide additional thrust. It won’t be able to challenge anything short of a golf cart in a drag race, but that’s not the point. Maximum fuel saving is the main goal.

To be honest, there can be great fun driving an electric car like a Prius. One example is when cruising at low speeds, such as your local grocery store parking lot, the car can be run on electricity only. It can run up 25 miles per hour on pure battery power before the gas engine fires to assist. But be careful, as putting more than a feather’s weight on the gas pedal will turn on the gas engine prematurely, but once you get it right, it can be diabolically fun to coast behind an unsuspecting pedestrian.

Another nerdy way to have an enjoyable drive is to try and keep the economy display in the digital dash to get optimal fuel savings while not pissing off the line of vehicle behind out. It is a good game to not only use the Prius the way it was designed to, but test your right-food modulation as well. It’s not easy, believe me.

One cool feature to control the powertrain is inside. At arm’s length on the center console lies three buttons and a stubby gear selector. The three buttons allow the driver to select which mode the car will be in, whether it is for creeping around a parking lot in EV mode, Eco mode for most driving situations, and Power for when you need everything working. And yes, there is a difference felt between each setting, so don’t think this another cheesy ploy to trick people into believing they work.

However, there is a notch that allows the car to engine brake, which is to be used mostly in stop and go traffic and going down steep downgrades. The reason to use the engine braking is to help with energy recapture. As with any other vehicle, when you are coasting, the kinetic energy created created by the engine is lost. But in hybrids like the Prius, the system recaptures that usually wasted energy and sends it to the battery pack. Another example of being efficient.

So what does this efficiency get you? During my time with the Prius, I averaged about 48 mpg overall. I did see over 50 mpg during surface street via the digital readouts. Quite impressive if I must say.

Outside of the odd transmission controls and the digital gauges, the Prius feels like any other small sedan. Behind the oblong steering wheel is a large sea of vinyl where the gauges used to be. The gauge pod now reside in the middle of the dash, right below the windshield .Below the gauges are an optional navigation system, automatic climate control, and the joystick controller to control the transmission.

The interior itself is surprisingly roomy, with 93.7 cubic feet of passenger space. Four full-size people can fit in both rows without the usual scooting up of seats. There are dual gloveboxes and an open storage bin below the center control. The trunk is the only let down, as it may seem roomy with the large rear hatch covering the space, but the large battery pack underneath the floor raises it and limits overall height for luggage.

While the Prius seems like everything is all hunkey-dorey, there are a few issues. The main issue is the handling, which feels like someone connected a steering wheel to the crispest television screen on the market. The brakes are hard and unmanageable at higher speeds, the steering has less feeling than a Logitech wheel used to play Gran Turismo 5, and the car understeers quicker than anything on the road.

Pointing to the interior, there are a few flaws as well. While the rest of the interior is well-made, the gauges are from another Pong-era. They are not as crisp as they should be and look terribly dated for this day and age. If Ford, of all companies, can create innovative and useful gauges in its Fusion Hybrid, Toyota should be able to at least match them. And don’t expect to carry a lot of anything under the hatch, as the batteries raise the floor level far too much.

People will argue forever about whether these vehicles are worth the price. The way this Prius was equipped, with navigation, climate control, and Bluetooth, is a deal compared to other hybrids, as well as when comparing it to a comparable Jetta Clean-Diesel. Each of those vehicle cost a couple thousand more than this Prius. But that is getting away from my point, which is this car can and is livable to drive everyday without many compromises.

Yes, it may not be as involving to drive in the normal sense, and it may not be as sexy as the public is used to, but there is a greater sense of fun and enjoyment with this car. I can see the appeal of this car and why owners enjoy it. And that alone proves this technology will not only be here for the duration, but get better as time goes along.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Base Price: $20750
As Tested: $25739
Architecture: Front-engine, front-wheel drive five passenger compact sedan.
Drivetrain: 1.3-liter, four-cylinder with a permanent magnet AC synchronous motor
Length: 175.6 inches
Wheelbase: 106.3 inches
Mileage: 51 mpg city, 48 mpg highway
Weight: 3,042 lbs.

Related posts:

1. 2010 Toyota Prius Review
2. Toyota Confirms 2010 Prius “Leaked Photos”
3. Toyota To Make Solar Panel-Equipped Prius In 2009

If you lived anywhere near the Raleigh, NC area in late 2008, you may have heard a mysterious and loud blood-curdling scream off in the distance. Yup, that was me when I found out the Audi made the decision to replace their magnificent 4.2-liter, 354 hp V8 engine with a whiny V6 engine producing 333 hp. By whiny, of course I mean supercharged (despite the weird “V6T” badge.) It was love at first exhaust note, me and the V8. We met by a mutual friend, the 2009 Audi S5. Between her smooth, powerful acceleration, the S5’s silky 6-speed manual transmission, and the intoxicating, throaty exhaust note, I would never think it would come to an end. But alas, 2010 is the last model year my beloved V8 will be present in the S5 Coupe.

The 2010 Audi S4 never had a chance to meet the V8 – based on the A4 which was redesigned last year, the 2010 S4 sports the newfangled supercharged V6 Audi seems so fond of. What do I have against the V6 you ask? The numbers are right, after all. The new V6 puts out only 7 hp less than the old V8, while providing 23 more lb-ft of torque. Plus, since the smaller engine is lighter, the V6-powered car is actually quicker than the one with the V8. This also helps the V6 get 18 mpg in the city and 28 on the hwy, which is significantly above the V8’s 14/22 mpg rating. How could I argue with that? Oh, and the price is a little better too. Damn, they’re making this a tough argument to win.

Here’s the thing: any time you can engineer an engine to produce more power than a larger engine and get better fuel economy out of it, it just makes sense to make the damn thing. I congratulate Audi on that; on paper it looks great. But that’s the thing – enthusiast cars aren’t about making sense. They’re about pushing limits, they’re about the sound an engine makes, they’re about the way the car makes you feel. But is the 2010 Audi S4 made for enthusiasts like the last one, or are they aiming for A4 buyers that just want more oomph?

Here’s another thing: The V6-powered S4 is one helluva car. It’s fast (0 to 60 takes 4.9 seconds with the manual, 5.1 with tiptronic,) gets excellent fuel economy, provides a ton of tech, looks just as beautiful as ever, and still sounds pretty damn good. Not as good as the V8 of course, but still pretty good, given a hard press of the throttle.

2010 Audi S4 interior

Our review model came to us wielding quattro AWD (as all S4s do,) and the optional ($1,400) 7-speed S-tronic automatic transmission. It’s a good transmission that gets even better when changing gears yourself via steering-wheel-mounted paddle shifters, although I wish they were column-mounted instead. Ours is a Prestige model; a $6,100 option adding 19-inch alloys, Bang & Olufsen premium sound, proximity key, navigation, voice control, auto-dimming mirrors, and driver memory. We also had Audi Drive Select, which is a sort of selectable ride control giving Comfort, Auto, and Dynamic modes, each adjusting suspension, steering, and throttle response appropriately. For more aggressive drivers, check the $1,100 Rear Sport Differential box, which will have your S4 feeling like a RWD beast.

The cabin is inviting and luxurious, as you’d expect from any Audi. Optional silk nappa leather lined the nicely bolstered seats; leather and Alcantara-trimmed seats come standard. The beautiful interior design, from the soft red glow at night, the high-quality materials, and crystal-clear LCD instrument panel make me love Audi every time I get into one.

Driving is a pleasure. The 2010 S4 comes standard with a sport suspension, so even on Comfort Drive Select mode it won’t feel like a Rolls, but would you want it to? At highway speed, steering is great. What I don’t like about the steering is the highly artificial feel, especially at lower speeds. Any quick turns aren’t responsive enough, and the feeling of the Servotronic steering adjusting its resistance is off-putting. When driving normally, it’s not a problem, but get into anything aggressive at lower speeds and you’ll notice what I’m talking about right away.

Under hard acceleration the S4 pulls hard, but not as responsive or smooth as the V8 did. The sound is good for a V6, the supercharger whine unnoticeable. Full-throttle noise sounds good, especially upshifts; that quick “thump” as the dual-clutch transmission does its super-quick business sounds cool. But again…nothing like the deep roar of the V8.

After driving the 2010 Audi S4 for a week, I’ve come to the conclusion that it isn’t for enthusiasts anymore. It’s for A4 buyers who are looking for something faster or more prestigious, but still practical and fuel-efficient. Now Audi, we need to talk about the S5.

And why does the badge say “V6 T” if it’s supercharged?

Our model: 2010 Audi S4 S-tronic Prestige
Base Price: $47,300
As tested: $60,075 (yup, that’s a lot of options)

Before You Buy

The 2010 Audi S4’s biggest rival is the BMW 335i xDrive, which is a few grand cheaper than the Audi, but has less power and worse fuel economy. Be sure to drive both cars, but just remember – everyone has a freaking 3-Series. Then again, there’s a reason for that.

Also, it’s worth noting that 15 minutes into driving the car, the water pump blew up and I had to get towed to the nearest Audi dealership. It was fixed for no cost (under warranty,) but it’s something to watch out for. The service manager at the dealer informed me they’ve been seeing a lot of S4s come in for the same reason.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Infiniti EX35 Review – Driving for Dummies
2. 2010 Kia Forte EX Review
3. 2009 Audi Q7 Review

Last year, we drove a 2009 VW Jetta TDI sedan from Raleigh, NC to Washington DC and back on less than one tank of diesel, which ended up to be around 46 mpg on average. We praised the car not only on its exceptional fuel economy, but on its livability, excellent 6-speed manual transmission, peppy engine, affordability, and the fact that you can’t even tell it’s a diesel-powered engine while driving.

Last week, Volkswagen handed us the keys to the face-lifted 2010 Jetta TDI – but now it’s the larger SportWagen model with a 6-speed DSG automatic transmission.

There are a few changes this year in the 2010 Jetta TDI; most notably the face-lifted front-end (which I could have done without,) new interior trim design, and a few other little details. The most important part about the TDI model – the engine – remains unchanged. It’s still a peppy little 2.0-liter turbocharged four-cylinder clean diesel TDI producing only 140 horsepower, but a very impressive 236 lb-ft of torque. That’s where the peppiness comes in. And for a 3,285 lb station wagon, it feels downright fast at low speeds.

It rained for most of the week that we had the car, but fortunately good ol’ German engineering came to our rescue. It’s like the 2010 Jetta TDI didn’t even know it was pouring outside; the car felt solid and stable at any speed, and didn’t hesitate for a minute about taking a high-speed corner on slippery pavement. Plenty of room inside with comfortable seating, a high-quality interior, and a nifty panoramic sunroof makes the Jetta TDI SportWagen feel much more expensive than it is. The ride is comfortable all-around with good steering response and suspension, and the 30 mpg city, 42 mpg hwy fuel economy numbers will make any commuter jump for joy.

There were a few things I didn’t like about the new Jetta though. Throttle response while at low speeds is strange and takes some getting used to. From a stop, acceleration is jerky, as if the accelerator pedal is too sensitive. Push the pedal down a little bit and you don’t get any power, but push it down a centimeter further and you’re bound to suffer whiplash. I’m not sure what to blame this on; since this didn’t happen on the TDI we drove with a manual transmission, and I could lessen the effect while using the manual shift mode on the DSG, I’m determined it’s a problem with the auto transmission gearing. My only other gripe about the 2010 VW Jetta TDI SportWagen is that when trying to open the rear hatch with the key fob, it opened about half the time; the other half I had to open it manually.

Despite my griping about the DSG gearbox, it’s a smooth transmission overall. While at speeds faster than a crawl, shifts are barely noticeable. Still, I’d opt for the 6-speed manual transmission.

The 2010 VW Jetta TDI starts at $22,830, not including the $1,300 Federal Income Tax Credit. SportWagen models are a bit more, starting at $24,310. The Jetta TDI comes standard with some impressive features including heated mirrors and washer nozzles, A/C, cruise, keyless entry, leather-wrapped steering wheel with multifunction controls, a tilt-and-telescoping steering column, heated eight-way-adjustable front seats, 16-inch alloy wheels, bluetooth, 10-speaker sound with a six-CD changer and standard auxiliary jack, and a trip computer. Plenty of options available, including the $1,300 panoramic sunroof (there goes the tax credit,) a few different wheels, a body kit, navigation, and all sorts of accessories. The DSG automatic transmission tacks on an extra $1,100.

While diesel fuel is back to being more expensive than regular gasoline now, the difference in price (about $0.20/gallon around me) isn’t significant enough to not consider a diesel. Where else can you get a mid-size wagon that gets 46 mpg on the highway, feels like a luxury car, and has this much standard equipment for under $25,000?

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

We didn’t do a photo shoot for the 2010 VW Jetta TDI SportWagen last week. Normally I would just take some stock photos off of Volkswagen’s website and use them, but they didn’t have any good ones, so I’m borrowing some from the good folks at Road & Track:

Related posts:

1. 2010 VW Jetta TDI Cup Street Edition Now At Dealers
2. VW’s 2.0L TDI Engine Named a 2010 “Ward’s 10 Best Engines”
3. 2009 Volkswagen Jetta TDI Review

When the Lotus Elise arrived in the United States in 2005, it became an instant classic. Combining lightweight components, a race-tuned suspension and a rev-happy 1.8-liter four-cylinder engine from Toyota made the little two-seat track-killer popular with die-hard car enthusiasts and racers all over the country.

While it was a hoot to drive, the Elise was terribly impractical. Getting in and out require three months of physical training with members of Cirque Du Soleli. Once inside, occupants were forced to share what little room Lotus gave owners in a hard cocoon of aluminum, leather, and little else. Things like air conditioning, power amenities, even carpet were options.

To calm complaints of impracticality while to appeal to a greater audience, Lotus went to work on a larger, more user-friendly sports car. What they came up with was this, the 2010 Evora.

As I first laid eyes upon the sleek and swoopy body lines, my first fear was if they made the Evora too “friendly”, too comfortable and soft that it lost the Lotus edginess everyone loved?

I walked a little closer and open the door. The seats are still scraping the asphalt, just like the Elise. There is still a wide sill that must be climbed over before being seated and zero foot room. And there is still a small area Lotus calls a trunk as well.

But what is this? Carpeting? A rear seat? Leather covering almost every piece of the interior, even those wide sills? This must be explored further.

Step over the door sill with one foot, flop down into the Recaro seat and bring the other leg over. I’m in! No more bending body parts in ways that would make the Kama Sutra blush. Looking and reaching around shows there is much more room inside, enough for two full-size adults to fix without really touching, with room for all appendages. The seats are less confining as well, but are still well-blostered for aggressive maneuvers behind the wheels.

The rest interior is simple, but beautifully crafted. From the aforementioned supple leather (optional) to the milled aluminum switchgear, everything feels rich and modern. Even the gauges are easy to use, but also look great. The only thing that may stick out is the optional touchscreen radio and back-up camera.

Alright, enough stalling. Here’s how the Evora drives.

Push the long clutch pedal in and twist the key. The 3.5-liter V6 from Toyota fires up in a quiet, steady hum. Engage first gear, feed the gas, and pull away in a gentle, smooth motion. Clutch uptake is very good for the nature of the car and throttle tip-in is linear, not jerky or abrupt. Not expected, but greatly appreciated.

Hammer the throttle, though, and things change. The Evora changes into a snarling beast. The Toyota engine isn’t as rev-happy as the 1.8-liter, but it never runs out of steam. The clutch doesn’t bind up when rushed and the six-speed manual transmission, while not as snick-snick as I had expected, felt better when pushing it hard, finding the gear you want without getting hung up on its detents. And I didn’t even put the car in the optional Sport mode!

The handling is the best bit. It’s not as immediate as an Elise, but it doesn’t feel nervous on the street. It is superbly weighted and has a sense of balance you would expect in a car like this. The all-aluminum suspension is also well-tuned, with a mostly comfortable ride in a daily commute setting, but feels well-balanced when tearing around winding entrance ramps, the 18-inch performance tires wrapped around forged multi-spoke wheels fighting for traction.

As a successor to the Elise, the Evora is a success. It retains most of the passion the smaller car has, but provides the experience in a much more useful package. It’s pretty good looking, drives wonderfully, and the sumptuous interior, Lotus fans will be happy to park one of these next to its little brother. Buyers must be ready to pay, as a car with the optional leather, touchscreen radio and Sport package will run north of 80 grand. For this amount of viseral enjoyment with the right amount of luxury, it may be worth the asking price.

Related posts:

1. Lotus Evora 2+2 Debuts
2. Lotus Evora Cup Racer
3. Supercharged Lotus Evora On The Way With At least 350hp

Since its debut in 2003, I’ve been intrigued by the Mazda RX-8. It’s an evolution of the famous RX-7 with a powerful, small-displacement rotary engine inside a light, nimble sports car. The RX-8 features a clever “freestyle,” rear-hinged door system allowing for easy rear seat access while maintaining the 2-door coupe appearance.

Since it came out, however, Mazda really hasn’t done much with the RX-8. A special edition here, a minor appearance change there, but no true generational changes. For 2009, Mazda implemented a fairly significant facelift for the RX-8 consisting of new LED tail lights, a more aggressive front-end with new headlights, bigger exhaust pipes. The 2009 model also got an improved suspension, new gear ratios to improve off-the-line acceleration, and is 90 lbs lighter than the 2008 model. In addition to those changes and some new tech features, Mazda also added a new trim level to the lineup: the RX-8 R3 Edition featuring a sport-tuned suspension, body kit, special 19-inch alloy wheels, upgraded audio, and Recaro sport seats.

Luckily, we got to try out the new 2010 RX-8 R3 for a week…

The 2010 Mazda RX-8 features a 1.3-liter rotary engine producing 232 horsepower and 152 lb-ft of torque, all going to the rear wheels. If you choose the automatic RX-8 (please don’t,) power drops to 212 hp. The 6-speed manual transmission is a really good one. Despite Mazda’s new gear ratios, the power still lacks, especially off the line. Once you get closer to the incredible 9,000 RPM redline, the car pulls hard, but you really have to push it. The disappointing 152 lb-ft of torque really hurts it. What makes it even worse is the abysmal fuel economy: 16 city, 22 hwy MPG on premium fuel.

Luckily, the RX-8 R3 is a blast to drive. Mazda got the handling perfect on this car, which touts a near-perfect 50/50 weight distribution. Turning hard into corners with the R3’s upgraded suspension feels like you’re on a roller coaster, and steering input is smooth, not too boosted. While the RX-8 can’t touch any of its competitor’s power levels, it blows them away in the handling department. You really have to push the RX-8 to realize its potential, which means it’s a great car for the track. The standard six-speed manual transmission, though it takes a bit of getting used to, is a great performer with a short throw, close ratios, and smooth clutch. Brakes are excellent – responsive but not jerky.

The 1.3-liter Wankel rotary engine is an interesting machine. The highly efficient spinning movement (instead of the traditional up/down cylinder motion) produces big power from a small size (232 hp from a 1.3-liter is great,) but lacks torque and fuel efficiency. The rotary also creates an interesting driving experience; acceleration is linear and smooth throughout the power band, and the exhaust note is a strange high-pitched hum. It’s not unpleasant at all though, giving a very precise mechanical note throughout the RPM range and while shifting.

Inside, the 2010 RX-8 is all sports car. The R3’s Recaro seats look great with leather trim and red stitching. Although they have very limited adjustability, the seats give the driver and front passenger excellent lateral support in the turns. Warning: these seats are not for wide butts. Limited storage space inside is typical for a car this size, although Mazda cleverly uses the center console for drink holders and storage room with a sliding and opening arm rest. The center control panel is used for audio and climate control. I’m not a fan of the audio control layout, as Mazda uses a strange 3-knob system and I constantly found myself trying to adjust audio volume (center knob) with the Tune (left) knob. A small area below the climate controls feature a 12V outlet and small cubby hole. Anything plugged into the outlet will require a cord, which inevitably gets in the way of the shift knob and parking brake. The instrument panel is beautiful, with a digital speedometer placed with the large, center-mounted tach gauge.

Rear seats, as they are with most small sports cars, are of limited use. We managed to squeeze in four adults for a short trip, but that’s only recommended in a pinch; everyone was uncomfortable. Luckily, the rearward-swinging doors made entry and exit easier. Trunk space is, as you’d expect, pretty minimal. It’s enough to haul a grocery trip’s worth of food, but don’t count on much more than that.

The 2010 Mazda RX-8’s styling, as it’s always been, is controversial. The R3 trim adds to the aggressiveness with the addition of a front and rear spoiler, side skirts, fog lights, and incredibly attractive 19-inch gunmetal wheels with a “rotary” spoke design. New round LED tail lights are hit-or-miss for people, but I like the older design better. While the RX-8 is in need of a redesign, the minor styling changes keep it fresh. The R3 is available in “Velocity Red Mica,” which was the color of our test car, or R3-only “Aurora Blue Mica,” which I recommend.

You can get into a 2010 Mazda RX-8 for $27,245 (including destination) for a base model, or upgrade to the Grand Touring trim for about $5,500 more. The R3 model will run you at least $32,740, our as-tested price is $33,170.

For the week that we had the RX-8 R3, I was consistently disappointed at the lack of low-end power and extremely high fuel consumption. However I did find myself constantly wanting to drive it. Keeping the RPMs above 5000 and running through the short-throw shifter’s gears around a windy road is pure driving pleasure. While this car would excel in a track setting, everyday driving is pleasant at all speeds.

Overall the 2010 Mazda RX-8 R3 is a fun alternative to other $25-30k sport coupes. It offers exceptional handling abilities with a smooth powertrain, however fuel-thirsty and torque-deficient. For many, the go-cart handling will more than make up for the lack of power, but others will gravitate towards the 370Z or Genesis Coupe.

Before You Buy

Competitors include the 2010 Chevy Camaro and BMW 128i, but the real thorn in the RX-8’s side is the Nissan 370Z and Hyundai Genesis Coupe. Both offer more power and better fuel economy for similar or less money, though neither handles quite as well.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Kia Forte EX Review
2. 2010 Mazda3s Hatchback Review
3. 2010 Mazda5 Review

When a “2010 Mazda5 Minivan” showed up on our review schedule, I cringed a bit. “They know I hate minivans,” I thought, “why would they send me this?” In protest, I decided to not even run a review on the Mazda5.

Well, as it turns out, they might have known what they were doing.

Minivans, in general, are the epitome of boring. They’re big, slow, top-heavy, and incredibly bland. They have their place, of course, but mostly in the hands of soccer moms, schools, and businesses that need to carry around a bunch of people or equipment – not on a car blog dedicated to enthusiast cars.

After driving the 2010 Mazda5 for a week, I no longer feel comfortable calling it a minivan. It has the defining factors – two sliding rear doors, three rows, and plenty of available tech – but it just doesn’t have the soul of a minivan…thank God.

Before we get ahead of ourselves, let’s talk about what exactly the Mazda5 is. From the inside and out, it looks identical to the boring old minivans you’re used to. Bland styling, huge sides and rear, and open interior. The dual sliding rear doors finish off the minivan moniker, but there are some factors that differentiate the Mazda5 from others.

First and foremost, the dimensions. The 2010 Mazda5 isn’t a minivan in the typical sense. It’s much smaller, to the point where it’s in its own class. The Mazda5 doesn’t have any direct competitors! The closest you get are full-size minivans like the Toyota Sienna, Nissan Quest, and Honda Odyssey, as well as some of the bigger wagons on the market. Since the Mazda5 is much smaller than every other minivan on the market, I think a more appropriate term for it is “microvan.”

On to the real shocker: the driving experience. The last thing I expected out of the 5 is a sporty drive, but I was surprised with sharp handling, decent suspension, a nimble attitude, and a peppy powertrain. The 2.3-liter four cylinder (the only available engine) pushes out 153 hp, which turns out to be perfectly adequate for this vehicle. In fact, it’s easy to squeal the tires just a bit from a stop; when’s the last time you’ve done that in a minivan? A five-speed automatic transmission is standard across the line, but a five-speed manual is available on the base trim. Mazda is very good at injecting sporty characteristics into their cars, and the Mazda5 is no exception. A smooth ride and quiet cabin give the vehicle a quality feel.

Seating, on the other hand, is similar to planting your butt on a milk crate. Hard and flat seats have absolutely no support in turns, and are not particularly comfortable for longer drives. The driver’s seat has vertical adjustment, thankfully, but doesn’t go down as far as I’d like. Sun visors don’t extend, making me lean forward to block the sun from blinding me.

Interior materials are the real downfall here. The whole inside is covered with hard, cheap plastic, making this microvan seem like a budget ride. Audio quality is tolerable, with no option to upgrade. Only one 12V outlet in front limits gadget use to one device. A DVD entertainment system is available to keep the kids entertained in the back.

The main advantage of a minivan is present in the Mazda5, though slightly more limited. Three rows of seats carry up to six passengers, but storage space is limited unless you fold the third row down. The second row folds as well, leaving room for just about anything.

The Numbers

The 2010 Mazda5 starts at $17,995 for the base model with manual transmission, or $19,435 for the auto. Upgrade to the Touring package for $21,250 and you’ll get fog lights, power moonroof, LED tail lights, 6-disk CD changer, rear spoiler, and leather-wrapped steering wheel and shift knob. The Grand Touring trim ($23,005) adds HID low-beams, rain-sensing wipers, heated leather seats, bluetooth, security alarm, and adds the navigation option (for an extra $2k.) Our review model is a Touring trim and comes out to $22,480 after the Sirius satellite radio option.

Automatic transmission-equipped Mazda5s are rated at 21 city/ 27 hwy mpg, while manual transmissions get 22 city/ 28 hwy.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2010 Kia Soul Plus Review
2. 2010 Mazda RX-8 R3 Review
3. 2010 Kia Forte EX Review

Any day that you’re invited to drive a new Ferrari is a good day. Sadly, this particular Saturday morning was cold and rainy – a general recipe for miserable. We weren’t going to let that ruin our time though; we’ve been waiting to get into the new Ferrari California for months now, so I wasn’t about to pass on the chance to drive it.

When Ferrari first unveiled the California, it left a sour taste in my mouth. To me, it just doesn’t seem like a true Ferrari. It’s not very attractive, for one, suffering from odd lumps all over, a bulbous rear-end, and an awkward front. Recently, Ferrari seems to be moving away from their beautiful, sculpted designs of the past and more towards funky shapes and weird bulges. The California also represents many new firsts for Ferrari, including their first front-engine V8, first retractable hardtop, and first seven-speed dual-clutch gearbox.

With so many changes, firsts, and weird design elements, some people are having problems calling the 2010 California a true Ferrari. But we all know the true defining factor of any sports car is how it drives…

Thanks to Hank and the fine folks at Foreign Cars Italia, we get to find out for ourselves. When we walked outside to the Nero black Ferrari California sitting under an overhang, the first thing I noticed was that it looks better in person than in pictures, which is typical of supercars in general. Still bulbous, still lumpy, still not what we’re used to in a Ferrari, and still not stunning, but not quite as ugly as I thought. Climbing into the driver’s seat was a bit surprising – the driver has tons of room inside, which is good for a 6′5″ guy like me. The interior is sculpted beautifully as all Ferraris are, with high-quality aluminum and supple leather abound. The steering wheel is a sort of “baby F430″ wheel with a three-way selectable manettino switch for different road conditions. The instrument panel features a huge tachometer in the center with a speedometer on one side and a crystal-clear TFT display on the other. Our model has special red stitching running along the entire interior, which looks incredible.

Insert the key, hold the “Engine Start” button, and the new direct fuel-injected 4.3-liter V8 engine roars to life with a hollow growl that literally sends shivers down my spine every time I hear it (in a good way.) It definitely sounds better than it looks. Foot on the brake, press the “Auto” button to get it into manual mode (it annoyingly defaults to automatic mode every time you start it,) pull the column-mounted paddle on the right to get into first gear, and off we go.

Driving the Ferrari California, even in the rain, is just…pleasant. It doesn’t have quite the sense of urgency as the F430, nor is it supposed to. It’s as if Ferrari is trying to bridge the gap between their mid-engine V8 cars and their front-engine V12 GT cruisers. This car isn’t meant for the same person that buys a 430 Scuderia, it’s for the style-conscious driver who buys an Aston Martin Volante or Porsche 911 Cabrio. A retractable hardtop on a Ferrari has never been done before, and the California is heavier than the bigger 599 Fiorano. The point isn’t to be lightweight and quick around a track, it’s to be an eye-catching GT convertible for cruising Las Vegas Blvd.

That’s not to say the California is a slow-poke; the 460 hp and 357 lb-ft 4.3-liter V8 packs a punch, and its responsiveness will surprise you even when you expect it. The seven-speed dual-clutch gearbox is utter perfection. Gear changes are silky-smooth, yet somehow lightning-fast. I still haven’t figured out how they did that. This marks the first time I’d take the auto gearbox over the manual. Stick the car into Sport mode for even quicker shifting, a firmer suspension, tighter steering response, and a traction control system that lets you slide the tail end out a bit around turns. Sadly, I didn’t get to take full advantage of Sport mode, seeing as how it was raining just enough to thwart my intentions. Under dry conditions, however, the 460 horses will get you from a stop to 62 mph in less than four seconds, up to a top speed of 193 mph.

Alas, the rain didn’t allow the California’s retractable hardtop to come down either. Ferrari assures me that with the push of a button, the top will fold itself into the trunk completely in only 14 seconds. Although I wasn’t able to experience the open-top experience in the California, I can imagine the primary benefit is that there is no longer a roof in between you and the beautiful exhaust note. Driving through a long tunnel with the top down would be heaven.

The Ferrari California starts at $192,000 – right up there with the F430. Add a few options and the price jumps significantly; our tester ran $221,148. Fairly pricey considering the “entry-level Ferrari” idea most people have about it. Actually that’s a bit unfair – the California isn’t any more “entry-level” than an F430, it’s just…different. Competitors include the upcoming 2011 Maserati GranCabrio, Lamborghini Gallardo Spyder, Aston Martin DB9 Volante, Bentley Continental GTC, and of course the Porsche 911 Turbo Cabriolet.

So, is it a proper Ferrari? Well, I’ve always known Ferraris to be rolling works of art that can rip your face off with a slight depression of the throttle. The California isn’t like that. It’s a great car, don’t get me wrong, but it’s not beautiful or raw or viscous. It’s a very pleasant, relatively tame car that can be driven top-down every day in comfort.

For the money, I’d take an F430 over the California any day, but I’ve no doubt there are plenty of buyers out there looking for a less expensive Ferrari GT car. The California certainly fits that bill.

Check out the photo gallery below for more pictures.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. Edo Ferrari California Spider Gets 500hp
2. Novitec Rosso Tunes the Ferrari California
3. Ferrari Returns to Need for Speed After 8 Years

Since its debut back in 2007, the Nissan Altima Coupe has proved to be a more practical “poor-man’s G37″ in terms of styling and even performance. This personality continues into 2010 with a few minor changes this year.

First on this list of changes are new interior fabrics, new exterior colors, and different option packages. Standard Vehicle Dynamic Control (VDC) is now standard, and the old SE trim has been renamed to SR. The biggest change for 2010 is the revised front-end consisting of a new bulgy hood, new grille and front bumper, and new wheel options. The change in appearance was a step in the wrong direction for Nissan as I see it; the new hood has too many humps and looks incredibly awkward compared to the 2009 and earlier models, and makes the car look like it’s been in a head-on collision. The new grille has a different, but still silly-looking chrome mustache in front. Check out the picture below to see what I mean about the awkward new front-end.

Luckily, the car is otherwise brilliant. Read on for our review of the 2010 Nissan Altima Coupe.

I can’t get over that silly-looking front

Styling

I already mentioned the awkward front-end. Otherwise, the car is identical to previous models, and still looks exceptional. Though the Altima Coupe and Sedan share basic underpinnings, they are designed separately, as any proper coupe should. Sharing many styling aspects with the Infiniti G37 Coupe (intentionally,) the Altima looks very sporty, and rightfully so.

Interior design is fairly basic, though attractive. The center control panel is laid out logically and is easy to operate. Sadly, the god-awful orange LCD matrix screen from previous models – which I assume they scrounged out of VCRs from the 1980s – is still present. Luckily though, that screen can be replaced with a beautiful, 4.3-inch color LCD with the premium audio package. The red leather adds a nice touch to the inside, along with the red accents in the door.

Engine, Drivetrain

Our test car is a 2010 Altima Coupe 2.5 S, powered by a 2.5-liter 175 hp four-cylinder engine. Your other choice is a 3.5-liter V6 capable of 270 hp. We’ve tested the V6 in the past, and it’s a great engine. Our 2.5-liter powerplant is smooth and peppy for its size, and will be adequate for most drivers.

Nissan’s featured transmission throughout its model range and on our test model is the continuously variable transmission (CVT,) though you can opt for a six-speed manual instead. In general, I’m not a fan of the CVT. It’s efficient and puts down power well, but it’s annoying to drive thanks to the inherent engine drone caused by holding RPMs at a constant range depending on driving style. The CVT in the Altima Coupe is the best I’ve driven so far, but I’d still opt for the manual.

Options, Trim, & Tech

Our test model is equipped with the Premium Package which consists of a moonroof, XM radio, premium Bose audio, USB connectivity, bluetooth, dual-zone climate, and a 4.3-inch color LCD screen. This package is necessary to get rid of that ugly orange screen that comes standard. A Convenience package includes power driver’s seat, auto on/off headlights, and steering wheel-mounted audio controls. The Leather Package includes leather seating (duh,) heated seats, and for some reason it’s packaged with HID headlights and an auto-dimming rear view mirror.

Here’s where Nissan needs some work. Its option packaging makes no sense, and limits your options when ordering a new Altima. For example, if you want the manual transmission on the 2.5 S, you can’t have any options other than the Convenience Package. No leather, no HIDs, no premium audio, nothing. If you want the manual transmission on the 3.5 SR, you are forced to get the Premium Package and Leather Package, but cannot have navigation. In addition, the leather and HID headlights are packaged together, so you can’t have one or the other. These and other strange option packaging will turn off picky customers like me.

Once you do finally get the options you want, they’re pretty good. The 4.3-inch color LCD is crisp and clear, and the available auxiliary and USB connections are great. I did occasionally have a problem with the car recognizing my iPhone. When I plugged it in, the car’s screen would get stuck on “Reading Files,” and this was sometimes cured by unplugging and reconnecting the phone, other times it wouldn’t work at all.

Driving

This is where the Altima really shines. Handling and suspension are crisp and tight even in the 2.5 S. Despite the sporty suspension, it never felt too bumpy on the road. The 2.5-liter engine and CVT are good for regular driving, and provides a smooth and easy drive in a stylish everyday driver.

Driver and front passenger have tons of room in front, though adults will be cramped in the rear seats. Trunk space is fairly limited as you would expect; a small price to pay for such a sexy car.

The Numbers

The 2010 Nissan Altima Coupe starts at $22,440 for the 2.5 S with manual transmission, add $500 more for the CVT. Get into the 3.5 SR for $27,270 with CVT, $2,400 more for the manual. I know it doesn’t make sense; it’s all because of the weird options packaging.

MPG numbers for the 175 hp 2.5 engine are 23 city, 32 hwy – pretty good, considering its sporty attitude. The 270 hp 3.5-liter engine gets 20/27 mpg with the CVT.

Overall

Despite its few problems, the driving aspect of this car makes up for it all. While it’s not as fun to drive as the 370Z, the Altima Coupe is a fantastic everyday driver that can be fun when pushed. It’s a great choice within its segment if you need a fuel efficient everyday driver that’s also fun to drive.

If this review sounds like I’m being tough on the car, it’s tough love. I really like the Altima Coupe, and have considered buying one myself on multiple occasions.

Before You Buy

The 2010 Nissan Altima Coupe’s big competitors include the Hyundai Genesis Coupe, Honda Accord Coupe, and Chevy Camaro V6, all of which are very good cars. If you can live with having four doors and a less exciting drive, your options open to the Toyota Camry, Hyundai Sonata, Honda Accord sedan, Ford Fusion, and Chevy Malibu.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2008 Nissan Altima Coupe Review
2. 2008 Nissan Altima Coupe Video
3. 2007 Nissan 350Z

In keeping up with modern marketing methods, Honda innocently set up a Facebook page for the new Accord Crosstour, which promised to be a “sophisticated refinement of a premium sedan with versatile aspects from an SUV.” When the first pictures of the Crosstour went live, Honda received an unintended backlash from Facebook users as they ripped apart the Accord Crosstour’s styling, saying (and this is a nice one,) it looks like the “mutant redhead offspring of a Chrysler Crossfire and Pontiac Aztek.” Ouch.

At the time, I agreed with most of the users; the pictures Honda put up there were less than flattering. Honda responded with “Arguably, the two studio photos we posted didn’t give you enough detail, nor were they the best to showcase the vehicle. There are more photos on the way. Maybe it’s like a bad yearbook photo or something, and we think the new photos will clear things up.” Props for handling the situation well, Honda.

Is it really as ugly as the Facebook users exclaimed? More importantly, how does it drive? Read on to find out…

Design

After receiving our 2010 Honda Accord Crosstour last week, I can confidently say that it looks much better in person than in photos. While it still has some awkward design aspects to it like the huge gaping grille and Porsche Panamera-like ass-end, it’s not quite as “fugly” as the Facebook users make it out to be. I can’t blame them though, based on the given images. Even Honda came out and said “Many of you don’t like the styling: It may not be for everyone. Our research suggests that the styling does test well among people shopping for a crossover.” Touché, Honda.

The interior is an altogether different story. There’s no arguing that the Accord Crosstour is well-designed inside. Modern styling elements like a swooping dash and flowing lines show that Honda is aiming this at buyers looking for a bit of excitement in their drive. The glowing blue gauge rings and needles stand out in a good way, forgoing the boring orange color of some competitors (looking at you, Nissan.)

Tech

All 2010 Honda Crosstours come with a 271 hp, 3.5-liter V6 engine mated to a five-speed automatic transmission. This is a perfect setup for the car – the V6 engine is smooth and powerful. Although the hefty weight of the Crosstour limits sports car-like acceleration, there is always plenty of oomph there when you need it. Both FWD and AWD setups are available, which is a first for anything with the “Accord” name.

Our 2010 Crosstour EX-L came with heated leather seats, driver memory, USB audio interface, bluetooth, and an auto-dimming rearview mirror, but even the base EX model comes well-equipped with power moonroof, fog lights, steering-wheel-mounted audio and cruise controls, dual-zone climate, auxiliary audio jack, two 12V outlets in front, and tons of safety features. The standard 360 watt audio system will be good enough for all but the biggest audiophiles.

The bad part of all this is that controls for radio, climate, and navigation on the center dash seem to be randomly placed and are very awkward to use. While driving, it’s often difficult to find the right button you need since there is no sense of organization within the controls. This is bad enough to make me not buy the car based solely on this.

In addition, the optional navigation system is awful. The controls are clunky, awkward, and hard to navigate around menus, the routing is sometimes off, and the voice guidance is incredibly annoying, loudly declaring every single selection your cursor hovers over and selects. I had to turn the voice off, which then of course means she won’t talk when I need her to (like when I need to take an exit on a busy highway.) For the sake of your sanity, order this car without navigation.

Driving

Here’s where the Crosstour surprised me. For a crossover/wagon so big and heavy, it truly feels like you’re driving a car. Handling is tight and responsive, suspension allows for hasty and confident maneuvering through traffic at speed as well as abrupt turns with minimal body roll. While many cars offer that sort of sporty handling, not nearly as many can also boast a quiet, soft, and supple ride while cruising. The Accord Crosstour can, and I’m impressed with its dual-personality. Active Noise Cancellation (a Honda first) keeps the cabin quiet on the road, and it works very well.

The 3.5-liter V6 engine standard across the line is brilliant, and the only engine needed for this heavyweight. The five-speed auto is a good mate, though it can occasionally be jerky with a mistimed throttle lift/downshift. Variable Cylinder Management keeps MPGs within tolerable range and downshift rev matching provides a generally smooth shift.

Seating is very comfortable in the leather seats. Optional driver memory is incredibly convenient, heated seats keep the butt warm in chilly climates, and there is more than enough space for driver and front passenger. The rear seats, while adequate, might be a little cramped for tall adults. Standard audio connectivity and the optional USB jack keep your MP3 player running (if you can figure out how to control it through the interface,) or a standard 6-disc changer is available for those who still listen to tunes on a physical format (sooo ’90s.) Front storage space is OK; a smallish glove box and center console limit too much clutter, and a cubby hole in the center allows for small items.

Lifting the hatch in the rear reveals a large cargo area, roughly double the capacity of an Accord sedan’s trunk. Fold the seats down for even more room. This is why my next car will be a hatch. Open up the floor to hidden cargo organizers and more storage room.

The Numbers

Starting at $29,670, the 2010 Honda Accord Crosstour isn’t cheap. It’s a big jump up from the Accord sedan, but also offers quite a lot more. It’s a luxurious ride with plenty of standard features and a great powertrain, so the extra cash will be worth it to many buyers. If you want AWD, add around $1,500. For navigation…don’t get the navigation.

Fuel consumption for the FWD model is 18 city, 27 hwy (AWD is 17/25,) which is about right when compared to competitors.

Before You Buy

The 2010 Honda Accord Crosstour’s primary competitor is the Toyota Venza, which is new for 2009. The Accord Crosstour and Venza sort of define their own segment, which is worth looking at if you need a mid-size sedan with more room. Other competitors according to Honda include the Nissan Murano and Mazda CX-7 – both SUVs.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no-obligation quote at Yahoo! Autos.

Related posts:

1. 2008 Honda Accord EX-L V6 Review
2. Honda Accord Coupe Concept
3. 2008 Honda Accord Coupe

The new Chevrolet Camaro, Take Two.

When I was in possession of my first 2010 Camaro 2LT RS back in June, I was one of the first people to be behind the wheel of General Motors’ new muscle car for the entire Midwest. Equipped with the excellent 3.6-liter six-cylinder engine donated by the Cadillac CTS, camera phones and kids fresh from Transformers 2 followed me everywhere.

Fast forward six months, and I get a shot at the bigger brother, the Camaro SS. The SS’ 6.2-liter LS3 V8 sends a pavement-shredding 426 horsepower through a six-speed Tremec manual transmission and out the rear wheels. (A 400 horsepower L98 V8 swaps places if ordered with the six-speed automatic.) After a week of burbling around town, leaving long black streaks on country roads, and continuing to cause whiplash from observers, I can confirm Chevrolet has truly made an amazing car.

The difference between each version of the Camaro is only noticeable from behind the wheel. Sure, the front bumper has a subtle chin spoiler incorporated into the front bumper as well as a small vent built into the top of the front-end. Behind the optional RS-packaged 20-inch chrome wheels are large four-piston brake calipers stamped Brembo and there are two tiny SS badges placed on the nose and trunk lid.

The inside has the same cool, but ergonomically-challenged, retro-modern interior, with the retro dual analog gauges, optional secondary gauges down low in the center console, and two large rotary controls with HVAC controls located in the center. The only change really are the SS-embroidered seats, which come with additional side bolstering and are wrapped in leather fit enough for a Bentley. Of course, you still cannot see out of the damn thing, the backseat is worthless, and good luck getting anything larger than grocery bags through the tiny opening.

So little change inside and out. What is the big deal with this car then? Go ahead and fire up the big V8 under the long, sloping hood. Then smile.

Bringing 420 pound-feet of torque to life creates a quiet, but baritone burble. A huge change from the raspy, higher-pitched note created by the V6. Light raps on the skinny pedal turns this good-looking red guy into The Hulk, with a deep, barrel-chested roar from the dual exhaust outlets. I can’t wait any longer: Grab the leather-wrapped gear selector and put the transmission into first. Disable the traction and Stabilitrak, rev to about four grand, and drop the clutch.

The LS3 roars with a noise that would scare Zeus and the twenty-inch Pirelli P-Zeros fight for traction as Chevrolet’s ultimate muscle car warps the pavement underneath. With the independent rear-end, there is little wheelhop, which helps the Camaro pull off a sub-five second 0-60. The car just never stops pulling and is able to chirp all the way through third.

But wait, what is that ahead? A corner? A slight gasp escapes my lips, but I shouldn’t worry as the SS receives a much more aggressive suspension set up than the six-cylinder has.

Enter the corner fast and put those Brembos to use. The multiple pistons bite hard on the large rotors, causing a bit of front-end dive, but no wiggle or loss of composure. Saw the steering wheel into the corner and there is a much more noticable sense of immediacy and purpose. It has a greater presence and feel than there is in the 304-horsepower car.

The front-end communicates a great deal better than before and is much more planted in the corner, whereas the V6 felt a bit soft and floppy. The suspension loads the g-forces with a surprising firmness and balance not expected in this type of vehicle. Even giving the throttle some power, the rear end never feels loose, never feels disconnected from the rest of the car. The only real negatives is there is still too much understeer built into the suspension, the clutch is far too rubberband-like in everyday usage, and the Camaro still feels a bit bloated when pushed hard.

While I had the Camaro SS, I let my test driver from before, Ryan Love, take a spin in it. After an hour behind the wheel, he loved the power and the more control he felt compared to the V6 version. However, he felt too isolated from it all.

“I love the power. It’s so smooth,” he said. “The handling is also better, with less roll and understeer. However, it’s hard to tell how fast you’re going, and the engine doesn’t feel like it produces a lot of torque compared to the older generation, mostly because this Camaro is so quiet and smooth.”

While it may be fast, the Camaro does it with an amazing amount of polish. Sure, you can hear the primal noise of the V8, but there are no buzzes, rattles or vibrations permeating inside of the vehicle. The only vibration felt is through the gearbox, which acts as kind of a reminder there is something brewing at the other end of that transmission.. The plastics are very good inside, the leather is supple. The ride is polished, with firmness when you need it and comfort when you want it. The engine underneath the hood was put together in a clean, uncluttered design. The paint had very little orange peel, and the cherry red was beautiful on a sunny day.

Despite a few foibles, the new Camaro is a terrific car. It is not for everyone. For what it is and what it can do, there is little compromise. For just under 37 grand for a car packed with power everything, heated leather seating, an epic Boston Acoustics stereo, OnStar, and Bluetooth as some of the standard features along with the driving prowess and power this Chevy offers, it really is hard to beat.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting a free, no obligation quote at Yahoo! Autos.

Base Price: $33,745
As Tested: $37,843
Architecture: Front-engine, rear-wheel drive four passenger mid-size coupe.
Drivetrain: 6.2-liter SOHC eight-cylinder engine with six-speed manual transmission
Length: 190.4 inches
Wheelbase: 112.3 inches
Mileage: 16 mpg city, 24 mpg highway
Weight: 3,849 lbs.

Related posts:

1. 2010 Chevrolet Camaro 2LT RS V6 Review
2. Revealed: 2010 Chevrolet Camaro
3. 2010 Hennessey HPE700 Camaro