First Test: 2010 Hyundai Tucson

January, 2010

 / By Nate Martinez "Motor Trend" magazine

 

  

Comparing the the all-new 2010 Hyundai Tucson to the previous rendition is quite a shock to the system. First, there's the exterior. Its European-designed sheetmetal boasts flowing natural lines from Hyundai's recent "fluidic sculpture" mantra, meaning there's more than a bit of flair infused in this functional Korean crossover. Secondly, it's more fuel efficient than its demode predecessor, offering more bang for the buck. And lastly, after we spent a few days behind the wheel, it proved itself to be a thoroughly evolved player that's primed and ready to shake up the fierce crossover class populated by the Honda CR-V, Chevrolet Equinox, and Toyota RAV4.

Yes, that is a rather dramatic assertion. But take a glance at the model compared to last year's, and you'll get a good understanding of just how much Hyundai wants to fit in with the segment's fashionable boys and girls. Its lines sweep back considerably from the short, rounded nose, giving the vehicle's outline an impression of sleekness and sportiness. Long gone is the rugged crossover look the brand previously possessed. Say hello to the era of the dapper, softer-roading urban dweller.

It pulls off the Euro-chic look pretty well, we have to say, though we would have preferred lower body-colored bits and a bigger wheel and tire package to better fill out the generous wells. (Our Diamond Silver GLS tester came standard with optional 17-in. alloys wrapped in Kumho Solus KL21s.) Then again, potential buyers can step up to the Limited trim level for standard 18-inchers to take care of the latter.

Ride quality was on the stiffer side for a compact CUV. It was, however, never jarring to the point of severe annoyance or kidney pain. Some bumps and potholes communicated rather harshly during our stay together, but nothing too bad. Bigger front stabilizer bars likely were the culprits for the mildly firm ride. These gripes noted, we ventured into more curvaceous environments and appreciated the Tucson's spry demeanor. Its electronically controlled steering felt more assured than on our First Drive impression (a subsequent calibration might have made this so), with turn-in well prescribed and manageable.

The Theta II 2.4L four-cylinder diverted all 176 hp/168 lb-ft to the front wheels with surprising haste during our demanding driving. We recorded a naught-to-60-mph sprint in 8.2 sec, more than a second quicker than the CR-V AWD (9.5 sec). The Hyundai also achieved our figure eight at 28.6 sec at a 0.57 g average (versus the Honda's 17.2 sec@ 79 mph) and hit the skidpad with a 0.77 g average (0.76 g). We're thinking the CUV's relatively light 3203-lb curb weight helped out its performance causes.

New for the model year is an Eco Button indicating when economical driving behavior is achieved. We tried to adhere to the Eco mode as much as possible, but found that it sometimes put us at speeds slower than the posted limit. Nevertheless, we achieved the claimed 31 highway mpg (23 mpg city) on our SoCal freeway runs. If you're wondering, it bests the EPA ratings of the Honda (21/28), Chevrolet (22/32), and Toyota (22/28) models.

Full torque is had at just 4,000 rpm, meaning more than a few torque-steer-filled jumps from stoplights were the norm at first. Once we adjusted to the touchy tall pedal, the engine's smoothness continued to impress. During highway speed lane changes, torque was often difficult to muster while high in the six-speed auto's range. A handy slot of the gearshift into manual Shiftronic mode for a downshift quickly remedied the power searching. During said lane changes, we were consistently forced to double-check our blind spots. Thanks to the new thicker D-pillars, rearward visibility has been diminished; our mirrors were mostly filled with a nice view of the Tucson's prominent back haunches.

Designers continued the "fluidic sculpture" throughout the passenger space. Catching our eye was the distinct instrument cluster set behind the leather-wrapped multi-function steering wheel. The unit features blue-lit gauges recessed within twin pod-like structures. Central dash controls were as easy to use (and find) as they come. Standard features like iPod hookup boded well with our passengers looking for a complete plug-and-play music solution. Though our GLS didn't feature the optional navigation system with backup camera, the whole was put together cleanly without any chaotic lines, extra hard plastics, or mysterious shapes. There's also plenty of storage and cupholders -- we counted 19 total -- for thirsty pack rats. Road noise was still higher than we would have expected for a redesigned model.

The 60/40 folding rear seats are clad in leatherette. Our 6-ft-plus friends had no problem fitting inside with ample room, thanks to the model's extra 3.3 in. in length and 1 in. in width over the outgoing model. Cargo room was never a problem during our last-minute holiday shopping. Granted, its volume with passengers in tow (25.7 cu ft) is smaller than that of the Honda CR-V (35.7 cu ft) or Chevy Equinox (31.4 cu ft) and could pose a foreseeable problem when transporting containers bigger than our small-to-medium sized gifts. However, the Tucson is shorter than the Honda by 6.1 in. and the Chevrolet by a whopping 14.6 in., so the days of averting mall parking spaces labeled "Compact" are over.

So is the 2010 Tucson what Hyundai needs to grow its meager 2-percent CUV market share in America? Considering all the factors, the simple answer is "Yes." We can't wait to put the new Tucson up against some of its hottest new adversaries, so stay glued to MT Online for the full report.

2010 Hyundai Tucson GLS FWD
Base price range	$19,995
Price as tested	$22,590
Vehicle layout	Front-engine, FWD, 5-pass, 4-door, SUV
Engine	2.4L/176-hp/168-lb-ft DOHC 16-valve 4-cyl
Transmission	6-speed automatic
Curb weight (mfr)	3203 lb
Wheelbase	103.9 in
Length x width x height	173.2 x 71.7 x 66.3 in
0-60 mph	8.2 sec
Quarter mile	16.3 sec @ 83.9 mph
Braking, 60-0 mph	122 ft
Lateral acceleration	0.77 g (avg)
MT Figure Eight	28.6 sec @ 0.57 g (avg)
EPA city/hwy fuel econ	23/31 mpg (est)
CO2 emissions	0.75 lb/mile

2011 Buick Regal CXL - Driving Impressions

The all-new Regal reveals Buick's new values and potential.

By Shaun Bailey

Road and Track Magazine
November 23, 2009

Buick, a brand once thought near death, has a new lease on life. And this new Regal-an Opel Insignia that was originally slated to be the next Saturn Aura-is leading the charge. The days of the floaty and boaty Buick are over, a point made very clear by this new Buick Regal.

The Opel Insignia is a global car, sold as a Buick Regal in China since 2008 and the planned for the U.S. starting in early 2010. There is little visual distinction between the Insignia and Regal. The major changes are the badges, grille, headlamps and damper valving. The headlamps were changed for legal reasons, and the shocks tuned for the U.S.-market all-season 18-in. Michelin tires.

The Regal will first be shown at the LA Auto Show in November, followed shortly by the importation of German-built CXL models with a 6-speed automatic and a choice of 4-cylinder engines: a 2.4-liter direct-injection Ecotec making 182 bhp or 2.0-liter direct-injection turbocharged powerplant at 220 bhp. The turbocharged engine will be offered a few months after the normally aspirated engine, and for the 2012 model a 6-speed manual combined with other variants that will arrive. Think performance sports sedans.

On initial inspection there isn't a lot to get excited about. Front-wheel-drive sedans in this category are common. Think Acura TSX, Lincoln MKZ, Volvo S60 and Audi A4. What is exciting, however, is driving the car with the turbocharged 4-cylinder. This is a brilliant engine that made a name for itself in the Cobalt SS and HHR SS by being lively and powerful, while still offering decent economy. The turbocharged engine only suffers the loss of one mpg compared to the naturally aspirated 2.4. Estimated highway mileage numbers for these engines are 29 and 30 mpg, respectively.

The Epsilon chassis of the Regal is solid. From the well-bolstered leather driver's seat it's easy to sense this car's European flair and origins. There is a noticeable lack of chrome, and good attention to detail with the plastic parts. In my quick inspection I found not a single hard-hollow plastic panel. The tilt and telescope steering wheel allowed for a good ergonomic seat placement, and the only thing out of place on the car was the Buick emblem-particularly when you're driving the turbo with the 6-speed manual. There is little of this new car to associate with older Buicks.

It's not just the engine that's good-so is the chassis. The steering feel is superb, with minimal torque steer effects. Traction and yaw control are standard. Under hard acceleration, the mid corner traction control kicks in readily, resulting in light tugs on the steering wheel. For those who find this a bother, the stability system can be deactivated completely. An optional Interactive Drive Control System (IDCS) will be made available, but was not ready at the time of this drive. This system will take an already sporting sedan and make it a complete sport sedan. It allows driver-selectable parameters for damper stiffness, transmission shift points, throttle map, steering assist and stability control limits. If the Regal had all-wheel drive, it could rival Audi's A4 Quattro.

For just this reason, an Opel Insignia OPC (Opel Performance Center) was shown to the journalists to reveal what this Buick could become. The OPC car has all-wheel drive, adaptive shocks, a twin-turbo 2.8-liter V-6 making 325 bhp, a 6-speed manual, Pirelli P Zero performance tires and Recaro seats. Opel sells something like 3000 of these a year in Europe, and this car would compete directly with an Audi S4, and probably win. The world may not be ready for a Buick like this, but we'd love it as a Regal GS. As it is, the turbo 4-cylinder pulls the 3600-lb. Regal to 60 mph in less than 7.5 seconds.

One attribute of older Buicks that has been kept is quietness. Listen carefully and the hiss of a spooling turbo can be heard. But roll up the windows and it's easy to have a conversation at 70 mph. Nobody to talk to? Turn up the optional Harman Kardon audio system and plug into the USB jack, or go wireless with Bluetooth. All the usual technology is available, as are heated seats. It has been a long time since such a thick rimmed leather steering wheel has graced a Buick. Or has one ever?

The one remaining question is price. It won't be announced until closer the L.A. show, but we expect the 2.4-liter CXL to start just under $30,000 with a loaded turbo car landing near $36,000.

What's Hot:

• Turbocharged engines
• Fuel efficiency
• Fun to drive

What's Not:

• No performance tire option
• Buick badge
• No awd model
  

2010 Cadillac CTS Sport Wagon - Driving Impressions

Cadillac proves that 'station wagon' and 'style' aren't mutually exclusive terms.

By John Lamm "Road and Track" Magazine/ Photos by the Author

November 3, 2009


Want to give the heebie-jeebies to most car marketing managers? Say "station wagon." These once-proud suburban land yachts fell into disrepute decades ago, many having become overweight and under built. They were still lovable, like fat comedians, but became irrelevant to most buyers.

Though not to all, as there are unashamed wagon fans among us. Not that many - just check sales of BMW's 535xi Sports Wagon - but we have a new possibility and it's a good one: Cadillac's CTS Sport Wagon.

Cadillac morphed its CTS sedan into a wagon with 25.0 cu. ft. of cargo space with rear seats up, 53.4 seats folded. The extended body looks so good the issue of minimal rearward vision for the driver is minor.

Unlike some wagons and crossovers, you won't open the CTS's power tailgate, see intruding structure and wonder, "Where did the interior go?" Liftover height is reasonable, the space is quite usable and the seat-folding sequence is quick and simple.

What was Caddy's aim with the Sport Wagon? Remember that this machine was once meant to be sold in Europe and then overlay its exterior dimensions with those of the BMW 535xi Sports Wagon. Wheelbase, overall length, width and height plus the tracks are all within 0.2-0.5 in., and Mercedes' E-Class wagon plays in the same ballpark too.

BMW fits the 535xi Sports Wagon with a 300-bhp, 300-lb.-ft. 3.0-liter turbo inline-6 with 6-speed manual or auto gearboxes and all-wheel drive. Cadillac offers two direct-injected non-turbo V-6s, a 3.0-liter at 270 bhp and 223 lb.-ft., or a 3.6 with 304 bhp and 273 lb.-ft. Six-speed autos only here, but with the option of rear- or all-wheel drive.

Naturally, both wagons have independent suspension front and rear. There was a time when we'd assume a BMW would be more fun to drive than a Cadillac. Not now...this one is close to a draw.

Neither wagon is cheap. The CTS line starts a hair under $40,000 and tops out at $53,620, coming up on where the 535xi Sports Wagon models begin.

It's easy to find stories, sound bites or blogs that denigrate the new GM for a variety of reasons. Cadillac's CTS Sport Wagon is not one of them. This is a properly designed, thoughtfully developed, well-built automobile.

Period.

What's Hot:

• Slick CTS styling
• 304 bhp and all-wheel drive
• Thoughtful interior package

What's Not:

• Station wagon stigma
• Driver's rearward vision

 

2010 Subaru Legacy - Driving Impressions

Extra helpings of size and sophistication from Fuji's automotive arm.

By Douglas Kott "Road and Track" magazine

June 24, 2009

 
Behemoth of the compact division or runt of the midsize class? The current-generation Subaru Legacy (2003-2009) straddles that dimensional fence and has the splinters to prove it. Yet for 2010 this 4-door, 5-passenger automotive iconoclast is moving up in size, leaving the card table in the corner to eat with the grown-ups - but not at the expense of its youthful handling nature.

The new Legacy retains the very essence of Subaru-ness - longitudinally mounted flat-4 and flat-6 engines and standard all-wheel drive - finessed into a high-tensile-steel unit body whose wheelbase has been stretched a full 3.2 in. to 108.3. Modest overhangs, however, keep the increase in overall length to just 1.4 in., although width is up by a whopping 3.6 in.; height, by 3.2 in. The upshot? An amazingly roomy rear seating area and a trunk that'll hold four golf bags, helped further by a more compact double wishbone rear suspension that allows for a lower load floor.

Powertrains are a diverse lot, and show considerable tweaking. The base 170-bhp 2.5-liter sohc flat-4 is PZEV-certified and paired to a new optional Lineartronic CVT, the first such variable-ratio Subaru transmission offered in the U.S. since the Justy's in the late 1980s. The standard transmission is a new 6-speed manual with a positive, though slightly notchy action. The 2.5GT models get the turbocharged 4-cam version of the boxer 2.5 conjoined only with the 6-speed manual. The turbo itself is larger and mounts low and forward of the engine, shortening the exhaust-flow path for a quicker spool-up and helping to lower the center of gravity. The charge cooler's core is also 25 percent larger, and the changes allow for a 22-bhp bump (now 265 bhp) and a claimed 0-60 time of less than 6 seconds. The dohc flat-6, first introduced in the Tribeca, displaces a full 3.6 liters, makes 256 bhp and is paired exclusively with a 5-speed automatic. Both the flat-6 and non-turbo four make the quoted power on regular-grade fuel.

Driving the new Legacy is considerably more serene, as noise levels have dropped partly as a result of new framed side windows that are a break with tradition. The 3-spoke wheel now integrates controls for the sound system, etc., much more gracefully within its spokes. The center stack, looking a bit like a giant high-tech welding mask, has a nice simulated brushed aluminum finish and rows of control buttons that are simple, yet classy in their presentation. The manual handbrake goes away, yielding to a pushbutton electromechanical setup, but the handy Hill Holder system remains.

Dynamically, we could use a little more rebound damping over high-speed swells in the road, but Subaru has proven that supple suspension and relative nimbleness can harmoniously coexist. Turn-in feels a little sharper than before, likely the doing of a quicker 14.5:1 steering ratio adopted across the Legacy range. Stylistically, those big upturned "hawk eye" headlights take some getting used to, but the sporty bubble flares at all four corners do hint at the all-wheel-drive prowess.

Quieter, quicker, more sophisticated, far roomier and more fuel efficient, the Legacy is also something of a bargain...the base 6-speed 2.5i lists at just $19,995. That's definitely a case of "more is less."

What's Hot:

• Roomier, all-new design
• All-wheel drive standard
• 23/31 city/hwy for base CVT model

What's Not:

• No automatic offered with turbo
• Ride motions slightly underdamped
• Wagon body style discontinued

2010 Hyundai Genesis 4.6 Introduction - Long-Term Road Tests
We welcome the Genesis, Hyundai's new luxury sedan, into our long-term fleet.
By Shaun Bailey
December 15, 2009
 
The Genesis is, by definition, a coming into being. That it's the name given to both the coupe and sedan is fitting. It seems to us that Hyundai has finally achieved its goal of becoming a respected full-line automobile manufacturer, and as such has chosen a name that says so. Forgotten is the Hyundai Excel-that, well? it didn't. To put this belief to the test, we've decided a Genesis Sedan will be the second Hyundai to endure our long-term scrutiny (the first was the Hyundai Elantra, circa 1992).
We knew from our early exposure to the car that it has some minor issues. Our First Drive and subsequent Road Test made it pretty clear that the Genesis Sedan is not as sporting as we'd expected and Hyundai's style still isn't all its own. The taillights look to be borrowed from BMW and its interior's center console, Infiniti, but unlike previous models that are just an unbalanced amalgamation of design elements, the Genesis is a harmonious blend that might just define the brand.
What we are sure of, though, is that this big rear-drive sedan brings a lot to the table for very little in exchange. Our test car is top of the line and fully outfitted, meaning it has the one option available for the V-8-powered car, a $3500 Tech Package.
Not that the base V-8 model isn't well equipped; standard fare isn't over the top, but includes navigation, seat memory, dual climate control, Bluetooth connectivity, 14-speaker Lexicon audio, automatic wipers, power rear sunshade and, of course, safety in the form of ABS and stability control. The Tech Package ups the audio system's speaker count to 17 and adds a DVD changer, and also includes smart cruise control, headlamps that turn, parking sensors and-my personal favorite-driver's seat cooling.
We've seen all these features before, albeit not on a car that has 80 percent of its parts sourced from Korea. The rumor was that the Genesis Coupe and Sedan could have created an all-new brand, much as Lexus serves for Toyota, but Hyundai opted to keep the cars in the family. (As the Korean conglomerate already has Kia, it probably didn't need another brand.) Not only is this car all new, it's completely different from anything we've seen from Hyundai. The lack of front badging is probably a subliminal nod to this.
In proper luxury sedan configuration, the Genesis' powerful 375-bhp Tau V-8 sits up front and drives the rear wheels through a smooth-shifting ZF-sourced 6-speed automatic, a gearbox that lacks paddles and a rev-matching downshift feature. However, without a sport suspension to go with it, such features seem pointless. Hinting at the car's potential are large brakes and a slight snarl emitted on startup of the dual overhead cam, all-aluminum engine. But don't get too excited because the exhaust note immediately recedes to a near silent idle that allows passengers to marvel at the simplicity and quality of the interior. You can almost hear them thinking, "This is a Hyundai??" That's probably the coolest feature of the car, the effect it has on preconceived notions.
In the first 6155 miles since the delivery of our Sterling Blue Metallic steed, it has been trouble-free. It has proven practical, comfortable, reasonably fuel efficient-with an EPA rating of 17/25 city/highway-and surprisingly fast, if not especially nimble. The Genesis is a foray by Hyundai into a different league of automobile; it's a luxury car not pretending that it's a sports sedan. It seems to us that Hyundai is following in the footsteps of Lexus, where exceptional performance means ultra quiet and super smooth. The engine pulls hard and sings a wonderful tune at full bore, with an exhaust that won't wake the neighbors. The dash is noticeably absent of clutter, thanks to a central control knob for the navigation/multimedia system. If anything, there's an unusual lack of buttons and knobs for a luxury car.
With its blend of power, comfort, size and sophistication at a price considerably less than that of key rivals, the Genesis seems just right. Combine that with a 10-year/100,000-mile powertrain warranty, and the Genesis is starting out on the right foot.

• 2010 Hyundai Genesis 4.6 Delivered Price $43,000 Total miles/miles since last report 6155/na Maintenance costs to date $0 Repair costs to date $0 Average mpg to date 20.6 Best mpg (avg of 3) 24.3 Worst mpg (avg of 3) 17.8

   

   

   

   

   

   

   

   

   

   

   

   
  
  
  

  2010 Hyundai Tucson - Driving Impressions

  A worthy new cadet in the small crossover ranks.

  By John Lamm "Road and Track"  Magazine

  December 10, 2009

  
  Stories of automotive optimism have been rare of late, but folks are smiling over at Hyundai. Market share is up, sales are encouraging and a North American Car of the Year trophy sits in the display case.

  Hyundai has something else lacking at many automakers: momentum. And the newest step ahead is the redone Tucson small crossover SUV, the South Korean automaker's shot at the segment leaders, Honda's CR-V and Toyota's RAV4.

  Exterior design of the Tucson arguably puts it a step head of that Japanese pair, though the Hyundai's grille looks somehow unfinished...or maybe about to take a bite out of something.

  Hyundai claims interior measurements for the Tucson that are more generous than the larger BMW X3. It's a typical layout, with individual front seats, a split folding second seatback and good cargo space. Visually it's well done, the materials looking rather upscale for its class. There are a few ergonomic foibles, but generally controls are properly segregated by function-sound, climate controls, nav, etc.-and easy to use.

  Why is it that less expensive vehicles often seem to have proper ergonomics, while higher-end interiors often get jumbled controls that are high on design and low on usability?

  The only engine available in the Tucson is a 2.4-liter four with 176 bhp and 168 lb.-ft. of torque, right in the heart of the competition's 4-cylinder playing field. Six-speed transmissions-manual or automatic-are offered and all-wheel drive is an option. Mileage for a front-drive automatic Tucson is 23 city/31 highway.

  As with the competition, acceleration is not neck-snapping and you wouldn't want to tow a big boat, but it's certainly adequate for most conditions.

  With the CR-V as the ride/handling target and the RAV4 the noise level bogie, Hyundai ended up with a package that is a good balance. Handling is quite good for this class and the ride comfortable for backsides on most road surfaces.

  Prices range from $18,995 for a base front-driver with a manual 6-speed to $28,695 with all-wheel drive and every option box checked.
  
  
  

  2010 Hyundai Genesis Coupe - Driving Impressions

  New two-door handles as good as it looks.

  By Jim Hall "Road and Track" Magazine

   
  Korean car giant Hyundai's Super Bowl commercials appear to have been a hit with consumers...at least the ones I watched the Steelers down the Cardinals with. It was a fitting American introduction to the new 2-door version of the award-winning Genesis sedan, as this fun, frugal and attractive coupe is sure to have buyers exclaiming "touchdown" as they drive off of dealer lots.

  For our upcoming test of the Genesis Coupe (look for it in the June 2009 issue), we were able to put several hundred miles on a top-of-the-line Track model out on the highway, city streets and even a few laps around the Streets of Willow track at Willow Springs Raceway. The car's excellent grip (a fairly high threshold of adhesion at the front before understeer sets in, but especially good bite at the rear), crisp steering feel and very little body roll make for a very entertaining driving experience when cornering hard. The springs and shocks are also dialed in for a smooth, comfortable ride at steady-state cruise out on the highway.

  Inside, the sport-style front seats offer a solid degree of both comfort and torso support. Shifting is nice with acceptably short throws (we did experience an odd electronics-related hindrance during our hard acceleration runs in testing - read more about this in our June 2009 feature). The materials and finish overall are very nice throughout the cabin, but the plastics seem lower-grade when compared to those in the Lexus-level Genesis Sedan. And that lovely sloping roofline makes for child-only head room for rear occupants.

  The list of standard features is impressively long: Active front headrests, remote keyless entry with alarm, XM satellite radio with USB/iPod jack, cruise control and Bluetooth are included at no additional cost.

  Hyundai's vehicles have long been regarded for their good value, but the new Genesis Coupe is especially enticing from a financial standpoint: A base 2.0-liter turbo model starts at $22,000 (5-speed automatic model with manual gear selection is $23,250); the same car in "Track" guise runs $26,750. The base V-6 model is $25,000 with the Track edition priced at $29,500.

  What's Hot:

  • Looks as good as it handles
  • Affordable, more fuel-efficient 4-cylinder turbo model
  • Feels well built

  What's Not:

  • V-6 lacks midrange torque
  • Interior not nearly as plush as Genesis sedan's
  • Child-size-only rear seat head room

  
  
  2010 Nissan GT-R - Driving Impressions

  • Nissan's supercar gets a software upgrade for improved transmission durability.

    By Sam Mitani "Road and Track" Magazine

    March 16, 2009
    

     
    Nissan's GT-R hit the sports-car scene last year with a tremendous bang, but not even a year after the first car was delivered, there's already controversy. Web-savvy car enthusiasts have no doubt read about the GT-R's issue with the "launch control" system. It was something I had to bring up with GT-R project chief Kazutoshi Mizuno. Over a cup of green tea, I asked for an explanation...well, he did more than that. He threw me the keys to a 2010 Nissan GT-R and said, "I'll explain as you drive."

    Mizuno said that the major difference between the 2010 model GT-R and its predecessor is the launching system. ("Please don't call it launch control!" he kept reminding me.) Nissan was forced to make revisions to this technology after dozens of busted transmissions (by folks who abused the system by using it repeatedly over a short period of time). The issue became so publicized that it led to a highly viewed You Tube parody starring an evil German dictator, which at the time of this writing had 204,900 views.

    Mizuno and his team claim that this device was never intended for setting fastest quarter-mile times at your local drag strip. Its main function was to efficiently pop out of slippery driving surfaces, such as snow or mud. Yeah, right. I gave him a questioning stare. He pulled out the car's original owner's manual and said, "See for yourself."

    Okay, he had a point. It did state that the system was to be used only when getting out of snow or mud.

    But Mizuno said that because there was so much made about the system in its current state, he has made sure there will be no controversy next year. The "leave-the-line-efficiently-out-of-slippery-surfaces control" has been reprogrammed to launch the car at 3000 rpm instead of 4500. This dramatically eases the stress on the drivetrain, allowing the driver to use it repeatedly without worrying about breaking anything. Unfortunately, it also means the end of super-quick wheel-chirping snaps off the line. Still, even with this mellower version, the car is plenty fast.

    The 2009 version now comes with the same reprogrammed software as the 2010. First, we tested the 2009 model. The car's original 0-60-mph using the launching system was 3.3 seconds. We recorded 3.4 sec. with the new software. There's much less drama when releasing the brake pedal, but it doesn't take long for all four tires to hook up. Now Mizuno asked me to launch "normally" - by using only one foot. So when I was ready, I took my right foot off the brake pedal and then mashed the throttle with the same foot. Again, no real drama when leaving the line, but the result was surprising. I recorded a 3.5-sec. 0-60-mph run. This means that you really don't need to initiate the launching mode anymore, unless for some crazy reason, you really savor that extra fraction of a second. This held true for the 2010 model as well.

    Other changes for the 2010 car, which comes with an MSRP of $80,790 ($83,040 for the Premium Edition), include a new color mentioned above and a new black coating on the forged alloy wheels. But for driving enthusiasts, the only difference worth noting is the leave-the-line-efficiently-out-of-slippery...oh the heck with it, the only difference worth noting is the launch control.

    What's Hot:

    • 485-bhp twin-turbocharged V-6
    • Retuned suspension system
    • Reprogrammed launch system

    What's Not:

    • Looks the same as base 2009 GT-R
    • Funky exterior styling

    2010 Nissan Altima Sedan - Driving Impressions

    • Improved inside and out, the Altima Sedan stays competitive.

      By Andrew Bornhop "Road and Track" Magazine

      October 26, 2009

       
      Nissan's sedans - the Maxima, Altima, Sentra and Versa - have been mildly updated for 2010, each sporting revised front styling that helps the cars look fresh and a smattering of welcome content and quality improvements inside the cars. And although the Versa has been the big seller of late (some 18,000 were sold in August alone, thanks to the government's "Cash for Clunkers" program), the bread-and-butter Nissan remains the Altima, the global volume leader that competes with the likes of the Toyota Camry and Honda Accord.

      Although the visual changes to the 2010 Altima Sedan focus on minor revisions to the hood, headlights and front fascia, the new car looks especially sharp and up to date, particularly when parked next to a 2009 model, which now looks almost plain. In addition to new exterior colors and redesigned 16- and 17-in. wheels, the Altima now has standard stability control. As before, it continues to be offered with a 2.5-liter 4-cylinder engine, a 3.5-liter V-6 or as a Hybrid model that gets an impressive 35 mpg city/33 mpg highway in the EPA tests.

      The biggest improvements are inside, where revised fabrics and materials give the look and feel of quality. And the old gauges, which had orange markings and were not especially easy to read, have been replaced by new ones with white lettering. What's more, the Altima is available with a next-generation navigation system with an in-dash 6.5-in. monitor. XM NavWeather, Bluetooth Streaming Audio and Zagat ratings are all available, as well as a USB port with iPod connectivity.

      Even with improved content and standard stability control, the Altima remains reasonably priced. The base 2.5 model, with a continuously variable transmission, lists for $19,900. That's a lot of car for the money. The top-of-the-line 3.5 SR CVT model, quite the powerhouse, lists for only $24,520. For the record, the Altima Hybrid lists for $26,780.

      From an enthusiast's viewpoint, these Nissan sedans impress with their well-snubbed suspension that delivers a good blend of comfort and sport. About our only gripe is the CVT, which works fine in everyday light-throttle driving but is not especially sporty or satisfying when the car is being driven hard. On the positive side, though, the 2010 Nissan Altima Sedan remains a good car, nicely updated, attractively priced and likely to stay a best-seller thanks in part to its tight structure, excellent interior room and spacious trunk.

      What's Hot:

      • Improved interior quality
      • Freshened styling
      • Standard stability control

      What's Not:

      • CVT is only transmission
      • Styling revisions too mild?