TheCarConnection.com has driven the GranTurismo to bring you firsthand impressions and an overall assessment here in this Bottom Line. Then to bring you a wide range of opinions, TheCarConnection.com has handpicked highlights from many consumer and enthusiast publications that have also reviewed or tested the 2010 Maserati GranTurismo in person.

Likes
Badge cred
Sonorous Ferrari-built V-8
Superb steering
Luxurious interior
Comfortable seating position

Dislikes
Stiff ride
Seats could be more supportive
No manual option
No cool gadgets

Two years ago, the Maserati GranTurismo replaced the GranSport model. The lineup was then expanded last year with the introduction of the more powerful GranTurismo S, as well as a new ZF six-speed automatic in replacement of Maserati’s previous robotized semi-manual transmission. This year sees the introduction of the GranTurismo Convertible, also called GranCabrio, which is easily the pick of the bunch if money is no option.

The 2010 Maserati GranTurismo has a very attractive silhouette, keeping up with the sleek voluptuous design that one would expect of an Italian exotic. You need to see the GranTurismo up close to really appreciate its beauty, which is dominated by the curves, the low front end, the flared rear fenders, and the oversized front grille.

The standard 2010 Maserati GranTurismo comes equipped with a 405-horsepower 4.2-liter V-8, while the sportier GranTurismo S gets a 4.7-liter engine with 433 horsepower on tap. Both engines are a variation of an original Ferrari design and, as expected, sound wonderful when revved hard. The GranTurismo Convertible also gets the more powerful 4.7-liter V-8. Standard across the GranTurismo range is a six-speed ZF automatic transmission. After being introduced last year, it has proven to be an excellent replacement for the old Duo-Select automated manual gearbox. The ZF automatic shifts quickly and decisively, and it seems to react more promptly to throttle inputs and steep grades than most automatics. Click the paddles alongside the steering wheel, and it almost instantaneously commands a shift. The 0-60 mph run now takes just 5.1 seconds in the GranTurismo, while the GranTurismo S gets there in 4.5 seconds. Top speeds are 177 mph and 183 mph, respectively. The GranTurismo convertible, despite having the more powerful engine, is the slowest of the pack with a 0-60 mph sprint time of 5.3 seconds and a top speed of 176 mph. The slight performance differential is due to the extra weight of chassis strengthening required when removing a car’s roof.

The 2010 Maserati GranTurismo manages to handle in a very nimble fashion in tight corners, aided by the quick ratio steering. This allows even the most amateur of drivers to attack hairpins with ease despite the fact that the car is considerably heavier than its rivals. The famous Skyhook-derived suspension provides a firm ride coupled with little body motion, and changing the driving mode to Sport as expected firms up the ride further, as well as increasing throttle sensitivity. Stopping power from the brakes is excellent, with the resistance on the pedal reminiscent of other exotics and classics.

In comparison with other coupes of this size and class, the interior of the GranTurismo offers slightly narrower seats and footwells. The car’s cabin feels intimate, due to quality materials and soft, minimally processed leather quite unlike the stiff slippery type on mass-produced luxury coupes. The seats, while great looking, are also rather flat and can get slightly uncomfortable on long journeys. The two rear seats are more for show than any practical use, as it is too small for adults to get in and out of, let alone sit in it. The headroom is also rather limited due to the design of the pillars, which slope inward to the roof. However, compared to previous Maseratis, the driving position is still much more accommodating for taller and larger people. The trunk is also a bit tight, with only enough space to carry a small suitcase or a couple of little duffel bags. Fans of top-down cruising will also be glad to know the GranTurismo Convertible’s trunk space is the same with the top up or down, meaning you won’t have to abandon your overnight luggage by the side of the road should thunderclouds loom on the horizon. The whole affair is surprisingly refined, though; it’s interesting to note that the 2010 GranTurismo proves to be remarkably civilized when driven with ease.

Unfortunately the 2010 Maserati GranTurismo has not been crash-tested, though the safety-feature list is competitive; seat-mounted side airbags and head-protecting curtain bags are included, along with anti-lock brakes and stability control all as standard.

All GranTurismos are built to order and are highly customizable. For example, customers can pick from eight different upholstery colors (including the very bright-red Rosso Corallo), three different wood veneers, ten different dash surfaces, and a tremendous number of combinations for steering-wheel trim, carpets, and seat stitching.

The Bottom Line: With its gorgeous styling and Ferrari-built engine, the 2010 Maserati GranTurismo is hard to fault.

Other Choices
If you like the 2010 Maserati GranTurismo, also consider:

- Aston Martin V8 Vantage
- Ferrari California
- Jaguar XKR
- Porsche 911
- Audi S5

Reason Why:
The 2010 Maserati GranTurismo is big, powerful, and extremely comfortable. The stunning tourer has the heart of a Ferrari but without the exorbitant price tag of its fellow Italian rivals, though it’s hardly what you would call affordable. The Jaguar XKR probably comes closest in terms of dynamics and performance but costs tens of thousands less. The Ferrari California is also very similar to the GranTurismo in terms of specs, but its price tag is much higher and most find its styling less appealing. The Porsche 911 is more for performance buffs who appreciate the precision engineering and the unique driving experience that only a Porsche can deliver. For buyers on a smaller budget, Audi’s S5 offers similar V-8 grand touring performance and an equally nice interior but a price tag that’s almost half that of the Maserati.

Buying Tip
Maserati allows for a wide range of color combinations for the exterior and interior, not all of which are pleasant; when in doubt, heed the advice of the dealership.

This 2010 Maserati GranTurismo Review originally appeared at TheCarConnection.com where you can see more photos and news on the Maserati GranTurismo

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TheCarConnection.com has read a wide range of reviews that evaluate the 2010 Dodge Charger, then handpicked highlights for this conclusive full review. TheCarConnection.com’s editors have also driven several versions of the Dodge Charger, including the HEMI-powered Dodge Charger SRT8, to provide you with a definitive Bottom Line opinion of this reinvented muscle car.

Likes
Decent handling
Throaty V-8
Muscle-car panache
Intuitive layout for the controls

Dislikes
Poor fuel economy
Vague steering feel
Firm ride
Lack of manual transmission across range

The latest incarnation of the Charger is entering its fourth year of production, though lack of sales is not something Dodge is worried about. This can be attributed to its unique styling, which still looks fresh after all these years. The 2010 Dodge Charger has hardly changed, maintaining its sleek profile, which blends modern sedan styling accents with a traditional muscle-car appearance.

The Dodge Charger is offered with a wide range of engines and trim levels, and it appeals to a very wide audience. The base engine in this four-door sedan is a 2.7-liter, 178-horsepower V-6 that moves the SE model, while a 3.5-liter, 250-horsepower V-6 is optional for the SE and standard on the SXT. For those who are a little more performance minded, the Dodge Charger R/T comes with a 5.7-liter HEMI V-8 that pumps out 368 horsepower and can rocket the car from 0-60 mph in just six seconds. Last year saw the introduction of variable valve timing and a revised optional all-wheel-drive system for the Charger R/T that helps boost fuel economy. As the ultimate edition of the Dodge Charger, the SRT8 is offered with a pavement-pounding 6.1-liter HEMI V-8 that produces 425 horsepower. Engineered by Chrysler’s Street and Racing Technology (SRT) group, the STR8 gets to 60 mph in about five seconds, while still being complacent enough to be used as a daily driver. Last year, Dodge boosted the fuel economy of the model.

Against the decades-old heritage of American muscle cars, the Dodge Charger is surprisingly good at going around corners—just one of the many points it has to boast about. It sits on top of a chassis that was developed when Chrysler and Mercedes-Benz were still together, which serves the Charger well, offering good handling and acceleration. The Dodge Charger SRT8, for example, has a sub-14-second quarter-mile time and a top speed in excess of 150 mph. Performance is adequate with even the base V-6 engine, though it’s really not that much more fuel-efficient than the bigger V-8s.

Anti-lock disc brakes and stability control are standard on all Chargers except for the base SE, which has them as options. Side curtain airbags have been made standard for 2010, but front-seat side airbags are no longer available for 2010. The Charger has a mix of good and bad crash-test ratings; it’s been rated “good” for frontal impact but only “moderate” for side impact from the IIHS. However, the federal government gives it five stars in all frontal and side tests.

The 2010 Dodge Charger is equipped decently but not lavishly. Standard features include air conditioning, a tilt/telescoping steering column, and a sound system with CD player and auxiliary iPod jack. The Dodge Charger SE also gets standard aluminum wheels and upgraded interior accents. Standard LED lighting for the cup holders provide extra illumination inside the cabin, while the SXT gets optional LED illuminated door map pockets (these pockets are standard on the Charger R/T).

Among the available features offered by the Dodge Charger lineup are heated seats, the MyGIG hard-drive entertainment package, and the superb Sirius Backseat TV system that brings live satellite television into the Charger.

The Bottom Line: The 2010 Dodge Charger is starting to show its age against many of its rivals, but its muscle-car appeal and low pricing will never get old.

Other Choices
If you’re interested in the 2010 Dodge Charger, also consider:

- Ford Taurus
- Hyundai Genesis
- Nissan Maxima
- Chevrolet Impala

Reason Why:
The 2010 Dodge Charger doesn’t have any direct competition from its fellow domestic brands, but it’s hard to look past some foreign rivals like the Hyundai Genesis. If rear-wheel drive is not a must, the Ford Taurus and Chevrolet Impala are both worthy rivals, though their performance is a little blander than the muscle-car-inspired Charger. The Taurus SHO is a completely different beast thanks to its powerful EcoBoost V-6 engine and all-wheel-drive layout, but it’s rather expensive when compared to the Charger. The Hyundai Genesis is probably the closest in terms of overall performance, especially in V-8 guise, but its luxury overtones and slightly higher price put it into another league. The Nissan Maxima offers decent performance for a V-6 sedan, and its styling, inside and out, is eye-catching and sporty.

Buying Tip:
The Charger is one of Dodge’s most popular models, so discounts are hard to come by. However, demand for thirsty V-8s has dropped due to high fuel prices, so look for some bargains on HEMI-powered models.

This 2010 Dodge Charger Review originally appeared at TheCarConnection.com where you can see more photos and news on the Dodge Charger

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Likes
Much improved, aesthetically
Startling V-8 power
Syrupy V-12 option
Sharper handling than expected
Huge backseat

Dislikes
Electronic aids can overwhelm
Improved iDrive still isn’t Playskool-easy
Not sure the V-12 is necessary

The 2010 BMW 7-Series has come in from the cold. Last year brought the newest edition of the bigger Bimmer-and in its fifth generation, the luxury sedan got a style-ectomy that reversed the awkward proportions and surfaces of the 2002-2008 model. The quintessential BMW driving feel remains intact, despite a horde of new electronic interventions and a big uptick in size. This year, with the addition of a V-12 version, the 2010 7-Series is priced from about $82,000 for the V-8-powered 750i. The price tag rises to more than $132,000 for the V-12 760Li. The most frequently named competitors include the Mercedes-Benz S-Class, Audi A8, Jaguar XJ, and Lexus LS; we’ll add the new Porsche Panamera to that list.

Last year, the 7-Series went from being one of our least-favorite luxury sedans to one of our most coveted. Mostly it’s because of the styling. BMW had a mission to make the 7er look different-and that 2002-2008 7-Series took it to extremes. The greenhouse grew tall, the fenders drooped, and the trunklid sprouted a vestigial double deck. Now, the newest 7-Series looks much more relaxed and much happier. The glass areas are slimmer, the shoulders are tailored just right, and the decklid’s been smoothed over, with the trunk and taillights more tightly integrated. The Hofmeister kink, at the junction of its D-pillar and rear doors, is sublimely sporty. Even the grille looks pleased-it splits into a wider grin, and the front aero dams dip low for a grounded look. The long-wheelbase versions don’t tip the shape out of balance at all, with a small stretch in glass areas in the rear doors.

We give a “well done” to the cockpit, too. We didn’t like the almost chaotic mix of buttons, screens, and knobs in the last version. Here, BMW organizes the clutter and streamlines the shapes so that the 2010 7-Series‘ cabin “reads” more easily and more cleanly. The instruments can be completely blacked out when needed; otherwise, they glimmer softly amid densely grained wood trim, ceramic-finished knobs, and the futuristic controllers that direct the transmission and driving dynamics, as well as the iDrive system (more on that later).

The V-8 engine in the standard 7-Series delivers the kind of power you used to expect from BMW’s M cars. The 400-horsepower, 4.4-liter twin-turbo V-8 develops most of its torque as early as 1,750 rpm, and it pushes the 7er almost as well as the old V-12 did-with just a faint whistle from the turbochargers. Hooked into a cooperative six-speed automatic transmission with sport-shift mode, the 750Li can claim a 0-60 mph time of about 5.0 seconds and a top speed of 155 mph. Fuel economy checks in at a middling 15/22 mpg for the 750i and 14/21 mpg for the 750Li.

This year, BMW adds more driving hardware to the existing 7-Series sedans. Its xDrive all-wheel-drive system is available on V-8 sedans. It’s a sophisticated system that can send up to 80 percent of torque to the rear wheels to improve traction. The 750i xDrive and 750Li xDrive models earn EPA ratings of 14/20 mpg. There’s also a new M Sport package for rear-drive vehicles; it adds a body kit, 19- or 20-inch wheels, a special steering wheel, and Active Roll Stabilization (more on this later). New this year, a brake-regeneration system captures braking energy to run the alternator for slight fuel savings.

And we’d be remiss if we didn’t mention the new uber-Bimmer, the long-wheelbase $136,000 BMW 760Li. Fitted with a 537-hp twin-turbo V-12, a new eight-speed automatic, and rear-wheel drive, and weighing in at 4,800 pounds, this version teleports drivers from 0-60 mph in 4.6 seconds. Fuel economy is rated at 13/19 mpg. We haven’t driven the V-12 edition yet, but when we do we’ll add to this review.

One last word on the 2010 BMW 7-Series lineup: BMW had planned on introducing an ActiveHybrid 7 for the 2010 model year, and we’ve previewed it across High Gear Media as a 2010. The 7-Series Hybrid’s still coming, but it’s been switched to the 2011 model year (you can read our initial impressions here). Also, the 7-Series will add six-cylinder and V-8 Alpina trim editions in the 2011 model year. We’ll bring you the 2011 review just as soon as cars are available.

No matter whether it’s short or long, the 7-Series feels unbelievably nimble for a car so lengthy and heavy. It’s stable and feels planted at the 135 mph on the Autobahn, as our first test drive back in 2008 proved. While it weighs plenty, the 7-Series’ lightweight control-arm independent suspension front and rear gives its responses an airier touch. BMW has fitted optional active rear steering, which turns the rear wheels opposite the fronts in some situations to enhance turn-in; variable steering assist; Active Roll Stabilization, which engages anti-roll bars to limit excessive body motion; and on the 750Li, an air suspension. The somewhat maddening Driving Dynamics Control is also in charge of shock firmness, transmission shifts, steering heft, and throttle response-but drivers can twiddle with the settings to fit their habits. In our experience with the 750Li, it’s best to leave the 7-Series in automatic modes and to trust the transitions to its transistors. Braking is exceptionally strong, as we’ve come to expect, with many electronic controls to prepare, dry, control, and unlock brakes in extreme circumstances.

Prepare to be astounded inside the 2010 7-Series, especially in long-wheelbase versions. The cabin’s just astounding, with so much passenger room, it’s close to the long-wheelbase-only 2010 Mercedes-Benz S-Class. We’ve settled into the multi-adjustable front seats for hours-long drives with just a few quick clicks of the seat controls, and found plenty of headroom, shoulder room, and legroom. The long-wheelbase version adds 5.5 inches of rear-seat legroom, not that you’d complain about the more compact version. We’ve been able to cross legs in back, with front passengers reclined, and still have room to move. The backseat can be equipped with heating, ventilation, and massaging controls, along with four-zone climate control. The wood and leather trim is easily the equal of a Rolls-Royce quality-fitting since BMW has owned Rolls-Royce for a decade. We do think the techno-driven styling of some controls draws down the cabin’s serene statement, but wind and engine noise are extremely low, and all cars we’ve examined up close had faultless build quality.

Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 BMW 7-Series. We’re giving it the benefit of the doubt, but our high safety score will change as new data becomes available. The 7-Series’ safety gear earns the big number. It includes front, side, and side-curtain airbags; rear-seat head protection airbags; active head restraints on the front seats; and knee airbags. Stability and traction control are standard, along with anti-lock brakes. On the options list, there’s a Driver Assistance Package with blind-spot detection; a lane-departure warning system that vibrates the steering wheel when the car drifts from its lane; and automatic high beams. A 180-degree camera, a rearview camera, and parking sensors help the 7-Series steer out of parking spots. We’re less sold on the 7-Series’ head-up display, which projects speeds, navigation instructions, and other functions into the driver’s view. And you too might be surprised that the big sedan has Hill Descent Control standard-for those downhills in icy, messy weather, not for off-roading-with an option for night vision and active cruise control.

Every 2010 BMW 7-Series comes with luxury features that seem appropriate and a heady dose of electronic gadgets that border on overwhelming. Chief among them is iDrive. We’ve complained about its complexity, but it’s been reprogrammed and augmented with memory presets and direct-to-function buttons that ease your way through navigation, climate, and audio functions-but dial back the intention of clearing the dash of dozens of buttons. The navigation system stores maps on an 80GB hard drive and displays them on a gorgeous 10.2-inch LCD. You can zap destinations to your car via Google Maps (in Europe, the 7er has wide-open access to the Internet). DVDs work in the head unit, which also includes HD Radio; a six-DVD changer, satellite radio, and iPod connections can be fitted. There’s also a rear-seat entertainment system optional on V-8 cars. Almost everything is made standard on the V-12 760Li-as it should be for its nearly $140,000 price tag.

The Bottom Line: Call us converts: The latest 2010 BMW 7-Series turns our eyes more than ever and drives with real big-guy brio.

Other Choices
If you like the 2010 BMW 7-Series, also consider:

- 2010 Mercedes-Benz S-Class
- 2011 Audi A8
- 2011 Jaguar XJ
- 2010 Aston Martin Rapide
- 2010 Porsche Panamera

Reason Why:
The BMW 7-Series is smart to pick its fights mostly with the Mercedes S-Class and Audi A8. Today’s S-Class looks imposing, but doesn’t quite have its styling act honed. Its AMG-gone-wild editions one-up the BMW’s lightly done Alpina edition. The next Audi A8 gains some distinction, but we have serious reservations about its Palm Pilot-like controller for audio and navigation. The Jaguar XJ is the sexy alternative, radically removed from its stuffy past with an aero body, a swinging new interior, and amazing backseat room. Remove the backseat, make it even more gorgeous and expensive, and you have the utterly fantastic but impractical Aston Martin Rapide. Want tire-smoking performance and backseat space, but don’t care much about aesthetic perfection? The Porsche Panamera hits all those notes, with a 0-60 mph time of about 3.3 seconds for Turbo models.

Buying Tip
There’s not much fuel-economy penalty with the long-wheelbase 750Li, so you have our permission to go long. The V-12? We’re not sure the $50,000 extra on the tab is worth its scant increase in speed.

This 2010 BMW 7-Series Review originally appeared at TheCarConnection.com where you can see more photos and news on the BMW 7-Series

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Likes
Blazing speed, with or without Turbo
Brilliant, neutral handling
Legendary looks live on
Everyday usability-even in Cabriolet form

Dislikes
Dizzying ergonomic choices
Nearly nonexistent rear seats
Limited luggage space
Also fast in the $0-$100,000 sprint

Since time immemorial-or was it the Sixties? Who can remember?-the Porsche 911 has been the outline for sports cars with its iconic teardrop shape and its iconoclastic handling. Never better than it is now, the 2010 Porsche 911 once again raises its own bar by dropping in a new Turbo model with faultless handling and urgent, propulsive boxer power. In coupe, Cabriolet, and Targa body styles, the 911 dazzles on many fronts. Porsche tempts with a choice of turbo and nonturbo flat-six engines; dual-clutch and manual transmissions; and rear- or all-wheel drive. Priced from $79,000 for a coupe to $145,000 for a Turbo Cabriolet-that’s before options-the Porsche 911 occupies the same rare air as the Aston Martin V8 Vantage, the Jaguar XKR, the Chevrolet Corvette ZR1, and in a stretch, the Ferrari California.

How do you describe a 911′s styling, apart from “singular?” With more than 40 years behind it, the 911 doesn’t answer too many requests to change with the times. It rolls on, like a Mustang, confident in merely refining its classic shape, year after year. Sure, the Turbo is a little wider and a little lower (and Turbo-look packages are sure to spread to other models after this year), but all 911s are squat little teardrops, with front fenders that frame a narrow, single-minded view of the road ahead. This year Porsche adds new mirrors, LED taillights, and exhausts, and Turbos get air intakes all over the place and an automatic rear spoiler-and still, a time traveler from 1965 would recognize this car as a Porsche. That’s also true of the dashboard, which is a little less convincing with its newfangled LCD screen and dozens of buttons. Stark? Yes, it’s still stark, and the ignition’s still to the left of the steering column-but the delicious-looking Valrhona-brown leather trim available would shame an early vinyl-seated 911, or even some Audis, and the big LCD nods at all the modern conveniences even Porsche’s fitting to its cars these days. Discerning between all the differently shaped ancillary switches can be distracting, but the large, clear gauges put the engine speed right in your sightlines.

Whether it spins to 60 mph in less than 5.0 seconds or a little more than 3.0 seconds, every Porsche 911 breathes exhilarating performance. The essential 3.6-liter flat six is the foundation; with 345 horsepower and a muscular engine note hammering away behind you, it’ll push the coupe to 60 mph in 4.7 seconds and won’t let up until it hits 180 mph. That’s with the obedient, somewhat stiff-shifting six-speed manual. It’s stout, and it needs to be for all this power. For our money, Porsche’s new dual-clutch, seven-speed “PDK” gearbox is the better choice. It uses a pair of transmissions to pre-select gears for upshifts and downshifts, and it’s faster than any driver with even the world’s easiest manual shifter. “Auto” mode is enhanced with Sport, Sport Plus, and Manual modes-giving you as much choice in gears as you need. It shaves 0.2 second off the acceleration times of most any 911, but drops top speed to 178 mph. With the PDK transmission, the 911 gets a mildly astonishing 19/27 mpg-a family-sedan fuel economy number.

Other body styles and technical options boost or cut the 911′s acceleration times. A Sport Chrono package remaps the fuel delivery and shift points in the PDK-equipped car, and drops acceleration times another 0.2 second, to 4.3 seconds. If you choose the Cabriolet body style, it’s 0.2 second slower in general than the coupe; the glass-roofed Targa version adds 0.3 second to the stock coupe. Add optional all-wheel drive, and you’ll append another 0.1 second to the 60-mph run. Still, the slowest 911 Targa 4 will pass 60 mph in 5.0 seconds.

The 911 offers a few alternatives for even more performance. First up is the “S” model, propelled by a bigger 3.8-liter flat six with an additional 40 hp. Its 0-60 mph times falls to 4.5 seconds; the PDK, all-wheel-drive, Cabriolet, and Sport Chrono options adjust speed accordingly. With a manual transmission, the 911S Coupe will top out at 188 mph. Our review doesn’t cover two racing editions of the 911, the GT3 and the GT3 RS. Both have distinct powertrains and drive systems adapted for racing, down to a lithium-ion battery for track starts.

The elephant in the room is the new 2010 911 Turbo. The engine’s new and dedicated to this model, and it shares direct injection and 3.8 liters of displacement with the 911 S. Only here, a pair of turbochargers dials up 500 hp and 480 pound-feet of torque-with 516 lb-ft on tap for “overboost” scenarios when the car’s electronics decide some torque will smooth out a gearchange. The Turbo rushes to 60 mph in 3.2 short, blissful seconds via the PDK gearbox-a manual shifter adds a couple of tenths, but gets the better top speed-and presses upward to a 194-mph top speed.

In any 911, the ride can be tough and not at all pliant-the price paid of all relatively compact sports cars with huge tires. The reward comes in steering sensitivity and ultimate grip. No matter which model you’re piloting, the brilliantly responsive 911 keeps the neural, connected feel it’s always had-even in cars fitted with active suspension dampers (oil-pressurized, computer-controlled shocks-they’re standard on S and Turbo versions, and available on 911). The 911 just steers better than any sports car, period. Sport Chrono mode doesn’t mess with its inherent goodness-it just dials up the drivetrain’s intensity and clamps down on those shocks while they concentrate on staying flat and resisting body roll. Massive 18-, 19-, or 20-inch wheels give the 911 astounding grip, and some versions apply braking during tight corners to enhance their turn-in even more. The brakes, especially the bigger rotors on the Turbo and the optional carbon-ceramic discs, are like opening a parachute, and come with their own electronic assistants to make sure you get all the stopping power requested. What you find in any version, after any amount of driving time, is that there’s no practical way to approach the 911′s grip limits on the street.

For comfort, it’s up to you to choose plusher seats for your 911. If it were our car, we’d skip the nicely firm manual-slide, power-rake seats and move up to the 12-way power seats. They have memory positions, good back support, and optional ventilation, and they feel better on longer trips than the base or the super-firm sport seats. Some seats have adaptive cushioning, and inflate or deflate some air chambers on the go-which seems over the top. The 911′s upright style lends lots of headroom to the front passengers, but that lovely, long slope to the tail and the rear-mounted engine turn the backseats into child’s play. They’re token gestures, not even large enough for small children. Use them for luggage-there’s also a weekend-bag space under the front hood-and you’ll be able to take it on a couples’ vacation. Cabriolet versions are fitted with an impressively snug top and equipped with a heated glass rear window. Putting the top down is a one-button affair that snugly retracts the whole thing in just a few seconds and sends it back up in a few more. Targa models have a large glass sunroof that glides back for a more open-air driving experience, though it still retains a roof structure. No matter which body style, the 911 has a tightly constructed feel, and fit and finish top our rankings, with a few exceptions-like the flimsy flip-out cup holders hidden behind poorly fitted plastic trim in front.

Neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has crash-tested the 2010 911 lineup. Dual front, side, and curtain airbags are standard, along with Porsche’s excellent PSM stability control system, anti-lock braking, and brake assists to boost the driver’s inputs and to keep the brakes dry for optimal stopping power. There are no fancy safety gadgets like lane-departure warning systems, backup cameras, or active cruise control available-but the 911′s sheer performance is a safety net of its own, as is the available all-wheel drive. Visibility is acceptable on most versions, but the low seating position and the sharp drop-off on the rear quarters will make you think twice about backing up in dicey situations, particularly in the Cabriolet and Targa models.

The expansive 911 lineup starts at $77,800 for a 911 Coupe. The 911 Cabriolet and 911 S tick upward to $88,800, while the 911 S Cabriolet is tagged at $99,800. The 911 Targa 4 and Targa 4S are priced from $90,400 and $101,100, respectively, while the 911 Turbo and Turbo Cabriolet sticker at $132,800 and $143,800, in that order. All cars are subject to a $950 destination charge.

For that price, Porsche fits all cars with standard climate control; power windows, locks, and mirrors; cruise control; a tilting/telescoping steering wheel; Bluetooth connectivity; and an AM/FM/CD/DVD player. Upgrades will turn a pragmatic 911 shopper into a pauper: Options include Bose surround sound; a DVD changer; an iPod interface; a voice-activated navigation system with a 40GB hard drive; a multifunction steering wheel; adaptive headlights; ventilated seats; and daunting choices for interior wood, metallic, and leather trim. The 911 Turbo acquires some of this stuff as standard and gets distinct interior treatments with a leather dash and a sueded headliner. Want more on the performance front? You can opt for the active suspension; Sport Chrono; the PDK transmission; carbon-ceramic brakes; 19-inch wheels; sport paddle shifters; the PTV torque-vectoring system; and stylish RS-look wheels with center locks. All told, a 911 Turbo could cost almost $160,000 with just the factory features-never mind Porsche’s embrace of off-the-menu ordering for colors and trim.

The Bottom Line: The 2010 Porsche 911 is an icon-as much for its teardrop shape, as for its startling performance.

Other Choices
If you like the 2010 Porsche 911, also consider:

- 2010 Jaguar XK / XKR
- 2010 Chevrolet Corvette ZR1
- 2010 Audi R8

Reason Why:
The 2010 Porsche 911′s terrific performance and looks are nearly unmatched. The most powerful Chevrolet Corvette ever, the 638-horsepower ZR1, comes close, but depends on displacement to get there, giving it a heavier, more hair-raising feel. The Jaguar XKR nearly hits the 911′s target with a tremendously sexy profile, a much more lavish interior, and this year, a throaty 510-hp V-8 to help make its case. Within the VW Group alone, the 911 has the Audi R8 in its rearview mirror; the V-10-powered sports car grips with all-wheel-drive tenacity, looks like nothing else, and drops its lid this year in a new Spyder body style.

Buying Tip
Looking for something a little less pedestrian than the average showroom-stock 911? Take your ideas and swatches to Porsche. They’re eager to please owners with a staggering array of optional colors and custom finishes-for a price.

This 2010 Porsche 911 Carrera Review originally appeared at TheCarConnection.com where you can see more photos and news on the Porsche 911 Carrera

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TheCarConnection.com has driven the 2010 Mercury Milan and Milan Hybrid to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com’s editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Mercury Milan and Milan Hybrid to produce this hands-on road test.

Likes
Distinctive styling
Remarkably good roadholding
High-quality, well-built interior
Available hybrid model is a standout
SYNC infotainment system

Dislikes
Backseat could be larger
Transmission offers only “D” and “L” options
Rear seat-back release located in truck

Both restyled and extensively refreshed with new powertrains, the 2010 Mercury Milan and Milan Hybrid are remarkably good mid-size sedans that should be better known than they are. Although they’re mechanically identical to the Ford Fusion and Fusion Hybrid models, the Milan’s cleaner exterior and more stylish interior set it apart, taking it a step up. Starting at $21,860 ($31,915 for the 2010 Milan Hybrid), the Milan line competes in the hotly contested mid-size sedan market with cars like the Toyota Camry, Honda Accord, Nissan Altima, and Chevrolet Malibu.

There are multiple versions and options for the 2010 Mercury Milan and Milan Hybrid, including front- or all-wheel drive, four- or six-cylinder engines, manual or automatic transmissions, and a hybrid model-although not all combinations are available. All-wheel drive, for instance, is available only with the V-6, and if you want a manual gearbox, that limits you to the four-cylinder.

The base 2.5-liter, four-cylinder engine delivers 175 horsepower, and can be matched with a standard six-speed manual or six-speed automatic transmission. The 3.0-liter V-6 cranks out 240 hp, and comes only with a standard six-speed automatic-although it offers no manual shifting options besides “drive” and “low.” Best fuel economy figures for the standard Milan are 22 mpg city, 31 mpg highway for the four-cylinder with the six-speed automatic; specifying the six-speed manual subtracts only 2 mpg from the highway rating. Adding the V-6 engine exacts a penalty, with the front-wheel-drive version rated at 19 mpg, 27 mpg, and the all-wheel drive even lower at 18 mpg city, 25 highway.

The 2010 Mercury Milan Hybrid is the range’s clear fuel economy champion. It’s rated at a stunning 41 mpg city, 36 mpg highway, for a combined EPA rating of 39 mpg-a much better rating, it’s worth noting, than the 2010 Toyota Camry Hybrid. Only available as a high-spec front-wheel-drive model, the hybrid-electric drivetrain pairs a specially modified version of the 2.5-liter four-cylinder engine with an electronically continuously variable transmission (eCVT). Inside this complex piece of equipment are electric motors that can either deliver power or recharge the battery, depending on the demands placed on the car, the battery’s state of charge, and many other variables. The 2010 Milan Hybrid can run in all-electric mode at speeds as high as 47 mph, and it drives “like a regular car,” with few of the oddities found in other hybrids. That said, it’s as much a statement as an investment in economy, since it’s fully $10,000 more than a plain-Jane Milan with the four-cylinder and six-speed automatic.

The 2010 Mercury Milan and Milan Hybrid are notably good on the road, with four-wheel independent suspension providing handling that’s among the best for family sedans. In fact, handling should be a major reason to consider the Milan over blander competitors like the Toyota Camry or Honda Accord. The drive is more engaging, and ride quality is smooth and drama-free, although some reviewers consider the electric power steering numb.

Inside, the 2010 Mercury Milan and Milan Hybrid offer spacious accommodations with ample legroom and lots of space for cargo. Adults fit fine in the rear seats, and all five seats are comfortable. While the interior isn’t quite as luxe-looking as that of a Chevrolet Malibu or Honda Accord, it’s modern and stylish.

Four-wheel disc anti-lock brakes with electronic brake force distribution, as well as side and curtain airbags, are standard on every 2010 Milan and Milan Hybrid. For every trim level, AdvanceTrac electronic stability control is now an option. The Milan 2010 gets a five-star rating for frontal driver and passenger impact tests and driver-side crash protection, along with four stars for passenger side-impact safety.

For 2010, the optional Voga Series trim package takes the car to a new level. Available only on the Premier models, it consists of unique carbon fiber interior trim, leather seats and door inserts of a very stylish cashmere color, and unique Voga badges inside and out. Ambient LED lighting in a variety of colors is available, and Premier Series models come standard with Sirius Satellite Radio.

The Bottom Line: The 2010 Mercury Milan and Milan Hybrid are stylish and comfortable sedans with great handling, a stylish interior, and good to excellent fuel economy.

Other Choices:
If you like the 2010 Mercury Milan, also consider:

- Chevrolet Malibu
- Nissan Altima
- Toyota Camry
- Honda Accord
- Chrysler Sebring
- Mazda Mazda6

Reason Why:
The two default choices in the mid-size sedan market are the Honda Accord, which is stylish and enormous inside, and the Toyota Camry, bland and conservative but-like the Milan-offered with a Hybrid model. The Chevrolet Malibu may have the nicest interior of the group, and it’s a notably better car than past iterations. The Nissan Altima offers great handling and a manual gearbox with the four-cylinder engine, like the Milan, but not all-wheel drive-and the same comment applies to the sporty Mazda Mazda6. While the Chrysler Sebring ladles on the features, its styling has not been well received and the interior is disappointing, with chintzy materials. Its coarse powertrains and mundane driving experience give TheCarConnection.com little reason to recommend it over the well-rounded Milan.

Buying Tip
Its sibling the Ford Fusion greatly outsells the Mercury Milan and Milan Hybrid, so it’s worth shopping for a deal at your local Lincoln Mercury dealer-which probably offers better service to boot.

This 2010 Mercury Milan Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercury Milan

TheCarConnection.com has driven the 2010 Toyota Highlander and Highlander Hybrid to bring you this hands-on review that covers styling, performance, safety, utility, and features from on-the-road observations. TheCarConnection.com’s editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Toyota Highlander and Highlander Hybrid to produce this hands-on road test.

Likes
Quiet, refined ride
Economical four-cylinder and hybrid models
Clever second-row seat arrangement
“Light” off-road capabilities

Dislikes
Suspension too soft for most tastes
Electric steering feels numb
Optional third-row seat is cramped
Traction control can’t be turned off

The Toyota Highlander was completely redesigned for 2008. In the process, it grew a full size larger than the previous version, from compact to mid-size, adding an optional third-row seat in the process. It’s a popular family crossover, with the unusual feature of an available hybrid model, which only the compact Ford Escape and the luxury Lexus RX line offer. The base 2010 Highlander starts at $25,855, the 2010 Highlander Hybrid at $34,900, and the line competes with the Honda Pilot, the Chevrolet Traverse, the Mazda CX-9, and the (five-seat) Ford Edge.

Like many Toyotas of recent years, the styling of the 2010 Highlander and Highland Hybrid has grown more rounded but no more distinctive. With the exception of the space-age Prius hybrid, Toyota vehicles rarely stand out, and that includes the Highlander. While the interior is well built and offers all the amenities buyers expect, it’s not particularly stylish-which seems to be just fine with hundreds of thousands of Highlander buyers.

The base engine on the 2010 Toyota Highlander is a new 187-horsepower, 2.7-liter four-cylinder paired to a six-speed automatic. It provides acceptable performance and decent fuel economy, although it’s not quite as silky and responsive as the smooth, torquey 270-horsepower, 3.5-liter V-6 that’s the optional engine. Toyota may call its five-speed automatic the “Super Intelligent Electronically Controlled Transmission,” but its lethargic downshifts, even in manual mode, drains some zest out of the big V-6.

The EPA rates the four-cylinder model, which is only available in front-wheel-drive form, at 20 mpg city, 27 mpg highway. The V-6 model returns 18 mpg city, 24 mpg highway in front-wheel-drive trim, with the addition of mechanical all-wheel drive lowering it to 17 and 23 mpg, respectively.

The 2010 Toyota Highlander Hybrid shares a powertrain with the much pricier, ritzier 2010 Lexus RX 450h. It uses a specially tuned 3.3-liter V-6 paired with two electric motors where the transmission would go, plus one more electric motor that provides all-wheel drive by powering the rear wheels. The gasoline engine is smooth and refined, and when combining gasoline and electric torque, the hybrid system produces 270 horsepower. This gives the 2010 Highlander Hybrid quick V-8-style acceleration, even though it’s larger and heavier than previous editions. The EPA rates the Highland Hybrid at 27 mpg city, 25 mpg highway.

The 2010 Highlander isn’t particularly a driver’s car. The Sport model makes an effort at good driving dynamics, but the base and Limited editions are too softly sprung to be interesting on a twisty road. The electric power steering offers zero feedback, and the springs and dampers feel mushy. With 8.1 inches of ground clearance and available all-time four-wheel drive (with a 50/50 torque split), the Highlander has the goods to get through a muddy driveway or deep snow, along with rutted trails. The Highlander Hybrid’s all-wheel drive, however, which replaces mechanical drive with an electric motor to power the rear wheels, runs at least a theoretical risk of cutting out when it’s most needed-since the control software will shut down the motor if it tries to draw too much power under extreme conditions.

Toyota makes good use of the space inside the 2010 Highlander. American-sized adults can fit just fine in the second row, especially when the rear bench seat is configured like individual buckets. The second-row arrangement is more versatile than is typical for mid-size utility vehicles, with a Center Stow Seat providing a spot for a third (small) person. When it is stowed in a rattle-free cubby under the front console (which takes less than 15 seconds), the space remaining between the outboard rear buckets is wide enough to provide access to the two-person foldable third-row bench. As for that third row, an adult wouldn’t want to sit back there for more than a few miles, but the space is large enough for the kids who will ride in it to sports practice and other after-school activities.

In both NHTSA and IIHS tests, the 2010 Toyota Highlander ranks as one of the safest vehicles on the road. The 2010 Highlander earns perfect five-star ratings from the National Highway Traffic Safety Administration (NHTSA) in three of four impact tests: front driver, side driver, and side rear passenger impacts. The only test in which it doesn’t earn five stars, for front passenger impact, results in a still-impressive four-star rating. Both front- and all-wheel-drive versions of the standard 2010 Highlander are rated four stars for rollover. In tests by the Insurance Institute for Highway Safety (IIHS), the Toyota Highlander garners the highest possible rating of “good” in every test conducted, although the IIHS did not test roof strength for the 2010 Toyota Highlander or Highlander Hybrid.

The 2010 Toyota Highlander comes equipped with a wide range of very desirable features. What’s more impressive is how many of those features are included as standard fare-especially on the higher trim levels. The 2010 Toyota Highlander offers three trim levels: base, Sport, and Limited. The Sport model replaces the base 17-inch six-spoke alloy wheels with 19-inch five-spoke wheels, adds a fold-flat second-row seat and number of appearance features, and provides a 3.5-inch multifunction display in the instrument panel. The Limited picks up leather-trimmed power seats, various luxury appearance items inside and out, keyless entry, and a garage-door transceiver. Options include various sound systems, a power moonroof, a navigation system, a power tailgate, and a host of other convenience and luxury fittings.

The Bottom Line: The 2010 Toyota Highlander’s appeal has grown even more massive with the addition of a fuel-efficient four-cylinder engine for base models.

Other Choices:
If you’re interested in the 2008 Toyota Highlander, also consider:
- Chevrolet Traverse
- Honda Pilot
- Ford Edge
- Mazda CX-9

Reason Why:
The 2010 Toyota Highlander competes in the heart of the SUV market, against mid-size offerings ranging from traditional off-roaders to vehicles that are really just tall wagons. If passenger space is a priority, consider the Chevrolet Traverse. The recently remodeled Honda Pilot is dynamically refreshing, and it offers seating for eight. If you can live with just five seats, consider the Ford Edge or even Toyota’s own RAV4. And if you’re never likely to venture off-road, there’s the Mazda CX-9, one of TheCarConnection.com’s favorite crossovers.

Buying Tip
TheCarConnection.com’s editors recommend that 2010 Toyota Highlander buyers opt for the Sport, which corners more confidently and simply feels better during most types of driving, without exacting a penalty in ride comfort.

This 2010 Toyota Highlander Review originally appeared at TheCarConnection.com where you can see more photos and news on the Toyota Highlander

Likes
A great long-haul tourer
Diesel fuel economy
Better mobile lounge than the ones at IAD

Dislikes
Inflated proportions
Lethargic steering
Gas version’s no fuel-sipper

If car companies treated their products like TV families, Mercedes-Benz would have a Brady-style dilemma on its hands with the R-Class. It’s such a Jan-the obedient, plain B student unfortunately born between two cuter, smarter, more talented siblings. The R-Class all but disappeared in the shadows of the five-seat ML-Class and seven-seater GL-Class sport-utes from the day it was born in 2006, and it hasn’t made a dent in the luxury-crossover market since, even though a diesel engine makes it the most efficient vehicle of its kind. Radical change isn’t coming any time soon, either. For 2010, the R-Class gets very few tweaks-the biggest one in name only-and soldiers on with a price tag of about $50,000. The crossovers it gets jealous of? The big and bawdy Lincoln MKT, the lean and sophisticated Audi Q7, and the poster child for the bling generation, the Cadillac Escalade.

The R-Class is sidelined most, we think, because of its inflated proportions. It’s the rare car that looks bigger than it is. We don’t find anything wrong with the details of the R-Class, but it tries to fuse a sport-ute personality on a minivan-sized body and misses the mark. As long as an S-Class and as tall as some SUVs, the R-Class just can’t hide its bulk behind the mom-jeans effect of a low, aerodynamic nose. Worse yet, at first glance, you might mistake it for its old corporate cousin, the Chrysler Pacifica. Inside, it’s plainer than you might expect, and the R-Class dash reads more “utility” than it does “luxury.” Wide bands of wood trim dress up the gray plastics well enough, and gauges have cut-tube styling that’s trendy and handsome. It’s the big stack of controls between front passengers and the oddly retro chrome trim on the steering wheel that dial back the luxe look the most. You’d find the same shapes in minivans of a lesser price point.

For 2010, two R-Class models wear the alphanumeric R350 tag-despite the fact that the diesel version displaces just 3.0 liters. The diesel turns the R-Class into a very practical utility vehicle; it’s as smooth as modern diesels get, and though its output is rated at just 210 horsepower, its big torque figure of 400 pound-feet gets channeled through a seven-speed automatic and an all-wheel-drive system for relatively swift acceleration, all-weather grip, and a wallet-friendly 18/24 mpg fuel economy rating. The gas-powered 3.5-liter V-6 puts out 268 hp through the same transmission and AWD system, giving the R-Class a little more straight-line performance while cutting fuel economy to 14/19 mpg. Benz estimates either version will accelerate to 60 mph in about 8.0 seconds. The R-Class’ gearbox is a smooth operator, and it offers a manual-shift mode-but we’re not sure many drivers ever will use it. The R-Class’ 5,000-pound body and sluggish steering will smother most attempts at brisk driving on curvy roads, even if the powerful brakes can keep up their end of the bargain. The R-Class’ air suspension damps most bumps out of touch, though like the GL-Class SUV, its roll control is so tight passengers will feel more head toss than in a softly sprung Cadillac Escalade. Both 2010 R350 crossovers will tow 3,500 pounds with an optional hitch.

Whether it’s a sport tourer, a crossover, or a pseudo-minivan, one thing’s for sure: The R-Class delivers its passengers in more comfort and space than any truck-based SUV, and it’s on a par with TheCarConnection’s favorite big crossovers, the Ford Flex and Lincoln MKT. The R-Class seats six or seven passengers, and at least four of them will be coddled in supreme comfort all of the time. All three pairs of seats are full-sized and offer adult-sized cushioning and headroom. A third passenger seat can be fitted in the second row in the place of a console. The third-row seats are nearly as plush, with a touch less knee room and width, and they’re easily accessed from the R-Class’ wide rear doors and easy-tilt second-row seats. Those big doors can be difficult to open in crowded parking lots, even in generous spaces. The second and third rows of seats fold down to create a sizable cargo space of about 87 cubic feet (a huge 50 cubic feet shy of the Escalade ESV, but larger and flatter than the space in the Lincoln MKT), and the R-Class is positively littered with in-cabin storage, molded into the door panels and hidden under console lids.

The 2010 Mercedes-Benz R-Class has better safety protection than even last year’s model. A new POST-SAFE system disables electrical and fuel systems after an accident, while PRE-SAFE tightens seatbelts in advance of an accident. All R-Class crossovers have anti-lock brakes; traction and stability control; four-wheel drive; dual front, front and rear side, and side curtain airbags that cover the third seating row; active headrests; a trailer-sway control system; and tire pressure monitors. A radar-based cruise control system, parking sensors, and a rearview camera are options. The IIHS (Insurance Institute for Highway Safety) gives the R-Class “good” ratings for front and side impact protection; NHTSA (National Highway Traffic Safety Administration) has not tested the R-Class.

Mercedes simplifies some R-Class equipment and options for 2010. All R350 crossovers get standard vinyl upholstery; wood trim; a sunroof (on gas versions); a leather-trimmed steering wheel; 19-inch wheels; power front seats; dual-zone automatic climate control; power windows, mirrors, and locks; COMAND control for audio and entertainment systems; an AM/FM/DVD changer with SD memory slot and an auxiliary jack; and Bluetooth. An iPod/MP3 interface, Sirius Satellite Radio with real-time traffic and data, and HD Radio are options, along with a rear-seat entertainment system. Other options include a power liftgate; keyless entry and push-button start; a cargo tray; a seven-seat configuration; parking sensors; ventilated seats; a panoramic sunroof; a towing package; a heating steering wheel; and heated front seats. Twenty-inch wheels can be fitted to gas-powered versions.

The Bottom Line: You wanted a Mercedes minivan? The 2010 R-Class crossover is as close as you’ll get, down to the driving feel.

Other Choices
If you’re interested in the 2009 Mercedes-Benz R-Class, also consider:

- 2010 Audi Q7
- 2010 Cadillac Escalade
- 2010 Lincoln MKT

Reason Why:
With the arrival of the Lincoln MKT, the Mercedes-Benz R-Class finally has some direct competition. We prefer the MKT’s looks, though the huge grille is divisive and its handling isn’t as settled. The MKT’s turbocharged V-6 option gives it a rush of power the R-Class can’t quite match, and its dashing interior exudes Sinatra-era style. If you’re shopping utility at this price point, it wouldn’t hurt to look at the less roomy, but much sexier Audi Q7. It too can be had with a diesel engine and all-wheel drive, and it’s a lot easier on the eyes, if not the wallet. Still not enough flash for your dollar? We suggest the Cadillac Escalade, either the short-body version or the mammoth ESV edition. It’s trucky and handles even less happily than the R-Class, and it’s not as easy to get to the third-row seats, but it steers better and its throbbing, thirsty V-8 strikes some hot-sounding muscle car notes.

Buying Tips
The slow-selling R-Class gets a face-lift for the 2011 model year, but we don’t expect it to dramatically change. If you’ve never owned a diesel, don’t hesitate to choose the Benz oil-burner; it’s quiet and torquey, and it gives the R-Class almost 500 miles of driving range.

This 2010 Mercedes-Benz R Class Review originally appeared at TheCarConnection.com where you can see more photos and news on the Mercedes-Benz R Class