Hyundai seems fearless. Its venture above $30,000 with the Genesis wasn’t a rousing success, yet two short years later they’re doubling down with a $65,000 flagship. But there is one car they dare not offer here, from the opposite end of the line: the diminutive i10. So, what are we missing?
Just two years ago the $40,000 Genesis was an audacious step upmarket for Hyundai. Tepid sales of the semi-premium line suggest that the market still isn’t quite ready for an expensive car from Korea. And yet, for 2011, the company is attempting an even larger leap with the $58,900 Equus ($65,400 in Ultimate trim). This is territory into which even storied manufacturers like Cadillac and Lincoln fear to tread (with cars at least). Does Hyundai’s large premium sedan come close enough to established competitors, while undercutting them enough in price, that potential buyers will overlook the badge? Or is it a step too far too soon destined to sell in very small numbers?
The Korean word for ‘five’ sounds like “oh,” as in, “Oh, Snap!” or “OMG.” So in Korea, that makes Kia’s new K5 a “K.O.,” at least in name. But does Kia’s new Camccord fighter actually land a knockout on the all-important D-Segment, or is it a mere win by decision?
We’ve been hearing about the Chevrolet Volt for so long that it’s hard to believe that it is finally here. Or almost here. Close enough for a preview drive. And?
Any way you slice Toyota’s sales figures for the past 5 years, its obvious that despite a ballooning product portfolio Lexus is in a world of hurt. Sales are down, the other import brands have improved their quality and buyers seem to be embracing a more performance-oriented (or is that German-oriented?) luxury style. But rather than re-orienting the Lexus brand to directly take on surging BMW, Audi and Mercedes sales, Toyota has doubled down on its major competitive advantage: hybrids.The recently-launched HS250h was Lexus’s first stab at an entry-premium hybrid, but after just a few months on sale it’s already going nowhere fast. With CAFÉ changes looming, Lexus may eventually benefit from an all-hybrid luxury line-up, but in the meantime the very idea of a luxury hybrid needs a shot in the arm. Is the CT200h hatchback hybrid the answer?
If you’re a driving enthusiast with a family and a sub-$20k budget, then a four-door sport compact tends to be the way to go. Unfortunately, you don’t have as many choices lately. Nissan’s, Honda’s, Suzuki’s, and VW’s suitably sporting offerings are priced out of reach. Mitsubishi is barely hanging on with the Lancer GTS. Toyota offers the Corolla XRS, but few enthusiasts take it seriously. Only the Mazda3 sells well in this segment, but the new styling isn’t for everyone. Perhaps the Kia Forte SX? The lone Korean offers the most horsepower for the lowest price, and for 2011 will be available in practical hatchback form. But is it truly a contender?
I say “Mitsubishi.” You think “Evo.” And not much else, except perhaps, “Are they still around?” The problem: not many people are willing and able to spend BMW money for a Mitsubishi, even if it does offer stellar performance. So Mitsubishi developed the Lancer Ralliart, with a detuned Evo engine, less sophisticated AWD system, and softer suspension. The TTAC conclusion: “save up for the Evo.” Want a manual transmission? Then the Ralliart isn’t an option anyway. And, with a starting price over $28,000, it’s still pricey. So, how about the Lancer GTS, with a standard manual transmission and a starting price just over $20,000?
Americans like big cars. Even when designing a small car for the American market, it’s important that the small car be as big as possible. Sound like an oxymoron? It should. In a country where big is beautiful, the small practical cars go largely unnoticed, and so it is with the Nissan Versa. If you read TTAC regularly, you might know the Versa outsells everything in its segment, but did you know it just got a mid-cycle refresh? Even in the midst of a downsizing and belt-tightening economy, that news hasn’t made much of a splash. To find out if the cheapest four door car in America is worthy of more attention, we took a week to live with a Versa 1.8.
For a vehicle named after a unit of measure, the Chevrolet Volt is a difficult car to pin down. From its drivetrain to its efficiency rating, the Volt defies categorization. From price point to performance, it defies comparison. It’s a rolling contradiction, this car, part electric car and part gas-burner, part high-concept moonshot and part workmanlike commuter. And yet for all its mysteries, contradictions and (yes) compromises, the Volt is also a deceptively simple car to use. Which makes it what exactly?
Let’s face it, Subarus used to be strange. When I was a kid, Subaru was in the same category as Volvo, Saab, Sterling and anything from France. Once upon a time, when friends rode in your Subie they were intrigued by its quirks and idiosyncrasies. As time moved on though, everything has become increasingly mainstream. Well, except for the French. To prove the point we hit Subaru up for a 2011 Legacy 3.6 Limited.
After ruling the American roads for most of the 1990s and 2000s, the conventional midsize SUV has rapidly become an endangered species. GM, Ford, and others have abandoned the segment entirely. The Grand Cherokee, from its inception intended for more of an on-road role than other Jeeps, has become ever more refined and luxurious in a bid to survive. Nissan still offers the Pathfinder, but will it still be a conventional SUV if and when it’s redesigned? The Borrego? A mistake Kia won’t be making a second time. Only one company has had the guts and/or cluelessness to recently redesign a midsize SUV that is first and foremost an SUV. Could the 2010 Toyota 4Runner be the last of its kind?
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My youngest child, of three, turns eight next month. A few years ago, when it became clear that regularly working until 3 AM and then dealing with the children in the morning was not good for anyone’s sanity, we added an au pair. So there are six people in the house. Anyone with sense would have gotten a three-row something-or-other at least eight years ago. And probably when the first child was still in utero. Fool that I am, a decade on I’m still waiting for one to sweep me off my feet. I tend to have a thing for Mazdas. Mazda makes the three-row CX-9. So, why not the CX-9? In test drives back in 2007 and 2008, we didn’t quite hit it off. Perhaps we just needed more time together? Ever hopeful, I spent a week with the 2010.
Chatting with frequent flyers provides a unique context to mainstream vehicles, especially with recent changes at the rental car counter. That’s because the 2011 Hyundai Sonata arrived and she’s all that with a bucket of awesome. Renting one is like an extra $50 Per Diem, or a “suite” upgrade at the Hilton. After spotting a Sonata SE on the showroom floor, I’m wondering if the same applies for retail buyers with a need for road holding and toddler hauling. Because the Sonata is certainly a nice car.
Back in 1983, my father, entranced by its idiosyncracy, nearly bought a Saab 900 Turbo. He even would have bought one, but with Detroit showing new signs of life I was on a “buy American” kick (the decade ultimately cured me). So he ended up buying the second-place finisher in Car & Driver’s infamous Baja comparison test instead. Down the road very different qualities drew him to Lexus. Apparently, Saab wants him back. How else to explain the new 9-5?
Remember the 240? Volvo clearly wishes you didn’t. Instead, they’d rather you think of the thoroughly redesigned 2011 S60 T6 as “naughty” despite a bevy of new safety features. Just a tease—again—or does this Volvo actually put out?
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