Now even middle-class sorority girls can shake enough pennies out of their bogus Louis Vuitton bags to make a mini sport-ute entrance. The new V6-powered 2005 Hyundai Tucson slots in just below the larger Hyundai Santa Fe SUV

Hyundai has spent the last several years molding its image, improving the quality of its products, and providing contemporary technology at an affordable price, and the Hyundai Tucson is another example of what's going right with the Korean automaker.

V6 Power at Bargain-Basement Price
The Tucson along with its Korean cousin, the 2005 Kia Sportage, sets a new standard of reference among the compact SUVs by providing V6 power for about $20,000. This kind of money gets you only an inline four-cylinder in a Toyota RAV4 or Ford Escape XLS.

Power aside, the Tucson provides plenty of additional value with a long list of standard equipment including traction and stability control, dual side-impact and side curtain airbags and a six-speaker stereo system with cassette, CD and MP3 capabilities.

Cute 'Ute
Fortunately, the Tucson doesn't follow the Hyundai family look too closely. It's less stylized than the Santa Fe, and like a classic Coach bag, it won't look outdated as new designs hit the streets.

Function also follows form resulting in a good-sized vehicle that drives more like a car than a truck. In fact, the Tucson and Sportage both ride on the sedan platform that underpins the Hyundai Elantra and Kia Spectra. Parking lot negotiation is a breeze. With a turning radius of 35.4 feet, the Tucson cuts an identical path to that of the RAV4 and Escape, and is only bettered by the Honda CR-V's tight 33.8-foot circle.

Measuring 170.3 inches, the Tucson's overall length is about the same as that of the Escape and RAV4, while the CR-V is substantially longer at 181 inches. Front legroom is nearly identical across the board, while rear legroom is again trumped only by the CR-V. This doesn't mean that rear passengers in the Tucson will suffer any worse fate than typically offered in today's compact sedans. If you can get comfortable in the backseat of the Elantra, you'll be just fine in the Tucson.

Honda uses up most of the CR-V's additional length in the cargo bay, offering nearly 9 cubic feet more than the 22.7 cubes behind the Tucson's rear seat. Still, the Tucson's wasn't a problem during day-to-day errands, and the addition of the 60/40-split rear bench allowed us to quickly specify our preferred configuration. Drop both sections and the Hyundai offers a 65.5-cubic-foot max, the same as the Escape.

Running the Numbers
We spent a week testing the Hyundai Tucson in midlevel GLS trim, driving both the front-drive- (2WD) and four-wheel-drive versions. Parked side-by-side in the garage, these two were distinguishable only by their exterior paint color. Both come standard with a 2.7-liter V6 engine paired with a four-speed automatic transmission. With 173 horsepower and 178 pound-feet of torque, this engine is a worthwhile performer in either setup. For comparison, the CR-V and RAV4 get 160 and 161 hp, respectively, from their 2.4-liter inline fours, while the Escape draws just 153 hp from its 2.3-liter four-cylinder.

The four-wheel-drive Hyundai Tucson doesn't exactly tear your head from your neck, as it takes 10.2 seconds to reach 60 mph, but its V6 does move its 3,548-pound bulk without excessive noise. Because it packs nearly 200 additional pounds than the two-wheel-drive version, the four-wheel-drive Tucson accelerates more slowly, but handles better. It isn't more athletic, but it feels more stable, which gives less experienced drivers added confidence when taking on winding roads.

Although it powers its four tires, don't confuse the Tucson for a real off-roader. Its four-wheel-drive system is really set up as all-wheel drive with no low-range gearing, which is better suited for driving in the snow than climbing rocky terrain.

Acceleration is slightly compromised by the somewhat lazy shifting action of the Tucson's four-speed transmission. It hangs on too long before upshifting out of first gear. While a five-speed automatic would be preferred (the Honda CR-V has one), the Tucson is saved by the fact that its four-speed does offer a manual Shiftronic feature, allowing drivers to work their way through the gears manually at a quicker pace.

Fuel economy might also improve with the addition of a five-speed tranny. EPA figures claim 23 mpg with highway and city combined for the four-wheel Tucson, but we managed just 16 mpg during our test period.

Cruising through the slalom course at 59 mph, the Tucson started out easy to place through the cones, but one glaring deficiency quickly showed through: The power steering couldn't keep up with the driver who could feel it giving up on the second half of the 60-foot slalom run, hindering the Tucson from achieving better times. The steering felt fine, however, during regular day-to-day driving.

Bringing the Tucson to a stop was no cause for concern, neither on the straightaway of our testing facility or on public streets. Pedal pressure was good in both situations, and the Tucson closed the instrumented testing gap of 60-0 seconds in a short 120.5 feet, and braking was confident with minimal front-end dive.

Fashion Victim
Like some discount apparel, the Tucson's interior fabric suffers from the "sprinkle with glitter" method of dressing up on the cheap. Its discotheque pattern is bound to clash with every outfit you own. Hard plastics are present throughout the cabin, and a disappointing cargo cover that at first appears to be a rear shelf turns out to be useless for storing cargo. Since it can't be used as a shelf, we'd much prefer a retractable cover that didn't clunk down on your knuckles when you're loading groceries.

On the upside, there are no irregular gaps between panels or loose-fitting trim, and we have to say that Hyundai does a great job of injecting quality into the overall cabin. Even with the cheap materials, exceptional build quality still shines through.

Bottom Line: Value
With doors that close with a reassuring clunk, seats that latch securely into place, controls that are well placed and easy to use, the Hyundai Tucson is not a Korean car of the past, but a modern-day contender. If you still think you need to buy a Honda or Toyota for the reassurance of name-brand value, don't overlook the benefit of a 10-year/100,000-mile powertrain warranty, a competitive distinction the Hyundai Tucson wears as proudly as a Prada label.

Volkswagen

The VW Beetle TDI uses the 2.0-liter turbocharged, direct-injection Clean Diesel engine produces 140 hp and 236 pound-feet of torque.

The current engine features a cast-iron cylinder block and an aluminum-alloy cylinder head. It also utilizes some subtle design elements that contribute to longevity and the reduction of noise, vibration, and harshness. The forged steel crankshaft, for instance, uses just four counterweights, instead of eight, to reduce bearing load and noise emissions. The pistons incorporate annular channels into which oil is sprayed for cooling the piston-ring zone. A pair of counter-rotating balancer shafts is situated below the crankshaft in the oil pan.

The engine is mated to a six-speed manual transmission or VW’s innovative, dual-clutch DSG six-speed automatic. The six-speed, transversely-mounted DSG unit features two wet clutches with hydraulic pressure regulation. One clutch controls the ‘odd’ gears—first, third, fifth and reverse—while the other operates the even gears. Essentially it is two gearboxes in one.

The 2012 Volkswagen Beetle is 71.2 inches wide (3.3 inches wider), 58.5 inches tall (0.5 inches lower) and 168.4 inches long (7.3 inches longer). The new focal point is the C-pillar. The development team also increased the car’s track widths and wheelbase. The changed proportions give the Beetle a powerful and dynamic appearance. The TDI differs externally from the 2.5 and Turbo in having unique 17-inch aluminum-alloy wheels, TDI badging, and a chrome trim line that caps the top of the door’s sheetmetal.

Inside, the car is distinctively styled, with colors and shapes that harken back to the original Beetle’s interior. Three round gauges are arranged in front of the driver (tachometer, speedometer, fuel gauge), providing key information at a glance. A multifunction display is integrated in the speedometer, which is housed in the central position in the binnacle.

The Volkswagen Beetle TDI models are fitted with a strut-type front suspension with a lower control arm and a 22-mm-diameter anti-roll bar. At the back, there’s a torsion beam arrangement that has coil springs and telescopic dampers. Like the Beetle Turbo, the TDI uses rack-and-pinion steering with electric power assistance.

All Beetle models have standard anti-lock brakes (ABS) with electronic brake pressure distribution (EBD). The Beetle TDI has 11.3-inch-diameter vented front discs and 10.7-inch-diameter rear disc brakes.

There are three Volkswagen Beetle TDI Clean Diesel trim lines: TDI; TDI with Sunroof; and TDI with Sunroof, Sound, and Navigation. All three are very well equipped, with standard features such as power windows with one-touch up/down; cruise control; V-Tex Leatherette seating; the kaeferfach secondary glovebox; Bluetooth®; a leather-wrapped multifunction steering wheel with audio controls; three auxiliary gauges; Keyless entry with push-button start; and a Media Device Interface with iPod® cable.

Driving out of HSV’s press car facility, you need to watch the deep front apron as you gently angle the car over a fairly decent lip on the driveway. Once you’re through that obstacle, it only takes you a couple of gentle shifts to recalibrate your left foot with the clutch take up point before you remember that there’s a sum total of 325kW and a thunderous 550Nm of torque waiting to be unleashed. The temptation to drop down a cog and put the boot in for a quick squirt, just to see how she goes, is more than I can resist.

Again, I forgot to specify auto or manual when I booked the car for review, but was quietly hoping for the automatic, given the start/stop nature of city driving these days, particularly in Sydney.

That said momentary disappointment morphs into a big grin as I drop down a gear and give the GTS a right royal boot full, but just for a few seconds, you understand. The 6.2-litre V8 at full roar is one of the world’s great engine notes. Sounding more like a V8 supercar climbing up Mt Panorama at full tilt on race day, it’s pure aural bliss for any car enthusiast worth his salt. It doesn’t matter how hot the weather is either, you’ll want to lower the driver’s window and listen to this over and over again.

Acceleration off the line is huge, and like the latest E3 Maloo I drove recently, the GTS gets the power down with a fair degree of refinement and just as effortlessly. I tried to induce wheel spin with some heavy doses of throttle, and was surprised at how composed the car was under such loads. There’s an awful lot of grip from these 275/30 series rear tyres as they bite into the tarmac.

HSV engineers have done wonders with the current E3 range, as exceptional road manners have made these high-powered sedans incredibly easy to live with on a day-to-day basis.

The short throw shifter is a treat too, although shifts can be a tad notchy in the lower gears, but overall, this is a user-friendly six-speed box that can be a whole lot of fun, especially with the relatively light clutch. The six gear ratios are well spaced and highway driving in sixth is a thoroughly quiet affair.

Peak torque comes on song at 4600rpm, but there’s still a truck load of pulling power down lower in the rev range. Ambling up and down in suburbia, you can pretty much leave the GTS in third all day such is the pulling power in that gear.

At 4.9 seconds for the proverbial 0-100km sprint the GTS is a fast car, no two ways about it. But where this large displacement V8 really shines is its ability to blast off from third through to fifth. In-gear acceleration when you’re at peak toque in third is nothing less than ballistic (accentuated no doubt by that glorious induction roar) and it doesn’t let up. Even in sixth there’s still some ‘go’ remaining.

At 1777 kilograms the GTS is no lightweight, and when you factor in the serious power and torque output, stopping power becomes a critical element of the overall performance package. Thankfully, this car is fitted with a couple of optional extras, one of those being the six-pot front brake caliper package (comes with a 20-inch spare wheel) which although I wouldn’t call ‘reasonably priced’, is worth every bit of the $4475 asking price for peace of mind alone.

As with any performance-based car, steering weight and communication through the steering wheel is critical, if you intend to have a little punt through your favourite piece of twisty road occasionally. The GTS doesn’t disappoint in this regard, as its variable ratio rack and pinion set up provides plenty of feel from the dead centre position and is relatively quick to respond to driver input for such a large car.

It’s the same story in the handling and ride department too with ride quality around town light years ahead of HSV’s efforts with classics like the VN Series SV 5000, which was a great car unless you were trying to keep up with a 911 Turbo, in which case things got a little scary. Thankfully, that’s all changed, and the GTS despite its body mass, doesn’t mind being pushed hard through turns. In fact the harder you push, the more composed this chassis is. There’s some mild weight transfer on turn in, but that’s about it. Switch over to Track Mode in the GTS’s standard fit Magnetic Ride Control and there’s even less tip with reduced damper rebound. That’s good news, as there’s very little impact on the overall ride compliance.

HSV’s current styling direction probably doesn’t appeal to appeal to all enthusiasts, too overdone perhaps, but that’s what’s the brand has always been about and the GTS is the ‘loudest’ car in its stable, and personally, I think it looks more interesting than some of its competitors. It’s also much better looking in the metal than in any photo.

Engine wise, the E3 GTS is identical to the E2 version, and for all intents and purposes looks the same too, but for a new rear wing for improved aerodynamics. Where the E3 benefits mostly is with a suite of new standard kit including Enhanced Driver Interface (EDI), Reverse camera with rear park assist, Satellite Navigation and Touchscreen radio with iPod connectivity. Every one of these new features is a welcome attribute on the GTS for less than $200 more than the previous model.

That said the touchscreen isn’t the world’s best resolution, but functionality is good. Satellite Navigation systems can be idiosyncratic, and while this system is mostly intuitive, it couldn’t find the WIN TV studios in Wollongong after we tried every which way. That could be just a mapping issue or dare I say, user error.

The Enhanced Driver Interface, while not essential, is a fun bit of kit with a raft of cool functions and multicolour displays including Race (allows you to set a start and finish line the GPS and the computer calculates the data), Stopwatch, Gauges (allows you to select gauges for torque, manifold pressure, etc) Driver screen (provides gear position, RPM, brake and accelerator pedal positions), Fuel economy and Data logging.

The other option worth a tick is the Side Blind Zone Alert, which I find particularly useful in heavy traffic when undertaking frequent lane changes. It’s a small blue light that sits either side of the dash and lights up whenever there is a car in the blind spot.

While the GTS cabin has some nice touches, such as the carbon fibre look and piano black trim around the centre console and doors, it’s not quite up to European standards. Soft touch material covering the top half of the dash is largely spoiled by some less than premium hard plastic surface below. The exception is the metallic look switchgear, and the hand-stitched leather sports pews, which I rate as some of the most comfortable and supportive in the business.

The GTS, like all other four-door sedans from HSV’s stable, is a proper five-seater (that’s five adults) with what I would call extended leg and headroom for the over 185cm club. Boot space is large too, but with relatively shallow depth.

Safety is well catered for on board too with six airbags and a full suite of active driver aid systems including ABS, ESC with TCS and competition mode ESC and launch control with the manual transmission (not tested).

If you’re worried about fuel economy in a proper Aussie muscle car with all the trimmings, then you best look elsewhere. Our average fuel consumption for the week-long test was near enough to 16.5L/100km, but then I wasn’t exactly driving it like an entrant in the Global Green Challenge either.

Whichever way you swing it, HSV’s latest GTS is a lot of car for the money. It’s also a lot of fun and entirely practical as a family tourer or an executive jet.

First impressions sitting in the car was that it was quite basic in respect to the interior. But once I got myself comfortable, and drove around town a little, I got a real sense that this Korean built Cruze has what it takes to deliver the local market a value for money, economical, low cost and even environmentally friendly car that actually looks pretty damn good too.

Even though the new Cruze is built in Korea, improved build quality seen in recent models sourced from the Gunsan manufacturing facility by Holden are present in the new Cruze. Plus Holden plans to build the Cruze in Australia at Holden’s South Australian Elizabeth plant late in 2010, which will be a positive to their local economy.
I like a zippy car and have fallen in love with the low-end torque offered by the Holden Cruze CD Diesel.

The Cruze CD felt great while driving it around town. The best part was that the fuel gauge nearly stuck on full. This is a great feeling, especially with city driving.

Have I mentioned that I think this is great value for money?

It was really a fresh relief to see the fuel gauge hardly move, even more so with the latest fuel prices. I even thought there was a problem with the gauge – but no, the car was just very fuel-efficient.

In terms of drivability, the Cruze offered great stability and felt soild on the road. The suspension was firm, but still comfortable enough for day-to-day driving. Cornering felt responsive through the steering wheel, and the seats felt firm, yet comfortable.

The 2.0-litre turbo diesel had great torque down low and still had plenty of pull through the upper revs. From the moment you release the clutch on the manual Cruze, you feel the effortless acceleration delivered by the engine from such low revs. It’s the sort of feel only considerably bigger petrol engines can produce with their higher torque.

The “Common Rail Direct Injection” diesel engine works well. There are two advantages of the modern system, reduced vibration/noise and no warm up.

It also produces less pollution helping it to pass stringent emmission standards. It’s new technology, because the computers used to control the injectors, have only become fast and cheap enough in the last 10 years to allow multiple injections for each firing.

I found the Cruze’s looks deceiving. Here you have a car that is priced in the low 20’s, but looks at lot like some of the higher end European cars.

The exterior of the car is well suited for those mindful of looking good, but who are on a budget.

The Holden Cruze has a low slung roof, colour matched side mirrors and door handles. This all add to the overall sleekness of the vehicle. Its large headlights and big chrome grille add a touch of class to the small sedan.
Very nice styling and design both internally and externally. You feel as though you are sitting in a sports car, especially from the drivers seat.

The Cruze features a small and sporty steering wheel, and the controls and instuments are pieced nicely together. Holden designers have done a great job in keeping the dash uncomplicated and neat.

The Blue illumination of the dash is a nice touch – I was getting a little tired of the usual green found in most other Holden’s. The blue instrument lighting is a little reminiscent of the Volkswagen range but more subtly done, I must say. The Blue light is also easy on the eyes, especially when driving at night.

One thing that did suprise me was the use of quality soft-touch plastics and cloth in the trim and upholstery, again styling is very european and pleasent on the eyes.

The 2.5-liter inline four-cylinder engine uses the latest lightweight technology, with Dual Variable Valve Timing with intelligence (VVT-i), roller rocker arms and a variable-induction intake manifold system that changes the length of the air-intake pipe to supply more torque on demand. Fuel mileage is improved by 3 mpg to an EPA-estimated 26 mpg in combined city and highway driving, and the emissions rating remains at ULEV II. Overall, there’s been a weight gain of about 100 pounds.

Both transmissions are new for 2011, with a 6-speed automatic and 6-speed manual replacing the antiquated 4-speed automatic and 5-speed manual. We preferred the manual gearbox because the automatic doesn’t offer a sport mode.

The styling has changed direction somewhat. In an apparent attempt to be edgy, the roofline is sharper at the A-pillar and C-pillar. And the nose of the new tC has more rounded shoulders with large wheel cutouts, a more current look.
Other improvements the 2011 tC has over the 2010 previous-generation model include bigger brakes and wheels, with 18-inch alloys standard, and electric power steering. There’s a reclining and flat-folding 60/40 rear seat, steering wheel with audio controls, and a 300-watt eight-speaker sound system borrowed from big sister Lexus.

The interior features a flat-bottomed steering wheel, while the numbers on the tachometer and speedometer are lit-up in orange with a 3D effect. The fabric seats have good adjustment and movement to allow access into the rear, which technically seats three but doesn’t offer much room, however no coupe of this size does. Leather is not available.

The Scion tC comes as only one model, with standard or automatic transmission, but there are 45 accessories available to create a distinct identity for the car. A big moonroof is standard equipment, with a mesh wind deflector at its leading edge. Surprisingly, Bluetooth is only available as a dealer-installed accessory.

The suspension is MacPherson strut front and double-wishbone rear, and it’s firm enough for everyday driving, the ride comfortable without being soft. The new tC has a wider track and wider tires; also a wider turning circle, 37.4 feet from 36.1 feet. The speed-sensing electric power steering replaces the old hydraulic system, saving pumps, pulleys and fluid. Brakes have been grown a bit, 11.65-inch vented discs in front and 10.8-inch solids in rear, and they feel good.

We also got seat time in a 6-speed manual with TRD exhaust and sway bars, and it was a world of difference, including in the cornering. The sound was more distinctive without being loud. If you’re going driving for fun, and not just stylish transportation, you should choose the gearbox and TRD suspension parts.

Model Lineup

The 2011 Scion tC comes as one model, a sports coupe. The tC comes with an all-new 2.5-liter engine, and choice of two new transmissions: a standard 6-speed manual ($18,275), or optional 6-speed automatic with sequential shifting ($19,275). Standard equipment includes air conditioning, fabric upholstery, power everything, 18-inch alloy wheels, panoramic moonroof, folding sideview mirrors with LED turn signals, fabric sports seats with driver height adjustment, reclining 60/40 rear folding seats, tilt/telescoping leather-wrapped steering wheel with audio controls, and 300-watt 8-speaker MP3 sound system.

There are 45 accessories available, maintaining the create-your-own Scion theme. Electronically, there’s an Alpine premium sound system, Scion navigation, Bluetooth, and interior lighting with a 7-color switch. Exterior items include the usual like foglamps and rear spoiler, as well as things like body graphics and carbon-fiber appliqué B-pillar. TRD offers all the parts you need to make your tC a boy racer: springs, brakes, sway bars, air intake, 19-inch alloys, exhaust system, you name it.

Safety equipment that comes standard includes frontal airbags, front side airbags, front knee airbags, and side curtain airbags; front active headrests with three headrests in rear, electronic stability control, anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and brake assist, and the mandated tire pressure monitor.

After taking a pass on the 2010 model year, the third-generation Durango appears thirteen years after the original model was introduced. Unlike the body-on-frame SUV it replaces, the 2011 Durango now sits on a unibody platform that it and the Grand Cherokee share with the Mercedes-Benz M- and GL-classes. The base engine will be Chrysler’s new 3.6-liter Pentastar V-6 while the 5.7-liter Hemi V-8 continues as the optional engine, just as with the Jeep. All-wheel drive will be optional, but Dodge won’t give specifics on what types of systems will be offered. We expect some sharing with the Grand Cherokee, with Jeep reserving for itself the more capable, off-road-oriented transfer cases. An optional air suspension also is likely for the Durango, especially given its claimed performance intentions and the availability of such a system on the GC. Towing capacity is quoted as 6200 pounds with the V-6 and 7400 pounds with the Hemi, which is down slightly from its truck-based predecessor. A trailer-sway-control system will be standard.

The styling is bold if a bit softer than the Grand Cherokee’s. The Durango finally loses the two-level front end that previously tied its look to those of the Dakota (on which it was based) and the larger Ram. Grille inserts on the model shown here have a chain-link appearance, and the front fascia extends low to the ground, giving a hunkered-down look and presumably helping with aerodynamics. There are striking similarities to the Grand Cherokee in the rear, with wraparound taillamps bridged by a chrome bar. We haven’t gotten a look at the interior yet, but we expect it to be very similar in style and execution to that of—you guessed it—the new Grand Cherokee.
This new Durango also marks the debut of a new Dodge logo. Recall that Ram has (sort of) been pulled out as its own brand within the Chrysler empire, and that the Durango will be lumped in with the car offerings. So Rams and Dakotas keep the ram’s head logo and the Dodge lineup goes to a similarly shaped crest with “Dodge” centered over crosshairs.

We also noticed that the Durango pictured here wears Citadel badges on the back as well as on the front doors. The folks at Dodge won’t tell us what Citadel means, but it’s clearly a trim level for the SUV—we’d venture to guess that it’s the highest, given all of the brightwork and big wheels. (The Citadel name previously was used on a Chrysler concept that presaged the production Pacifica.) Let’s just hope the other Durango trim names were selected with more thought than those for the rest of Dodge’s current lineup—recent trademark filings for Durango Heat and Durango Express do not have us hopeful, however.
The Durango will come with a full complement of airbags and also will offer blind-spot monitoring, forward-collision warning, adaptive cruise control, rear cross-path detection, and keyless entry and start. It will go on sale toward the end of 2010 as a 2011 model. Based on our positive experiences with the new Grand Cherokee, this Durango seems far better equipped to battle the Honda Pilots and Mazda CX-9s of the world than anything that’s ever worn a Dodge badge.

The new Sienna offers parents all of the luxury amenities they could ever want. It’s designed for function first but still pulls off style.

It might even make parenting a little easier — which is the entire purpose of minivans.
Minivans in general are the single most utilitarian people hauler around. For families, it allows siblings to be separated to just out-of-arm’s reach of each other and cuts down the “he’s touching me” comments to a minimum. More importantly, every person in this vehicle will be comfortable.
The front row bucket seats are nicer than most people’s living room furniture, and the second row captain’s chairs include foot rests — though for adults the front seats do get in the way. The third row is big enough for adults and access is easy. While some people may need the eight-passenger configuration, I prefer the seven-passenger version with the stylish second row seats. It makes getting to the third row easier and the seats were made for a long nap.
The Sienna comes with a slew of storage areas, including a 12-pack worth of cup holders on the eight-passenger model. (There are only 10 cup holders on the seven-passenger model.) But more importantly, there’s lots of space inside.

Bigger and wider

A little bigger and a little wider than the previous generation, the Sienna is pure comfort throughout. It’s also stylishly designed with an asymmetrical wood trim across the center of the dash. Much of the dash has a decent grain.
Typically, wood-looking trim looks cheap if it’s not at a super high gloss. But Toyota does a nice job with the trim throughout the cabin. Everything feels well made and put together smartly. The dual glove boxes mean wet naps and other need-quick items can go in the top and confiscated toys can go in the bottom.

Even the center console pulls back for passengers in the second row to reach. There’s also a light in the storage compartment to make finding things much easier – especially at night. Plus, there’s the giant entertainment system for backseat passengers. The fold-down screen can show two different pictures at the same time, allowing the teenager to swoon over “Twilight: New Moon” and the younger brother to kill vampires in Darkwatch on Xbox 360 (easily connected to the system). Both can listen to their game or movie through wireless headsets. And with the kids quiet, parenting becomes easier.
Car-like ride

That lets the driver take a little time to appreciate the Sienna’s performance.

One of the great features of minivans is the quiet, car-like ride. These were the first crossovers — back in the ’80s people thought crossovers were athletes who played baseball and football.

My test vehicle came with Toyota’s venerable 3.5-liter V-6 that pushes out 265 horsepower and 245 pound-feet of torque. This is more than enough power to get this minivan up and running. It cruises around nicely on the highway, its independent front and torsion beam rear gliding over bumps.

Even with 120 inches of wheelbase, the Sienna is easy to maneuver around parking lots or tight city streets. This is a vehicle, however, that won’t set any slalom records. It’s big and heavy, and the body will roll through big turns. The all-wheel drive system available for the Sienna could help some of the handling problems as well as help drivers feel a little safer in inclement weather.
There is also a 2.7-liter four-cylinder model that produces 187 horsepower and 186 pound-feet of torque.

The ride position feels low when you’re behind the wheel, though you still have a commanding view of the road. And while it’s hard to see out the back when in reverse, Toyota offers a panoramic view with its backup camera that lets you see everything behind you.

There’s a sport version of the Sienna, which feels a little insincere, as minivans remain one of the most emasculating vehicles in America next to a Smart fortwo. Face it, more sports cars have been traded in for minivans than any other vehicle, according to sad anecdotal evidence. Others have tried to toughen up their minivans, too, but it just doesn’t seem to work. Attaching cool to the box doesn’t make it a fridge.

Bold, aggressive exterior

That’s not to take away from the exterior of the new Sienna, which is both bold and aggressive — with the caveat that it’s still a minivan. The big grille outlined by silver trim touches the headlamps that stretch around the rounded corners of the front end.

The wheels are pushed out to the edges of the Sienna to give it a stable and well-planted look. It also provides all of that great room inside — once again allowing form and function to meld into a better vehicle.

The double-sliding second row doors, the norm on minivans, are just awesome. They can be operated with the key fob as you walk up to vehicle, as well as the liftgate, a feature people love once they use it. The doors do take a little getting used to when opening and closing because they operate on a motor, but after a few days of working them, I was accustomed to that minivan door tug.
Inside and out, the new Sienna is better than ever. For minivan customers, there’s never been a better one of these boxy utilitarian vehicles that can handle soccer games, ballet lessons, trips around town and to Lowes. It’s a vehicle that gets all of the chores done in as much fashion as a minivan can afford.

Nowadays, there’s something to be said for that. It may not be as cool as some marketing departments portend, but cool is overrated when it comes to parenting.
Put the swagger in your kids, not your wagon, and just enjoy the ride.
The Sienna will get you there comfortably. And being there is the most important part.

There are other reasons to buy a 2011 2012 Nissan Maxima sedan, though, and these have to do with looks. On the outside, the Maxima gets its debonair style from camera-lens-style headlights, chrome-rimmed taillights, large rear-door windows, and a new grille and bumper fascia that is bold and beautiful.

nissan maximaOn the inside, 2011 2012 Nissan Maxima amenities include a height-adjustable center armrest, 60/40 split-rear seat, trip computer, premium Bose audio system, and an auto-dimming rearview mirror. Other 2011 2012 Nissan Maxima parts that get attention are some of the Maxima accessories, which include floor mats and roof racks, to name a few. Finally, the 2011 2012 Nissan Maxima body kits enable you to add style to your front and rear bumpers, as well.

Even though Maxima had already chalked up seven years on Ward’s AutoWorld “Ten Best Engines” list, Nissan was itching to do more with the 2011 2012 model, and it did. The new 255-horsepower engine has a bored engine, fatter pistons, and it is built on the award-winning VQ technologies that have won Nissan so many accolades in the past. Other 2011 2012 Nissan Maxima parts that add to the car’s superior performance include an optional 6-speed manual on the 2011 2012 SE, sport-tuned suspension, anti-lock brakes, a Traction Control System, and Electronic Brakeforce Distribution.

Infiniti’s most technologically advanced and beautiful saloon yet, the third-generation Infiniti M will bring with it to Europe its unimpeachable reputation for quality among American luxury car-buyers. Every Infiniti M model will also arrive designed and equipped to succeed in some of the world’s toughest executive car markets, blending qualities that have made it a popular car in the US with the high-performance abilities needed to compete on European roads.

The new Infiniti M Line has been able to call on key Infiniti strengths in order to satisfy more demanding drivers. These include lightweight componentry, adaptive technology, race-bred engine design, sophisticated chassis design with almost perfect weight distribution and proven double-wishbone suspension with the availability in some models of Infiniti’s acclaimed sports handling technology, 4-Wheel Active Steering (4WAS). To the benefit of looks, ride and cabin room, the M also benefits from one of the longest wheelbases in the class.
The new Infiniti M has its first outing – in the metal – at an unveiling in Beverly Hills, California, prior to US sales commencing in the spring of 2010. An earlier debut, in August this year, was as a “virtual” car created in 3D by video mapping – presaging a trend for “firsts” that the new Infiniti M Line is well placed to expand upon.

The body

The M’s design is signature Infiniti, its subtle curves and complex surfacing endowing it with an emotional draw that goes beyond the colder, more austere class norm. Its deeply sculpted door surfaces and front bumper section add distinction and a sense of both aggression and intrigue. The body crease below the glasshouse is the clearest of many design cues picked up from Essence, the stunning Infiniti concept car that made its debut at the Geneva Auto Show early in 2009.

To the benefit of both performance and efficiency, the Infiniti M is adept at carving through the air. Its drag coefficient is a mere 0.27 and the body has been designed for zero lift at the front and rear for increased high speed stability. As with other Infiniti models, the Infiniti M is equipped with lightweight aluminium doors, bonnet and boot lid (as well as an all-alloy V6 engine).

The Infiniti M uses the advanced FM (Front Mid-ship) platform that positions the engine behind the front axle resulting in an optimized front-to-rear weight balance for naturally stable and rewarding handling. Suspension is double-wishbone in front and multi-link at the rear, along with front and rear anti-roll bars. The standard wheel size is 18-inch. For the sportiest models, 20-inch wheels, new double-piston shock absorbers, special suspension settings, 4-piston brakes and 4-Wheel Active Steering are all available.

The Infiniti M37 is powered by the charismatic 3.7-litre VVEL V6 petrol engine also used in other Infiniti models in Europe. All alloy and of tried and trusted motor racing-style ladder-frame construction, power and torque are unchanged, at 320 PS (316 bhp) and 360 Nm (266 lb ft) of torque. Standard on every M is Infiniti’s seven-speed Adaptive Shift Control (ASC) automatic transmission – complete with Downshift Rev Matching (DRM) and Drive Sport (DS) mode for full manual control via the available solid magnesium shift paddles behind the steering wheel. Performance data is yet to be confirmed.

Infiniti will release more information about the V6 diesel version during 2010.

A look inside

The new Infiniti M has an interior every bit as carefully crafted as its exterior. The result of extensive research by engineers and designers into every aspect of the cabin, from the shape of the switches to the softness of the textures, the aim was to create Infiniti’s best saloon car interior ever, with human warmth and an outstanding level of luxury appointments. And all with that most important of Infiniti traits: a clear focus on the driver.

Mission accomplished then. The Infiniti M cabin’s wow factor begins as soon as a door is opened: there can be no missing the perception of quality in everything that is seen, touched and felt – right down to the smallest details. Combining vibrant, Japanese-influenced design and luxury materials, it is an immediately alluring, sensual place, as well as notably spacious. The M’s wheelbase, at 2900mm, is longer than that of most competitors and this shows inside where there is plenty of room for five adults.

Attention to detail inside takes many forms. Handcrafted wood accents, for example, have been treated with a unique powdered silver for a mirror-like finish that takes tradition into a modern age. The standard leather is quilted, but for those who want an even more sumptuous finish there’s the availability of semi-aniline leather. Distinctively textured aluminium highlights and, as standard, piano black trim make the cabin especially inviting.

The signature Infiniti dashboard clock – always analogue – is reinvented in rectangular form, an elegant touch at the centre of the imposing new dashboard that blends luxury with technology in seamless fashion. The new dashboard also demonstrates Infiniti’s commitment to ergonomic excellence. The instrument panel features “Fine Vision” electroluminescent gauges and logically grouped controls for maximum ease of use. In addition, with the Infiniti M Line, Infiniti is introducing a bespoke new generation of switchgear.

Although prices, range structure and standard specifications are yet to be confirmed for European markets, the Infiniti M is expected to follow in the tyre tracks of the G, EX and FX Lines in offering exceptional levels of standard equipment. Available features include climate control seats, bi-Xenon adaptive front lighting, premium Bose sound system, 10-way power adjusted heated leather front seats, heated steering wheel and the all-embracing Connectiviti+ multimedia platform with 8-inch VGA colour touch-screen display for the hard disk drive navigation which includes – uniquely – the Michelin Green Guide with information on hotels, restaurants, places of interest and even scenic driving routes.

Blind Sport Intervention (BSI)

The latest in a list of world-first safety features from Infiniti, BSI takes blind-spot technology to another level by introducing an element of side collision protection. As well as giving the driver both visual and audible warnings of another vehicle in the blind-spot area which is detected by using radar, BSI intervenes if the driver ignores the warnings and attempts to steer into the other vehicle’s path. The intervention is in the form of a directional adjustment, executed automatically. This is achieved by selective braking on one side of the car to create a “yaw” effect that eases the vehicle back into its original lane.

Active Noise Control (ANC)

By identifying undesirable sounds in the cabin and then playing back through the speakers sound waves of opposite phase, the original noises are cancelled out, making the M’s interior a quieter, more restful place to be. The system is aimed at reducing undesirable low-frequency engine sounds only. Infiniti M models with the 16-speaker Bose® Studio Surround® sound system are equipped with Bose Engine Harmonic Cancellation (EHC) which is even more effective at controlling unwanted noises.

Infiniti Drive

The M’s throttle sensitivity and transmission mapping are fine tuned according to which of four driver-selectable modes is engaged via a switch positioned behind the gear lever: Standard, Eco, Sport and Snow. The Eco mode utilizes green and yellow lights on the instrument panel to provide feedback on fuel efficiency. Eco mode also introduces a new Infiniti concept known as the Eco Pedal. If driving too aggressively, the driver will feel the accelerator pedal “push back” to indicate fuel is being wasted. Sport mode changes the automatic shift points and enhances throttle response for increased performance. It will also adjust the 4WAS for a nimbler feel and raise the ESP intervention level.

Forest Air

Infiniti believes the quality of the air within a car’s cabin has a direct bearing on the well-being of driver and passengers. Which is why it developed Forest Air, Infiniti’s most advanced climate control system that makes its debut in the Infiniti M Line (depending on model). The system offers unrivalled temperature, humidity and pollution control while re-creating the gentle breezes and subtle scents of an environment known to promote alertness and relieve stress: the forest.

ESP with Dynamic Cornering Enhancement

The Infiniti M Line benefits from Infiniti’s latest electronic stability program which optimizes control of braking and engine torque on individual wheels to achieve smoother and more stable cornering. The system can apply selective braking to help create increased steering response when rapid changes of direction are required, such as in S bends or fast lane-change manoeuvres.

Safety Shield

For the 2011-model year M Line, Infiniti’s 360-degree “bubble of protection” around the car known as the Safety Shield becomes more complete than ever. New features such as Blind Spot Intervention and Dynamic Cornering Enhancement are fully integrated into existing Safety Shield technology such as Intelligent Cruise Control (full speed range), Lane Departure Warning (LDW) and Lane Departure Prevention (LDP), Distance Control Assist (DCA), Intelligent Brake Assist (IBA) with Forward Collision Warning (FCW) and Front Pre-Crash Seat Belts.

First of these exciting new models is Hyundai’s new B-segment MPV, named ix20. The Hyundai ix20 is the second European model to adopt Hyundai’s new ‘fluidic sculpture’ design language which helps differentiate it from the boxy ‘minivan’ image typically associated with the segment.

On sale from mid November 2010 in the UK, Hyundai ix20 is expected to attract young families with its excellent all-round package: class-leading fuel economy and low CO2 emissions; the latest in active and passive safety technologies; and the company’s groundbreaking Five Year Triple Care warranty.

The Hyundai ix20 will be joined at the show by the facelifted version of Hyundai’s best selling i10 city car. The new Hyundai i10 features comprehensive visual and mechanical improvements, including a new 1.0-litre engine with CO2 emissions of just 99 g/km. The new version of the i10 will go on sale early in 2011.