Auto Blog

2010 Mercedes-Benz C-Class

2010-02-15T12:36:00.000-08:00

The Mercedes-Benz C-Class remains the most accessible of the brand's models sold in the United States. Completely redesigned in 2008, the fourth-generation C-Class continues to deliver the expected levels of advanced engineering, design and safety features that keep it highly competitive within the entry luxury segment.
The C-Class is offered as three models: C300, C350 and C63 AMG. The C300 is available in rear-wheel and 4MATIC all-wheel drive configurations, both in either Sport or Luxury trim levels. It is powered by a 228-hp 3.0-liter V6 engine, and gets either a six-speed manual or seven-speed automatic transmission with manual shift mode. The C350 is offered in rear-wheel drive and Sport trim only, and is equipped with a 268-hp 3.5-liter V6 engine and seven-speed automatic transmission with manual shift mode. The enthusiast-oriented C63 AMG boasts a 451-hp 6.3-liter AMG-tuned V8 engine, mated to a seven-speed automatic transmission with steering wheel-mounted aluminum paddle shifters. The C300 is outfitted with a power sunroof, 17-inch alloy wheels, dual-zone climate control, ARTICO upholstery and Bluetooth wireless connectivity. The C350 adds a rear spoiler, heated front seats and satellite radio, while the C63 AMG is further equipped with 18-inch alloy wheels, AMG sport seats, exclusive aluminum and carbon fiber trim elements, and a 60/40 split-folding rear seat. Standard safety features include stability and traction control systems, four-wheel anti-lock disc brakes with brake assist, active anti-whiplash front head restraints, front side-impact airbags and overhead curtain airbags for front and rear occupants.
For 2010, the Mercedes-Benz C-Class carries over with minimal adjustments to standard and optional equipment. A rearview camera parking aid and KEYLESS-GO passive entry/start system are now optional on all models, and a new Dynamic Handling Package is available for the rear-wheel drive C300 and C350. Safety enhancements on the C-Class include the addition of a driver's side knee airbag, as well as a new tire pressure monitoring system with individual read-outs for each wheel.

2009 Ferrari 599 GTB Fiorano

2010-02-15T12:33:00.000-08:00

The Ferrari 599 GTB Fiorano, with an all-aluminum chassis and body, brings F1 racing technology and performance to the road. The 599 GTB Fiorano strikes a balance between sport and luxury with high-quality leather trim tastefully combined with high-tech carbon-fiber and aluminum details.

This Italian exotic grand touring sports coupe?s 6.0-liter V12 engine makes 612 hp at 7600 rpm and 448 lbs-ft of torque at 5,600 rpm. Two transmissions are available ? a 6-speed manual, or a 6-speed manual with F1 Superfast steering column-mounted shift paddles that allow for extremely quick gear changes. A switch on the steering wheel, called a manettino, integrates suspension, traction control, stability control and shifter systems and allows the driver to choose the optimum setting for current conditions. Magnetic fluid-filled shock absorbers react instantly to road conditions and driver inputs. Options include carbon fiber interior trim, Recaro sport seats, Bose sound system, parking sensors and navigation system.
The 599 GTB Fiorano carries over from 2008.

2010 BMW 128

2010-02-15T12:18:00.000-08:00

Introduction

When it arrived here in mid-2008, the BMW 1 Series signaled the Bavarian automaker's serious intent to deliver BMW-grade driving excitement in a smaller, less costly package.As if to show just how serious, initially only one model was available: the high-performance BMW 135i Coupe, with 300 twin-turbocharged horsepower.
For 2009 BMW has expanded the series, adding the BMW 128i, with 230 horsepower and nearly all of the same amenities, for $6450 less.Better still, you can now buy beautifully made, high-quality convertible-top versions of both models.
The 1 Series is almost seven inches shorter overall than the next car up in the BMW line, the popular 3 Series.The 1 Series wheelbase is four inches shorter than that of the 3 Series, and it's a significant 2.7 inches narrower in width.The 1 Series is meant to be a serious, sporty competitor to all the front-wheel-drive Japanese, Korean, and domestic cars in the entry luxury coupe class.BMW brings its highly developed rear-wheel-drive platform to the fight.
In many ways, the 1 Series is nothing more or less than a scaled-down coupe version of the 3 Series two-door coupe, with similar looks, similar equipment and similar performance and handling because it uses many of the same components and systems, including the big twin-turbocharged engine that was introduced last year in the 335i, so the 135i is a smaller, lighter package with the same engine for about $6300 less starting money.

Lineup

For 2009, the BMW 1 Series lineup has expanded to four models: the 230-horsepower 128i and the 300-horsepower 135i, each available as a coupe or a convertible.All are powered by 3.0-liter inline-6 engines driving the rear wheels through a standard six-speed manual or optional ($1,325) six-speed automatic transmission.
The BMW 128i Coupe ($29,400) comes with automatic climate control; premium AM/FM/CD audio with auxiliary input jack; a leather-wrapped, multi-function steering wheel; leatherette upholstery; cruise control; power glass sunroof; high-gloss black interior trim; rain-sensing automatic headlights; fog lights; and 205/55HR16 all-season tires on 16-inch alloy wheels.
The BMW 135i Coupe ($35,850) adds, in addition to its twin-turbocharged engine, a firmer sport suspension and high-performance brakes; xenon headlights with adaptive light control; retractable headlight washers; Gray Poplar wood interior trim; and 215/40YR18 front tires leading 245/35YR18 rears, both of course on 18-inch alloy rims.
The BMW 128i Convertible ($34,000) and 135i Convertible ($40,150) are equipped similarly to their coupe counterparts, except that the 135i soft top rolls on less radical 205/50HR17 rubber front and rear.Both come with a fully automatic fabric folding top.
A Sport Package ($1,300) for the 128i models includes sport suspension, sport seats, M-style steering wheel, Shadowline trim, and wider tires on 17-inch rims.You can also add the seats, steering wheel, and trim to the 135i ($1,100), which already comes with the sport suspension and 18-inch wheels.
Options include leather upholstery ($1,450), heated front seats ($500), rear park distance control ($350), navigation ($2,100), BMW Assist ($750), Sirius satellite radio ($595), HD radio ($350), iPod/USB adapter ($400), Smartphone integration ($150), and xenon headlights ($900).Wood trim is available on the 128i ($500) and can be omitted from the 135i (for no charge).The 135i Coupe and Convertible offer variable-ratio Active Steering ($1,550) and, new for 2009, a heated steering wheel ($150).Both convertibles offer a rear-seat ski bag that loads through the trunk ($175).Various Cold Weather packages ($600-900) bundle some of the above-listed equipment, while Premium Packages ($3,400-3,700) combine leather upholstery with power memory seats and other amenities.
Safety features that come standard on the 1 Series include frontal airbags, seat-mounted side-impact airbags, side curtain airbags (coupe only), ABS, electronic stability control, traction control, cornering brake control, and launch control for getting started on slippery surfaces.The brake lights include a panic-braking mode that lights up the entire lens extra bright whenever the brake pedal is stomped hard.A tire-pressure monitor is standard.The 135i comes with run-flat tires.

Walkaround

The best thing about the exterior appearance of the BMW 1 Series is that this time around, it looks like a real car, unlike the old 318tii which was a cheapened, cut-off version of the 3 Series that attracted a small cult following but never sold well in the U.S.
The 1 Series proportions were more carefully considered and while it is definitely short in the poop compared to the larger 3 Series, it looks good that way, thanks to the designers.It doesn't look cheap or cut off or bandaged.Every major part of the car, the nose, the bodyside, the roof and the rear end, blends beautifully with the rest of the car to make a shorter, narrower version of the 3 Series with a different and special roofline.
We're particularly fond of the M Aerodynamics Package made standard on the 135i (but not the 128i), including the huge air intakes below the bumper, necessary for cooling the turbocharger intake air.The 128i has a cleaner, albeit more conventional, full-width opening below the bumper, divided into three parts by two angled struts.The outboard sections are then sub-divided horizontally, with a fog light at the top and a small grille underneath.The bottom edge of the opening turns up at the ends, smile-like.
At the rear, the 128i dispenses with the 135i's prominent spoiler, in favor of a more gentle lip integrated into the trunk lid.And the 128i's rear bumper is entirely body-color, lacking the black-out panel seen on the 135i.Drag coefficient actually improves, from 0.33 to 0.31 Cd.
Put the top down on the new convertible models, and the flared shoulder line that's shared with the coupes seems to form a single surface that surrounds the interior, like the deck of a small boat.For both convertible models, drag coefficient increases slightly to 0.34.

Interior

Anyone familiar with the interior layout of the current 3 Series would be hard pressed to tell the difference between the BMW 135i and the much larger, more expensive 335i.Just about everything inside is in the same location and looks and operates the same way.
We found the front bucket seats very comfortable and supportive, with big side bolsters.The steering wheel tilts and telescopes, helping drivers of different shapes and sizes to find the ideal driving position.
Order the optional navigation system and you get BMW's iDrive, which integrates navigation, entertainment, telephone, and other controls via a pop-up screen on the top of the dash and a mouse-like knob on the console.BMW claims the fourth-generation system, which the 1 Series adopts for 2009, is more natural and intuitive in operation than past versions have been.
All 1 Series coupes come with a 60/40 split folding rear seat than can provide almost triple the trunk room of 10 cubic feet.A storage package for the trunk area includes some tie-downs and straps and a 12-volt power point for external accessories.
The convertibles feature a soft top that can be raised or lowered in 22 seconds, even while driving at speeds up to 25 mph, so you don't need to worry whether that stoplight will be long enough to finish the roof operation.The soft top takes up less trunk space than a convertible hard top would, which is partly why the design uses a soft top.Still, cargo room shrinks to just 8 cubic feet.
Interior room suffers a bit, too, although hardly enough for a real convertible enthusiast to notice.Front leg room is reduced by a quarter inch, and head room by three-quarters of an inch.The losses in rear seat room are a bit more consequential, where shoulder room contracts by nearly a foot.Leg room is reduced by three-quarters of an inch, and head room by little more than a hair (0.1 inch).
The optional leather upholstery for the convertible incorporates what BMW calls Sun Reflective Technology, a special pigment which reflects both heat and ultraviolet rays.BMW claims this technology can keep the surface of the seats 20 degrees F cooler than conventional leather under the same sun, while also helping the hides last longer.Additionally, the convertibles' automatic climate control system adds a top-down mode that reacts less to interior temperature and more to the exterior climate and sunlight.

Driving Impression

Driving a 300-hp, 3400-pound rear-drive coupe built on a short-wheelbase chassis adds up to a great deal of driving enjoyment, especially when the engine's torque curve is absolutely flat from 1300 to 5000 rpm and the engine redlines at 7000 rpm.
The 135i's 24-valve inline-6 packs two turbochargers and makes more than 100 hp per liter, which is considered engineering magic.BMW says a manual-shift 135i will accelerate from rest to 60 mph in a mere 5.1 seconds, which is not something that most cars in this projected price category can do.Top speed is electronically limited to 130 mph (or 149 mph with the Sport Package).EPA estimates are 17 mpg city/25mpg highway with the manual transmission; and 18/25 with the automatic.
Because the BMW 135i is essentially a scaled-down 335i, its ride, steering, and handling carry the same exemplary qualities as the larger car.Its smaller front steering tires are matched to the job of pointing the car while the fatter rear tires lay the power down in wonderfully linear fashion.The car's weight is distributed 52/48 on the front and rear tires.
The 135i's brakes use massive six-piston calipers at the front and twin-piston calipers at the rear, with 13.3-inch front discs and 12.75-inch rear discs and a built-in brake drying and anti-fade feature.
We found the steering, cornering, and braking performance of the BMW 135i to be exemplary, perfectly matched to the huge acceleration power of the engine.
We haven't driven the 128i, but we expect it will also deliver a good measure of driving enjoyment.Its engine is very slightly larger (2996 cc vs.2979 for the 135i) but breathes at atmospheric pressure without benefit of turbocharging.It does feature the same Valvetronic valvetrain management and aluminum/magnesium construction as the 135i unit.It develops 230 horsepower and 200 pound-feet of torque which, in the slightly lighter, 3250-pound 128i, should still get your attention when you put the pedal to the floor.BMW lists a 0-60 mph time of 6.1 seconds, which is quite sprightly and just a second slower than the 135i, with the same electronically limited top speed.
Fuel economy is significantly better in the 128i, with EPA ratings of 18 mpg city/28 mpg highway with the manual transmission.(Again, the automatic picks up 1 additional mpg in the city.)
The standard suspension in the 128i is softer than in the 135i, but weight distribution is a marginally better 51/49.Brakes are 11.8-inch vented discs all around, but again, that should be more than adequate for the 128i's more modest; no, make that less extravagant performance.
Electronic driving aids abound in the 1 Series, including antilock brakes with electronic brake-force distribution and cornering brake control, dynamic traction control, dynamic stability control, and a switch that can disable the DSC system for track days or generally more involving driving through the woods.That's ABS with EBD, CBC, DSC and traction control, for those who prefer acronyms.

Summary

The BMW 1 Series cars have all the style, performance and features a driver could want in a compact package.It's built around one of the best chassis in the segment, and the only one with rear-wheel drive.The addition of two convertible models expands its appeal.
NewCarTestDrive.com correspondent Jim McCraw test drove the 135i Coupe and filed this report from Munich, Germany; with additional reporting from John F.Katz in south-central Pennsylvania.

Model Lineup

BMW 128i Coupe ($29,400); 128i Convertible ($34,000); 135i Coupe ($35,850), 135i Convertible ($40,150).

Assembled In

Leipzig, Germany.

Options As Tested

none.

Model Tested

BMW 135i coupe ($35,850).

2010 Chevrolet Malibu

2010-02-15T12:13:00.000-08:00

Introduction

The Chevrolet Malibu is a superb midsize sedan.Fitting in the lineup just below the larger Impala, the Malibu competes with the Toyota Camry, Honda Accord, Nissan Altima, and Ford Fusion.
The Malibu benefits from a completely re-engineered platform introduced for 2008 that resulted in smooth ride, quiet cabin, responsive handling, and effective crash performance.
All Malibu models are four-door sedans with front-wheel drive.
It's an attractive car with attractive pricing and good fuel economy: EPA ratings of 22/33 mpg for the four-cylinder with six-speed automatic, 17/26 mpg for the V6 engine and six-speed automatic, and 26/34 mpg for the Hybrid.
For 2009, the Malibu Hybrid improved by two miles per gallon, thanks to better control of the battery charging/discharging system and new low rolling-resistance tires.
We found the Malibu to be a smooth, comfortable sedan with plenty of power when equipped with the V6.It strikes a nice balance between well-controlled handling and a smooth ride.Overall, the new Malibu feels smooth and is pleasant to drive.
The cabin is nicely designed, attractive, and everything is easy to operate, though there are some hard plastics that detract from an otherwise first-rate interior.The seats are comfortable, with plenty of front seat room and a generous rear seat.
In short, we think the Chevy Malibu stands up well when held against the Toyota Camry and Honda Accord gold standards.Choosing among them largely comes down to nitpicking, splitting hairs and personal preference.Camry and Accord may have an edge on resale value, but they're also likely to come with higher price tags.In any case, we don't see the gap between this Chevrolet and the imports that we used to see.
The 2009 Malibu gets some new equipment.A six-speed automatic transmission is now offered for the 2.4-liter four-cylinder engine.The four-cylinder engine comes standard on the 2009 Malibu LTZ.StabiliTrak electronic stability control is standard on all 2009 models.The base model comes standard with 17-inch wheels instead of 16s, and a Bluetooth hands-free cell phone link is offered.

Lineup

The 2009 Chevrolet Malibu range includes the LS ($21,605), 1LT ($22,505) 2LT ($24,705), and LTZ ($26,880), plus the Hybrid ($25,555).
The Malibu LS comes with a 2.4-liter four-cylinder engine and four-speed automatic transmission.The base model also comes with electric power steering, to save drag on the engine, while the V6-powered models come with hydraulic power steering.Standard features in the LS include air conditioning, cloth upholstery, power height-adjustable driver's seat with lumbar adjustment, cruise control, 60/40 split-folding rear seat, power windows, power mirrors, power locks, remote keyless entry, tilt/telescoping steering wheel, AM/FM/CD stereo with XM satellite radio and auxiliary input jack, outside temperature display, automatic headlights, one year of OnStar assistance with Turn-by-Turn navigation, and P215/55R17 tires on steel wheels with hub caps.
The 1LT model adds steering wheel audio controls and floor mats, while the 2LT gets the new six-speed automatic transmission with manual shift capability, a leather-wrapped steering wheel, faux suede upholstery, heated front seats, six-way power adjustable driver's seat, universal garage door opener, auto-dimming rearview mirror, compass, Bluetooth connectivity and alloy wheels.
The LTZ adds automatic climate control, leather-wrapped steering wheel, leather upholstery, eight-way power driver's seat, six-way power passenger seat, heated power mirrors, auto-dimming driver's side exterior mirror, iPod adapter, eight-speaker 210-watt stereo system, remote engine starting, fog lights, clear-lens LED taillamps and P225/50R18 tires on alloy wheels.
The Hybrid comes in an 1LT-level of trim with special 16-inch low-rolling-resistance tires, plus automatic climate control and alloy wheels.
Options over and above the LTZ equipment include a power sunroof ($800), a dual-screen DVD rear entertainment system ($1740), a power rear sunshade with manual side sunshades ($250), and a 110-volt power outlet ($150).
The safety package is comprehensive, with front, side and curtain side airbags, tire-pressure monitoring, ABS with brake assist, traction control, and StabiliTrak electronic stability control.

Walkaround

Exterior Features
Chevrolet has followed an industry-wide trend with the Malibu, giving it a long wheelbase (a full six inches longer than the last model) to provide ample interior room for the occupants and a smooth, quiet ride.The Malibu makes good use of its space.Despite the longer wheelbase, the car is only three inches longer than the 2007 model, giving it an attractive wheels-at-the-corners look.
The Malibu looks masculine, brawny, yet clean and crisp.In our opinion, this is one of the best overall designs that GM design boss Ed Welburn has supervised since he's had the top design job.
The body design is bold, long and sleek, with an especially appealing roofline that looks like it belongs on a luxury car.The bodysides are completely clean and uncluttered, and the twin round taillamps pay homage to the Corvette.The dual-port grille is a contemporary Chevrolet design cue.We think it works better on the Silverado, but it gives the Malibu a distinctive look, and distinction is the goal of the midsize sedan designer.Look closely and you'll see tiny bowtie emblems imbedded in the headlights, one of several small surprise-and-delight features the designers included in the hope owners will discover them one pleasant day while washing the car.
Malibu rides on GM's midsize Epsilon platform, with a MacPherson strut front suspension and a multi-link rear suspension with front and rear stabilizer bars of varying diameters, depending on model.

Interior

The Chevy Malibu cabin is beautifully done, with tight fits and no gaps.Everything within arm's reach and easy to operate.The instruments are very easy on the eyes.
The most noticeable interior feature of the Chevrolet Malibu, other than the roominess front and rear, is the dual-cowl dashboard and instrument panel layout inspired by vintage Corvettes.This design is brought into the 21st century with wood and metallic trim and a very pleasing blue-on-white instrumentation graphic treatment that's flooded with blue light at night.
Less noticeable are thoughtful features such as ambient lighting.A feature associated with expensive luxury cars recently popularized by Mercedes and BMW, ambient lighting helps the driver and front passenger find secondary controls and items around the center console.A cubby on top of the dash is convenient for wallets and such, a useful feature Subaru has used for years.
Cloth, faux-suede and leather interior options are available.The standard interiors are monotone, but several two-tone interior combinations are available, including a dramatic black-and-saddle leather combination that's very attractive.
We found the leather seats in the LTZ quite comfortable.Piping in a contrasting tone dresses them up.The front bucket seats are somewhere between sumptuous and luscious in the way they look and the way they sit, very comfortable and supportive.
The stretch in wheelbase affords each occupant plenty of room, and there is ample headroom and legroom in the rear compartment for six-foot-plus passengers.The backs of the front seats are dished out to add knee room.The rear seatbacks flip down to provide a pass-through to the trunk.While that trunk has 15.1 cubic feet of cargo volume, the rear pillars are pushed to the far back of the car, creating a small trunk opening that won't accept large boxes.
The cabin includes a dashtop storage bin, door cubbies, and seatback pockets, plus standard ambient lighting for the overhead console and door-pull pockets.We've never cared for the look of rolled-up sliding covers on center consoles due to their ability to attract crumbs.
Overall, the Malibu interior is attractive and comfortable.The quality of the interior materials is good.It doesn't bowl you over but nor does it reek of cheap plastic, though we did experience a rattle from the dash in one test car.We think the Malibu's interior compares well to the cabin of the Honda Accord.In fact, it may be more attractive, though the quality of the material on the steering wheel hub and the hard plastic on the lower dash aren't as nice.However, the Chevrolet has an attractive leather shift boot when the leather upholstery is chosen, and the Accord can't make that claim.
Every Malibu comes with XM satellite radio and the latest version of OnStar with Turn-by-Turn navigation.However, there's no GPS navigation system, nor is there a back-up camera.Chevrolet says people prefer to use their portable GPS units and relatively few want to pay for an OEM navigation system, but we're a little skeptical of that claim.
Big knobs and buttons and an elegant design make operating the audio and climate functions easy.In fact, we found it easier and less confusing to make adjustments in the Malibu than in a comparably equipped (non-navi) Honda Accord; the Honda seems less intuitive and convenient.Unlike the Honda, the Chevrolet has the audio controls at the top, better because people tend to fiddle with their stereos more than their temperature controls.
The climate controls in the Malibu are very easy to operate utilizing big knobs for fan and vent modes and simple, clearly labeled buttons.Honda splits the climate controls up, forcing the driver to examine them more closely before pressing a button.In short, the Malibu's audio and climate controls are, in our opinion, better than the controls in the Accord.Window switches are conveniently mounted on the doors.Redundant audio controls on the steering wheel are available.
Remote starting is available.This lets the driver start the car by pressing a button on the key fob from the comfort of the house on wintry mornings, allowing the car to warm up while the driver sits inside sipping coffee.That same feature can be use with air conditioning on sweltering summer afternoons.

Driving Impression

We drove all four versions of the Malibu, the four-cylinder four-speed automatic, the four-cylinder six-speed automatic, the hybrid, and the V6 with the six-speed automatic.Most of our time was spent in the V6 and the four-cylinder with the six-speed.
The 2LT V6 we drove was very pleasant, indeed.Acceleration was good, if not sparkling.The V6 boats a little over 250 horsepower from the V6 engine.While that's 19 horses less than the Accord and Camry, the 3.6-liter V6 is a modern engine that offers more power than most families will ever need.We never felt there was a lack of power here.
With the V6, the six-speed automatic is quick to shift, up and down, smooth, lurch-free and quiet.The engine, which has nine different sound attenuators in the air intake system, never sounds anything but powerful and smooth.
In fact, everything about the 2LT V6 is quiet and smooth.The suspension soaked up rough Mississippi cotton-farm roads with aplomb, and kept the car straight and flat without a lot of pitching and body roll.On pockmarked Chicago streets, though, we did experience some jolts in the rear suspension.This has been a problem with the Epsilon platform, but it is better controlled in the Malibu than in the notably harsh Saturn Aura.
The steering is reasonably quick and precise, but without much real road feel.We also find that the steering wheel itself is a bit too large in diameter.A smaller steering wheel would give a sportier feel.
With the V6 engine, the driveline exhibits some torque-steer at full throttle.Stand on the gas when turning at low speed and you'll feel a tug on the steering wheel.
Braking action and performance is on par with anything else in the class of vehicles and trustworthy in panic situations.
The hybrid is considered a mild hybrid and uses a belt-alternator-starter, or BAS system, to stop and start the 2.4-liter four-cylinder engine when needed.It shuts down completely at stoplights, and can add 3-4 kilowatts or about seven horsepower to the gasoline engine's output when needed.We found it works as advertised.The engine restarts immediately when you hit the throttle, and it does so smoothly.While the motor adds only seven horsepower, electric motors offer a lot of low-rpm torque, so the hybrid has a little more power from a stop than the base four-cylinder.
That base engine is the Ecotec 2.4-liter.In base trim, it comes with an old four-speed overdrive automatic transmission, an economical alternative that promises cheap insurance and low operating costs.The base model also comes with electric power steering, to save drag on the engine, while the V6-powered models come with hydraulic power steering.
The newly offered six-speed automatic is a much better choice with the four-cylinder.It increased fuel economy by three mpg on the highway, and the shorter gear ratios allow the engine to operate in its power band more often.Plus, it comes with steering wheel shift paddles that allow drivers to kick down to a lower gear manually when planning to pass.That's a nice option, because the four-cylinder is no world beater.It's not as torquey or spritely as the fours offered by Honda or Nissan.

Summary

The Chevrolet Malibu has all the size, room, features and conveniences a middle-of-the-market sedan needs to be competitive, and the fits and finishes inside and out are world-class.Chevrolet has indeed built a car we can't ignore.We think the new Chevy Malibu stands up well to the best in its class, including the Toyota Camry and Honda Accord.
NewCarTestDrive.com correspondent Jim McCraw filed this report after test driving Malibu models around Memphis and down into Mississippi; with Mitch McCullough reporting from Los Angeles and Kirk Bell from Chicago.

Model Lineup

Chevrolet Malibu LS ($21,605), Malibu 1LT ($22,505), Malibu 2LT ($24,705), Malibu LTZ ($26,880), Malibu Hybrid ($25,555).

Assembled In

Kansas City, Kansas.

Options As Tested

metallic paint ($295); power sunroof ($800.

Model Tested

Chevrolet Malibu LTZ sedan ($26,880).

2011 Ford Edge Sport

2010-02-15T08:29:00.000-08:00

The Blue Oval has begun to make a habit of surprisingly comprehensive refreshes, and not just with sheetmetal and powertrain choices. To that end, the Edge receives a new interior with massive improvements in available technology (MyFord Touch), design and material choices. Even though the Edge won't debut here in Chicago for a few hours, we've already had the chance to sit in its interior, and it represents a massive improvement, particularly the better integrated center stack. We still found a few discount touches (hard plastics on the tops of the doors and somewhat cheap-feeling power lock, window and mirror switches), but on the whole, we feel comfortable saying that the new accommodations will place the Edge at or near the top of the mid-size CUV heap, particularly in light of its massive options list.

We've always liked the Edge's useful size and modern looks, but handling could be a bit stiff-legged, particularly with the Sport model's larger wheels. Ford says it has not only revisited all of its suspension settings, it has incorporated new subframe mounts to improve handling and minimize NVH issues. We look forward to verifying Ford's claims ahead of its rollout into dealers this summer.

We'll have live images and thoughts from Ford's press conference later today, but in the meantime, you can pore over the high-res gallery and press release after the jump.

2010 Buick LaCrosse Review

2010-02-13T10:27:00.001-08:00

We hadn't much hope for Buick's reinvention, seeing as most concept cars from the stodgy division were either pie-in-the-sky convertibles or coupes with gullwing doors. That changed last year, when the General unveiled a concept at the 2008 Shanghai auto show. Called Invicta, it was a mid-size sedan that was both clean and contemporary - adjectives not used on a Buick since the 1995 Riviera. Better yet? We were told it was close to production.

Fast forward to the present: GM seems to have held its end of the bargain, as the 2010 Buick LaCrosse, unveiled at the 2009 Detroit auto show, is virtually a dead-ringer for last year's Invicta concept.

This is, of course, a good thing. While the outgoing LaCrosse wasn't an ugly car, it felt dated even when new. Sharp-eyed Buick historians quickly noted that the car's shape was quite similar to the XP2000 concept shown in 1995.

The new car (shown here in range-topping CXS trim) is more original, though it's still a bit derivative. Independently, the front fascia has a slight Lincoln tinge, while the taillights look as if they were ripped from an old Lexus ES. But when incorporated with other cues - including the distinct rear fender kick and the traditional portholes (now mounted on the hood), the LaCrosse begins to carry its own visual identity.

We'd almost go so far as to say the LaCrosse's interior carries more gravitas than it's exterior. Copied almost exactly from the Invicta concept, the new LaCrosse gains a wrap-around two-tone cockpit, complete with a French-stitched dash pad and blue LED accent lighting. Eliminating the old corporate radio allowed designers more freedom in crafting the center stack, but we're not sure the result - a busy group of knobs and buttons that would look at home in an Acura - is an ideal solution.

Changes under the LaCrosse's skin are equally plentiful. GM moved the car from the dated GM-10 chassis to the new Epsilon II platform, which is shared with the Opel Insignia and the next-generation Chevrolet Malibu.

Both the base CX and premium CXL models receive an all-new 3.0-liter direct-injection V-6. Rated at 255 hp and 211 lb-ft of torque, the new V-6 is mated to a six-speed automatic. While the CX is strictly a front-wheel-drive car, the CXL is also available as an all-wheel-drive model - a first for Buick, and a feature that helps the LaCrosse compete against Lincoln's MKZ.

If that isn't enough power for you, look towards the LaCrosse CXS. Buick fits this car with the same direct-injection 3.6-liter V-6 found in the Cadillac CTS, though it's been de-tuned to 280 hp and 261 lb-ft of torque. The CXS also includes features like active suspension, heated and cooled seats, and 18-inch alloy wheels.

We'll reserve our final judgment on the car for this summer, when production starts and we're expected to actually drive it. Still, from our limited first glimpse, it looks promising - something we've not said about a Buick sedan in quite some time.