Pros
All-weather hardtop, high-quality interior, refined ride with 17-inch wheels, good fuel economy, many safety features, golfer-friendly trunk.

Cons
Poor rear visibility, limited top-down trunk space, cramped backseat, weak acceleration, rear end looks bulbous and awkward.

What's New for 2010
The 2010 Lexus IS 250C is an all-new retractable-hardtop convertible version of the IS sedan that features the smaller of two available engines.

Get beyond its ungraceful rump, and the 2010 Lexus IS 250C offers the expected levels of luxury, refinement and quality you expect from a Lexus. The interior boasts flawless materials and construction, while a long list of standard and optional features provides the goodies one expects from a vehicle in this price range. Like the regular IS 250 sedan, the 204-horsepower 250C has the smaller of two V6 engines available, with the IS 350C offering the larger mill. This 2.5-liter V6 is certainly the way to go if fuel economy and cost of entry is important, but the acceleration it provides is slower than virtually everything in its class (including the VW Eos 2.0T).

As with any hardtop convertible, the roof is the (figuratively) big story here. With a touch of a button located to the left of the steering wheel, the three-panel roof gracefully folds and tucks itself down into the trunk in an impressively quick 20 seconds. With the roof raised, the cabin is hushed like any other coupe while also providing more safety and security than a cloth roof. Of course, these attributes go for all retractable hardtops, as does the reduced trunk space when the roof is lowered. The backseat is also similarly cramped, with notable reductions in leg-, shoulder and hiproom.

Overall, we've found the 2010 Lexus IS 250C to be a civilized touring convertible for a reasonable price. Its interior refinement, comfortable ride and good fuel economy are certainly bonuses. If the latter is less important to you than quick acceleration, then the more powerful IS 350C is a must. However, hardtop competitors like the BMW 328i and Volvo C70 are generally more appealing because of their increased practicality, as are the soft-top BMW 1 Series and VW Eos.

Body Styles, Trim Levels, and Options
The 2010 Lexus IS 250C is a four-passenger convertible with a fully automatic retractable hardtop. It is technically available in a single trim level, but there is an IS 350C available with a bigger engine and a few additional features.

Standard equipment includes 17-inch wheels, automatic headlights, foglights, heated side mirrors, keyless ignition/entry, cruise control, a power tilt-telescoping steering column, eight-way power front seats, leather upholstery, dual-zone automatic climate control, an auto-dimming rearview mirror, Bluetooth and an eight-speaker stereo with in-dash six-CD changer, USB and auxiliary audio jacks.

The Luxury Package adds adaptive bi-xenon headlights, automatic wipers, auto-dimming exterior mirrors, upgraded leather upholstery, heated and cooled front seats with memory settings, wood trim and automatic slide/fold/return for rear-seat access. The bi-xenons and the heated/cooled seats are also available as stand-alone options. A navigation system with real-time traffic and a back-up camera is also an option and can be bundled with a 12-speaker Mark Levinson surround sound system. Other extras include 18-inch wheels, rear parking sensors, adaptive cruise control (includes collision preparation features) and a variety of Lexus F-Sport performance upgrade items.

Powertrains and Performance
The 2010 Lexus IS 250C is powered by a 2.5-liter V6 that produces 204 hp and 185 pound-feet of torque. A 3.5-liter V6 is available in the IS 350C. Rear-wheel drive and a six-speed manual are standard, but a six-speed automatic transmission that includes manual-override paddle shifters is optional. Lexus estimates that the IS 250C will accelerate from zero to 60 mph in 8.4 seconds. EPA fuel economy estimates with the automatic are 21 mpg city, 29 mpg highway and 24 mpg combined. They drop to 18/26/21 with the manual.

Safety
The IS 250C comes standard with antilock disc brakes with brake assist, stability and traction control, front seat side airbags, front seat knee airbags, front and rear side curtain airbags (a rarity among convertibles), pop-up rollover bars and Lexus Safety Connect. Included with the optional adaptive cruise control is Lexus' Pre-Collision System, which can retract the front seatbelts and activate brake assist immediately when the driver presses the brake pedal if an impending collision is detected.

Interior Design and Special Features
The IS 250C boasts a finely crafted interior, with top-notch materials and an attractively sporty design. Fit and finish is generally excellent. Cars with the navigation system have an easy-to-understand electronics interface that utilizes both physical buttons and a touchscreen display. However, we'd prefer a redundant display for climate and audio readouts, as both disappear when viewing the navigation system.

Lexus thoughtfully programmed the ventilation system to automatically adjust itself based on whether the top is raised or lowered, altering the volume and distribution of air. The same goes for the audio system, which automatically changes the equalizer settings based on additional wind noise.

The Lexus IS 250 sedan offers one of the least spacious backseats in its class, and the convertible is only worse. Given that luxury convertibles are hardly passenger haulers, this isn't that big of a deal, but competitors offer a few valuable extra centimeters. Hip- and shoulder room are particularly pinched. With the roof raised, the trunk offers a decent 10.8 cubic feet of trunk space, but it shrinks to a puny 2.4 cubic feet with it lowered. That's too small for a standard roller suitcase, but the remaining space has been precisely shaped to accommodate a golf bag.

Driving Impressions
The 2010 Lexus IS 250C offers the sort of refined ride you'd expect from Toyota's luxury division. Wind noise is impressively hushed for a retractable-hardtop convertible, and the structure feels tight over body-bending road imperfections. The 250C is the fuel economy choice, as it provides simply adequate acceleration. The 306-hp 350C is the car you want if anything close to rapid acceleration is in order. A six-speed manual transmission is standard, but we'd stick with the automatic, as the do-it-yourself gearbox is sloppy and not particularly fun to shift. Actually, we wouldn't call any IS C fun because of the slow, lifeless steering and a suspension setup tuned more for comfort than handling.

Pros
Sharp handling, livable ride from sophisticated chassis, capable engines, sporty cabin design, good value.

Cons
Manual transmission's lack of smoothness and precision, lackluster stereo performance.

What's New for 2010
The 2010 Hyundai Genesis Coupe is all-new.

The Genesis Coupe's 2.0T trim levels come with a 210-horsepower, 2.0-liter turbocharged four-cylinder. Considering the car's affordable base price and the presumptive ease with which horsepower can be increased by aftermarket tuners, the 2.0T will likely be the trim of choice for young hot-rodders. Should you wish to keep your Genesis' warranty intact, the turbo-4 is adequate right out of the box, and the uplevel 3.8-liter V6 provides burly acceleration with an exhaust note to match. The only powertrain lowlight is the shifter/clutch tandem on manual-transmission models -- the shifter lacks precision, and neither it nor the clutch likes to be rushed.

There's very little wrong with the 2010 Hyundai Genesis Coupe from a style or design perspective. The exterior sheet metal is handsome and sporty -- calling the coupe the best-looking Hyundai ever would be a perfectly reasonable statement. The cabin is particularly impressive, boasting an enveloping cockpit-like environment. The rear seat is useless for adults, but you can fit a couple kids back there in a pinch. We've often said that Hyundai's models are "nice for the price," but the Genesis Coupe is just a nice car, period.

Note that the Genesis Coupe does have a clear rival in the bang-for-the-buck category -- the new 2010 Chevrolet Camaro, which offers a sophisticated 300-hp V6 at the Genesis Coupe 2.0T's price point, and a honking 422-hp V8 priced opposite the top-of-the-line Genesis Coupe 3.8 Track. One could also consider the retro-themed and enjoyable Ford Mustang GT a competitor for the 3.8 Track model. But no other coupe can match the Hyundai's combination of style, refinement and performance for the price. The BMW 128i comes the closest, but its polarizing exterior design hurts its case, and the Nissan 370Z is too single-minded in its sportiness to present a real challenge. We weren't sure we'd ever be saying this about a Hyundai performance car, but the Genesis Coupe is the real deal.

Body Styles, Trim Levels, and Options
The 2010 Hyundai Genesis Coupe is a performance coupe available in seven trim levels: 2.0T, 2.0T Premium, 2.0T Track, 2.0T R-Spec, 3.8, 3.8 Grand Touring and 3.8 Track.

The base 2.0T comes standard with 18-inch alloy wheels, keyless entry, a tilt (but not telescoping) steering column, air-conditioning, full power accessories, cruise control, a leather-wrapped steering wheel and shift knob, a trip computer, Bluetooth and a CD/MP3 stereo with USB/iPod connectivity and steering-wheel-mounted controls. The 2.0T Premium adds a power driver seat, keyless ignition, an Infinity audio system, a sunroof and an auto-dimming rearview mirror. The 2.0T Track piles on 19-inch alloy wheels with summer tires, Brembo brakes, a rear spoiler, a sport-tuned suspension, xenon headlights, foglamps, a limited-slip rear differential, red cloth seat inserts and aluminum pedals.

The 2.0T R-Spec is essentially a 2.0T Track with a minimum of weight-inflating luxuries; it slots in right above the base 2.0T pricewise and includes all of the Track's go-fast hardware but sacrifices items like Bluetooth, automatic headlights, cruise control, the trip computer, chrome interior accents and steering wheel audio controls. It also features a set of front strut camber adjustment bolts for tailoring handling response to the driver's taste.

In addition to the 3.8-liter V6, the Genesis Coupe 3.8 comes with the base 2.0T's standard equipment plus foglights, chrome front fascia accents, metal door sill plates, automatic climate control and black leather upholstery. The 3.8 Grand Touring adds rear parking sensors, xenon headlights, foglights, heated side mirrors with integrated turn signals, keyless ignition, a sunroof, leather upholstery, heated front seats and the Infinity audio system. The 3.8 Track is equipped similarly to the Grand Touring and also gains the 2.0T Track's performance-related equipment.

Options are limited to carpeted floor mats and an iPod/USB cable except for 3.8 Grand Touring and Track models, which are eligible for a touch-screen navigation system with music storage and Bluetooth streaming audio.

Powertrains and Performance
The rear-wheel-drive Hyundai Genesis Coupe is powered by either a 2.0-liter turbocharged four-cylinder engine (in 2.0T models) or a 3.8-liter V6 (in 3.8 models). The four generates 210 hp and 223 pound-feet of torque, while the V6 pumps out 306 hp and 266 lb-ft. A six-speed manual transmission is standard across the board, while a five-speed automatic is optional on the 2.0T and 2.0T Premium (the 2.0T track and R-Spec are manual-only), and a six-speed automatic is optional on all 3.8 models. Both automatics feature paddle shifters.

In performance testing, we recorded an impressive 5.9-second sprint from zero to 60 mph for the 3.8 Track model, We've also tested a 2.0T with the manual transmission, and that car accomplished the same task in 6.9 seconds, which is about average for a sport coupe in the low $20,000 price range.

EPA fuel economy estimates range from 21 mpg city/30 mpg highway for the manual-shift 2.0T to 17 mpg city/26 mpg highway for the manual-shift 3.8.

Safety
The 2010 Hyundai Genesis Coupe comes standard with stability control, antilock disc brakes with brake assist, front-seat side airbags and full-length side curtain airbags.

Interior Design and Special Features
The Genesis Coupe's cabin boasts an alluring mix of eye-catching contours and generally high-quality materials, though the silver-painted plastic on the center stack is clichéd. The dash's swooping curves flow into the door panels, necessitating an unconventional sideways orientation for the power window and mirror switches. The driving position is excellent, with abundant outward visibility despite the low-slung seating position; however, the lack of a telescoping steering wheel means that drivers with shorter legs may find the wheel uncomfortably close to their chests. Controls are generally intuitive, but navigating through the stereo's tonal adjustments is too labor-intensive. Despite being an upgrade, the Infinity audio system generates only mediocre sound.

The power seats that come standard on higher trim levels are superbly shaped for both enthusiastic driving and long-distance cruising. The rear seat, though, is strictly for kids and cargo. The 10-cubic-foot trunk is surprisingly useful, particularly with the rear seats folded down, but the folding procedure requires an awkward reach deep into the trunk.

Driving Impressions
On the road, the 2010 Hyundai Genesis Coupe 3.8 Track is virtually a dead ringer for its Infiniti G37 inspiration. Hyundai even aped Nissan/Infiniti's trademark baritone exhaust note for the V6. Body control in quick transitions is excellent, steering feel and responsiveness are all-time Hyundai bests, and the sophisticated ride quality won't beat you up over broken pavement. The 2.0T Track model combines these ride/handling characteristics with even better balance, thanks to its lighter-weight engine; on the downside, acceleration from the turbo-4 is merely adequate for this segment. Non-Track models feature a more compliant ride at the expense of all-out handling ability.

The biggest performance issue lies with the manual transmission. The shifter lacks the direct, positive feel one would hope for from a car of this caliber, and the high-strung clutch requires too much attention in aggressive driving.

Pros
Roomy seating, carlike driving dynamics, quiet cabin, available all-wheel drive.

Cons
Compromised cargo capacity, button-heavy center stack, controversial styling.

What's New for 2010
The 2010 Honda Accord Crosstour debuts as a crossover wagon version of Honda's venerable midsize sedan.

The problem for Honda is that the marketplace is teeming with crossovers that offer far more cargo capacity than the Accord Crosstour, and often a third row of seating as well (unavailable on the Honda). With just 51.3 cubic feet of maximum space behind the front seats, the Crosstour can barely haul more than the compact Toyota Matrix. The Crosstour's closest things to direct competitors, the Subaru Outback and Toyota Venza, are good for at least 70 cubic feet. Furthermore, crossover models like the Mazda CX-9 and even Honda's own Pilot boast both more room and a third-row seat.

Honda knows this, of course, yet it decided to build the Crosstour anyway. The idea is that there are consumers out there who want the beefier image of a crossover along with the sleek roof line of something like an Acura ZDX or BMW X6. To this end, the Crosstour's styling has aroused some controversy, particularly its rather prominent front end, but we can't deny that it's got a different look. Maybe that will give the Crosstour added appeal amid the sea of look-alike crossovers currently on sale.

So what we have here is essentially a funky-looking, high-riding Accord with extra room in back. That might be just the ticket for those who like the Accord sedan but find its styling too staid and its conventional trunk too limiting. However, we'd encourage shoppers to look closely at the above mentioned crossover SUVs too, as well as the Toyota Highlander (which also has a third-row seat). Time will tell whether the 2010 Honda Accord Crosstour is a crossover hit or the result of crossed signals.

Body Styles, Trim Levels, and Options
The 2010 Honda Accord Crosstour is a crossover wagon available in EX and EX-L trim levels. The EX comes standard with 17-inch wheels, foglights, a sunroof, power front seats (10-way driver, four-way passenger), a multifunction steering wheel, dual-zone automatic climate control with second-row vents, a 60/40-split-folding rear seatback and a seven-speaker audio system with a six-CD changer and an auxiliary audio jack.

The EX-L trim level adds 18-inch wheels, automatic headlights, an auto-dimming rearview mirror, driver-seat memory functions, leather upholstery, heated front seats, a cargo cover, Bluetooth and an upgraded stereo with a USB port and satellite radio. The lone option is a navigation system. It's only available on EX-L models, and it includes voice-activated controls and a back-up camera.

Powertrains and Performance
Front-wheel drive is standard on the 2010 Honda Accord Crosstour, with all-wheel drive available on the EX-L only. All Crosstours come with a 3.5-liter V6 that produces 271 horsepower and 254 pound-feet of torque. A five-speed automatic is the only available transmission.

In Edmunds performance testing, a front-wheel-drive Crosstour went from zero to 60 mph in a class-competitive 7.5 seconds. Fuel economy, according to Honda, is 18 mpg city/27 mpg highway with FWD, 17/25 with AWD.

Safety
All Accord Crosstours come standard with active front seat head restraints, antilock disc brakes with brake assist, stability control, front side airbags and full-length side curtain airbags. In Edmunds brake testing, the Accord Crosstour stopped from 60 mph in a decent 131 feet.

Interior Design and Special Features
The 2010 Honda Accord Crosstour's interior will be familiar to anyone who has spent time in the current-generation Accord sedan. It's tightly constructed with high-quality but not outstanding materials. The center stack has a high-tech look, but it's overly cluttered with identical-looking buttons. The optional navigation system adds even more buttons to the party, but its voice-command functionality, high-mounted screen and multipurpose knob are relatively user-friendly.

Despite the Crosstour's teardrop roof line, the backseat provides acceptable head- and legroom for adults. In fact, those two specs are virtually identical to the Accord sedan's. Both front and rear seats are comfortable, though the standard power driver lumbar support is unusually aggressive, for better or worse. There are 25.7 cubic feet of storage space behind the rear seats and 51.3 cubes with the seatbacks folded -- both subpar figures in comparison to more traditional midsize wagons or crossovers.

Driving Impressions
The 2010 Honda Accord Crosstour is based on the current Accord, which has lost some of the sportiness it was once known for. Add 300 pounds and a higher center of gravity, as the Crosstour does, and the result isn't going to be a sport wagon. Even so, the Crosstour still drives a lot like a regular Accord, and that means accurate steering and predictable handling.

Power from the V6 is adequate, though some drivers might find acceleration to be a bit soft from a stop and the transmission annoyingly hesitant to downshift for highway passing. One notable difference between the Crosstour and Accord is the former's nicely suppressed road noise, a rare trait in a Honda product -- but hopefully the start of a trend. The ride is on the firm side, but acceptably so.

Pros
Refined ride, quiet interior, wide variety of cab and bed configurations, top crash-test scores, good-looking and functional cabin.

Cons
Lackluster performance for this segment, steering wheel doesn't telescope.

What's New for 2010
After a full redesign last year, the big news for the 2010 Ford F-150 is the return of a Harley-Davidson trim level and the introduction of the high-performance SVT Raptor. Beyond that, the flareside body style has been phased out, and there are minor equipment adjustments for certain trim levels.

The most significant news for this year is the introduction of the new F-150 SVT Raptor. It's been a while since Ford has built anything from its SVT (Special Vehicle Team) division, with the high-performance F-150 SVT Lightning last being produced for 2004. The new SVT Raptor is also about performance, but this time around it's for off-, not on-road applications. The Raptor boasts an optional 6.2-liter V8 (not available on early production models), special off-road tires, a revised suspension with wider front and rear tracks, enhanced wheel travel, specialized shock absorbers, an electronically locking rear differential, sport seats and exclusive exterior and interior styling.

For more mainstream use, the F-150 continues to have much to offer, including a pleasant interior, a smooth ride and numerous body styles. There are a number of desirable features as well, such as a flat rear floor and expansive rear-seat room in crew cab models, deployable steps to ease access to the bed, Ford's Sync multimedia voice command system and the contractor-oriented lineup of "Work Solutions" options. The F-150 is a perennial best-seller because Ford listens to truck people, and the 2010 F-150 epitomizes this philosophy.

The F-150 does have one weakness, though, and that's power. While competing models from Dodge, General Motors and Toyota offer formidably powerful V8 engines, the 2010 Ford F-150 soldiers on with the venerable 5.4-liter V8 being the top engine choice. We pitted the F-150 against the current Ram, Tundra and Silverado in a full-size pickup comparison test, and the F-150 came in last. Had the Ford been packing more power under its hood, the results would likely have been different. All said, though, the F-150 is still one of the most appealing trucks on the market thanks to its user-friendly features and pleasant driving dynamics. The question is whether you need or want more oomph than the Ford can provide.

Body Styles, Trim Levels, and Options
The 2010 Ford F-150 full-size pickup truck is available in three body styles: regular cab, extended cab ("SuperCab") and crew cab ("SuperCrew"). Cargo box size choices vary as well: Regular cabs come with a 6.5-foot or 8-foot cargo bed, while SuperCabs can have either of those or a garage-friendly 5.5-footer. The SuperCrew can have either the 5.5-foot or 6.5-foot bed. Reverse-opening rear doors are standard on regular and SuperCabs for easier cab access, while SuperCrews have four full-size doors.

No fewer than nine trim levels are offered: base XL, sporty STX, popularly equipped XLT, rugged FX4, luxurious Lariat, leather-saddle-inspired King Ranch, blinged-out Platinum, bad-boy Harley-Davidson and gonzo off-road SVT Raptor.

Geared toward commercial use, the bare-bones XL comes with 17-inch steel wheels, vinyl seating, an AM/FM radio, air-conditioning and not much else. The STX is similarly equipped but adds sportier-looking trim and an upgraded sound system with a CD player and an auxiliary audio jack.

The volume leader XLT features an upgraded cloth interior, cruise control and full power accessories. The FX4 (4WD) features a towing package, 18-inch wheels, underbody skid plates, retuned springs and shock absorbers, front bucket seats, a six-way power driver seat and satellite radio.

The Lariat offers upscale interior trim, leather upholstery, 10-way power driver and passenger seats, heated front seats, power-adjustable pedals, a power-sliding rear window, the Sync multifunction voice-command system and automatic climate control. The King Ranch is similar to the Lariat but has western saddle-inspired leather upholstery, second-row heated seats, an in-dash six-CD changer and heated/cooled front seats. The top-line Platinum trim features 20-inch chrome wheels, special interior and exterior accents and heated/cooled front seats.

This year's new crew-cab Harley-Davidson model is similarly luxurious and also features 22-inch wheels and Harley-Davidson-themed trim. The off-road-ready SVT Raptor extended cab hits the trail with an optional 6.2-liter V8 (not available on early production models), specialized wheels and tires, a heavily modified suspension, sport seats and exclusive exterior and interior styling.

Key F-150 options include the SFE (superior fuel economy) package that's available on 2WD SuperCrew XL and XLTs with the 4.6-liter high-output V8. Other options include a premium Sony audio system, a hard-drive-based navigation system with Sirius Travel Link, a back-up camera, a cargo management system, a stowable bed extender, a trailer brake controller, reverse parking sensor, a rear-seat entertainment system and a sunroof.

Aimed at those who work out of their trucks, Ford's Work Solutions options include an in-dash computer with Internet access, a Midbox storage system (a lockable compartment located between the cab and bed) and a "Tool Link" system (which allows one to keep tabs on tools stored in the truck's box via radio-frequency tracking).

Powertrains and Performance
There are three main engine choices in the 2010 Ford F-150 lineup, all of them V8s: a 4.6-liter that makes 248 horsepower and 293 pound-feet of torque, a higher-output 4.6 with 292 hp and 320 lb-ft and a 5.4-liter V8 with 320 hp and 390 lb-ft. The base 4.6 is paired to a four-speed automatic transmission, while the high-output 4.6 and 5.4 are mated to a six-speed automatic. The SVT Raptor comes standard with the 5.4, and a 6.2-liter V8 good for about 400 hp is available later in the model year with the same six-speed auto as the 5.4. The last F-150 we tested with the 5.4 ran from zero to 60 mph in 8.4 seconds, well behind trucks like the Tundra and Silverado with their top-shelf V8s. The brakes have a soft feel about them, but stopping distances are very good for a big truck. In instrumented testing, we stopped a four-wheel-drive Super Crew from 60 mph in an impressive 127 feet.

As expected, buyers have a choice between two- and four-wheel drive on all versions of the F-150 except the Raptor, which has standard four-wheel drive. When it comes to technical working capacity, the F-150 can't be beat: Properly equipped, an F-150 with the 5.4-liter V8 can tow up to 11,300 pounds and carry a 3,030-pound payload. However, the lack of under-hood punch and hefty curb weight mean that the F-150 is seriously laboring at anything close to these capacities.

Fuel mileage can be as high as 15 mpg city/21 mpg highway and 17 mpg combined for an F-150 2WD SuperCrew with the SFE package. A more typical 4WD SuperCrew with the 5.4-liter V8 gets EPA estimates of 14/18/15 mpg.

Safety
Antilock disc brakes, stability control, trailer sway control and a full complement of airbags (including front seat side and full-length side curtain) are standard across the board. The F-150 has earned top marks in every crash test it's been subjected to, scoring five stars in government front- and side-impact tests and the top rating of "Good" from the Insurance Institute of Highway Safety in its frontal-offset and side-impact tests.

Interior Design and Special Features
In SuperCrew form, the 2010 Ford F-150 can comfortably seat four people, and you can squeeze in up to six in a pinch. Backseat comfort is superb thanks to abundant legroom, a flat floor and a seatback angle that's pleasantly reclined. Cargo-carrying capacity in the SuperCrew's cab is also excellent. The SuperCab is still fairly roomy, but legroom is noticeably less generous.

All F-150s feature simple controls and good-quality materials (by full-size truck standards). The navigation system includes an 8-inch screen with impressive clarity. Lower trims have a standard 40/20/40-split bench seat with a column shifter, while the upper trims feature captain's chairs and a console shifter. Special models like the SVT Raptor and Harley-Davidson feature unique interior design elements.

Driving Impressions
The 2010 Ford F-150 delivers solid ride and handling dynamics for a full-size truck, and it's remarkably quiet at speed, a trademark of recent F-150s. It's still down on maximum power, though, to the tune of 60-80 hp compared to the big V8s in the Ram, Tundra and Silverado. Whether this is a deal-breaker depends on what you plan to use your truck for. Realistically, most people probably don't need that extra 60-80 hp, but a good number will probably want it anyway. The purpose-built SVT Raptor is expected to be a treat to drive off-road.

Pros
Distinctive design inside and out, ample interior space, many safety-oriented features, long list of standard equipment, strong turbocharged engine.

Cons
Subpar fuel economy, unremarkable base engine, not as sporty as some rivals.

What's New for 2010
The 2010 Volvo XC60 is all-new. This small luxury crossover boasts an upscale interior, a choice of inline six-cylinder engines and many safety-oriented features.

The popularity of small luxury crossovers has grown in recent years, with an increasing number of shoppers desiring vehicles that offer the utility of a Honda CR-V or Toyota RAV4 but in a more luxurious package. Volvo's 2010 XC60 meets this desire with a healthy dose of power and style (yes, really) while also boasting the safety-conscious design for which the brand is known.

In terms of size, the five-passenger XC60 is smaller than the brand's XC90 seven-passenger crossover SUV and roughly comparable to a BMW X3, but it's roomier inside than many other vehicles in this segment. To our eyes, the XC60 is to Volvo's lineup as Anni-Frid Lyngstad is to ABBA's, which is to say, it's the best-looking of the bunch. Underneath the distinctive, cleanly styled sheet metal is hardware related to the brand's latest S80 sedan, including two of the S80 engines -- the base 3.2-liter inline-6 and the uplevel 3.0-liter turbocharged inline-6. Like the S80, the XC60 has standard front-wheel drive (on the 3.2 model) and available all-wheel drive (optional on 3.2 and standard on T6).

Even the base XC60 comes packed with plenty of amenities, including a power driver seat, an eight-speaker audio system, Bluetooth and dual-zone automatic climate control. The T6 model adds standard leather upholstery and a power passenger seat as well as the turbocharged engine and all-wheel drive. You can also get cool-looking two-tone upholstery and real wood trim for the center stack to dress up the interior -- a hip Swedish counterpoint to the typically austere German designs. Another item of note is "City Safety." Utilizing a short-range infrared rangefinder, this system can detect an imminent low-speed frontal impact at up to 19 mph and either minimize the impact or avoid it entirely by automatically applying the XC60's brakes.

Could the XC60 be Volvo's "Mamma Mia!" a chart-topping smash that takes discos -- er, the automotive world -- by storm? Well, probably not. There are plenty of other desirable choices in this segment, such as the Acura RDX, Audi Q5, BMW X3, Infiniti EX35 and FX35 and Mercedes-Benz GLK350. Even so, the 2010 Volvo XC60 is a solid hit thanks to its combination of performance, convenience, style and safety. If you take one for a test-drive, just make sure to bring some ABBA tunes along for the ride.

Body Styles, Trim Levels, and Options
The 2010 Volvo XC60 small luxury crossover is available in three trim levels: 3.2, T6 and R-Design. Standard equipment on the base 3.2 includes 17-inch alloy wheels, foglamps, roof rails, a power driver seat with memory functions, an auto-dimming rearview mirror, cruise control, City Safety, Bluetooth, steering-wheel-mounted audio controls and an eight-speaker CD/MP3 stereo with satellite and HD radio and USB and auxiliary audio inputs.

The T6 model adds the turbocharged engine, all-wheel drive, 18-inch alloy wheels, privacy glass, leather upholstery, a power passenger seat, an auto-dimming rearview mirror and sportier instrument gauges, The R-Design trim level adds 20-inch wheels, adaptive xenon headlamps, a panoramic sunroof, added exterior styling elements and badging, special R-Design interior trim and sport seats,

The 3.2 model is eligible for a Premium package that adds the T6's additional interior accoutrements, and both models can be equipped with a few other packages. The Multimedia package adds a 12-speaker Dynaudio surround-sound audio system, a navigation system and a back-up camera. The Climate package contributes heated front and rear outboard seats (not available with the integrated booster-seat option), heated washer nozzles, headlamp washers, rain-sensing wipers and an interior air quality system. The Convenience package tacks on a power liftgate and front and rear park assist. Finally, the Technology package adds adaptive cruise control, a driver attention alert system and a lane-departure warning system.

Stand-alone options include 18-inch alloy wheels (3.2 only), a panoramic sunroof, exterior styling enhancements, adaptive xenon headlights, keyless ignition/entry, a light-toned wood inlay for the center stack, a dual-screen rear entertainment system and dual integrated rear booster seats.

Powertrains and Performance
The XC60 3.2 is powered by, yes, a 3.2-liter inline-6 that generates 235 horsepower and 236 pound-feet of torque. Front-wheel drive is standard and all-wheel drive optional. The all-wheel-drive T6 and R-Design models receive a 3.0-liter turbocharged inline-6 engine rated at 281 hp and 295 lb-ft. All XC60s feature a six-speed automatic with manual shift control. The XC60 T6 and R -Design will accelerate from zero to 60 mph in 7.1 seconds, which is a good number for this segment. EPA fuel economy estimates are a solid 18 mpg city/27 mpg highway and 21 mpg combined for the XC60 3.2 FWD. The T6 model drops to a less-impressive 16 mpg city/22 mpg highway and 18 mpg combined.

Safety
Rollover-sensing stability control, antilock brakes with brake assist, front-seat side airbags, side curtain airbags and whiplash-reducing front seats are all standard on the 2010 Volvo XC60. Also standard is City Safety, which can reduce or avoid a low-speed frontal impact by applying the vehicle's brakes without driver intervention. Hill Descent Control is standard on all-wheel-drive models. Other safety options include a lane departure warning system, a driver alert system, a heartbeat monitor that can detect intruders inside the vehicle and a collision warning/braking system.

Interior Design and Special Features
Volvo has been making an effort in recent years to give its vehicles some interior flair, and the five-passenger XC60 is the brand's best result yet. The thin-panel center stack -- which comes with metallic trim as standard and real oak wood trim as an option -- combines with the optional two-tone upholstery to make the XC60's cabin look upscale and inviting. However, the controls for the optional navigation system -- they're mounted to the back of the steering wheel -- aren't immediately intuitive. Overall materials quality is high, let down by just a few hard plastic trim pieces.

The front seats are supportive and comfortable, even on long drives. The rear seat is particularly roomy as small crossovers go, with a high seat cushion, above-average headroom and decent legroom for adults. To take on cargo, the versatile 40/20/40-split rear seat can be folded. Maximum cargo space, at 67 cubic feet, is above average.

Driving Impressions
The 2010 Volvo XC60's impressive blend of performance and comfort should satisfy the majority of shoppers looking for a small luxury crossover. The base inline-6 is unremarkable, but it will get the job done for those who don't care too much about passing power, and its fuel economy is laudable. The turbo straight-6 lacks the aural excitement one might expect, but it pulls cleanly from low rpm and is certainly sufficient to motivate the XC60's 4,200-pound approximate curb weight. Gearchanges from the six-speed automatic are prompt. On the highway, the XC60 is quiet and stable.

The 2010 XC60 is a capable handler -- in fact, the T6's 65.0-mph slalom speed at our test track is among the quickest in this segment. When driven aggressively around corners, though, the XC60 doesn't feel confidence-inspiring. Body roll is significant, and there's a general sense that this softly sprung chassis doesn't want to be pushed, even though it can be. The payoff, not surprisingly, is a comfortable ride. Some drivers might also take issue with the Volvo's myriad safety features, as their various beeps and warnings are sometimes nettlesome. All can be disabled, however.

Pros
Lively performance; sporty handling; comfortable front seats; available all-wheel drive.

Cons
Polarizing styling; limited headroom in rear seat; too much hard plastic in cabin.

What's New for 2011
The Nissan Juke is a new model for 2011.

Under the skin, the 2011 Nissan Juke packs a few surprises. A small 1.6-liter four-cylinder engine is standard, but thanks to turbocharging and direct injection it cranks out 188 horsepower, more than the normally aspirated 2.5-liter engine in the Nissan Rogue. Connected to a manual transmission or an automatic continuously variable transmission (CVT), the four-cylinder turbo makes the Juke one of the quickest small cars around while still being pretty frugal with gas. The Juke also boasts a sport-tuned suspension, quick steering and an available torque-vectoring all-wheel-drive system that combine to provide entertaining handling.

The Juke's underlying structure is related to Nissan's other small cars, the Nissan Cube and Nissan Versa. Because of the Juke's sloping roof line, you don't get as much rear headroom in this crossover as you would in the small Nissan sedans. But you do get plenty of high-end features such as standard Bluetooth and iPod integration and available keyless ignition/entry, leather upholstery, heated seats, a navigation system and a back-up camera. The Juke is also available with an instrument display similar to that in the Nissan GT-R supercar; it lets you adjust the calibration of throttle action, steering assist and transmission shift schedule as well as seeing various readouts like turbo boost or lateral g.

Young drivers (or young at heart) should find a lot to like in the 2011 Nissan Juke. Compared to other small hatchbacks like the Kia Soul, Mitsubishi Outback Sport and Scion xB, it offers a considerably higher fun factor. Of course, one might also consider the new Ford Fiesta, which isn't as quick or as accommodating yet still fun to drive, and costs less besides. There's also the Mini Countryman, which is more expensive but similarly a hoot to drive. When it comes down to it, though, we're quite impressed with the Juke. Hopefully its bionic frog styling will become an acquired taste.

Body Styles, Trim Levels, and Options
The 2011 Nissan Juke is a four-door hatchback available in three trim levels: base S, well-equipped SV and leather-lined SL.

Standard equipment on the S includes 17-inch alloy wheels, full power accessories, cruise control, keyless entry, air-conditioning, 60/40-split-folding rear seats, a tilt steering wheel, a trip computer, Bluetooth connectivity and a six-speaker stereo with CD player, iPod integration, an auxiliary audio jack and steering-wheel-mounted controls.

The SV adds a sunroof, rear privacy glass, keyless ignition/entry, a leather-wrapped steering wheel, upgraded upholstery, satellite radio, automatic climate control and the Integrated Control (I-Con) system. I-Con allows one to select Normal, Sport and Eco (Economy) settings for throttle, steering and transmission (with the CVT) response.

The SL adds automatic headlights, foglights, leather upholstery, heated front seats, an upgraded audio system (with a subwoofer and a USB jack), a rearview monitor and an SD-card-based navigation system with real-time traffic.

Option highlights for the S include a Sport package (rear spoiler, stainless-steel exhaust outlet and unique wheels), a Chrome package (door handles, mirrors and side molding) and an Interior Illumination package (accent lighting and illuminated door sill plates). The SV can be had with those options as well as a Navigation package (navigation system plus the upgraded audio system). The SL likewise offers the Sport, Chrome and Interior Illumination packages.

Powertrains and Performance
Every 2011 Nissan Juke is powered by a turbocharged 1.6-liter inline-4 engine that sends 188 hp and 177 pound-feet of torque to the front wheels. A CVT is standard on the S trim. The SV and SL offer a choice of either a six-speed manual or the CVT. All three trims can also be had with all-wheel drive (in which case the CVT is the only transmission available).

In Edmunds testing, a front-wheel-drive Juke with the CVT went from zero to 60 mph in 7.3 seconds, an impressively quick time for this class of car. The Juke's EPA-estimated fuel economy ratings (depending on drivetrain) range from 24-27 mpg city and 30-32 mpg highway.

Safety
The Juke's standard safety equipment includes antilock disc brakes, stability and traction control, active front head restraints, front-seat side airbags and side curtain airbags. In Edmunds brake testing, the Juke stopped from 60 mph in 123 feet, an average distance for a small car.

Interior Design and Special Features
The 2011 Nissan Juke's interior styling is a bit more restrained than the exterior, with pleasingly rounded forms such as those seen on the dash top and the door release levers. Silver accents brighten things up but hard plastics abound. For example, the door armrests aren't exactly user-friendly -- up front they're thinly covered in cloth while in back they're just naked plastic. On the upside, the various controls feature large knobs and intuitive operation and there's a useful amount of storage space.

The front seats are well-bolstered and the steering wheel tilts but doesn't telescope. Despite the minimal available adjustments, we found that most staffers could find an ideal driving position. In back, the seats are also well-shaped and high enough to provide ample leg support even for taller passengers. However, those over about 5-feet-9 might find rear headroom tight due to the Juke's sloping roof line.

With the rear seats up, there's about 10 cubic feet of cargo space available but it's useful only for shorter items due to the tapering roof. Flipping those seats down expands cargo capacity to 36 cubic feet; that's about 10 more cubes than a Ford Fiesta but only about half the capacity of a Scion xB.

Driving Impressions
The 2011 Nissan Juke's energetic little four-cylinder feels more like a larger, non-turbocharged engine in that it provides a broad spread of power. The CVT works quite well and makes the most of the engine when quick acceleration is needed.

Turned loose on a twisty road, the Juke is in its element, happily bounding from corner to corner. The well-weighted steering and buttoned-down suspension provide crisp response and sure tracking through the corners, while the big (for a car this size) tires hang in there as you push it harder.

Over broken pavement, the Juke's firmer underpinnings still manage to provide an agreeable balance between handling prowess and ride comfort. While cruising at higher freeway speeds, road and wind noise are noticeable, though not loud enough to be intrusive.

Pros
Practical interior, good value compared to competition, long powertrain warranty.

Cons
Both engines lack oomph, disappointing fuel economy.

What's New for 2010
Other than a couple of minor feature revisions, the 2010 Kia Sportage is unchanged.

The Sportage's long-standing midpack status dates all the way back to the model's U.S. introduction in 1995, when it broke new ground as one of the first truly compact sport-utility vehicles. Unfortunately, that original version was also rather crude, and it was quickly eclipsed by more refined entries from Honda and Toyota.

Kia went back to the drawing board and rolled out an all-new Sportage in 2004. Built on a more carlike unibody platform, this second-generation Sportage was a dramatic improvement over the previous version. The problem, of course, is that while the Sportage's engineers were upping their game, the competition was upping theirs. The result is that the 2010 Sportage is likable enough, but it lacks any subjective advantages that might lure buyers away from segment leaders like the Honda CR-V and Toyota RAV4.

The Sportage's most obvious shortcoming is that both its available engines are no match for its rivals. Its 173-horsepower V6, for example, actually has less oomph than the CR-V's four-cylinder, to say nothing of the RAV4's spirited 269-hp V6. The Kia's four-speed automatic also lacks refinement compared to the competition's five-speeds, and that missing gear also adversely affects the Sportage's fuel economy. While these weaknesses don't exactly make the Sportage a slug in everyday driving, they're the kind of small differences that can become the deciding factor in a segment filled with a number of attractive choices.

There is one area where the Kia Sportage does manage to one-up its competitors, however, and that's the value proposition it offers. Compare its list of standard features with the Honda and Toyota, then take a look at their respective MSRPs and you'll discover that buying the Sportage can save you thousands of dollars. Figure in Kia's 10-year/100,000-mile powertrain warranty and this Korean crossover begins to look even better. As such, the Sportage is best suited for buyers whose first concern is finding a relative bargain.

Body Styles, Trim Levels, and Options
The 2010 Kia Sportage is a compact crossover SUV that's offered in LX and EX trim levels. Both are offered with a choice of front- or all-wheel drive.

The entry-level LX comes with 16-inch alloy wheels, rear privacy glass, keyless entry and a flip-up rear window that opens independently of the liftgate. The interior features air-conditioning (except on four-cylinder base models), cloth upholstery, full power accessories, cruise control and a six-speaker CD/MP3 stereo with satellite radio capability and auxiliary audio/USB input jacks.

Pony up for the EX and you'll get 17-inch wheels, foglights, a sunroof, heated outside mirrors, upgraded cloth upholstery and a leather-wrapped steering wheel, plus a rear cargo area cover and a trip computer. The EX can be decked out with a Luxury package that adds choice extras including rear parking sensors, leather upholstery, heated front seats, an auto-dimming rearview mirror and an upgraded stereo with six-disc CD changer. A navigation system is also offered on EX models as a stand-alone option.

Powertrains and Performance
The 2010 Kia Sportage can be had with one of two engines and a choice of front- or all-wheel drive. LX base models get a 2.0-liter four-cylinder that puts out 140 hp and 136 pound-feet of torque. A five-speed manual gearbox is standard and a four-speed automatic transmission is available as an option. Those in search of better performance can step up to the LX V6 or top-of-the-line EX, both of which are powered by a 2.7-liter V6 that's good for 173 hp and 178 lb-ft of torque. The four-speed automatic is the only transmission offered.

In our tests, a V6-powered Sportage took 10.7 seconds to accelerate from zero to 60 mph. To put that number in perspective, that's about a second slower than the quickest four-cylinder crossovers and more than 3 seconds off the time set by the segment-leading RAV4 V6.

The Sportage's powertrains are also substantially less fuel-efficient than those of its competitors. EPA estimates range from 20 mpg city/25 mpg highway and 22 mpg combined for the front-wheel-drive, four-cylinder model to 18/23/20 for the all-wheel-drive V6.

Safety
The 2010 Kia Sportage comes equipped with antilock disc brakes, stability and traction control, side curtain airbags and side-impact airbags for front seat passengers. Active front head restraints are also standard.

In government crash tests, the Sportage earned a top five-star rating for both frontal and side impact crash protection. In Insurance Institute for Highway Safety testing, the Sportage received an "Acceptable" rating (the second highest of four) in its frontal offset and side-impact crash tests. Unfortunately, the Sportage got a worst-possible score of "Poor" for its performance in the IIHS's new roof-strength test.

Interior Design and Special Features
Step inside the 2010 Kia Sportage and you'll find a pleasing interior with seating for up to five passengers. Build quality and materials are also generally good, with the exception of a few cheap-feeling knobs and switches.

Up front, the Sportage offers head- and legroom on par with most of its competitors. The 60/40-split rear seat offers slightly less legroom, however, making it a bit of a tight squeeze for larger adults.

That split-folding rear seat design makes schlepping stuff easy. In passenger mode there are 23.6 cubic feet of cargo room behind the rear seats, while folding them forward creates a nice flat load floor with a total of 66.6 cubic feet of space. While those numbers are respectable enough, both fall a tad short of the category leaders.

Driving Impressions
Much of the appeal of compact crossovers is in their ability to deliver some of the practicality of larger SUVs along with easier maneuverability and parking on city streets and in tight parking lots. The 2010 Kia Sportage is no exception.

Because the performance of the base model's four-cylinder is weak, we'd recommend stepping up to one of the V6-powered models. Even with the V6, the Sportage feels rather sluggish compared to many competitors, though it's probably just fine for most people's needs. On the open road, the Sportage feels nimble. The ride quality is a little firmer than the norm and handling is not exactly sporty, but neither is really objectionable.

What's New for 2011
The 2011 Kia Sportage has been redesigned for 2011

When the Sportage goes on sale this fall, there will be two trim levels: base LX and upscale EX. Options will include navigation, rear parking sensors, a panoramic sunroof, heated and ventilated seats, leather seats and Kia's new UVO voice control system. Safety enhancements will include hill start assist and hill descent control, as well as stability and traction control. We've yet to drive the 2011 Kia Sportage, but check back later in the year for complete buying advice and driving impressions.

Pros
Sensuous styling, coupe's stellar V8, sharp handling, upscale interior, available convertible body style.

Cons
Artificial steering feel, convertible is pricey and lacks a retractable hardtop and the coupe's V8.

What's New for 2010
The 2010 Audi S5 gets a cabriolet (soft-top convertible) variant that's available only with a new supercharged V6, whereas the coupe keeps the previous V8. Also, the S5 receives Audi's standardized trim level structure, and navigation-equipped S5s get the third-generation MMI system with a revised controller and real-time traffic.

When the strikingly styled S5 debuted two years ago, it was available solely as a V8-powered coupe with either a six-speed manual transmission or a six-speed automatic. The still showstopping coupe soldiers on for 2010, but it's joined by a soft-top cabriolet that comes with a different powertrain: a supercharged 3.0-liter V6 paired with a seven-speed dual-clutch automated manual. Shared with other performance cars in Audi's lineup, the cabriolet's force-fed V6 makes 333 horsepower and as much torque -- 325 pound-feet -- as the coupe's 4.2-liter V8.

If you're in the market for a performance coupe or convertible, you'll also likely be checking out the S5's natural rival, the BMW 335i coupe and convertible. In comparison, the S5 coupe's V8 has a far more engaging character than the 335i's businesslike, turbocharged inline-6, enabling the Audi to serve as a budget-priced alternative to top-dog luxury coupes like the BMW 6 Series -- and justifying its considerably higher price. For the cabriolet, though, the BMW's comparable engine and retractable hardtop make the Audi's price premium much harder to swallow.

Still, the 2010 Audi S5 has a trump card that the Bimmer lacks, and that's its drop-dead gorgeous styling. For coupe buyers, it's an additional reason to feel good about spending a little more; for Cabriolet buyers, it might end up being the deciding factor. And let's face it: When you're dropping $50,000-$60,000 on a performance car, looks are important, and by this measure the S5 stands alone. We'd strongly advise that you check out the 335i (or the coupe-only 335xi if you're high on the Audi's standard Quattro AWD) as well as Mercedes-Benz's new E550 coupe, but we wouldn't blame anyone for being seduced by Audi's stunning intercontinental two-door missile.

Body Styles, Trim Levels, and Options
The high-performance 2010 Audi S5 is available as a coupe or soft-top convertible (the cabriolet) in two trim levels: Premium Plus and Prestige.

The base S5 Premium Plus comes standard with 19-inch alloy wheels, a sport-tuned suspension, xenon headlamps, foglamps, power heated exterior mirrors, rain-sensing wipers, an electronic parking brake, a multifunction leather-wrapped steering wheel, a panoramic tilt-only sunroof, tri-zone automatic climate control, power and heated front sport seats, napa leather upholstery, a 50/50-split-folding rear seatback, Bluetooth, Audi's Multi Media Interface (MMI) with dash-mounted controls and a CD audio system with satellite radio and an auxiliary input jack. The S5 Cabriolet adds a power-retractable soft top and a wind blocker.

The Prestige upgrades to keyless entry/ignition, auto-dimming mirrors, a color information display, a Bang & Olufsen sound system with a DVD player, driver memory functions and a hard-drive-based navigation system with real-time traffic updates and the third-generation MMI system (including revised menus and a joystick-like button atop the control knob).

Optional on the Premium Plus trim are the navigation system and Bang & Olufsen sound system. The S5 Prestige is eligible for adaptive cruise control, a back-up camera with rear parking sensors (included with the navigation bundle on Premium Plus), a blind-spot warning system and Audi Drive Select (includes adaptive suspension dampers, variable-ratio steering, a sport rear differential that varies torque between the rear wheels, and four selectable driving modes for transmission and steering response and ride tuning).

All S5s can be outfitted with a Sports Rear Differential package (essentially Drive Select minus the adaptive dampers and the variable-ratio steering), various decorative inlays and Alcantara seat inserts. The cabriolet-only Comfort package adds a neck-level heating system and ventilated seats with special Milano leather upholstery.

Powertrains and Performance
The S5 features two engines: the coupe's 4.2-liter V8, which churns out 354 hp and 325 lb-ft of torque, and the cabriolet's 3.0-liter supercharged V6, which is good for 333 hp and 325 lb-ft of torque. A six-speed manual transmission is standard on the coupe, and a six-speed automatic with manual shift control is optional. On the cabriolet, a seven-speed dual-clutch automated manual is the only available transmission.

In performance testing, we spurred a manual-transmission 2010 Audi S5 coupe from zero to 60 mph in a fleet 4.9 seconds.

EPA fuel economy estimates for the V8-powered coupe stand at 14 mpg city/22 mpg highway and 17 mpg combined with the manual transmission, while the automatic is rated at 16/24/19 mpg. The V6-powered cabriolet comes in at 17/26/20 mpg.

Safety
Antilock disc brakes (with brake assist), stability and traction control and front-seat side airbags come standard on all S5 models. Coupes have side curtain airbags as well, while cabriolets have active roll bars behind the seats.

Interior Design and Special Features
The S5's attractive and high-quality cabin is one of its strong points, though the competition has largely caught up to Audi's formerly segment-leading interiors. Audi's proprietary MMI routes many functions through a control knob mounted on either the dashboard or the center console, depending on whether the optional navigation system is present. The dash-mounted version can be somewhat frustrating, but the console-mounted one is a different story -- thanks to Audi's latest third-generation menu structure and a special joystick-like button atop the control knob, this is the most user-friendly MMI yet.

The front sport seats are excellent for both enthusiastic driving and long-distance cruising. Unlike the A4 sedan on which it's based, though, the S5 features a low seating position and a high cowl and beltline, which is sportier but may make shorter drivers feel submerged. The rear seat's limited head- and legroom make it suitable for small passengers only, though people stuck back there will be treated to their own set of climate controls. The rear seatback folds down in both the coupe and convertible to accommodate larger items, a welcome convenience in a high-buck performance car.

Driving Impressions
The 2010 Audi S5 is a sharp-handling car, with tenacious AWD traction and little body roll to speak of. It's also rather heavy, however, and feels the part. In other words, it's a classic grand touring car that happens to handle extraordinarily well. The standard 19-inch tires give the S5 a firm ride and notable road noise over some surfaces, but neither trait is objectionable by the sporty standards of this segment. The S5's standard speed-sensitive power steering system, on the other hand, feels artificially light at parking-lot speeds and too heavy on the highway, though it's precise and responsive in quick transitions. The optional variable-ratio steering system that comes with the Audi Drive Select package provides a similarly contrived feel.

The coupe's 4.2-liter V8 is simply one of our favorite engines. Acceleration is authoritative, yet it never seems to be working hard, emitting an intoxicatingly mellow burble from idle to redline. The manual transmission's clutch is sometimes tricky to engage smoothly, but the shifter is precise; the automatic is less involving but a perfectly adequate alternative. The cabriolet's supercharged 3.0-liter V6 is smooth and strong, and its automated dual-clutch manual is quicker than you'll ever be in a conventional three-pedal car. However, the V6 lacks character compared with the V8 -- it's highly capable but hardly inspiring.

View complete Audi S5 2010 gallery at Edmunds.com

Pros
Sporty handling, stylish interior, nicely equipped, excellent crash test scores.

Cons
Lackluster fuel economy, firm ride.

What's New for 2010
The 2010 Acura RDX receives a base front-wheel-drive version as well as revised exterior styling, automatic headlights, a tweaked braking system, a back-up camera, Bluetooth streaming audio compatibility, a USB jack and ambient footwell lighting.

That turbo-4 is an interesting story. Acura's engineers considered using the naturally aspirated 2.4-liter four-cylinder engine from the TSX sedan, but they decided (wisely, we'd say) that the RDX's extra mass called for more torque. Acura's stable of V6s provided additional candidates, but curb weight played a decisive role here, too -- a V6 would add pounds relative to a four, and that's the last thing the RDX needed. So the RDX ended up with a turbocharged 2.3-liter version of the TSX's four. With 240 horsepower and 260 pound-feet of torque, this engine isn't the brawniest on the block, but its turbocharged nature could be an additional draw for people living at higher elevations as it helps compensate for horsepower loss.

For 2010, the RDX also features a host of changes designed to keep it fresh. For better or worse, the RDX has been treated to styling updates that include Acura's bionic beak of a corporate grille. A front-wheel-drive version is newly available, just in time to compete with front-drive rivals like the Cadillac SRX and Volvo XC60 3.2. There are new standard features, among them ambient interior lighting and a back-up camera. And as ever, the RDX offers competitive passenger and cargo space along with the availability of "Super-Handling All-Wheel Drive" (SH-AWD), a sport-biased system aimed at those who want an extra dose of driving entertainment.

As noted, the competition in this segment just keeps getting better. Notable rivals include the Audi Q5, Infiniti EX35, Mercedes-Benz GLK350 and the abovementioned XC60; indeed, the similarly conceived BMW X3 isn't a class leader anymore, a casualty of inflated pricing and an aging design. We wouldn't count the engaging 2010 Acura RDX out, though. It's more than just another face in this capable crowd.

Body Styles, Trim Levels, and Options
The 2010 Acura RDX is a small five-passenger luxury crossover SUV available in one well-equipped trim level. Standard features include 18-inch alloy wheels, xenon headlights, a sunroof, ambient interior lighting, full power accessories, heated front seats, a tilt-telescoping steering column, a power driver seat with memory, a power passenger seat, a back-up camera, Bluetooth phone and streaming audio connectivity, leather upholstery and dual-zone automatic climate control. A seven-speaker audio system with a six-disc CD/MP3 changer, satellite radio, steering-wheel-mounted audio controls and a USB connection is also standard.

The RDX's available Technology package adds a navigation system with real-time traffic, solar-sensing and GPS-linking features for the climate control and a 10-speaker Panasonic/ELS premium surround-sound audio system.

Powertrains and Performance
The RDX is available with either front-wheel or all-wheel drive. Both RDX versions are powered by a turbocharged 2.3-liter four-cylinder engine rated at 240 hp and 260 lb-ft of torque. A five-speed automatic with manual shift control is the only available transmission. Notably, the SH-AWD system distributes power not only between the front and rear axles, but also between the left and right wheels, ensuring optimal traction in all conditions.

In performance testing, we clocked an all-wheel-drive RDX at 6.8 seconds from zero to 60 mph, one of the quickest times among compact luxury crossovers. Fuel economy is below average, however, with EPA estimates of 19 mpg city/24 mpg highway and 21 mpg combined for front-wheel-drive models, and 17/22/19 for the SH-AWD.

Safety
Every 2010 Acura RDX comes standard with antilock brakes (with brake assist), stability control, front-seat side airbags, side curtain airbags and active front head restraints.

In government crash testing, the RDX earned a perfect five-star rating for both frontal and side-impact crashes. Similarly, the Insurance Institute for Highway Safety gave the RDX a perfect score of "Good" in its frontal-offset and side-impact crash testing.

Interior Design and Special Features
With standard leather seating, imitation metal accents, blue gauge illumination and a sleek dash design, the RDX's interior is undeniably a premium environment. Acura claims modern urban lofts were an inspiration. We're not sure about that, but we do think RDX buyers will be satisfied with their new cabins. Materials quality is adequate, though there's a little too much hard plastic. A deep center storage compartment between the front seats can hold a briefcase or laptop bag.

There are 28 cubic feet of storage behind the rear seats, and folding down the 60/40-split rear seatback affords 61 cubic feet -- mid-pack numbers for a small luxury crossover. The GLK and Q5 are tighter, the SRX about the same, and the X3 and XC60 notably roomier. Rear legroom is good, but the rear seats don't recline or slide fore and aft (unlike those in the RDX's plebeian cousin, the Honda CR-V).

Driving Impressions
The 2010 Acura RDX's audible turbo whooshing sound is a pleasant departure from the standard six-cylinder soundtracks in this segment. Turbo lag is minimal, and power plentiful. The transmission's gearing is also well matched to the engine's power delivery. On the move, the RDX has a firm ride quality -- overly so on rough city streets. The payoff comes on curvy roads, where the RDX is as eager to play as any model in its class. Its firm suspension keeps body roll in check, and the signature SH-AWD system maximizes traction and cornering capability.

Pros
Luxurious interior, high-tech features.

Cons
Cramped backseat, compromised cargo capacity, unimpressive power from V6.

What's New for 2010
The 2010 Acura ZDX is a new style-driven midsize luxury crossover.

Beyond its dramatic exterior, the ZDX offers some notable exclusive features, principally, its sumptuous interior layout. The dashboard features expansive swaths of soft hand-stitched leather -- a first for an Acura product -- and there is also a unique "Monolith" center stack that fades to black when powered off. The ZDX's standard six-speed automatic transmission further distinguishes it from other Acura models. Less impressive ZDX distinctions include just 56 cubic feet of cargo space (about the same as a Honda Fit), a meager 1,500-pound towing rating (the MDX can tow 5,000 pounds) and a cramped, coupelike backseat.

There's nothing particularly distinctive about the mandatory V6, either. It's the same 3.7-liter unit that powers the MDX and the TL SH-AWD sedan. There's a healthy 300 horsepower on tap, but the ZDX has 4,400 pounds to haul around. We've timed the MDX at an unremarkable 8.1 seconds from zero to 60 mph; we don't expect the ZDX's six-speed transmission to shave many tenths off that number. Nor does the ZDX raise the handling bar much, as it generally has the same underpinnings and all-wheel-drive system as the MDX.

Of course, much of the ZDX's appeal is going to be based on what your expectations are. If distinctive styling and a modicum of practicality are your only requirements, the 2010 Acura ZDX could be just the ticket. Plus, the ZDX undercuts the price of the similarly conceived BMW X6 xDrive35i by about $10,000. Yet we're not really fans of the X6, either. Meanwhile, regular crossovers like the MDX, BMW X5 and Land Rover LR4 all work better as daily-use vehicles. While the ZDX's existence proves it's possible to make a distinctively styled MDX with far less functionality, we're pretty sure no one was asking for that.

Body Styles, Trim Levels, and Options
The 2010 Acura ZDX is a midsize five-passenger crossover SUV. Standard equipment includes 19-inch wheels, automatic xenon headlights, heated outside mirrors, a panoramic sunroof, ambient cabin lighting, a back-up camera with a rearview mirror display, a leather-wrapped multifunction steering wheel, dual-zone automatic climate control, a power tilt-and-telescoping steering column, heated eight-way power front seats, leather seat upholstery and interior trim, a trip computer, Bluetooth and a power liftgate. An eight-speaker stereo with an in-dash six-CD changer, satellite radio and an auxiliary audio jack is also standard.

There are two significant options packages for the ZDX. The Technology package adds keyless ignition and entry, a navigation system with real-time traffic and weather, a multiview back-up camera, and an upgraded Acura/ELS surround-sound stereo with a built-in 15-gigabyte hard drive. The Advance package includes these features plus electronically adjustable suspension dampers, a blind-spot warning system, adaptive cruise control, heated and ventilated front seats and a sport steering wheel.

Powertrains and Performance
The 2010 ZDX features the same Super Handling All-Wheel Drive (SH-AWD) system found in many Acura products. It is capable of transferring different levels of power to individual wheels to maximize traction and grip through turns and in inclement weather. Power comes from a 3.7-liter V6 that produces 300 hp and 270 pound-feet of torque. A six-speed automatic transmission with manual shift control is standard. Fuel economy is a factory-estimated 16 mpg city/23 mpg highway. The ZDX's maximum towing capacity is 1,500 pounds.

Safety
Standard safety equipment for the 2010 Acura ZDX includes antilock disc brakes with brake assist, stability control, front-seat side airbags, full-length side curtain airbags and active front head restraints.

Interior Design and Special Features
The ZDX's cabin is one of its most appealing aspects -- for front passengers, that is. The control layout shares elements with other Acura products, notably the MDX, but the fade-to-black Monolith center stack is unique, as is the sumptuous hand-stitched leather trim on the dashboard, center console and door panels. Even the base model has its fair share of electronic toys, and the Technology and Advance packages add even more goodies, though the associated addition of extra buttons clutters up the look of the instrument panel.

For backseat passengers, it's a different story altogether. The cramped rear quarters are the sole way in which Acura's marketing designation of the ZDX as a "four-door sports coupe" makes sense. The ZDX's rakish rear roof line means even average-size adults may find themselves tilting their heads forward or sideways or slouching to fit. Furthermore, rear legroom is tight, and the seat cushion is mounted uncomfortably low to the floor. As for cargo capacity, the ZDX is considerably worse than just about any other crossover SUV -- a total of only 56 cubic feet of cargo space is available with the rear seatbacks folded (versus 83.5 in the MDX).

Driving Impressions
The 2010 Acura ZDX tracks capably around corners, thanks to the SH-AWD system that mitigates understeer by sending torque to the wheels that need it most. Even so, the ZDX drives pretty much like an MDX, which is to say sporty as crossovers go but not exactly grin-inducing. The Advance package adds adjustable dampers, but we haven't found them to make nearly enough of a difference to justify the package's pricey premium.

The 3.7-liter V6 is familiar from other Acura vehicles. It's an adequate but not particularly memorable engine, with lackluster torque at low engine speeds. The six-speed automatic transmission does provide quick and smooth upshifts, but downshifts aren't always crisp.

Pros
Capable handling, comfortable and roomy front seats, quick acceleration.

Cons
Negligible fuel economy gains, hefty price, cramped rear seats, limited cargo space, poor rearward visibility, heavy curb weight.

What's New for 2010
The 2010 BMW ActiveHybrid X6 is an all-new hybrid model.

Adding insult to injury, the ActiveHybrid X6 does not offer any appreciable gains in terms of feature content or performance. Almost all of the hybrid's standard features are available as options on the base X6. With this in mind, the break-even time for a similarly equipped six-cylinder X6 drops to a still ridiculous 181.7 years. Performance from the Hybrid is more impressive, but it still falls short of the standard gasoline-powered V8 model. Handling is also likely to suffer, since the Dynamic Performance Control found in the "regular" X6 has been eliminated to make way for the hybrid powertrain components.

What you do get is plenty of technology. The 2010 BMW ActiveHybrid X6 is the result of BMW's participation in a consortium of automakers including General Motors and (then) DaimlerChrysler that's since been disbanded. Like vehicles such as the Chevy Tahoe Hybrid and the new Mercedes-Benz ML450 Hybrid, the ActiveHybrid X6 is a full hybrid, meaning it can accelerate on battery power alone. A specialized transmission (that's paired to the gasoline turbocharged V8) combines both fixed gear ratios and the properties of a continuously variable transmission (CVT). Add it all up and you've got 5,765 pounds of hybrid goodness.

But wait, there's more in the way of odd. Like the other X6 models, the ActiveHybrid is also handicapped by its reduced cargo capacity and cramped rear quarters -- a byproduct of the sweeping rear roof line. Dig a little deeper and you'll also realize that many of the X6s underpinnings are shared with the less expensive X5. Considering that the X5 is offered with a more fuel-efficient yet still powerful diesel engine and boasts a bit more rear seat comfort and cargo utility, you have to wonder why BMW created the ActiveHybrid in the first place.

We're quite certain that your distant descendants won't be interested in inheriting a strange SUV powered by fossil fuels in the year 2360, so we suggest looking elsewhere for a car with green intentions. The Lexus RX 450h would seem to be a more logical choice since it costs about half as much as the ActiveHybrid X6 and actually provides a notable improvement in fuel economy. For those desiring a more Germanic feel with an eye on fuel economy, the diesel Audi Q7 TDI and Mercedes-Benz ML350 Bluetec, along with the aforementioned X5 diesel, make much more sense than the oddity that is the 2010 BMW ActiveHybrid X6.

Body Styles, Trim Levels, and Options
The 2010 BMW ActiveHybrid X6 is a midsize luxury crossover SUV that is offered in a single, well-appointed trim level. Standard features include 20-inch alloy wheels, a sunroof, running boards, a power liftgate, a self-leveling suspension, soft-close automatic doors, auto-dimming mirrors, 16-way power-adjustable multicontour heated front seats, leather upholstery, dark wood trim, four-zone automatic climate control, parking sensors, automatic adaptive xenon headlights, a head-up display, Bluetooth and a rearview camera with a top-down view. Also standard are the iDrive controller interface, a voice-activated hard-drive-based navigation system with real-time traffic and a 12-speaker audio system with a six-CD changer, digital music storage and iPod integration.

Buyers may also select the optional Active Ventilation Seat package, which adds ventilated front seats and an active driver seat that shifts the cushion to reduce long-distance fatigue. Also available is a Cold Weather package that includes a heated steering wheel, a ski bag, heated rear seats and retractable headlight washers. Stand-alone options include 19-inch alloy wheels with all-season tires, automatic high beams, rear side window shades, sport seats, aluminum or dark bamboo interior trim, satellite radio, a rear-seat entertainment system, smart phone integration and an upgraded sound system.

Powertrains and Performance
Powering the 2010 BMW ActiveHybrid X6 is the combination of a traditional gasoline engine and two electric motors that are integrated into the transmission. The gas-powered engine is the same 4.4-liter twin-turbo V8 found in the X6 xDrive 50i that produces 400 horsepower and 450 pound-feet of torque. With the added output from the electric motors, combined power output jumps to 480 hp and 575 lb-ft of torque. The only transmission available is a specialized seven-speed automatic unit with manual shift control that sends power to all four wheels.

BMW claims a 0-60 time of only 5.4 seconds, which is only a tenth of a second slower than the standard V8-powered X6 and about a full second quicker than the six-cylinder model. Fuel economy, however, is unimpressive by hybrid standards. EPA estimates stand at 17 mpg city/19 mpg highway and 18 mpg in combined driving. By comparison, the gas-powered six- and eight-cylinder models achieve 15/21/17 mpg and 13/18/15 mpg, respectively.

Safety
Standard safety features on the 2010 ActiveHybrid X6 include antilock disc brakes, stability control, traction control, trailer stability control, hill descent control, adaptive headlights, front-seat side airbags, front and rear side curtain airbags and active front head restraints.

Interior Design and Special Features
Inside, the 2010 BMW ActiveHybrid X6 is almost identical to other X6 models. As such, aggressive seats make the cabin look more like a sport sedan than an SUV. Luxurious leather upholstery is standard throughout the cabin, as is dark wood trim for a decidedly upscale flavor. The rear seats only accommodate two passengers, since the large rear center console is not removable. The rear seats, however, are comfortable and supportive, though headroom feels a bit cramped for taller passengers.

One drawback to the X6's dramatic roof line is that it reduces the cargo area, which only holds about 60 cubic feet with the rear seats stowed. Cargo capacity is sufficient for occasional hauling, but with the seats up, capacity is limited to a relatively shallow 25 cubic feet. That roof line also reduces rearward visibility, as do the thick rear pillars -- forcing the driver to rely on the rearview camera when backing up. Unlike many hybrids or alternative-fuel vehicles, the ActiveHybrid X6 does not require sacrifices in cargo space for battery packs or natural gas tanks. BMW managed to tuck the hybrid battery pack under the cargo floor.

Driving Impressions
The 2010 BMW ActiveHybrid X6 provides a surprising amount of performance considering its size, weight and eco-friendly leanings. The Dynamic Performance Control all-wheel-drive system that is offered on "regular" X6s is not available on the hybrid model, so we expect handling to suffer slightly, especially in low-grip conditions or at high speeds.

Driven conservatively, the ActiveHybrid X6 can propel itself under electricity alone up to 37 mph, at which point the gas-powered V8 takes over. Some drivers may find the ActiveHybrid's acceleration a bit unusual, though, due to the added powertrain complexity. Off the line, forward motion is initially met with a pregnant pause before it gets underway -- otherwise, acceleration is brisk. Braking also takes some getting used to because of rubbery and inconsistent pedal feel.

Pros
Superbly refined in every respect, dizzying array of high-tech features, classic styling, impressive performance.

Cons
Complex navigation and audio systems, cramped rear seat.

What's New for 2006
The AMG Sport package, with AMG-designed bumpers, side sills and 18-inch alloy wheels, is now standard. The CL600 loses its integrated cell phone but picks up some former options as standard equipment, among these Keyless Go, an electronic trunk closer and a heated steering wheel.

Body Styles, Trim Levels and Options:
The CL is a two-door coupe available in two trim levels: CL500 and CL600. Both feature nearly all the luxury amenities you would expect in a flagship coupe including high-intensity discharge headlamps, a DVD-based navigation system, dual-zone automatic climate control, an eight-speaker Bose sound system, 14-way power-adjustable seats and generous amounts of leather and wood trim. Options include ventilated seats with built-in fans to keep one's backside cool on sultry days and a power lumbar support that also inflates and deflates twice a minute, providing a slow massage to keep fatigue at bay on a long trip. Also available is adaptive cruise control, parking sensors and special designo packages for a more customized interior look.

Powertrains and Performance:
The CL500 is powered by a 5.0-liter V8 rated for 302 horsepower and 339 pound-feet of torque that delivers power through a seven-speed automatic transmission. Not to be outdone, the CL600 has a 5.5-liter V12 fed by twin turbochargers that produces an astounding 493 hp and 590 lb-ft or torque. Mercedes claims that these staggering numbers allow the CL600 to accelerate to 60 mph in just 4.5 seconds. A five-speed automatic is standard on the CL600.

Safety:
Standard safety equipment includes four-wheel antilock disc brakes; electronic traction and stability control; seat- and headliner-mounted side airbags; and emergency braking assist. Seatbelt pre-tensioners and belt-force limiters are used at all four passenger positions.

Interior Design and Special Features:
Virtually every luxury and convenience item, including a navigation system and power door-closing assist, is standard on every CL. Specific wood trim is fitted as well, with dark interiors having burled walnut, while lighter cabins are graced with chestnut timber. Most of the controls come straight from the S-Class, but the quality of materials is even better in the CL, with a leather-trimmed dash, less plastic and even more beautiful wood highlights. Particularly impressive are the CL's unique stainless steel doorsills and outer-edge door trim.

Driving Impressions:
Step on the throttle, and the Mercedes gathers itself up on a wave of torque, seemingly accelerating just as fast from 30 to 90 as it does from zero to 60. No matter which model you drive, the power delivery is the same, seamless and unflustered, the only variable being the rapidity of acceleration. In spite of a curb weight of over 2 tons, the CL handles the curves like a much smaller, lighter car, a sensation brought about chiefly by the Active Body Control (ABC) system that quells body roll as well as squat and dive while the car is being driven aggressively. In normal driving, the suspension soaks up the bumps as well as any luxury car, but when you're ready to make time on a twisty road, the CL tightens up, rising to the challenge.

Pros
Tire-shredding torque available at any speed, crisp and predictable handling, still comfortable despite its sporting intentions.

Cons
No manual transmission available, tight backseat, not as involving a drive as Audi's S4.

What's New for 2006
The high-performance C55 receives no significant changes this year.

From 2002 to 2004, the AMG-modified version of the C-Class was known as the C32. It had a supercharged 3.2-liter V6 engine. Last year, Mercedes replaced that engine with a 5.5-liter V8 and gave the car its current C55 nomenclature. The C55 AMG puts its never-ending stream of power to the ground via an AMG-fortified five-speed automatic transmission complete with three driver-selectable shift modes: standard, sport or manual. The standard and sport modes provide shifts in traditional fashion with the sport mode serving up a more aggressive shift program. Manual mode allows for driver-controlled shifts through one of two methods: moving the shifter side to side within its gate or actuation of the steering wheel-mounted shift buttons.

At around $55,000, the C55 is the least expensive AMG product. Order a couple of options, and the C55 ends up being a mid-to-upper-$60K sport sedan. This isn't exactly a bargain four-door, but with a V8 engine and handling that's as sharp as many sports cars, it doesn't seem so steep once you're behind the wheel. Between its stunning performance, sedan practicality and the cachet of its three-pointed-star pedigree, the C55 is more than just your average sport sedan.

Body Styles, Trim Levels and Options:
The four-door C55 AMG comes in just one well-equipped trim level. Standard features include a sport-tuned suspension, 17-inch wheels and tires, 10-way power sport seats, leather upholstery, a leather-wrapped steering wheel, metallic cabin trim, a revised instrument panel (compared to the regular C-Class), dual-zone automatic climate control, a 10-speaker Harman Kardon stereo with a CD player and a sunroof. Options include a navigation system, satellite radio and HID headlamps.

Powertrains and Performance:
The C55 AMG packs a 5.5-liter V8 that puts 362 horses and 376 pound-feet of torque at the driver's disposal. An AMG-tweaked five-speed automatic transmission is the sole gearbox choice. Dubbed SpeedShift, this automatic is so quick and smart that most drivers won't miss having a manual tranny, especially in rush-hour traffic. With the 0-to-60-mph dash coming in at around 4.5 seconds and a top speed that's electronically limited to 155 mph, those who need speed should be more than happy with the C55. Braking ability is impressive as well, with stops from 60 mph coming in at less than 120 feet, according to Mercedes.

Safety:
In addition to expected safety features, such as four-wheel antilock disc brakes and three-point seatbelts with tension limiters for all occupants, the C55 boasts stability control and eight airbags. In government crash tests, the C-Class earned four stars (out of five) for frontal impacts and a full five stars in side impacts. In frontal-offset crash testing, the IIHS gave the C-Class a "Good" rating (the highest possible) and named it a "Best Pick" overall. The C-Class earned an "Acceptable" rating (second highest) in IIHS side-impact testing.

Interior Design and Special Features:
Cabin materials are generally first-rate, with pleasingly textured, soft-touch surfaces all around. A pair of 10-way adjustable sport seats hold the pilot and co-pilot snugly, while a choice of single-tone or two-tone upholstery, metallic accents and unique instrument faces give the C55 its own look inside.

Driving Impressions:
Simply put, the C55 is a blast to drive. The instantaneous power from the V8 makes for rapid acceleration at nearly any speed, and the tightly wound suspension is well up to the task of getting the power to the ground. As capable as it is in corners, it's not a car that will beat you up on your morning commute. Overall, the C55 is an outstanding combination of dazzling performance and everyday drivability.

Pros
More fun to drive than most family cars, slick-shifting manual transmission, smooth power delivery, nicely appointed interior, multiple body styles.

Cons
Tight rear-seat accommodations, engines lack the vigor of the competition's, interior materials aren't always top quality.

What's New for 2006
For 2006, all vehicles in the Mazda 6 lineup have revised front and rear fascias, while sport package-equipped models get a new grille and side sill design. The optional automatic transmission on four-cylinder models is upgraded from a four-speed unit to a five-speed. Additionally, the V6 has been modified to improve exhaust emissions, resulting in 5 less horsepower (now 215). ABS and traction control are now standard on all i models, while all s models now come with an eight-way power driver seat, an alarm system and a standard side and side curtain airbags.

For 2003, Mazda started all over again with a new name, new engines and a sleek design that turns heads. Yet despite all it had going for it, the 6 suffered from sluggish sales in the U.S. while it flew off the lots overseas. Since then, positive word of mouth has given Mazda's latest midsize effort the push it needs to convince midsize car buyers to give it a try. In designing the 6, Mazda says it sought to make driver pleasure and occupant comfort and safety priorities, along with solid craftsmanship and packaging flexibility. With its sharp road manners, stylish design and well-appointed cabin, the 6 makes good on Mazda's promise. It's smaller than some of its competitors, but unless you're sitting in the backseat you won't notice the difference. Its drivetrains aren't as powerful as the competition's, either, but their smooth and quiet operation makes up for the lack of overall power. Another plus is the varied selection of body styles -- you can choose a sedan, a wagon or a five-door hatchback.

No matter how you cut it, the Mazda 6 is a unique vehicle that offers more than just the status quo. If the idea of buying a Camry or an Accord doesn't do much for you, this midsize Mazda could be the perfect alternative.

Body Styles, Trim Levels and Options:
The 6 is available as a sedan, wagon or five-door hatchback. Sedans and hatchbacks come in either base i or high-line s trim; the wagon comes in s trim only. Standard equipment on the i includes a tilt/telescoping steering wheel, air conditioning, a CD stereo, steering wheel-mounted audio controls, cruise control and power windows, mirrors and locks. The s model adds 17-inch alloy wheels, a power driver seat and automatic climate control. Both trims are eligible for the Sport Package, which provides foglights, an underbody kit, faux titanium interior trim and a rear spoiler. The Grand Touring Package bundles all the Sport Package equipment with an automatic transmission, leather upholstery, red electroluminescent gauges, a moonroof, a Bose stereo with an in-dash CD changer, and heated seats and mirrors. Many of these features are available as stand-alone options.

Powertrains and Performance:
Standard on the base model is a 2.3-liter, four-cylinder engine that makes 160 horsepower. A five-speed manual transmission is also standard and a five-speed automatic is optional. The Mazda 6 s model upgrades to a 215-hp, 3.0-liter V6. Unlike most V6-powered midsize sedans, this one can be equipped with a five-speed manual, or you can go for the optional six-speed automatic.

Safety:
All models come with four-wheel antilock disc brakes with Electronic Brakeforce Distribution and traction control, and whiplash-reducing front seats. Optional on i models and standard on s models are front-seat side airbags and full-length side curtain airbags. In government crash tests, the 6 received a perfect five stars for frontal-impact protection. In side-impact tests, the 6 earned just three stars for front-occupant protection and four stars for rear passengers, but the vehicle tested did not have side airbags. In IIHS frontal-offset crash testing, the Mazda earned the top rating of "Good." In IIHS side-impact testing, it rated "Poor," but again the vehicle tested did not have side airbags.

Interior Design and Special Features:
Inside, the 6 has a clean and contemporary design with solid build quality and easy-to-operate controls. Most materials are attractive, but they're a step or two below the premium-quality stuff in cars like the Honda Accord and VW Passat. The front seats are supportive, but rear shoulder room is a bit tight. The sedan has 15.2-cubic-foot trunk capacity, while the hatchback boasts a 22-cubic-foot cargo hold that expands to 59 cubes. Roomiest of all is the wagon, which offers 33.7 cubic feet behind the rear seat and 61 with the seat folded.

Driving Impressions:
Like most other Mazdas, the 6 is a thrill behind the wheel. Though neither engine is exceptionally powerful for this class of car, their smooth, quiet power delivery help to offset this aspect, particularly in regards to the V6. A communicative steering rack goes a long way toward making the 6 fun to drive on the highway or from corner to corner on back roads. The suspension achieves a superb balance between ride quality and handling.