Just In: Audi A5, Infiniti G37, and Lexus IS convertibles

We recently shook off a spurt of December-like weather here in Connecticut and recent rains that have made it a colder, less pleasant October than normal. That cut into our top-down time with our three new convertibles, as well as our beloved Miata roadster.
 
Lexus IS 250 C
Our Lexus IS 250 C’s 204-hp is outgunned by most competitors, and the small-displacement powertrain has its work cut out for it moving around the 3,845-lb. folding hardtop convertible. (You can get an IS 350 convertible, but we bought the more popular, smaller-engined version.)
 
Our car has the Luxury Package (HIDs, heated/ventilated front seats with memory, wood interior trim), park assist, and a few other options, bringing the total to $44,400. (At that point, a $100 option for headlamp washers seems cheap -- just make them standard, already.)

Like the IS sedan, our first impressions of the convertible are that it’s a very pleasant and well-finished car, but it falls somewhat short of thrilling an enthusiast driver. As such, it is a reasonable successor to the now-defunct Toyota Camry Solara convertible.

See our convertible buying advice, recommended convertibles, and convertible ratings.  

Infiniti G37
The Infiniti G37 convertible comes with only one engine option: a lovely 325-hp, 3.7-liter V6. Ours has a seven-speed automatic transmission; when that gear box appeared last year on the G37 sedan, it improved fuel economy significantly.
 
We also got the Premium Package, which adds a Bose Open Air Sound System, including “front seat personal speakers” in the headrests that work quite well. There are also heated and cooled front seats, driver’s seat memory, power tilt/telescope wheel, and an iPod controller. Also adding “genuine African rosewood trim” put the sticker at $48,715.
 
We’re big fans of the G37; it’s currently our top-rated compact sports sedan. However, the convertible is having a harder time winning people over. The responsive steering, slick powertrain, and comfortable seats remain, but the move to a convertible didn’t help structure or the ride. One nice feature in our car is the standard rearview camera -- convertibles end to suffer from visibility problems with the top up.
 
Audi A5 quattro
Audi has had a history of being something of a bargain upscale brand. But looking at some of their current pricing suggests one of two things: either they’ve been successful at shaking that bargain image, or they’re getting downright audacious. (Maybe a bit of both.) Our $49,300 Audi A5 convertible is one such example.
 
The A5 convertible has a folding soft top, unique in a world of now-common folding hardtops. Our car also has a 211-hp, 2.0-liter, turbocharged four-cylinder engine. Our Premium plus model adds HID headlights, 18-inch alloy wheels, heated front seats, and an iPod controller. Throw in $400 of “dark walnut wood inlays” and $475 of quartz gray metallic paint and you get a sticker of $49,300.
 
Let’s compare. You can buy a well-equipped Volkswagen Eos, a very well-finished convertible with a folding hardtop and the same engine (making slightly less hp) as our Audi, for $37,290. At the other extreme, a BMW 328i convertible with similar equipment costs $50,900 -- not much more for a car with a folding hardtop and two more cylinders.
 
Our pricing protest is somewhat tempered by Audi offering a unique feature for a convertible: all-wheel drive. BMW, Infiniti, and Lexus don’t offer their all-wheel drive systems on their convertibles.
 
We have found that the lack of a complex folding hard top doesn’t hurt the A5’s livability, and allows for opening and closing the top on the move (it works up to 25 mph or so).
 
All three convertibles are going through break-in miles as they progress through our multi-week test regimen. Look for further coverage and full road tests in coming months. Learn more about buying a convertible.
 
—Tom Mutchler

Just In: Lexus HS 250h

Walk into a Lexus dealer with $39,000 to spend on a new sedan and you’ll find you have a surprisingly wide array of choices. That will buy you a Lexus IS 350, a compact rear-wheel drive sedan aimed squarely at the BMW 3 Series. Or, you could get Lexus’ top-selling sedan, the Camry-based ES 350, which is aimed directly at those buyers who used to drive Buicks.
 
Now there’s a third option: the hybrid-only Lexus HS 250h. Based on the Prius and the sold-overseas Toyota Avensis, the HS uses the Camry Hybrid’s 2.4-liter four-cylinder drivetrain. The HS appears to be aimed at Prius-shopping professionals who want something “nicer” that still gets excellent mileage. Cars like the aforementioned Camry Hybrid, the fun-to-drive Ford Fusion/Mercury Milan Hybrid, or a diesel-powered Volkswagen Jetta TDI might fit that bill, but they don’t have the cachet of the Lexus name. (Vehicle links point to the model overview pages, where online subscribers can access road tests and ratings.)
 
They don’t have the HS’s price tag, either. Our car is an HS 250h Premium, which gets you a wood and leather trimmed interior, power seats and steering wheel adjustment, and 18-inch wheels. A bunch of piddly little options (spoiler, glass breakage sensors, remote start, a cargo net and trunk mat, and all-weather mats) added a whopping $1,094, bringing the total with destination to $38,939.
 
We’ll let you know if the HS lives up to Lexus’ standards of quiet refinement as we put miles on our test car.
 
—Tom Mutchler

Just In: 2010 Volkswagen Golf

If you see the new 2010 Volkswagen Golf on the road, you might not notice any significant changes. There is a nip here, a tuck there, both inside and out. You’ll probably notice the name change from Rabbit back to Golf--supposedly once and for all. But underneath the familiar sheet metal is a freshened Golf. VW calls it the sixth generation of the car despite being far from a full redesign. By any name, it is one of Europe’s most popular models and one of our top-scoring small cars.

Our silver, five-door Golf listed for $20,314, with standard electronic stability control (ESC) and optional automatic, Bluetooth, and heated seats. In contrast, our 2008 Rabbit S automatic stickered at $19,725 with standard heated seats and optional 16-inch alloy wheels and ESC. (No Bluetooth.)

Compare photos and you’ll notice the lack of alloys on the 2010 and the relatively skinny 15-inch wheels (down from 16 inches). Inside, you might also notice the lower-grade radio head unit. Gone is the big display that listed presets, helping to make the old stereo one of the easiest in the business to use. Only a sharp eye will notice that the remote fuel and trunk releases are gone. You probably won’t notice the lack of floor mats or the missing front center armrest or that there is no CD changer or satellite radio (a deleted $375 option on our Rabbit) until you’re a few miles from the dealership. You might not even notice that the primary warranty went from 4 years/50,000 miles on our 2008 to 3 years/36,000 miles on our 2010. All of this suggests that there is some decontenting going on as VW struggles to hold somewhat firm on price, and assure a profit despite the high Euro.

Features aside, does the new Golf still have the solid feel, high-quality interior, and agile handling that made the Rabbit so impressive in our tests? We’ll see as we put break-in miles on the car.

—Tom Mutchler 

Just In: 2010 Mazda MX-5 Miata

The evening I drove our 2010 Mazda MX-5 Miata Grand Touring PRHT (which stands for Power Retractable Hard Top, obviously) home was one of those warm September nights, the kind where summer tries hard to hold off fall from coming. On what I thought would be a short trip, I dropped my wife off at the neighborhood book club and turned to head home. But I couldn’t. I just kept driving with the top down, not going very fast or very far, listening to the exhaust note, letting the stars shine in.

So, I can understand how Yutaka Katayama, “Dr. K” of Datsun/Nissan Z-car fame, created something of a stir when he said that the 370Z was “very heavy” and “very expensive.” According to Autoblog, he’d “like to have a sports car like a Miata,” since it’s closer to the elemental 240Z he championed than the current-day Z is.

A CR Top Pick for “Fun to Drive” for multiple years, the Miata recently had a light freshening. We bought one to see what the freshening brought and to find out if the quick-folding hard top adds some top-up calm to the Miata’s interior.

Despite the Miata’s carefree image, our loaded car goes beyond cheap fun. Adding the Premium Package (HIDs, electronic stability control, transponder key, Sirius) to a manual Grand Touring requires you to also buy the Suspension Package (Bilstein shocks, limited- slip differential). All of this set us back $31,150. Another sour note: the only way you can buy stability control on the Miata is to get a loaded Grand Touring version with the Premium Package.

We’ll see if the Miata keeps us smiling as we accumulate break-in miles.

—Tom Mutchler 

Just In: 2010 Lincoln MKS

For 2010, Ford’s big Lincoln MKS news is the availability of their EcoBoost turbocharged 3.5-liter V6. This engine comes mated only to the MKS’s optional all-wheel drive. That makes some sense, given that the 355-hp would likely overwhelm the front wheels alone. According to EPA numbers, the EcoBoost drivetrain has slightly better fuel economy than the standard 3.7-liter all-wheel drive version, yet has much more power.

To see how it all works, we bought a 2010 MKS with the EcoBoost. Our fairly loaded “hot rod Lincoln” has the “Ultimate” Package, including a moon roof and swankier leather seats, and the Navigation Package. Adding 20-inch polished wheels brought the price to $52,770. It’s curious that the MKS has an integrated blind spot mirror in each side mirror rather than offering the electronic BLIS blind-spot detection system found on more prosaic Fords.

One question comes to mind: What if instead of using EcoBoost to improve performance over the reasonably quick 3.7 liter, Ford had sized the engine to maintain the same performance while significantly improving fuel economy? That answer will have to wait for later EcoBoost applications.

Meanwhile, we’ll see if this MKS improves on the unsettled ride and lack of agility we complained about in our previously tested MKS.

—Tom Mutchler

Just In: 2010 Subaru Legacy 3.6R Limited and Ford Fusion SEL AWD

During a morning chat in the lunch room, one of us was saying how our 2010 Subaru Legacy 3.6R sedan test car was growing on him. Nicely trimmed, decent power, all-wheel drive – all for right around $30K. Then someone asked, “But would you buy that, or a Ford Fusion AWD?”
 
It was a pretty good question. So good, in fact, that we decided to buy a Fusion AWD to find out. The name Subaru is synonymous with all-wheel drive, making the Fusion a much lesser-known alternative. (Also see "Just In: 2010 Subaru Legacy and Outback.")
 
The extra snow traction of an all-wheel-drive sedan can add a lot of piece-of-mind in some locations without having to drive an SUV. Quite a few large and/or high-end sedans offer all-wheel drive, but there aren’t many all-wheel drive competitors in the family sedan segment anymore. Even with the added content of its standard all-wheel drive system, the Legacy costs the same (or sometimes less) than a similarly equipped, front-wheel drive Accord/Altima/Camry.
 
But there is a little more competition when you compare six-cylinder family sedans. Both our Legacy 3.6R Limited and Fusion SEL AWD have leather, moon roof, and lot of other creature comforts. They’re also priced right on top of each other. Our Legacy 3.6R lists at $30,094. Our Ford Fusion SEL V6, with nearly identical equipment to our previously tested front-wheel drive Fusion SEL, had a sticker price of $29,425. (Rebates and haggling cut a few thousand dollars from that.)
 
All-wheel-drive’s added weight usually comes with a fuel economy and acceleration penalty, so we’ll see how the Fusion AWD compares to its front-wheel-drive equivalent. And we’ll see if Subaru has some worthy competition in the all-wheel drive family sedan market. Look for a road test on these models soon.
 
—Tom Mutchler

Just In: 2010 Audi A6 3.0T

Beauty is in the eye of the beholder. As such, we don’t rate styling – but that doesn’t mean we don’t find some cars more attractive than others. To my eyes, the Audi A6 is aging rather well, both inside and out. (Visit the Audi A6 model overview, available to online subscribers.)
 
The current generation appeared in 2005 and a recent freshening for 2009 keeps a fresh look. Even though some nipping and tucking went on, the biggest change was under the hood. If you get Audi’s Quattro all-wheel-drive system (like the vast majority of buyers do), the new base engine is a 300-hp, 3.0-liter supercharged V6 instead of Audi’s 3.2-liter. (It’s a bit odd that the badge on the car’s rump has a “T,” implying a turbocharger, rather than an “S.”) The old engine did a pretty good job, fuel-economy and performance-wise, but Audi felt like it needed a more powerful V6, since opting for the V8 these days is both politically incorrect and expensive.  It will be interesting to see how this new one compares.
 
Our A6 is a Premium plus model, adding “no-charge navigation,” 18-inch wheels, HID headlights, and other interior features. That’s lots of optional equipment for $1,400. Heated seats and winter mats brought the price to $53,075.
 
Despite the freshening, some of the A6’s minor eccentricities remain. The MMI controller still takes a lot of button twirling and presses for navigating through the radio functions, although you can change stations through the steering wheel controls. (Still, traditional “hard” preset buttons would be handier.) The glove box is mostly consumed by an old-school six-CD changer, as well as Audi’s multimedia drives/slots.
 
We’ll let you know how this stylish and posh executive transport fares as we put more miles on its clock.
 
—Tom Mutchler

Just in: Toyota Avalon

"That car we had last weekend--it was a really good car."

I was surprised to hear this come out of the blue from my wife. Our spouses get pretty jaded from riding in a never-ending rotation of cars, so a car has to be pretty special to make such an impact.

I racked my brain, trying to remember what I was driving. Our new Mercedes-Benz E350? The Infiniti G37? Maybe the Fusion Hybrid?

Nope. It was our Toyota Avalon. Really, I thought--the Avalon? Let’s just say that we’re not exactly the target demographic for this big luxury-in-everyway-but-the-nameplate sedan.

Even though Consumer Reports tested the Avalon when the current generation came out way back in 2005, we recently bought a new one to compare it against new large sedan competition. We also wanted to check out the effect of the six-speed automatic (it originally had a five-speed.) Our nicely equipped Avalon XLS, one of the few new cars left on the emptied-by-CARS dealer’s lot, listed for $34,974.

My wife and I took the Avalon on a day-long 300 mile round-trip to visit the Vintage Trailer Jam (vintagetrailerjam.com), a gathering of old travel trailers, in Saratoga Springs, New York. This is what the car was made to do: wafting along the highway in near silence, sitting on big wide leather seats. Despite having only a few hundred miles on the clock, blasting the AC, and spending a lot of time in the passing lane, the Avalon’s 3.5-liter V6 returned 30.5 mpg, according to the trip computer. That’s impressive for this big car. It’s far from sporty, but it sure is comfy, hence my wife’s appreciation of this cruiser.

We’ll see if the Avalon still has what it takes to stay near the top of the large sedan pile, especially with redesigned competition from Ford and Buick.

—Tom Mutchler

Just In: 2010 Subaru Legacy and Outback

Subaru’s Legacy and Outback never sold in numbers to rival the big-name family sedan competition, but it doesn’t mean the cars didn’t find a niche. The Outback, a raised wagon version of the Legacy, has become a favorite of suburban families and outdoorsy folks. Thanks to standard all-wheel drive, it’s especially popular as an SUV alternative in snowy climates. The Legacy sedan was particularly fun to drive, with an accomplished chassis that combined compliance with responsiveness, yielding something of a budget BMW. (Even now, I miss driving our basic, light blue 2008 Legacy 2.5i.)

But the Legacy/Outback had two problems: rear seat room wasn’t adult-friendly and fuel economy suffered from the weight of that standard all-wheel drive. So to better match the competition, Subaru brought a full 2010 redesign that targeted these shortcomings. To address space needs, the cars are wider and have more rear seat leg room, and fuel economy is enhanced with a continuously-variable transmission.

With the redesign, Subaru changed the options structure on the Legacy/Outback. They used to equip cars like Honda: you pick a model and you get what it’s got. Period. Simple on the surface, but Subaru had so many different model lines that they rivaled Heinz’s 57 varieties.

This time around, there are a few less models but more available options. For instance, you can skip the sunroof if you want more head room, or you can forgo heated seats if you live in Florida. (Given where Subarus typically live, it’s a fair bet that most will have those heated seats.)

We recently bought a Legacy 2.5i Premium and an Outback 2.5i Limited to test. (We’ll pick up a Legacy 3.6R Limited soon.) Our Legacy is modestly equipped. Stickering at $23,830, it has the optional CVT and Cold-Weather Package. Our Outback Limited is more lavish, with standard heated leather seats, harman/kardon stereo, and an optional sunroof and all-weather mats. It rings in at $30,099.

First impressions? The cars are well-finished inside and have more passenger room than before--a definite plus. Fuel economy from the 2.5-liter four-cylinder engines has been in the mid-20s in mixed rural driving. (Our last Legacy got 23 mpg overall; the previous four-cylinder Outback returned 21 mpg.)

But many of us miss the fun-to-drive character of the previous chassis; the new steering lacks the same feel. Both cars have an odd drivetrain whine. Combining the unique sound of a somewhat-overworked flat-four engine with the CVT’s tendency to accentuate high-revs creates a ruckus when accelerating hard. Finally, a few of us wonder what this car offers over a cheaper Forester.

In emulating the mainstream competition, has Subaru lost some of the verve that made the cars distinct? We’ll see how the cars do in our upcoming full test.

See "Pricing: 2010 Subaru Legacy."

—Tom Mutchler

Just in: 2010 Chevrolet Camaro

The Camaro is back, which is good news for old-school muscle car fans. Except this version is simply light years ahead of the older Camaros that gave the nameplate such a strong and loyal following. In 1969, for example, who ever thought that a Camaro would have six air bags, antilock brakes and stability control? Inconceivable. How about 25 mpg on the highway? Ha.

We went to great lengths to get our “Rally Yellow” SS model – all the way to North Carolina. Mike Leung had the privilege of flying down and driving back, putting nearly 1,000 miles on one of the hottest cars on the road. Throughout the trip back to Connecticut, Mike said that people kept speeding up to the car, slowing down and whipping out their cameras/cell phones to take a quick picture. Rock star treatment, indeed. Perhaps they thought it was a star car from the new “Transformers 2” movie.

We shelled out $37,690 for our car, which included the RS Package and few other assorted extras. In keeping with its mission to restore pony car tradition, our Camaro has the 426-horsepower, 6.2-liter V8 and six-speed manual transmission.

How does it compete with the new Ford Mustang and Dodge Challenger? Stay tuned for an extensive road test. Until then, check out our muscle car showdown preview, complete with video. Highlights from that tire-shredding experience can be seen in the video embedded here.

—Mike Quincy