Update: The maddening Audi key

We have complained about how difficult it is to release the ignition key in our Audi A4 and Q5 full track reports, as well as in the Cars blog. (See “Pet Peeve: Audi Q5 – The maddening key.”) The stubborn key can be quite infuriating because it usually happens when you’ve just arrived somewhere and you’re running late. Perhaps in Germany no one is ever late. We’ll admit, though, that it’s a bit easier to get the key out, even in haste, in our later-built A5 convertible that we’re now testing. All three models share basic components.

It didn’t take long for our recent blog to reach the attention of Audi’s headquarters in Ingolstadt, Germany. Audi’s response: “Cars produced as of November 2009 have a redesigned internal release mechanism,” says After Sales & Technical Service Director Marc Trahan.
 
Supposedly, the fix makes the release quicker. Evidently, this issue wasn’t a surprise for Audi. We haven’t tried the new mechanism for ourselves yet, however.
 
Cars with the quicker-release key should have 11/09 or later printed on their door jamb label.
 
—Gabe Shenhar and Mike Quincy

Consumer Reports family sedans chat

Today, Consumer Reports experts will be online to discuss the latest road test group—family sedans—here in the Cars blog at 1 p.m. ET.

As seen in the December 2009 edition of Consumer Reports magazine, we tested several all-new and updated models, including the Ford Fusion, Mazda3 iTouring, Subaru Legacy, and Toyota Camry.

Our automotive experts will field questions about these cars and other sedans during the live, interactive chat, sharing test findings and helping you make the right buying decisions.

Consumer Reports 2009 Car Reliability chat

Today, Consumer Reports released the findings from the 2009 annual car reliability survey. As in past years, there are significant revelations to be found in the 2009 data, with some brands and models rising, while others are falling, in predicted reliability.
 
The data will be updated throughout the Cars section of ConsumerReports.org, including on the new car selector and on the model overview pages, available to online subscribers. Further information can be found in our Guide to Reliability and Owner Satisfaction hub, including a detailed Reliability FAQ.

Below is an archived, interactive chat with our automotive experts to discuss the findings.

The live video chat via the Consumer Reports Facebook page has been canceled.

Pet Peeve: Audi Q5 – The maddening key

As you know, we all drive the test cars not only on the track, but in our day-to-day lives as well. We drive the cars to the grocery store, the doctor’s office, and to fulfill our share of car pooling to kids’ soccer practices. This adds to the all-important “what’s it like to live with” section of our final write up.
 
Last night I drove the Audi Q5. In our tests, we praised its quiet, well-finished cabin; comfortable ride; strong V6 engine; and very un-SUV like handling. But, for me, the absolute deal-breaker and argument against buying one (at least this one) is the infuriating ignition key.
 
You see, Audi, similar to many high-end manufacturers, uses a blocky, all-in-one ignition key. But in no way does it resemble a traditional key, such as a house key. Instead, these new style keys are a bit larger than a Hot Wheels car, and not nearly as much fun. The ignition mechanism works by the key being inserted into a slot and then pressed to start the car. However, many who have driven our Q5 found it annoying, compared to the typical transponder keep-it-in-your-pocket key common to this class.
 
But my frustration with it boiled over last night when I drove my boys to their Cub Scouts pack meeting. When I pulled into the school lot and put the Q5 in Park, I couldn’t remove the key to shut down the car. Which left me no choice but to then push it in again, restarting the car and try again. I had to restart the car four times before it magically released from the dashboard. We walked into the meeting late. I was not amused. The same thing happened on the way home. And on the way into work this morning.
 
This was similar to our experience with the last Audi A4 we tested, which had a similar set-up. When we brought the issue up at a meeting with Audi, we were told a change is in place for 2010 models. I’ll believe it what I can pull the key out the first time.
 
For years, Audi’s slogan has been “advancement through technology.” I’m sorry, but this system is not a step forward. What is the point of taking something relatively simple (like shutting off the car) and making it complicated? How did the designers and engineers convince upper management that adding extra steps to a simple task was good idea? We criticized recent Audis in our evaluations for unnecessarily complicated controls. For example, selecting a seat heater or fan speed setting requires pushing a button and then dialing in the setting you want. Other cars do this with a single button press.
 
When I think of how much better cars are than they ever were, I think of stability control; antilock brakes; curtain air bags; and engines and components that run reliably for 100,000-plus miles. Growing up in the 1970s, I never thought I’d see the day when a 400-hp Chevrolet Corvette would get 31 mpg on the highway. Stuff like this gives me hope that the wonderful world of cars keeps evolving in ways I couldn’t dream of.

But this Audi ignition key is so infuriating that I don’t want to drive it. And in my view, it is a regression of common-sense engineering.

Read our full Audi Q5 road test (available to online subscribers).

—Mike Quincy

Personal Picks: Sporty and muscle cars part 2

Continuing our staff's personal insights into the October-issue sporty car test group.

Tom Mutchler: Among the muscle cars in this group, my clear favorite is the Ford Mustang. After I get over the “hey-look-at-me” styling of the Chevrolet Camaro, the Mustang is simply more rewarding and satisfying to drive. Plus, I can see out of the thing.
 
However, there are many more sports cars on the market than the just the big domestic iron we tested. When it boils down to choosing one I’d actually buy, one manufacturer keeps popping up in my mind: Mazda. You’d be insane to try to drag race a Camaro or Mustang with a stock Miata or RX-8. But there is so much more to driving satisfaction than that.
 
The Miata and RX-8 are both twisty back road warriors, with fantastic steering and a nimble feel. The Miata has the top-down charms of its roadster-ness, the RX-8 is surprisingly civilized on a highway trip. Given the RX-8’s near-gluttonous fuel consumption and so-so reliability record, the Miata is probably a better long-term proposition, but it’s hard to beat the smile I had revving the wee out of the RX-8’s rotary on the track.
 
Mike Quincy: There are times when I sheepishly express admiration for certain cars that my colleagues, well, don’t really care for. I had a thing for Saabs, but that’s over. I also seem to be gravitating toward diesels these days – I see them as the sort-of anti-hybrid. But this month’s group has me split a few ways.
 
I really like the Dodge Challenger R/T – and I’m probably the only one. There is no doubt that this slick-looking muscle car turns into an absolute pig on a track. There’s also no argument that it’s overweight and has numb steering – making it as agile as a pregnant elephant. But what I like about the R/T is how civilized it is as a long-distance cruiser. My wife and I drove the Challenger to Saratoga Springs, NY (and visited the Saratoga Automobile Museum). I was amazed at its comfortable ride, even after the three-hour drive. Plus, I never got tired of listening to the exhaust note – the sound coming out of the Challenger’s twin pipes makes you want to drive down streets in a gear or two too low with the window down. But it does have flaws that you can’t overlook (including a pitiful 18 mpg overall).
 
The Mustang is a very close second is this group, and it performs better than the Challenger in almost every category. It’s an easy car to like and enjoy everyday.
 
The other car that surprised me was the Nissan 370Z. I think it looks fabulous; Nissan also did a nice job improving the interior. But when a friend of mine asked what it was like to drive, I said “The new Z is a commitment.” In other words, you have to commit yourself to its small interior, crummy visibility, and one of the noisiest cabins in recent memory. But the Z rewards such a commitment with incredibly grippy handling, excellent steering, and agility that takes a backseat to few cars for twice the price. I also like that the 332-hp, 3.7-liter V6 produces wicked acceleration without turbo or supercharging. I drove the Z into New York City for an early TV interview one Saturday morning; the roads were empty and the car was in its element. As long as you don’t mind the small size and noise, the 370Z is a very satisfying ride and a commitment worth making.

Personal Picks: Midsized SUVs

Models such as the Ford Explorer, Honda Pilot, Jeep Grand Cherokee, Toyota Highlander have been popular for years. This group easily makes up the bulk of SUV sales, probably because you can choose get almost any combination of three-row seating, good off-road abilities, luxury-lined cabins, boat-pulling grunt, or hybrid technology. Really, there’s something for everyone.

A recent Consumer Reports test group included a diverse cross-section of SUVs: the Chevrolet Traverse, Kia Borrego, Infiniti FX35, and Lexus RX 350. While the Chevrolet and Kia lean toward the practical side (both have 3rd-row seats), the Lexus and Infiniti, respectively, treat drivers to luxurious cabins and relatively sporty handling.

But when the rubber meets the road, which ones would we buy? Take a look at the testers’ personal picks:

Rick Small: While the Lexus RX is nice overall, it’s very expensive. I would save some money and buy the very similar Toyota Venza. The Infiniti FX is very quick and sporty, but it is a bit cramped for my tall frame and not as roomy or versatile as many in this group. The Borrego is priced right but rides stiffly, and it is not as economical as most in this category. The Traverse is the best of the GM offerings -- it does most things well and is roomy and not bulky to drive. However, reliability is still an open question. Overall, I still prefer the Nissan Murano. It has a good combination of comfort, performance, and fuel economy. The Honda Pilot is also a roomy, reliable choice but not if you are looking for a sporty ride. I look forward to testing the new Chevrolet Equinox, which looks promising with its choice of four-cylinder or V6 engines. Plus, it’s not as big as the Traverse, so it should handle better and be more economical.

Gabe Shenhar: Among these types of SUVs, I’m leaning toward the luxury end. I’ve always been drawn to the BMW X5. I think it looks great and it drives beautifully. It very much possesses the steering precision and body control you’d associate with a BMW. And, if you get the diesel, 22 mpg is pretty sweet for a vehicle this size. But it also costs a pile of money. No matter how you slice it, you’re hovering around $60K. That’s why my sensible side leads me to the Acura MDX. It’s smooth and refined, and it drives in a responsive, relatively connected way without beating you up. In terms of value for the money, I think it’s unbeatable. Everyone in my circle of friends and family to whom I’ve recommended the MDX couldn’t be happier.

And yet, both the X5 and MDX have become such an overly popular suburban soccer-mom mobile that I find myself balking at the idea. And both are kind of large for my personal taste. That’s exactly why I could see myself getting the new Audi Q5. It’s just the right size, so you don’t feel like you’re driving a truck. It has enough room, provided you are giving up the third row. It has a beautiful interior that’s tasteful, luxurious, and quiet. Most importantly, the Q5 is entertaining to drive with a sporty demeanor, good steering and a nice powertrain. As an extra bonus it also looks great. CRO subscribers can read about it on the Audi Q5 model overview page.  Or you’ll find it in the September issue of CR.

Mike Quincy: I so wanted to like the new Toyota Venza. It just seemed like the right size, and the styling really caught my eye. And when I drove it into New York for the city’s auto show, I got lots of questions from the parking attendants. They were mostly dazzled by the Venza’s slick lines and 20-inch wheels. But driving the Toyota made me feel like I had, well, influ-venza. The ride was harsh and noisy, I couldn’t see out of it, the steering felt dead, and the whole package needs to visit Jenny Craig. Instead, for a small-family-sized SUV with some pizzazz, I’d go with the Mazda CX-9. The Mazda’s handling is quite engaging, and the powertrain is surprisingly responsive. Three-row seating helps when my young boys want to each bring a friend to the movies, and the cargo area easily holds my bike. I wish the CX-9’s fuel economy was better (only 16 mpg overall), but, for me, it strikes the right balance between the nice-but-dull Highlander and the sporty but expensive and smaller FX35.

Personal Picks: Scooters and motorcycles

Summer has arrived, bringing with it warm days and elevated gas prices—conditions that make riding a scooter or motorcycle more appealing. If you are looking to buy your first two-wheeler, there are many things to consider, such as licensing, safety, and model choice. See our scooter and motorcycle report for buying advice, ratings, and safety information. 

For our report, we tested several small scooters (50cc), large scooters (125-150cc), and motorcycles (250cc). We have to confess, the staff enjoyed donning helmets and riding these bikes on our track and real-world streets. Through the process, everyone learned something about entry-level bikes and which they would choose.

Here’s we share personal picks from the test and editorial staffs.

Eric Evarts: There’s no question, the Kawasaki Ninja 250 is great fun to ride. Corners feel invigorating, as you lean the bike into turns, crouched over the handlebars. The little engine screams to redline, which comes up in a flash. And the brakes haul you down like you rode through glue. Best of all, the Ninja costs less than some of the scooters we tested.

For me, though, the best use of a motorized two-wheeler is in not taking a 3,500-pound car on simple, local trips to town for shopping and other errands. And for that, a scooter would work a lot better (providing your errands don’t include a week’s worth of groceries for a family of four). They have a lot more storage space, plus the easy step-through seating and lack of manual gear-shifting makes riding a lot easier. And by far the best scooter of the bunch is the comfortable and capable Kymko People. Its big wheels mean not every pothole is a menace, and it responds more like a motorcycle in curves.

It’s an axiom around here that riding a scooter makes everyone look like a dork. And that may be true. But if we could just man-up the Kymco’s color a little bit, it could feel a bit more righteous, rather than embarrassing.

Mike Leung: The Kymco People was the only scooter I’d consider of the group we tested. It was quick enough, went fast enough and felt the most stable in a corner (I’d remove the kickstand that scrapes on hard cornering, though). Plus, I’d choose a different color.

The Vespa 150 was nice enough in terms of comfort, but its cost is prohibitive and the performance was sub-par for that price tag.

The Honda Ruckus would be good as a pit vehicle at the race track.

Gene Petersen: A lot of people consider purchasing a scooter to save on fuel, but with overall mileage of many being not much better than a hybrid car, I wonder if they make sense. Still, if you’re going the scooter route, there are only really two that we tested that can be used for practical transportation: the Kymco People 150 and Vespa LX 150. Both feel substantial enough to ride securely around town and have just enough power to keep up with the flow of traffic typical of city and suburban roadways. I like the Kymco over the Vespa for its lower leg reach to the ground when at a stop, and the larger wheels bridge over cracks in the road to make for a smoother ride.

Before giving up four wheels for two, I think that anyone considering a scooter should take a scooter/motorcycle safety course.

Mike Quincy: I’ve had a great time getting reacquainted with two-wheeled motorized transportation. Like many, I used to ride but got sidetracked by houses, kids, and getting older. I’m glad to be back.

I like the classic looks of the Vespas we tested, but I can’t get past the price. Over $4,000 for the LX 150? You’ve got to be kidding. These things are supposed to save money.

I think if I spent the summer on Block Island, Martha’s Vineyard, or Nantucket, I’d get a Honda Ruckus. It seems nearly indestructible, has a classically-Honda smooth engine, and a no-nonsense attitude. I’d get it dirty, leave it out in the rain, ride it on the beach, and not worry a bit.

But for all-out fun, nothing comes close to the Kawasaki Ninja 250. It’s so unbelievably easy to ride and more comfortable than it looks. It could be the best bang-for-the-buck of anything with wheels and an engine.

Gabe Shenhar: As a former motorcycle rider, I came in to this test with the notion that scooters are by definition inferior to motorcycles. But now, after testing a bunch of scoots and as a middle-aged man, I discovered that scooters can be fun, a whole lot easier to ride and yet without hurting one’s masculinity. (Ahem – Ed.) They are easy to get on and off, have an upright riding position, under-seat storage, and their CVT automatic transmissions work well.

So with all the sex appeal of motorcycles, for me it’s “been there – done that.” Among the scooters we tested, we were quite surprised with how well the Kymco performed – quick, quiet, stable and sparing with fuel, but I could never see myself on one because it is just sooo ugly. That leaves only the Vespa LX 150 as a viable option – it’s quick enough, comfortable with a just-right riding position, wide and comfy suede seat, and of course, its classic charm.

Jim Travers: I’ve always felt more at ease and in control on motorcycles than scooters. Some may find the high, chair-like seating position of scooters more comfortable and their step-through frames easier to get on and off, but I’ve always felt like I’m perched high atop a scooter, rather than being an extension of it. You use your legs and body to help lean and control a motorcycle much more than you can a scooter, and a motorcycle’s larger wheels and tires add to that feeling of stability.

That said, my pick is the Kawasaki Ninja 250, hands down. The frame fits my own 6’2” frame much better than the Honda Rebel, and the ride is surprisingly comfortable. The Ninja is nimble, with precise handling, and the brakes are terrific. And there’s something about running the sporty, affordable Ninja up through the gears to that 13,000-rpm redline that never gets old. All this, and decent fuel mileage, too.

Personal Picks: Small cars

With all the doom and gloom news dominating the airwaves these days, it’s good to know that there’s a new, small car that really blew us away...and it doesn’t cost a fortune. For about $17,000, the manual transmission Honda Fit goes from 0-60 mph in under 10 seconds, holds five people (or lots of cargo) and still gets 33 mpg overall. Remember the “economy” cars of the 1980s? While several got terrific fuel economy, none were as comfortable, fun to drive, or as safe as the Fit. It does so many things well, the Fit is the answer to many buyers’ needs.

As gas prices continue to climb, more and more people may retreat to smaller, more fuel-efficient cars. All of the other fuel-thrifty models in this test group--the Chevrolet Aveo, Nissan Versa, Suzuki SX4, and Toyota Yaris--were competing for second place.

But vehicle choice is a personal one, and here are our staff picks:

Mike Quincy: The Smart ForTwo sparks more conversation than just about anything I’ve driven in the last 10 years. But when people ask me about the diminutive design, I immediately bring up the Honda Fit. I’ve repeated these lines so many times: For about the same money as the Smart, the Fit is immensely more fun to drive and easier to live with. The Fit is faster, has superior steering, loads more cargo room, and only gives up 6 mpg overall. I don’t hate the Smart, but there’s no way I’m buying one over a Fit. Finally, what puts the Fit over the top for me is the relationship between its four-cylinder engine and manual transmission. I can’t think of many engine/transmission combinations that come close to the shear precision of their operation. And after running through the gears in our manual Sport model, I have to again remind myself that it only costs $17,000. The Fit is the smartest choice.

Gabe Shenhar: The engineer in me admires the originality of the Honda Fit design. What a genius of a car. With the gas tank mounted under the front seats, rather than the rear seat, it frees up a lot room, which gives the car its amazing spaciousness and in-cabin flexibility. It’s not for nothing the Fit has already established a cult following during the relatively short time it’s been for sale in the U.S.

But I’d have trouble shelling out $16,000 on a new Fit that’s still a noisy and jittery-riding car. For me, a used Mini Cooper for similar money would be much more enjoyable with similar gas mileage, go-kart agility, and nicer interior (but, admittedly, less space). You can’t have everything.

Rick Small: These small sedans are enjoying a surge in popularity due to poor economy and fresh memories of high gas prices. The Subaru Impreza is a nice car, but only comes in AWD--hurting fuel economy--and the driving position doesn’t fit my tall body as well as some. The Hyundai Elantra is very nice, has a long warranty and good fuel economy. The Toyota Corolla gets very good fuel economy but my tall frame also doesn’t fit in it so well. The Ford Focus has lost some of its grip and with it went braking distances and some of the fun-to-drive factor. The Focus’s driving position is decent for tall drivers but it has no rear headrests which is a serious safety omission. The VW Rabbit feels more solid and sporty than some here and has a good driving position for taller people.

All that being said, my favorite, though, is the Mini Cooper. Both the base and S models are a blast to drive, get very good fuel economy and surprisingly have a very good driving position for tall drivers. The back seat is petty much for storage or very small passengers, however. The Honda Fit has a versatile interior, a useable rear seat and good driving position for taller drivers; a new tilt-and-telescoping steering wheel really helps here. The manual shifter feels sporty. Fuel economy is very good--even with the automatic transmission--but if you want even more mpg, get the manual.

Tom Mutchler: True confession time: I had already written my Personal Pick for this group, the Honda Fit. I started out with a diatribe about the lack of ESC unless you get navigation, but then noted that the Fit was great fun to drive with a very clever interior.

But then I read a post on our expert forums by a Pontiac Vibe owner, suggesting that his car might be the best "budget car" over the Fit. Never mind that the Vibe is larger than the Fit and isn't really a subcompact, or that the MSRP of his Vibe 1.8-liter manual with air and power accessories is $18,630 compared to the $16,730 Fit Sport manual.

Let’s examine his idea. First, that price difference mostly dissolves with the Vibe’s incentives. You can likely buy that Vibe for a little over $17,000; you’ll probably pay list for the high-demand Fit. The Fit doesn't give you the Vibe’s standard ESC or a fold-flat front passenger seat or OnStar. (You do get iPod control and alloy wheels on the Fit Sport; the cheaper base Fit lacks cruise control.)

The Fit isn't exactly a ball of fire and the interior trim is on the cheap side - ditto for the Vibe. Neither is that quiet inside. We haven’t tested a Vibe 1.8-liter manual, but given that our Toyota Corolla manual got 32 mpg overall with the same engine, we’d expect the larger Vibe to get something less. Not quite up to the Fit Sport manual’s fuel economy, but probably still quite good.

Both have room for four and a spacious cargo area. The Vibe has long been reliable too--remember, it's basically a Toyota Matrix that costs less.

My heart still leans towards the spunky, fun-to-drive Fit (or a used Mazda 3s Touring); put simply, I wouldn't look forward towards hustling a Vibe down a twisty road. But logic says that a discounted Vibe is a fine alternative.

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

From the logbook: 2010 Volvo XC60

It is arguable that the Volvo XC60 navigates in murky waters: It’s a premium-priced SUV that isn’t premium-sized. It fits into the same league as vehicles like the Acura RDX, Audi Q5, BMW X3, Land Rover LR2, Mercedes-Benz GLK350, and Volkswagen Tiguan—all priced between $36,000 and $43,000. Although so far many of us like the XC60 better than some competitors, the fact remains that buyers in this segment may be more focused on nameplate than substance and there are many other choices that give you more for less.

Loaded with a bunch of options, our XC60 rang in at $42,245. Speaking of options, we were eager to test out all of the XC’s newest technology and highly-advertised safety equipment, such as Adaptive Cruise Control; Lane Departure Warning; Collision Warning with Auto Brake Distance Alert; and Driver Alert Control. All of these are included in the Technology Package.

How do all these safety gizmos (and the rest of the car) work? Read on for candid exerpts from the testers' logbook:
 
“Smooth engine with decent power (but you do need to rev it to get it).”
 
“Rides decently.”
 
“Very quiet on the highway.”
 
“Lane-departure warning is not nearly as sensitive as in the Infiniti FX.” [But many thought it was annoying on country roads.]
 
“Parking aid kicks in too soon and leaves you far from the curb.”
 
“Ignition switch is awful.”
 
“Seats are very comfy, and the headrest doesn’t push my head forward like most Volvos.”
 
“Interior fit and finish is good but lacks warmth and feels antiseptic.”
 
“Good cargo space and rear seat.”
 
“Power-operating tailgate is agonizingly slow opening/closing.”
 
“Active cruise is the best system I’ve used – smooth braking and acceleration to blend with traffic.”
 
“Why isn’t BLIS [Blind Spot Information System] included in the Technology Package? Seems like we got every other electronic safety doo-dad…”
 
“For all the safety gizmos loaded on this thing, I’m surprised that $42K doesn’t get you a backup camera.”
 
“Very easy car to live with, but not exciting.”
 
“Easily my favorite Volvo of recent memory.”

All-in-all, the XC60 packages a fair amount of interior and cargo space, but a relatively underwhelming driving experience. If you’re a big fan of the latest in safety technology or Volvos in general, you might want to give this a try. But be sure you don’t mind all the bells, lights, and whistles going off. We’ll have more on the XC60 soon, with a first drive coming in the days ahead, and further down the road, a full test.

—Mike Quincy