Just In: Volkswagen GTI

“Meet the all-new 2010 GTI” proclaimed the opening page on VW’s Web site when we were researching our recent purchase. Maybe it’s déjà vu all over again, but like our 2010 Golf, an awful lot seems familiar here.

A 2.0-liter, turbocharged four-cylinder engine? Check. Available DSG automated manual transmission (ours has the six-speed stick)? Check. Two- or four-door? Yep. Plaid cloth sports seats? You bet--they’re retrotastic.

Not everything is the same. The new car is lower and tauter. This time around we also opted for the four-door version. This one also has a set of wheels that look like a chopping tool from my Cuisinart food processor shod with Pirelli P-Zero all-season tires. Our GTI stickered for $27,504 with a sunroof, those 18-inch alloys, bi-xenon headlights, winter mats (safely put in the cargo area for now), and Bluetooth.

We really enjoyed driving our last GTI so hopefully that remains the same here, as well.

—Tom Mutchler

See our blog Tales of our Volkswagen GTI--car buying made easy.

Tales of our Volkswagen GTI - Car buying made easy

We are often asked about how we go about the business of anonymously buying more than 70 cars, trucks, and SUVs every year. (Learn how we test cars.) Most of our test vehicles are bought by the engineers and support staff who work at our Connecticut test track. Though I’m with the headquarters staff in New York, I recently volunteered to act as a secret shopper for the test program, partly out of curiosity, partly because it takes a lot of buyers to anonymously buy so many cars, and partly just to have better answers at neighborhood barbecues. 

My two-pronged plan: First, try to follow our own buying advice and second, try to make the process as painless as possible. Unlike a typical new-car buyer, I didn’t need to read up on what my car was worth in trade or get financing advice, because I wasn’t trading and I’d be paying by check. Nor did I have to determine the right car for my needs, or what options to choose – all I had to do was buy the assigned car.
The good news was that the car in question has long been a personal favorite--the Volkswagen GTI, recently freshened for 2010.

I started by doing what we recommend all car buyers do and determined the list price of the car and options, and the dealer cost for each. That information was readily available through our recently enhanced Cars Best Deals Plus services. (Learn about Consumer Reports Cars Best Deals Plus.) 

While online, I sent an e-mail from my personal account to three dealers in my area. I was very exact, listing the specific model year, trim line, options packages, and first and second color choices. You should do the same if you choose this contact method, because it saves lots of time, phone calls, and extra e-mails.

Two of the three dealers sent an automated e-mail within minutes, thanking me and saying someone would follow up shortly. A sales consultant at the first of those wrote within an hour to introduce herself and confirm the car, options, and color. She also said she’d get back to me shortly with a price and did so an hour later. The price, a bit below sticker, was acceptable. Dealer number two responded several hours later, with a quote on a 2009 GTI instead of a 2010. It took number two another full day to respond to my follow-up e-mail where I reiterated that I wanted a 2010 GTI. A day later, he wrote back saying GTIs were hard to find, and would I please say exactly what I wanted.

Another e-mail or two with dealer number one and a car was located and on its way from another dealer. It was ready and waiting at the appointed time. No fuss, no muss. And the price she had quoted was what I paid. I did have to confess the day of the pickup that the car was actually being purchased by Consumer Reports as a test car, making her re-do some of the paperwork, but she took it well. All in a day’s work.

Admittedly, your own car buying experience is likely to be more complicated than mine was. Most buyers have a trade-in and must finance at least a part of the new car. I could also didn’t need to test drive several contenders to help make my choice, but any car buyer should plan to spend at least 30 minutes behind the wheel of any car you buy—and a few other considered models for comparison.

On the other hand, as a private buyer you can take advantage of some tools not always available to us. We often need to buy brand new models within days of their first arrival at dealerships, in order to start testing right away. That often minimizes a dealer’s willingness to grant a big discount, although our shoppers always try to grab the best deal they can. If you can wait a few months, you’re better off. And if you can wait until the end of the month you’ve chosen, dealers will often be more willing to negotiate because they have quotas to fill. We also have to buy many cars generously equipped, so we can see if the latest gadgets are worth the money. You might be able to meet your needs while passing up the leather upholstery, rear DVD player, fancy sound system, or other extras.

One thing I learned from my experience is that if I ever buy a new car again, I’ll at least get the process started using the Internet. It’s a real time saver. Shopping online is much more convenient than driving from dealer to dealer, and it can help determine which dealers you might want to work with, and which aren’t worth your time.

I still haven’t heard from dealer number three.

—Jim Travers  

Read our car-buying advice and get the bottom line price on new cars.

First impression: Suzuki Kizashi

“Does the world really need another family sedan?” During a visit from Suzuki, this was the opening line of the execs’ presentation—not a question we asked them.

The marketing rationale follows the assumption that the potential Kizashi buyer wouldn’t want a Toyota Camry or Honda Accord—that was their parents’ car. And that the “Euro-inspired” handling, compact size, “interior design,” and optional AWD will also appeal to a new generation of buyers. Volume expectations are modest, according to Suzuki. Pricing spans roughly between $20,000 and $27,000.

The Kizashi is a pure Suzuki design that doesn’t trace its roots to GM or Daewoo. It was designed to be sold in world markets and adapts the D-segment size standard, which means it straddles a Corolla and Camry in terms of dimensions.

We briefly drove a high end Kizashi with 18-inch wheels and all the bells and whistles. Bottom line: We were not impressed. The 2.4-liter engine mated to the CVT isn’t the most cultured powertrain out there. The ride is rather stiff, and the steering, in our judgment, has very little European inspiration, if at all. The interior is nothing special, but the cabin has a pleasing appearance and decent seats.

We’ll have more details on the Kizashi in the coming months when we put it through our battery of tests on our track and publish a full review.

The Kizashi will join the Subaru Legacy and Ford Fusion as the third AWD mainstream family sedan. It goes on sale by the end of 2009.

—Gabe Shenhar

First impression: 2010 Acura ZDX

The ZDX is a combination of an SUV and a coupe-like four-door sedan (think Mercedes-Benz CLS and Volkswagen CC shape), with Acura MDX underpinnings. This genre-crossing vehicle is an attempt to merge usability and all-weather ability in a package that still retains the driving enjoyment of a sporty coupe. When it goes on sale in late 2010 the ZDX will feature the same 3.7-liter, 300-hp V6 found in the MDX, combined with Acura’s first-ever six-speed automatic transmission.

Like its SUV sibling, the ZDX is fitted with standard all-wheel drive. Called SH-AWD (for Super Handling), the system usually sends 90 percent of the power to the front wheels, but it can send up to 70 percent to the rear wheels for “sporty” driving. SH-AWD also can send 100 percent of the rear-wheel torque to one side of the vehicle. We found that this system added little value in the RL and RDX on the road but reduced understeer when pushed to its cornering limits on our track.

A new feature that is being introduced on the ZDX is Acura’s Integrated Dynamic System (IDS), which offers a Comfort and Sport setting. By rotating the large (and somewhat out of place) switch on the dash to Sport, the steering response is firmed up and the suspension dampening rate is stiffened.

Behind the wheel

Consumer Reports staffers had a chance to drive the upcoming Acura ZDX at a recent media event outside New York City. We drove it in heavy Manhattan traffic, as well as on twisty secondary roads in the towns and counties north of the City. Below are our first impressions:

At first glance it is obvious that style has trumped utility in some aspects of the ZDX, and Acura representatives haven’t been shy in stating that the main purpose of the vehicle is to carry a driver and a single passenger—and their belongings—to their destination in comfortable luxury. The targeted DINKs (dual-income, no kids) and empty nesters often have friends, so there are seating positions for three rear-seat occupants. However, it’s best if those passengers are well shorter than six-feet tall and don’t mind close-quarters seating.

The low-roof and close-quarters seating contributes to a cave-like feel, which is offset somewhat by the full glass roof. The front part of the panoramic sunroof opens and closes like any other, while the fixed panel above the rear seats has a retractable sunshade. Cabin materials are first rate, with plenty of soft-touch surfaces and high-quality materials.

One interesting feature is an available multi-view rear camera. Users can toggle through three views, including a wide-angle fisheye view and a top-down view--handy for parking or trying to exit a parallel-parking situation without tapping the vehicle behind.

The ZDX will be available in three trim levels. Moving from the base model, the Technology package will include the rear camera, real-time traffic and weather information in the navigation system, and keyless entry. The top-level Advance package includes IDS, adaptive cruise control, and the blind spot warning system. Pricing hasn’t been formally announced, but Acura says the base price will be in between the $41,000 MDX and the $47,000 RL sedan, and they are expecting sales of no more than 6,000 units per year.

Jeff Bartlett: The ZDX is an appealing idea. I favor the versatility of a hatchback and can appreciate the sure-footed confidence AWD can provide in northern regions. In person, the car is quite attractive—more so than in the flat lights at auto shows. However, my enthusiasm waned once I sat in the vehicle. The simple showroom experience will deter many buyers. Up front, the high floor puts the driver and passenger in a lounge-like seating position, with legs extended, rather than a more natural and comfortable bend. The rear seat is more like a subcompact coupe than a midsize sedan. The sloping roof and high door sill make it difficult to even enter the back seat. Once there, head room is so limited that at my modest stature, I would have to bend forward allowing the back of my head to touch the headliner, or lean far to the side. Sure the target may be affluent couples, but empty nesters likely have grown, full-sized children and/or friends. The rear cargo area is disappointing as well, with a high load floor and narrow width. Looks like a hard sell, given that the much more functional MDX has a lower base price.

Jon Linkov: I liked the ZDX a lot more than I thought I would, particularly after driving versions with and without IDS. The IDS-equipped car did nothing for me in comfort mode, where the steering felt overly-boosted and disconnected from the wheels, and the suspension floated over bumps to the point of being unsettling. But the sport mode was much more enjoyable—until I drove the non-IDS car. The steering in that model was fine, well-weighted and giving plenty of feedback. I’m still on the fence about the styling, and wonder if the ZDX (and the similar BMW X6) is an answer to a question that made sense before $4.00 gas, a financial meltdown, and plummeting car sales. As a fan of sport wagons, I’m worried that this type of vehicle is the future, as manufacturers and buyers (or vice versa) shun the efficient small/midsize wagon in favor of these larger, more CAFE-friendly/avoiding SUV-like vehicles.

2010 Hyundai Accent gets more fuel-efficient with Blue

Hyundai recently announced a new fuel-efficient trim called “Blue” for the Elantra that boasts an EPA-rated 35 mpg in highway driving. Now the Blue concept has extended to the Accent with the full line seeing an incremental fuel economy improvement and the thrifty Blue three-door hatchback boasting a 36 mpg highway EPA rating. In addition to the reduction in fuel consumption, the Blue Accent line will be priced starting at $10,000.

All 2010 Accents will receive enhancements such as lower-friction engine components, aerodynamic improvements, lower-rolling-resistance tires, and a “smart” alternator management system. The Blue line adds a revised manual transmission gear ratio and lowered ride height for enhanced fuel efficiency. The significant work to make these improvements for a 1 mpg gain highlights the difficulties in raising fuel economy on existing models.

The Accent will be available in the base Blue line, GS hatchback, GLS sedan, and SE hatchback. The Blue line EPA-rated fuel economy is 27 mpg city/36 mpg highway. The other trims have an EPA rating of 28/34 for the manual transmission and 27/36 for the automatic.

Additional model highlights for 2010 include available air conditioning on the Blue line, standard iPod and other audio auxiliary ports, standard steering wheel controls on the SE (optional on the GLS), available ABS on the GS, and standard cruise control and sunroof on the SE.

All Accents continue to come equipped with six standard air bags, but ABS is optional and available only on the higher trims. Stability control is not available. Competitors such as the Toyota Yaris have standard stability control for the 2010 model year; ESC is available on the Honda Fit Sport models equipped with the optional navigation system.

The enhanced fuel economy will help the Accent better compete against other vehicles in its class.

—Liza Barth 

Life after cash for clunkers: September auto sales

The much-publicized cash for clunkers program gave a shot of adrenaline to car sales this summer, inspiring purchases even from consumers who did not participate. With the $3 billion spent in moving people into more fuel-efficient vehicles, the question became, what would become of the market without the federal incentives? The answer: September sales figures show that all manufacturers saw a significant 35 to over 50 percent sales decrease compared to August. But--and here’s the good news--when compared to last September, a few manufacturers actually saw a sales increase, including Hyundai, Kia, and Subaru.

Here are the sales trends among the largest automakers:

Chrysler: Still struggling post bankruptcy, Chrysler saw a 42-percent decrease over last September and down 40 percent for the calendar year so far.

Ford: Helped by a sales surge from the redesigned Taurus, Ford showed only a small decrease of five percent over September 2008, but so far this year they are down 22 percent.

GM: Low inventory levels after the clunker program pushed General Motors to a decrease of 45 percent over last year and 36 percent decrease so far for 2009.

Honda: With a decrease in sales almost across the board (except the Pilot, which showed a small increase), Honda sales were down 23 percent over last year and 24 percent so far this year.

Hyundai: Continues to enjoy growth and increase market share. They reported a 27 percent increase over last September and a 1.4 increase year to date.

Nissan: Sales for September were down 7 percent over last year and 26 percent year to date. A number of vehicles, including the Nissan Maxima, 370Z, Pathfinder, and Frontier, as well as the Infiniti QX56, saw a gain over last year.

Subaru: Attributing its success to the redesigned Outback and Legacy models, Subaru saw an increase of 1 percent over last September and continues to have the highest sales percent increase of any manufacturer--up 10 percent for the calendar year so far.

Toyota: Overall sales were down 16 percent from last year and 27 percent year to date, but the Lexus division saw an increase of 7 percent over September 2008.

Even with help from last month’s cash for clunkers program, manufacturers are still struggling this year. As they enter the fourth quarter, we should see some more promotions and rebates to help drive up sales before the end of the year.

—Liza Barth 

From the logbook: 2010 Mercedes-Benz E350

Some cars simply are tough acts to follow. Take the last-generation Mercedes-Benz E-Class. This midsized luxury sedan set benchmarks in its class for steering and ride. It was quiet, comfortable, and quick. Complicated controls and a checkered reliability history--until its final years--counted against it.

So Mercedes-Benz faced a challenge when they redesigned the E-Class for 2010. To find out if they measured up to the task, we bought one to test. Our E350 came, like most rear-wheel-drive E-Classes sold around here, with the sports package, adding a sports suspension, some lower body cladding, and all-season 18-inch tires. Snazzy AMG wheels, a Premium Package with navigation and harman/kardon stereo, and a panorama sunroof brought the total to $55,245.

How is the car to drive? Let’s check the initial feedback from our testers by cracking open the car’s logbook:

“Quick, linear steering but has very low effort.”

“Silly shifter easily confused for right stalk. Started to rain and I instinctively pushed it up for wiper – went into neutral on highway.”

“Once again, a redesign comes out and I prefer the previous-generation car.”

“Steering here is too light and short on feedback, despite tons of grip and great body control.”

“NAV is frustrating to use, even by voice.”

“Not fond of the seatbelt power snugger trying to choke me.”

“Powertrain is very smooth and pulls great on highway for passing.”

“Back-up camera only works if audio system is on.”

“Car has an ‘avant-garde’ feeling to it”

“Steady as a rock long distance cruiser. Quiet.”

“Center control thing can be confusing at first but handy for moving between presets.”

“Fit and finish is superb.”

“This E-Class leaves me completely cold. Overly contrived styling, inside and out.”

“Ride is a bit stiff-legged.”

“I like the old one better. More impact harshness and noise now.”

“Strong and quiet powertrain.”

“Gets lots of looks and favorable comments.”

“Still engaged cruise control rather than turn signal three times.”

“Somehow it’s not quite the same as the previous generation.”

To sum up, the new E350 is eye-catching, especially given that the last E-Class grew familiar as it remained essentially unchanged for seven model years. But some faults--particularly complicated controls--remain. Perhaps more troubling, the E350 doesn’t drive like the old one, and given how good that car was, that’s a big disappointment.

—Tom Mutchler

Sneak peek: 2011 Kia Sorento

With the next-generation redesign, the 2011 Kia Sorento makes the transition to a car-based platform. The size increases in the process, making it longer and roomier than the previous version with seating up to seven passengers. This will allow it to better compete against other crossover designs such as the Ford Escape, Honda CR-V, and Toyota RAV4. The Sorento’s length grows to 184.4 inches, up from 181 inches and the width expands over an inch to 74.2. Cargo capacity also increases nearly five cubic feet.

The Sorento will have two engine choices—a 2.4-liter four-cylinder producing 172 hp and a 3.5-liter V6 producing 273 hp. Both engines are matched to a six-speed automatic transmission and are available in either front- or all-wheel drive.

Standard features include a AM/FM/Sirius/CD/MP3 audio system with a USB input and Bluetooth connectivity. Also available is a push-button start, voice-activated navigation, and back-up camera. Pricing information has not yet been revealed.

The new unibody design may help address the stiff ride and clumsy handling problems we found in our tests of the current Sorento, which scores too low to be recommended.

The Sorento is the first Kia produced at the newly built West Point, Georgia, plant, and it will hit showrooms in January 2010.

For more on the Kia Sorento and other new vehicles coming soon, see our New Car Preview section.

—Liza Barth

Revealed: 2010 Toyota 4Runner

Once known for their rugged truck underpinnings and off-road prowess, many SUVs have been softened in recent years as the ever-popular segment devolves into raised station wagons and away from truck-based models. That is not the case with the redesigned 2010 Toyota 4Runner, a vehicle that not only embraces its adventurous heritage, but seeks to further it. The fifth-generation model will be offered in three trims, the top-of-the-line Limited, SR5, and a Trail grade for maximum off-road capability.

Taller, wider, and longer than the previous 4Runner, the new model also increases the underhood power. All 4x4 models use a new 4.0-liter V6 engine that generates 270 hp--34 hp more than the previous V6 version. EPA estimates are 17 mpg city and 22 mpg highway for the 4x4 models, with 19 mpg combined. Maximum towing capacity is 5,000 lbs.

The 4x2 models are equipped with either the V6 or a 2.7-liter four-cylinder engine. EPA estimates are 18 city and 23 highway mpg for the SR5.

The 4Runner now offers several advanced features to assist off-road driving, such as active traction control, crawl control for help in steep declines, and dynamic suspension that disconnects stabilizer bars to help the wheels manage difficult trails. A Multi-Terrain Select system enables the driver to choose a preset surface condition, informing the 4Runner how to best manage wheel slip, akin to offerings available in some Jeep and Land Rover products.

Standard safety features include stability control, antilock brakes, and brake assist. Hill assist is standard on all 4x4 models and the 4x2 V6. All 4Runners have active headrests for driver and passenger and eight standard air bags. A back-up camera is standard on Limited and Trail lines, and it is optional on the SR5.

Also available is a subscription-based telematics system that provides collision notification, a stolen vehicle locator, an SOS button, and roadside assistance.

We consider the 2009 Toyota 4Runner to be one of the better SUVs suited for serious off-roading. It is both civilized and trail ready. We look forward to testing the new model on the road, our test track, and on our infamous rock hill. (See how we conduct our off-road tests.)  

For more on the Toyota 4Runner and other new vehicles coming soon, see our New Car Preview section.

 —Liza Barth

Pricing: 2010 Hyundai Elantra goes Blue

Hyundai has announced pricing for the Elantra line plus a new “Blue” model that boasts of an EPA-rated 35 mpg in highway driving. The Blue line will be priced below the GLS and SE trims, and it will receive the highest fuel economy of the lineup. Across the board, Hyundai claims a four-percent fuel economy improvement for the Elantra range.

Positioned as the entry point to the small sedan range, the Elantra Blue starts at $14,145. To boost fuel economy, this base model enhances last year’s GLS manual model with lower-friction engine components, revised transmission gear ratios, engine calibration changes, improved lock-up torque converter, and a shift indicator. The results is a claimed six-percent boost in highway mileage to reach 35 mpg and eight-percent city increase to 26 mpg. In addition, the Elantra Blue will come with six air bags, ABS, tire pressure monitoring, and active front head restraints. Other standard features include power heated mirrors, power door locks, power windows, and remote keyless entry. Air conditioning, plus the audio system and iPod connectivity can be added with the Comfort Package for $1,700.

The Elantra GLS will start at $16,895 and the SE at $17,845. Both will be fitted with the current 2.0-liter, four-cylinder engine with an EPA fuel economy rating of 26/34 city/highway--a four percent increase for city and three percent highway over the 2009 model year. Our tested Elantras returned a respectable 27 mpg overall. The SE is still the only trim line that comes with standard stability control. Delivery charges will add $720 to all prices.

The Elantra SE scores at the top of the compact sedan segment in Consumer Reports tests. For Ratings, reliability and safety data, see our Elantra model overview (available to online subscribers).  

 —Liza Barth