Unveiled: 2011 Chevrolet Volt

General Motors centennial celebrations this week have included unveiling the 2011 Chevrolet Volt, as well as more detailed information on this extended-range electric vehicle. As usual, the production model is styled less aggressively than the 2007 Detroit auto show concept vehicle, reflecting a focus on aerodynamics and practicality.

Some show-circuit design cues remain in this more road-ready version, with contrasting black trim and rear hatch with a vertical window. However, the basic shape has changed significantly from a muscular coupe-like appearance with a chopped top to a less extreme sedan. The front fascia looks more akin to a Malibu and the roof is raised, presumably in a concession to interior comfort.

Giving it a high-tech appearance, the dual-cockpit interior features a seven-inch LCD instrument display and a center touch-screen for climate and entertainment controls. A navigation system with a hard drive for multimedia storage will be offered.

Plug-in powertrain
Think of the Volt as an electric vehicle with an onboard generator. The wheels are driven exclusively by electricity, with an E85-compatible engine available to replenish the lithium-ion batteries when needed. GM claims the Volt will travel up to 40 miles on power from its T-shaped  lithium-ion battery pack, which lies under the rear seat and center tunnel. The battery weighs 375 pounds and has a 16 kw/h capacity. The 1.4-liter, four-cylinder gasoline engine can extend that range as needed. The electric drive unit produces 150 horsepower and 273 lb.-ft. of torque. Zero to 60 mph is expected to be around nine seconds.

A plug-in vehicle, the Volt can be recharged from both 120- and 240-volt electrical outlets, with an eight- and three-hour charge time, respectively. Based on 10 cents per kWh, GM estimates that the Volt would cost about 80 cents a day to operate fewer than 40 miles. Or put another way, recharging once a day would cost less than operating the average household refrigerator. For contrast, a Toyota Prius Touring earning 42 mpg in our overall fuel economy test would cost almost $4 to go the same distance based on current gasoline prices.

Sizing it up
The four-seat Volt is similar in length and height as the Honda Civic sedan, though it does measure about two inches wider. While it stretches two inches longer than the current Prius, the manufacturer-claimed cargo volume is less at 10.4 cubic feet versus 14.4.

Production is expected to begin late 2010.

See more Volt photos in our New Car Preview.

—Jeff Bartlett

Behind the wheel: 2009 Cadillac CTS-V

Last week Consumer Reports Senior Automotive Engineer Jake Fisher and I drove the 2009 Cadillac CTS-V over highways and two-lane roads, as well as flogged it at full tilt on a race track. Now, this is a very rare opportunity for us. Automotive media events, called long-leads, consist of the manufacturer flying in journalists from around the country, putting them up in fancy hotels and treating them to a five-star new car introduction. Heck, who wouldn’t go? And, who would jeopardize similar future trips by writing a bad "review" of the car?

Of course, we don’t accept those types of perks, so we rarely participate in these events. But Cadillac planned this introduction in our backyard, starting off in nearby White Plains, New York, and finishing at the new Monticello Motor Club. Plus, it was hard to resist. After all, resident hot-shoe Jake not only conducts performance testing at our track, but races on weekends, while I conduct high-performance driving instruction at race tracks across the country. The prospect of getting behind the wheel of the most powerful American-made sedan at a brand-new track is enough to quicken even our jaded pulses.

What is it?
The V-spec version is the ultra-performance version of the CTS. We really liked the previous generation CTS-V and the new base car when we tested it, competing well with the Infiniti G and besting sports sedans such as the BMW 328i and Mercedes-Benz C300. (See video road tests comparing the CTS against is upscale peers.)

Adding in the V badge brings the performance level up a notch… or 10. The engine is a supercharged V8 that puts out 556 horsepower, and drives the rear wheels through a six-speed manual transmission (a six-speed automatic optional). The result, according to Cadillac, is a zero-to-60 mph time of 3.9 seconds, a quarter-mile time of 12.0 seconds at 118 mph, and an aerodynamic-limited top speed of 193 mph. The 4,200-pound sedan is halted by large Brembo disc brakes front and rear, and GM’s Magnetic Ride Control keeps the car planted, whether it’s trundling past local cops at a 35-mile-per-hour speed trap or blasting down the racetrack at 140-plus mph.

The interior is a slightly revised version of the already-nice CTS. The hand-stitched leather that is optional in the base cars is standard here, as are nicely bolstered sport seats. Those buyers who aspire to track the V can opt for Recaro sport seats with more aggressive adjustable side bolsters. Jake and I both found the standard seats plenty comfortable for both slow- and high-speed motoring. While we like the bolstering of the Recaros, we both thought the head restraints made it difficult to get comfortable wearing a helmet (mandatory and smart during the track portion of the event), though most buyers who opt for the Recaros probably won’t spend the majority of their time on the track.

So, what did we think?
The new CTS-V certainly won’t disappoint, with its increased power (the old CTS-V put out just 400 hp), better interior, and improved ride. It takes the things that we liked in the base car and adds in power and aggressiveness. But this is a 4,000-pound plus car, and we were always aware of that on the track. Even at 130-mph through the slight kink on the back straight (and no, we didn’t lift or brake, unlike some other drivers!), the car felt composed. But you know it’s a heavy car when braking or moving it through right-left-right turn combinations.

Jake and I both felt the CTS-V was more at home on the back roads and highways. Heading back from the track along Route 17 in New York, we were able to cruise comfortably with the traffic flow, but had ample passing power even in sixth gear. The supportive seats, good forward visibility (rear visibility is still a negative), and comfortable ride left us refreshed. We used the OnStar system to program the built-in (optional) GPS system with our destination, and the turn-by-turn navigation was direct yet non-distracting.

Pricing and projected sales volume of the CTS-V hasn’t been announced yet, but it will surely undercut the BMW M5 that Cadillac used as a benchmark. It would be great to get the CTS-V into the CR garage for a full test, but this limited-volume car (and its expensive Audi RS6, BMW M5, and Mercedes-Benz E63 competitors) isn’t the top priority for our program right now. Until such time, enjoy the embedded video of our regular CTS review.

—Jon Linkov

Pricing: 2009 Audi A4 Avant and sedan

Pricing for the new 2009 Audi A4 has just been released, with the sedan version starting at $32,700. It will come equipped with the  2.0-liter, turbocharged four-cylinder engine, this time producing 211 hp, and as before,  will be available with a 3.2-liter V6 engine. All-wheel-drive comes on both. Later front-wheel drive models will also be available. Starting at $34,500, the A4 Avant wagon will be equipped with the four-cylinder engine mated with a 6-speed automatic transmission and all-wheel drive. Audi boasts better fuel economy in the new A4 line than the previous version due to various  engine tweaks.

Consumer Reports has recommended the previous version of the A4, but found that it had cramped rear seats. Audi has endeavored to address this shortcoming with the redesigned model boasting a larger interior with increased rear seat room.

The A4 includes a few new driver assistance options including a lane assist system that warns a driver if the car is moving to a lane without the turn signal, side assist which uses radar sensors that scan the area behind or alongside the vehicle to see if another vehicle is approaching. Audi braking guard, which works with adaptive cruise control to determine if a crash is imminent is reminiscent of a Volvo system. A flashing red light and an audible signal warn the driver. If that doesn’t work, the car will brake for a brief moment to get the driver’s attention.

The 2009 A4 will arrive at dealerships September 15th, although some dealers may have the vehicles available for test drives in mid-August.

—Liza Barth

300-hp Club Shootout: BMW 135i vs Mitsubishi Evolution vs Subaru WRX STi

It started as a casual conversation around the water cooler. Some time ago, a couple of us threw the idea of measuring lap times around our track when we do our usual "track handling" part of our monthly road tests. Track handling includes driving each car in the test group around our handling course to see what it does when taken to its cornering limits. We evaluate its cornering balance and determine whether or not the car is forgiving when entering a corner too quickly if driven by an inexperienced driver. But lap times? It might be fun, but do our readers/subscribers really care? Yet, when it comes to high-performance cars, lap times are indicative of a model’s combined cornering, braking, and power prowess.

We’ve just completed our tests of a few sports cars disguised as hatchbacks and sedans. (The complete road test will run in the October issue, online in September.) So when I completed my few obligatory official test laps with the 291-hp Mitsubishi Lancer Evolution, I came away with a big grin barely contained under my helmet and shouted, "Where’s the stopwatch?"

Before I finished filling my comments and scores on the test sheet, I spotted my colleague Jake Fisher with a stopwatch dangling from his neck, accompanied by clipboard-wielding data analyst and action photographer Mike Leung.

Quicker than you could say "Subaru Impreza WRX STi," we picked a tar strip line in the pavement that served as the start/finish line. We added a third car, the BMW 135i, which rounded out the list of our approximately-300-hp performers.

Here are the lap-time results of the 300-hp club track shootout in seconds:

	Jake	Gabe
Mitsubishi Lancer Evolution	56.16	56.41
BMW 135i	56.67	56.77
Subaru Impreza WRX STi	57.36	57.38

Clearly, all three cars are very quick, completing the almost 1-mile loop in less than a minute. And, although it seems like only yesterday when I showed Jake how to drive our track nine years ago, I’ll be the first one to admit that he’s the better driver.

Significantly, these results echo our collective impressions of these cars. The enthusiasts among us were very fond of the Evo as a track car and rather disappointed with the STi. We all thought the 135i was spectacular to drive, both on road and track. The STi was very forgiving but not much fun. The 135i displayed more understeer than we expected. The Evo had inch-perfect adjustability and can make almost any driver look like an expert with a hint of oversteer that’s controllable and forgiving.

So it’s nice to see our impressions encapsulated in a single empirical measurement that conveys how capable and quick a car is. This playful exercise reaffirmed the maxim that horsepower alone is not the be all end all. The car with the most (STi with 305 hp) was slowest, and the car with the least (Evo with 291 hp) was fastest around our track. Whether this was a one-time exercise or a prelude of things to come remains to be seen.

Make sure you check our October issue to see the full road tests and performance data on these and other high-performance cars. And let us know in the comments below if you’d like to see more lap times in the future.

—Gabe Shenhar

Discuss sporty cars in the forum.

Pricing: 2009 Mazda6 sedan

Pricing for the redesigned 2009 Mazda6 sports sedan will start at $18,550 for the Mazda6 i SV equipped with a 170-horsepower, 2.5-liter four-cylinder engine and six-speed manual transmission. The Mazda6 s, with a 273-horsepower V6 engine and six-speed automatic, will begin at $24,130. Destination charges will be an additional $670.

All Mazda6 models will have standard anti-lock brakes (ABS), electronic stability control, traction control, and front side- and curtain-air bags (covering both rows).

The previous-generation Mazda6 was competitive among family sedans, but not as powerful or refined as the Honda Accord or Toyota Camry. We’ll see if this redesigned version can zoom up in our Ratings when we test it in the coming months.

The 2009 MAZDA6 will arrive at dealerships in late August.

—Liza Barth

Pricing: 2009 Hyundai Genesis

Hyundai has announced pricing for its all new Genesis flagship sedan. The base price for the 3.8-liter, 290-hp V6 model will be $33,000 and the 4.6-liter, 375-hp V8 model will start at $38,000. Both prices include a $750 shipping charge. Standard safety equipment includes electronic stability control, eight air bags, and active head restraints.

The Genesis is Hyundai‘s first entry into the rear-wheel-drive luxury sedan category, and it is equipped to compete with more expensive models from Cadillac, Lexus, Infiniti, and Mercedes-Benz.

The South Korean automaker has made great strides in our reliability and testing the past few years and for 2008, two of its vehicles made our Top Picks list: The Hyundai Elantra SE small sedan and Santa Fe midsized SUV.

We’ll see if Hyundai can continue the trend with the Genesis when we put it through the paces at our test track in the coming months. For more information on this new sedan, see our preview and video.

The Genesis will arrive at Hyundai dealerships in July.

—Liza Barth

The rebirth of Cadillac

A few weeks ago I had to choose a vehicle to drive into the city for the New York auto show. I looked at the key board and saw that the cars from the March sports sedans group were all available. It's not an awful day when you get to choose between a BMW 328i, Cadillac CTS, Mercedes-Benz C300, and Saab 9-3. Still, with all that available European hardware, I choose the CTS.

Who would have thought a car nut like me would take a Cadillac? But, when you think about it, the state of Cadillac has come a long way in five years. For example, in our test of the first-generation CTS, we praised its handling, comfortable ride, and quick acceleration. But we thought that the car lacked some features found in others in this competitive category, such as a telescopic steering wheel and adjustable lumbar support. Plus, it had uncomfortable seat-mounted seat belts. Certainly it was better than the old Catera but it wasn't among the best of the best.

The DTS is really the last "old style" Cadillac; it's a big, luxurious sedan aimed at buyers looking for a quiet and coddling ride. The DTS is typical of what many of us think of when we think of Cadillac: Not a sports car. Not now…not ever. Still, its score is good enough to be recommended. However, over the past five years or so, Cadillac has been greatly improving their cars. The SRX is a nice but cramped SUV. The STS has improved considerably but is still not in the same league at some of the top European models. The XLR lacks the quality needed in its market place. And although the Escalade has been a commercial success, it’s hardly one of my favorite modes of transport.

And that brings us back to the CTS. Most of us here at the Auto Test Center came of age when Cadillac's famed "standard of the world" moniker had long worn off. I'm sure someone could write a book about how Cadillac came to be the "aspirational" car, and then quickly morphed into GM making its cars bloated and overstuffed. The division’s rebirth with the CTS can bode well for the future, but it hinges on whether or not it proves reliable. This is, perhaps, the first time I'd consider putting a Cadillac in my driveway.

—David Champion

Midsized sedan crash tests - front, side looking good

In the latest crash tests from the Insurance Institute for Highway Safety (IIHS), all seven midsized sedans provide good frontal crash protection and six provide good side-impact protection. However, results for the rear tests were mixed, with only the Kia Optima earning a good rating. With its latest report, the Institute notes that there has been a marked improvement in side-crash performance for midsized sedans, but it appears more can be done to protect passengers from possible whiplash injuries from rear-end collisions.

As we wrote in "Many cars don't protect against whiplash injuries": "A rear-end crash occurs every 17 seconds in the U.S. But a surprising number of vehicles offer inadequate protection from the whiplash injuries that can result, according to crash-test data and our own analysis."

This is again proven true with the latest test results from the IIHS, in which five of the seven vehicles tested earned marginal or poor ratings for rear-crash protection. Because rear crashes are rarely fatal, and the IIHS rear tests relatively new, Consumer Reports does not currently use them as a prerequisite for recommending a vehicle.

The good news with this test group is that vehicles are indeed improving, with better designs and increased safety equipment enabling them to more effectively protect occupants in the high-risk front and side collisions. As always, do check safety ratings before making a vehicle purchase. 

Midsized sedans
The April crash-test group from IIHS is listed below in rank order, with the specific air bag configuration tested and applicable model years listed. See how these vehicles perform in the crash test videos.

Dodge Avenger / Chrysler Sebring
Front - Good; Side - Good; Rear - Acceptable
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2008 Avenger, 2007-2008 Sebring

Infiniti G35
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Nissan Altima
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Chevrolet Malibu
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2008 models. Side: 2008 models built after February 2008.

Saturn Aura
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Mitsubishi Galant
Front - Good; Side - Good; Rear - Poor
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2004-2008 models. Side: 2007-2008 models.

Kia Optima
Front - Good; Side - Acceptable; Rear - Good
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2006-2008 models. Built after September 2005.
Side: 2006-2008 models. Built after June 2006.

See how these sedans and more than 200 other models perform in the crash test videos.

—Jeff Bartlett

Help us Honda - Having a fit over the lack of TSX appeal

It was tough to sit through the two Honda press conferences today. Both the redesigned Acura TSX and the Honda Fit have been stars on the Internet for seemingly months now. The Fit was introduced in Japan last fall where it is Honda's top-selling model. And various TSX pictures and the press release have been rattling around online for a while now.

So the introductions here have been awkward. With very little adieu, out rolled each car. Loud music was playing...and kept playing...and just when you thought it was done, played some more. It was as if Honda was trying to build excitement in the press corps that never quite happened.

Further, the Honda executive doing the presentation jumped directly from reinforcing that Honda is an engineering driven company to announcing that Acura was the preferred vehicle of the W hotel chain. Even engineering-driven companies wind up with marketing relationships with boutique hotel chains, I guess.

It's a bit of a shame that the TSX and Fit were received with a collective yawn here. The Fit has some solid improvements—available ESC, driving position improvements, easier folding back seats. And the very, very reliable TSX outsold Acura's initial forecasts, providing nimble handling if not a ton of power. (The new car is slightly bigger but doesn't appear to deviate far from that recipe.)

Maybe the general ennui was caused by the TSX and Fit looking an awful lot like the cars they replaced. That makes sense for the distinctive Fit, but the TSX looks like a lot of other cars melted together, namely the Euro-Accord with the latest Acura grille.

As I wrote about Hyundai, I'm all for Honda's making solid practical improvements in redesigned cars. What else would you expect from a manufacturer that bills itself as an engineering-based company? And with a Honda Odyssey in my driveway, I'm pretty far from advocating making buying decisions based on styling alone. But in a world of sleek-looking Hyundai coupes, and a redesigned Nissan Maxima and Infiniti FX that have distinctive (if controversial) front ends, I wonder what Honda loses in sales by playing it safe.

—Tom Mutchler

See the 2008 New York auto show coverage.

Video review - Nissan Altima

As we found in our recent family sedan tests, the Altima 3.5 SE V6 and the four-cylinder Altima 2.5 S are relatively refined. Both are coupled to a smooth continuously variable transmission, which helps them attain commendable fuel economy. (A hybrid model has just gone on sale.) In our testing, the Altima had good ride and handling, although the sportier 3.5 SE was stiff. At $31,995, our 3.5 SE had options such as heated leather seats, a backup camera, bi-xenon headlights, and a navigation system. Despite its hefty price, our tested car didn’t have optional stability control. At $22,705, our 2.5 S came with antilock brakes and a power driver’s seat as options.

Watch our video review below on this high-scoring sedan.   

Read the full review (available to online subscribers), complete with detailed testing data and report.

See more car review videos, auto show videos, and crash test videos.

Personal picks: sports sedans, part 2

Continuing our staff's personal insights into the March-issue upscale sedans test group.

Rick Small: I like most of the cars in this group. The new Cadillac CTS handles well and is now very competitive with the European sedans. The BMW 328i feels sporty, but I feel it’s not as sporty as the last generation. Plus, the 3 Series controls are needlessly awkward. My tall frame is still cramped in the front, and the back seat if for small kids only. For me, the Infiniti G35 really stands out as a sporty and fun car to drive – it’s also a good value. It has great road feel and a firm but sporty ride that isn’t punishing. The powerful V6 delivers strong performance, sounds great, and is quicker than many V8s. Fuel economy is decent considering the high level of performance. The AWD version is a little less sporty and uses a bit more fuel; I’d go with the rear-wheel drive model and get a set of good snow tires for the winter. I still also like the Acura TL, it has a good combination of luxury and sport and a better driving position than most in this class. Other good choices are the roomy Nissan Maxima, and less expensive Altima. Likewise, a Honda Accord V6 comes close to the Acura for less money.

Mike Leung: I felt the last generation Mercedes-Benz C230 Sport that we tested was better in every regard than the newer one we just tested. The old one had better controls and a superior driving experience. Plus, it was more comfortable and better looking.

That being said, in this category, the Infiniti G35 still reigns supreme when you take cost into account.  Even if you don’t take cost into account, the G’s performance is easily as good as the competition and it’s generally more reliable.

Mike Quincy: I agree with Mike Leung—the last C-Class was better than the new one, which seems to have lost an edge not only in performance but also in styling. And while I’m an admitted fan of Saabs, the V6-powered 9-3 Aero’s $37,000 price is simply too dear, with its cramped backseat and mediocre fuel economy (only 20 mpg, overall).

I think the star of this category is the rear-wheel-drive Infiniti G35. It combines excellent steering, a fabulous engine and transmission, and simple controls. It’s a sports sedan when you want it to be, as well as a (mostly) quiet and comfortable luxury car when you’re in the mood for a relaxing cruise. I also like the Lexus IS 350 (deceivingly fast, nice interior, great reliability) but at $44,000 fully optioned, it’s way over the price of all of the models in this group. And hat’s off to GM for actually producing a car that I’d consider buying: the new CTS is the only Cadillac in my lifetime that I wouldn’t be embarrassed to own. I’m WAY too young to be of the generation when Cadillac was considered “the world’s standard.” The brand was never an aspiration of mine (nor for any of my friends, family and neighbors). But the CTS has more than style: it’s quite substantive and a pleasure to drive.

There’s a lot to like about all the cars in this category. (Really, there wasn’t a “dog” in the test group). Consider yourself lucky if this is a car category in which you can shop.

For more on this sports sedan group, read the road tests and Personal picks: sports sedans, part 2, and also watch our car review videos.

Personal picks: sports sedans, part 1

This month's selections come from an entertaining group. Sports sedans have been favorites of ours for a long time. Most are fun to drive, deliver decent driver comfort, and just enough luxury touches to remind you that you're in something special. There were miles of smiles during the testing, with all of these cars having fairly distinct personalities.

Which ones rose to the top? Take a look.

Tom Mutchler: This group of sports sedans raises a basic question: Is it more important to look good or to feel good? And is either enough?

Two cars in this group appeal to me: the Cadillac CTS and BMW 328i. The CTS simply looks awesome, inside and out. It blends a uniquely American audacity without going over the top. This great-driving car requires very few excuses, something that couldn't be said for the last CTS (and I was a fan of that one, too).

But, the BMW 328i drives better. There is no getting around that. We drive our one-day trip test convoy over some very enjoyable, twisty roads. When driving the BMW, I wanted to run over the car ahead of me, like the one I was following was holding me back. Cliches fall easily to hand, like "The BMW is a back-road scalpel."

Does that alone make it my pick? After our sports sedan report was published, I read some enthusiast forum comments from BMW owners sniffing about where the 3 Series placed. Sure the car drives great. But in this class that isn't enough. It's small inside; it costs a ton of money for not much power; the standard 16-inch rolling stock looks lame in this class; and even without iDrive, some controls are stupid for stupid's sake.

So, while some online BMW owners deride it as the "blue light special" in this class, my vote winds up with the Infiniti G35. The combination of big power and exuberant handling goads you to have fun with the car. It's attractive inside and out--something I can't say for any current BMW. And unlike the 3 Series, you don't have to pay a big premium for decent tires and big power.

Gabe Shenhar: Out of this group, as well as this whole category, there's no question that I'm going with the BMW 3 Series. It's such a terrific driver's car that's thoroughly enjoyable, yet totally livable. In terms of what makes a sports sedan a sports sedan, in my opinion, no one has yet surpassed it, even though several competitors come close.

What makes the 3 Series special? It's that extra measure of steering feedback and response, tied-down ride control, and good compliance that speak to driving connoisseurs.

Unfortunately, BMW chose to equip the non-sports package cars with underachieving Bridgestone Turanza run-flat tires, which cost the car points in our testing in terms of empirical stopping distance and avoidance maneuver speed. To make this car really spectacular, I'd buy the optional sports package, bringing sharper steering response and more grip, yet a negligible loss of ride comfort. I realize I'd have to switch to winter tires, as the performance tires are not all-season, but I do that anyway.

What I also love about this car is the pull of the straight six-cylinder engine, which sings a perfect soundtrack, be it the 230 hp in the 328i or the 300 hp in the 335i. Thankfully, our 328i also delivers decent fuel economy, so I won't feel guilty. That awesome powertrain (even with the automatic) and sporty handling, augmented by supportive seats and the innate quality of the interior can really start my day on a good note. Yes, the car has a few flaws, such as some unnecessarily complicated controls and a cramped rear seat. But ultimately, when it comes to sports sedans, what matters is which car puts a bigger smile on your face.  And, for me, my smile is never broader than when I'm driving a 3 Series.

For more on this sports sedan group, read the road tests and watch our review videos.

Not always keen going green: Honda Civic GX

We recently took delivery of a Honda Civic GX, which runs on compressed-natural-gas (CNG). At $25,185, it's the most expensive Civic we've ever tested. But that isn't even half the story.

A few days ago, I took it home on my daily commute. The same day, a truck carrying cylinders filled with hydrogen crashed on Route 84, closing it for most of the day. There isn't a direct connection, but it reminded us that the experiences we're having with the Civic show the challenges that a consumer will face during the development of new fueling infrastructure, be it hydrogen, CNG, or even E85. Had we been caught up in the traffic jam caused by this mishap, we could have become quite nervous about replenishing our natural gas.

For most people, it isn't really a big deal if you start running low of fuel in your gasoline-powered car. Unless you're in a few remote places, a gas station is likely only a few short miles away. That's not the case with our Civic GX. Starting here at the track, the nearest CNG fueling stations are either at a public utility in Norwich (about 25 miles away) or in the industrial outskirts of Hartford (30 miles).

Driving the car, which otherwise behaves just like a normal Civic, is complicated by the car's relatively short range. We can get approximately 180-200 miles out of a tank. For one of the commuters in the office, that means he can get to work and back - and then needs to refuel. Figuring out who will take the Civic when and how it will be refueled has required a level of logistics far beyond what we're used to, as well as simply taking up our time to drive to a distant station. (Honda does have a home refueling station available for the Civic; it allows you to refuel your car using the natural gas service in your home.) 

CNG has a fairly limited infrastructure in the United States. It's mostly used by fleets, particularly government vehicles. (There was a Connecticut-owned Civic GX refueling at the pump today when I was there.) And while E85 is relatively available in the Midwest, it's almost nonexistent here in the Northeast. But the infrastructure for CNG or E85 almost seems like normalcy compared to what exists for hydrogen. The limited availability of that fuel (as well as the cost of fuel cells) is going to be a notable hurdle for moving away from fossil-fueled cars.

Stay tuned for more of our experiences with this most unusual Civic.

—Tom Mutchler

Learn more about alternative fuels in our fuel economy special section.

Consumer Reports new video hub

Consumer Reports has recently launched a new video platform that gathers all the videos of our testing all in one place. In the Cars tab you’ll find the latest videos from our March 2008 issue on sports sedans. It features the BMW 328i, Cadillac CTS, Mercedes-Benz C300, and Saab 9-3. Plus the best American family sedan we've tested, the Chevrolet Malibu. Our staff experts highlight the tests of each vehicle, plus they demonstrate their strengths and weaknesses.

In addition to car review videos, the main Cars tab includes videos on how we test batteries and tires. Scroll down and you’ll also find a segment with advice on how to choose the right portable GPS navigation device.

There are tabs for each major content category covered at ConsumerReports.org, allowing visitors to hone in on the topic of choice. If you click on the right-facing arrow, you’ll find even more categories, including our exclusive Auto Show coverage. There you’ll find the latest clips from the 2008 Detroit show.

This marks the beginning of a video revolution here, with better integration and more to come. Grab some popcorn and check it out. Let us know what you think in the comments below.

—Liza Barth

Personal Picks - Family sedans

The February-issue family sedan test group represented the vehicle type that, still, many people buy. Sedans remain such good sellers because most combine decent handling, interior room, and fuel economy and low noise levels. Not every car company carries monstrous SUVs, wicked-fast sports cars, or pickup trucks, but almost all sell a variety of sedans.

This group included our first test of the redesigned Honda Accord (both 4-cylinder and V6 versions), as well as a handful of larger sedans, including the Ford Taurus and Kia Amanti.

Here are the personal picks from the Auto Test Center:

Rick Small: My favorite family sedans continue to be the Honda Accord and Nissan Altima. Being the tallest auto test engineer (at 6' 4"), they fit me well. The Altima has one of the best driving positions for tall people, because of the generous head and leg room. Also, both are sportier than most family sedans. The Altima four-cylinder model with the CVT delivers better performance than many V6 family sedans, and its fuel economy is among the best. The V6 versions of both the Accord and Altima are quick and responsive, and they deliver respectable fuel economy. I also like the Ford Fusion/Mercury Milan sedans; they also have a sporty feel and good performance.

Gabe Shenhar: Although, technically, the Nissan Altima outscores the Honda Accord, I'd go with the Accord. The Altima, with its CVT, optimizes fuel economy and acceleration, but to me the Accord is both a more satisfying drive and a roomier family sedan -- not to mention it's better looking. The Accord also comes with standard stability control, which is a major safety advantage. You can't even get that on a four-cylinder Altima that's not a hybrid. An Altima V6 with stability control easily shoots past $30K. So, if you're asking my advice, I'd get an Accord EX either with the four-cylinder or V6.

But why be such a conformist? Who says you can't think outside the box? A Volkswagen Jetta GLI, with the wonderful DSG transmission (a manual that shifts like an automatic, but with a great soundtrack), could serve both my family and sporty driving needs. It's essentially a GTI with a huge trunk.

Tom Mutchler: A wealth of great choices means that this is a great time to be in the market for a family sedan. The Nissan Altima has an amazing blend of acceleration and fuel economy. Even though Internet Toyota Camry-bashing (some of it deserved, based on reliability issues) has become such a game that it will likely be an exhibition sport at the next Olympics, the Camry remains a very quiet, comfortable, and efficient car.

Those cars score well in our tests, but I want a family sedan to do it all. I want enjoyable handling (something the Camry lacks). I want easy-to-get (if not standard) stability control—tough with the Altima. So, out of this month's group, that adds up to the Honda Accord. I'm impressed by the Accord's great driving position, generous visibility, huge rear seat, standard stability control, and entertaining handling. (I'd get a loaded EX-L four-cylinder instead of our LX-P or EX-L V6, though.) But the Accord isn't perfect: it drives me nuts that you don't get a temperature display unless you get leather and you can't get a trip computer. Plus, Honda can develop a business jet but can't seem to conquer road noise. And what's with the cheapo gooseneck hinges that crush ill-placed luggage? Meanwhile, the Chevrolet Malibu handles well, has less road noise, and has all of those little trinkets—temperature display, trip computer, classy scissor-hinges in the trunk—that the Accord lacks.

Mike Quincy: Last year, I chose the Accord because of its combination of good steering, excellent fuel economy and rock-solid reliability history. Thankfully, Honda didn't mess with such good DNA for the new Accord. It still drives like a car that you'd think cost thousands more. It still looks good and does nearly everything well. I drove our V6 model to Saratoga Springs last fall and (despite some road noise) came away deeply impressed. Yes, this is a car I could drive every day.

You coulda had a V8... but who needs it?

A recent article on the cover of the industry trade journal Automotive News reported that GM has canceled plans to develop a replacement to Cadillac's Northstar V8. Instead, GM's direct-injection 3.6-liter V6 (with maybe even a turbodiesel six available) would become the Big Kahuna in the sedan line-up. This is partly blamed on the new CAFE fuel economy regulations. But there is a bit more to the story than that.

Sure, there is a certain prestige in having a DOHC V8 in a luxury sedan. It earns bragging rights in enthusiast magazines and Internet forums, where everybody envisions themselves as a "high roller." Given that Cadillac used to bill itself as "The Standard of the World," could a V8-less (save for V-series models that use a version of the Corvette's pushrod V8) Cadillac regain that status?

Thing is, that argument seems to have been answered already in the marketplace. Buyers in this vehicle class—Acura RL, BMW 5 Series, Cadillac STS, Lexus GS, Infiniti M, and Mercedes-Benz E-Class—overwhelmingly choose six-cylinder engine versions. (Of course, they have no choice for the RL.)

This decision is strongly helped by fantastic six-cylinder engine options, which combine big power and decent fuel economy. We bought a 2008 Cadillac STS, with its new standard 302-hp direct-injection V6 engine, to put through our track tests. It sounds great and gets to 60 mph in 6.4 seconds. It even returns 18 mpg overall on regular fuel. We never tested a STS with the Northstar V8, but it's really hard to want more than that this V6—or to justify the V8's extra 18 hp, 43 lb-ft of torque, heavier weight (GM says 150-200 pounds) and close to $6,000 price premium.

It's not just Cadillac. The BMW 535i we tested uses a 300-hp, twin-turbocharged, inline-six that gives effortless acceleration (0-60 mph in 5.8 seconds) and an impressive 22 mpg on premium. The six-cylinder Lexus GS350 actually has more horsepower (303 vs. 290 hp) than last year's 4.3-liter V8 GS430. (That changed for 2008 with the top-level GS getting the Lexus LS460's 4.6-liter, 342-hp V8.) But these six-cylinders are all refined and responsive, so you're not exactly suffering.

With this level of performance and refinement, more companies are following suit in moving away from V8 power; Ford announced several months ago that the top engine in the Lincoln MKS luxury sedan would be a turbocharged, direct-injection six-cylinder.

Arguing issues of need vs. want are tricky in the automotive world, especially when it comes to luxury sedans. After all, you can argue that no one needs one of these cars, anyway. But it strikes me that the aforementioned V8 models don't make much sense anymore, except for bragging rights at the country club. And if that's what important to you, use the money you saved on the six-cylinder's lower purchase price and cheaper running costs and go buy the V8's model badge to glue on the car's deck lid.

—Tom Mutchler

From the logbook: Chevrolet Malibu

There's no question that General Motors' goal was to make the redesigned Chevrolet Malibu's styling more modern and appealing. Chevrolet has gone as far as poking fun of past Malibu styling in its commercials. One even has police officers failing to see a bank robber's getaway car that they've surrounded. (The ad shows an Oldsmobile Cutlass, which was a twin to the concurrent Malibu.)

But focusing on the Malibu's styling, or its past popularity in rental car fleets, is missing the point. The last two generations of the Malibu (introduced in 1997 and 2004, respectively) were decent, practical cars even though they lacked the refinement and performance of class-leaders like the Honda Accord or Toyota Camry. This time around, the Malibu aims higher to better compete with those family sedan juggernauts. The '08 Malibu has already won a stack of awards, being named to several Top-10 or "Best" lists by enthusiast magazines.

What do we think? We're finishing up our test of the two Malibus we bought: a LT four-cylinder and a loaded LTZ V6. Let's flip through the logbooks for an early look:

"Wow. Impressive to drive, even in the four-cylinder version."

"Best normally-aspirated Ecotec (four-cylinder engine) application out there - reasonably quiet most of the time."

"Decent enough seats, but hard to reach seat levers and manual recline sucks [on our LT]."

"Low levels of interior noise for class."

"I would be completely happy with this four-cylinder; plenty of power even for merging and passing."

"My greatest complaint is that I really liked the visibility of the squarer previous version."

"Chrome accents shine distractingly on the windshield."

"Finally a domestic four-cylinder that doesn't sound bad."

"[The LT's] handling seems a step better than the [V6] LTZ, with a lighter, more agile feel."

"Great [V6] powertrain."

"I'm disappointed with the low shoulder belt anchor, poorly placed seat heater switch, and lack of a shifter indicator in the dash. The good news: taut handling; excellent controls; nicely styled exterior and interior (rare in any car); great driving position and seat comfort; roomy rear seat; and loaded with features."

"Distinctive dashboard - definitely not a 'me-too' design."

"I like the terracotta-colored interior [in our LTZ]."

"I do not like the interior trim. The dash has a pink tone to it, whereas the other browns are more orange."   

"This is a heavy hitter that competes head-on with Camry, Accord, and Altima."

"Really no reason for GM to build the G6, Aura, Impala, or LaCrosse anymore - just sell these instead."

So, while our engineers and wanna-be interior designers debate over our Malibu LTZ's "brick"-colored interior, consensus seems to be that the car is shaping up to be very competitive where it really counts. Although the Malibu came out too late for a head-to-head comparison with the redesigned 2008 Honda Accord, we'll have a full test of it in the March issue, as well as posted online soon.

—Tom Mutchler

Geely - Lost in translation

It seems that every year the Detroit auto show plays host to an indigenous Chinese automaker that isn't ready for prime time. Like last year, the Geely display was humiliatingly mounted in the hallway outside the main exhibit area, near a snack shop. It consisted of just two cars: a terrific knockoff of the classic tall-roofed London-style taxi and an unexceptional compact sedan, the FC, which reminds us of a Nissan Sentra from a couple generations back.

While Geely is the largest privately-owned carmaker in China, it only started making cars in 1999. Most of the press conference was devoted to a safety system designed to prevent loss of control in the event of a tire blowout. Apparently it's a rapid-reacting stability control system linked to a tire pressure monitor. Geely says it makes its own engines and transmissions, which seemed a substantial boast given the pride and enthusiasm with which this news was announced. A Geely officer mentioned that the company makes cars costing from $6,000 to $60,000, but didn't get too specific on what those cars were. The press conference ended about there. So, one reporter asked, "When are you planning to sell Geely cars here, and at what price?" After a good deal of translation, the answer came back that there are not yet any firm plans.

To figure out what was what, I turned to the Geely press materials, a 32-page glossy booklet printed on heavy stock. There, the sense of confusion descended into real bafflement. Describing the car labeled FC, the text seems to refer to it as the Vision. Here is a quote: "In motion, it flows as smoothly as unrestrained; when still, it looks grand and magnificent. The intelligent crystal head lamps look smart and resplendent, as if to display the maturity and glamour of an outstanding figure in the commercial circle, where it will certainly be welcomed as required by the fashion." Now, that's marketing talk at a whole new, paradigm-shaking level.

Of another compact, the CK, there is a section headed "Speeding up Freely." There under the subhead "Outstanding security assurance" is this statement: "Free Warship is of advanced structure... What is the most worth mentioning is the outstanding secure environment provided for the owner of the car by the 28 aspects of its three-dimensional security system!"

Owners of two-dimensional systems, cry your eyes out.

My personal favorite of the almost-comprehensible media information was the unfortunate admission that the Geely Coupe has "the new German Bosch M7.9.7 fuel ejection system."

We just can't wait to get our hands on one of those.

—Gordon Hard

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

From the logbook: Honda Accord

The Honda Accord has been one of America’s most popular family cars and it has consistently been a high scorer in Consumer Reports’ tests. This 8th-generation model has grown in size and is more powerful than the previous model. Stability control is now standard and crash-test results are impressive. We purchased two Accords, a four-cylinder LX-P for $22,795 and a V6 EX-L for $28,695. To share our first impressions of this redesigned family sedan, we have pulled tester’s notes from the logbooks from both models. Unless otherwise specified, the comments would apply to both variations.

“Not the all-around slam dunk I expected.”

“Good value for a lot of car.”

“Accord keeps growing and is a worthy family car, but it’s starting to lose the fun-to-drive spirit of previous generations.”

“Really nice driving position.”

“One of the most refined 4-cyl. engines.”

“Great improvement on already excellent car.”

“[4-cyl] Interior seems austere—no lower-back adjustment, no trip computer, no outside temp.”

“Don’t get me wrong—it’s a very good car, but I’d buy an Altima 2.5S instead.”

“Front visibility is still not as good as two generations ago.”

“Fair amount of wind noise.”

“Lots of useful storage areas.”

“Still not the quietest on the highway, but not as noisy as the last Accord.”

“This remains an excellent car that is enjoyable to drive and easy to live with.”

“Seat is very firm and I can’t adjust cushion to tilt to be flat enough—almost too supportive.”

“Cheapo trunk hinges can crush luggage—Honda’s cutting costs.”

“Center console with radio is busy, takes time to learn.”

As you can see, for the most part, our testers still enjoy the Accord, but we had some gripes. We'll see how the Accord stacks up against its competitors when we publish our test results in the February issue, to be posted online in January.

—Liza Barth

From the logbook: Subaru WRX

Ask anyone who works at the track about which five or so cars have left an indelible mark and it's possible that the Subaru WRX might make everyone's list. We've tested several iterations over the years: 2002 WRX, 2004 WRX STi, and 2006 WRX TR. And since the WRX is redesigned for 2008, well, naturally we MUST test one. Our Blue Mica sedan set us back $25,169, and it has been on the road several months already. This new model has drawn lots of comments - both pro and con - on what Subaru has done to one of our favorite cars.

Below are our testers raw, initial impressions as the WRX continues through the testing process:

"Still love the powertrain - awesome midrange punch pulls really hard."

"Feels like a pared-down Legacy GT now rather than a WRX."

"Good shifter feel, and the clutch seems just about right."

"Although a little softer [than the last model], it does ride better and quieter - still fun to drive, still very agile."

"Very good snow traction. ESC kicks in quickly and works well - unlike the Outback 3.0RVDC we tested in '06."

"Rides a bit better, but much less confident when pushed."

"Steering is linear but could be quicker."

"This WRX simply isn't as edgy as the last one...and I'm not sold on the new styling."

"Meager 200-plus mile fuel range."

"Interior has been upgraded, but seats still aren't very nice."

"Fun, fun, fun: A joy to drive, just not to sit in...I can't find a comfortable seat position."

"Seat bolsters are way too wide and the seats don't have enough lower-back support."

"Steering wheel doesn't go high enough - blocks some gauges."

"Complaints include a still too cramped rear seat and buried LATCH anchors."

"Automatic climate control calibration is either 'freeze' or 'roast.'"

"[The trunk] has no place to lift the lid; consequently, the chrome trim is loose from people using it as a handle."

"More refined than previous WRX, and now has drivability for normal use around town."

So, as you can see, the new WRX is a mixed bag. It's still powerful and fun to drive. However, it might have lost some of its appeal in a cautious step toward the mainstream (a term I never imagined using when describing a WRX). This line about sums it up for us: "Lost some of its raw character, but still fun to drive."

—Mike Quincy

From the logbook: Kia Amanti

Retro vehicles like the Chrysler PT Cruiser and the Volkswagen New Beetle appeal to buyers who want to reach back to the past. But styling isn't the only way for a car to be retro.

Consider the Kia Amanti. Unlike many other cars, this big sedan isn't gunning for the BMW 3 Series. Instead, it's the modern reincarnation of the large Buicks, Mercurys, and Oldsmobiles of yore. (Since I owned a 1981 Buick Electra, I am really familiar with this type of car.) It's a "doctor's car"—something the town doctor bought that was posh and quiet, but not as flashy or expensive as a Lincoln or Cadillac.

Still, there is heart-warming retro—and then there is bad. When we tested the Amanti back in 2005, we wrote that "with reluctant handling and a lack of agility, the Amanti is the worst-handling passenger car we've recently tested." Since then, Kia altered the suspension and added a bigger engine with 64 more horsepower, so we bought a new Amanti to see what these changes bring. Here are some raw testers' notes from its logbook for our early impressions:

"Owner's manual is for an Optima, not Amanti!"

"Big sofa-like seats—and I sink into them just like my sofa."

"Certainly not my style, but lots of car for the $26K we paid."

"Ride is now stiffer with more impact harshness."

"Nice powertrain—smooth, refined, punchy, and good automatic."

"Much less floaty than it was."

"Interior is nicely finished and is very quiet even at speed."

"Radio controls are low. They should have switched with seat heaters and all those controls on the top row."

"Steering is overly light"

"I prefer the Azera. I got a wave from an (earlier) Amanti owner...joy."

"Beats Buick at its own game."

Do these changes improve the Amanti enough to elevate it in our Ratings? We'll soon see when we publish our test results in the February issue, to be posted online in January.

—Tom Mutchler

BMW Hydrogen 7 - Behind the wheel

During my visit to the LA Auto Show, I was fortunate enough to drive a hydrogen-powered BMW 7 Series. Unlike hydrogen-powered fuel-cell vehicles, it uses the hydrogen to power its regular internal-combustion engine.

The hydrogen solution is still debatable, but it is considered by many to be the ultimate clean fuel since it uses a widely available resource. And despite division over the merits of hydrogen, most automobile companies are betting on it in one form or another. Even a casual stroll of shows this season it is clear that automakers are investing serious engineering resources and money into developing hydrogen-powered test vehicles.

First impressions
The Hydrogen 7 is hybrid/flex-fuel/bi-fuel car that can run on both hydrogen and gasoline. This switch can be done on the fly by simply pushing a button on the steering wheel. Otherwise, the cabin is very similar to the regular 7 Series. Trunk space is very limited (smaller even than in a 3 Series) and acceleration seems a bit lethargic. Another noticeable difference was a slight pinging at low speeds when using hydrogen. The car always starts consuming hydrogen and once the catalysts are up to working temperature, the car can then be switched over to gasoline without any noticeable hesitation. The 6.0-liter V12 engine produces only 265 hp and 287 ft-lb of torque, which is not much for a vehicle that weighs about 5,000 pounds. Those figures explain the rather slow takeoff and the effort needed to merges in to traffic. The Hydrogen 7's performance is a stark contrast to typical BMWs, which have long been known for their wonderfully smooth and powerful engines. On the plus side, the car itself is quiet and drives adequately in dense traffic.

The 8 kgs of hydrogen is kept in liquid form in a tank just behind the rear seat. That amount yields a range of around 120 miles. Unlike the current group of hydrogen-powered fuel-cell vehicles—which store their hydrogen in a compressed form at 5,000 or 10,000 psi—the Hydrogen 7 holds its hydrogen in a liquid state at -253 degrees Celsius (-423 degrees Fahrenheit). Unfortunately, even with its double-walled tanks and insulation, the hydrogen slowly evaporates. And if the car remains parked for 10 to 12 days, the hydrogen is completely depleted. When running on hydrogen, the emissions are mainly water, although there are traces of CO2 and NOX as a result of burning engine lubricants.

One unforeseen issue I had with the car during my stint with it was the inability to park it inside a garage. The BMW representative insisted that the vehicle had to be parked outdoors at all times. This became the subject of many interesting conversations with parking valets, who were intrigued by the technology but were worried about being part of another Hindenburg tragedy.

Refueling with liquid hydrogen is the biggest challenge when driving the car. After all, where does the liquid hydrogen come from and where are the filling stations? These same issues affect fuel-cell vehicles, as well. Currently, most hydrogen is obtained from natural gas but it can also be generated from splitting water using renewable electric energy. 

In sum, the Hydrogen 7 has some drawbacks, including a small trunk and not being able to park in a garage. However, it allows the flexibility of using hydrogen (when/where it's available) or gasoline. Likely, we'll have to wait decades for a hydrogen infrastructure to catch up to the petroleum-based transportation system, which also applies to a lesser extent to electric vehicles. Plus, we can add these drawbacks to the list of other negatives:

• The prohibitive cost of developing the technology and the vehicles.
• Skeptic public with potentially explosive and unfamiliar fuel.
• Lack of fueling infrastructure and production obstacles.

Still, these are similar to the hurdles early automobiles had to deal with at the dawn of the 20th century. Back then, the horse was king, roads were little more the dirt cart tracks, and there were no gas stations or oil companies. A major difference is that today's cars are really good when compared to a horse and the current alternatives are not quite there yet. BMW's approach may be an interesting interim solution between a hydrogen-powered world and the current oil-based transportation system.

Final thoughts:
I used to live in the LA area before moving to Connecticut, and I had almost forgotten the vast volume of traffic that is constantly moving around the LA freeways. At lunch time on a Saturday morning, I was struck in stop-and-go traffic, seven lanes wide (no car pool lane) for no apparent reason except for just an extreme volume of vehicles. Now, I love cars -- probably more than most people -- but it struck me that even if everyone was driving a hydrogen-powered fuel-cell vehicle, this volume of stationary cars is such a waste of time and energy, regardless of whether or not the energy is renewable. It goes against my grain to say it, but something must be done in the future to expand telecommuting, public mass transit, or other ways to reduce congestion. Simply building wider freeways is not a responsible option.

—David Champion

Also read:
Want to lease a fuel-cell car?
The Honda approach to fuel cells
How the fuel-cell cars compare

The stalk that broke the Cadillac CTS' back

At an early September press event at Pennsylvania's Pocono Raceway, I got my first drive the new 2008 Cadillac CTS. After about half a mile on the surrounding local roads, I remember saying to myself: "Wow, they really got it this time." The steering was spot-on, full of feedback, quick responding, linear, precise and well-weighted. The brake pedal was firm and reassuring yet easy to modulate. The model I drove had the direct-injection, 304-hp V6, which felt punchy, smooth and refined. The six-speed automatic transmission was nearly perfect. The ride was supple and controlled—even though it had the sportiest FE3 suspension. Then I felt around the rich-looking interior with the elegant stitching, stepped out and looked at the spectacular chiseled body work. That did it. I thought that I could see myself owning one of these.

Well, not anymore. The honeymoon is over.

What happened?
I've since driven other versions of the new CTS, including our own test car we've recently purchased. After a weekend with the car, none of the driving impressions waned (even with the less sporty, mid-level FE2 suspension on our test car). It's still thoroughly enjoyable to drive. As the miles piled on, the impression that the seat isn't as supportive as it was in the old CTS started to creep in. The seat offers less substantial shoulder support and lateral bolstering. When I opened the trunk, I discovered exposed screws and an unfinished underside of the package shelf. Those screws could damage a piece of luggage leaning against it. Clearly, living with a vehicle—rather than just evaluating it based on a limited day, or even a week-long, loan as do most auto publications—is the only way to expose the nuances that can impact a buyer for years of ownership. (Learn "How Consumer Reports tests cars.") That said, here's the stalk that broke the Cadillac's back: When pulling the turn-signal stalk toward you, there is no flash-to-pass if the headlights are off as they would be during the daytime. This is a feature so basic and universal, it never dawned on me GM would omit it.

The new CTS' optional HID (High Intensity Discharge) headlights use bi-xenon bulbs for low and high beams. Apparently, GM was concerned about bulb longevity, or wanted to save some money by omitting a dedicated lamp solely used for flashing. Subsequently, we discovered that our Buick Enclave lacks flash-to-pass as well.

Flash-to-pass (a.k.a "optical horn") is used to communicate with other drivers for warnings or courtesy. It often means "Please let me pass, I'm going faster than you." Other times it means "Go ahead, I'll wait." In the extreme, less communication between drivers can have an adverse safety consequence. It is particularly odd that the CTS lacks this feature. After all, the car is intended to be sold in Europe--and, in particular, Germany--where stalk flashing on the autobahn is the second most used feature after the gas pedal. How hadn't anyone discovered this on the way to and from the Nurburgring track, where the CTS was developed?

Up until the mid 1990s, domestic GM vehicles were the only ones that lacked flash-to-pass. In conversations with GM officials, we often asked why. GM said "Our customers don't seem to want it according to focus groups." In January 1995, I asked then GM's President of North American Operations (and current CEO) Rick Wagoner the question. Looking mildly concerned, Wagoner answered "Is that so?" For the 1997 model year, virtually all of GM products had flash-to-pass. We thought that was the end of the story.

We've just heard that GM is working on fitting flash-to-pass for their HID-equipped vehicles, but the fix isn't slated to arrive until around 2010.

—Gabe Shenhar

Final Thoughts: Chrysler Sebring