Sneak peek: Turbocharged 2011 Buick Regal sedan

Buick’s second all-new model since GM emerged from bankruptcy will take a classic name: Regal. The Regal will debut at the LA Auto Show next month.

Smaller than Buick’s other new model, the LaCrosse, the Regal is about the size of the Acura TSX and the Volvo S60. It will have a choice of two four-cylinder engines: a 2.4-liter, making 182 hp, and a turbocharged 2.0-liter version putting out 220 hp. Each will come with a standard six-speed automatic transmission.

Adjustable suspension in the turbocharged model will have three settings: Normal, Touring, and Sport. Supposedly, the Touring mode will soften the suspension for highway drives, while Sport will firm it up for winding roads.

The standard model goes on sale in the spring, with the turbo following next June.

The new Regal is based on the European Opel Insignia and has already been a hit in China. Pricing has not yet been announced. No news yet about resurrecting the grand daddies of all Buick muscle cars: The Grand Sport or Grand National.

—Eric Evarts 

Pricing: 2010 Suzuki Kizashi

The Suzuki Kizashi is set to enter into the competitive midsized sedan category with a starting price of just under $19,000. The base Kizashi S will be offered with front-wheel drive and a six-speed manual transmission for $18,999. The S will also have an available automatic CVT for $20,499 or all-wheel drive for $21,749. The entry-level version will offer a number of standard features including eight air bags, which include front, side, and curtain; stability control, ABS, push-button start, dual-zone climate control, and audio controls on the steering wheel.

Suzuki forecasts the volume model will be the SE, available with a CVT and all-wheel drive. Additional features will include 17-inch tires on alloy wheels, and a power driver’s seat with three-position memory. Prices will range from $21,499 to $22,749.

The GTS is the sporty line available with a six-speed manual or performance-tuned CVT with steering wheel paddle shifters. Features include a premium audio system with 10 speakers, Bluetooth capability, 18-inch wheels, fog lights, and power moon roof. The GTS pricing starts at $22,499 and will top out at $24,849 for the AWD CVT.

The top-of-the line SLS adds leather seats, power passenger seat, heated front seats, auto dimming rear-view mirror with a universal garage door opener, heated outside mirrors, automatic rain-sensing wipers, automatic headlamps and rear proximity sensors with audible warning and visual display. Prices for the SLS range from $24,399 for FWD manual transmission to $26,749 for AWD CVT.

All models regardless of trim will be powered by a 2.4-liter engine and add $735 for destination and handling.

We recently drove the Kizashi GTS line and weren’t impressed. We found the ride stiff and steering not very Euro inspiring as Suzuki has marketed. The interior was pleasing and seats decent.

The Suzuki Kizashi will hit dealerships in December and we’ll put it through the paces at our track in the coming months.

Read our Suzuki Kizashi first impressions.

—Liza Barth 

Video: Diesel comparison - BMW, Mercedes-Benz, Volkswagen

For buyers looking for a fuel efficient car, diesels provide an alternative to hybrids. Popular in Europe for years, more diesels are making their way to the U.S. market.

Modern diesels escape many of the liabilities of earlier designs. They are quieter, burn cleaner, and have much improved acceleration. Fuel economy is considerably improved over gasoline-powered versions.

But buying a diesel usually means paying more up front. Finding a diesel pump isn't quite as easy as locating gasoline, and diesel fuel prices recently have fluctuated widely. Except for Volkswagen, diesel vehicle availability is also limited to high-price luxury brands.

In this video, we take a look at four diesels—Mercedes-Benz GL320 Bluetec, BMW 335d, BMW X5, and the Volkswagen Jetta TDI—and their pros and cons.

—Tom Mutchler

2009 Annual Auto Reliability Survey: A high price doesn’t mean it’s reliable

Paying more for a new car doesn’t guarantee that it will be reliable. Inexpensive small cars and midsized family sedans are the most reliable vehicles according to our 2009 Annual Auto Survey, which is based on our subscribers’ experiences with 1.4 million vehicles.

Twenty of out of 37 small cars and 21 out of 41 family cars have above-average predicted reliability. Minivans are at the bottom of the list, but there are not as many minivan options. See how the other vehicle categories fare below.

Car type	% of models rated average or better
Family cars	91%
Small cars	84%
Small SUVs	83%
Upscale cars	78%
Compact pickups	74%
Midsized SUVs	74%
Full-sized pickups	68%
Luxury cars	67%
Sporty cars	62%
Upscale/luxury SUVs	55%
Large SUVs	50%
Minivans	43%

When it comes to buying a new car, you do not need to spend top dollar. It pays to do your research and find the model that meet Consumer Reports’ stringent requirements to be recommended, as well as your budget.

For more details on our 2009 Annual Auto Survey including the full list of most and least reliable new cars by vehicle type, see our reliability report. Also, check out our guide to car reliability for more details on new and used car reliability as well as owner satisfaction.

—Liza Barth 

2010 Cadillac CTS – Flash-to-pass, part 3

Sometimes we wonder why is it so hard for some companies to do something that everybody else does as a matter of course. Nearly two years ago we took GM to task for a flaw on the very nice 2008 Cadillac CTS. That car lacked a flash-to-pass headlight feature. GM promised to correct that, and they have--partially.
 
The omission affected CTS versions with bi-xenon headlights which come on the Premium trim line.
 
We just purchased a new CTS sedan with the direct-injection 3.6-liter V6, Premium package and FE2 suspension.
 
Indeed, GM has not only added the flash-to-pass feature but notes triumphantly that it didn’t even cost them any money. The feature was there all along but it was disabled, GM explains, for bulb-longevity reasons. Frankly, the longevity argument doesn’t cut much ice. Xenon lights already have a much longer life expectation than halogens. But here’s the real caveat: The CTS’s new flash-to–pass is momentary. The high beam duration is merely one second regardless of how long you squeeze the left stalk. If you hold it with the intention of maintaining high beams for several seconds, you still get only one single flash that goes off after the one second, which is unlike almost any other car. You might have to blip the stalk multiple times to get an inattentive driver’s attention.
 
Examining the headlight unit reveals that there is no dedicated bulb for the flash-to-pass feature, which other bi-xenon systems employ. The CTS instead only briefly triggers the regular high beam. That’s a creative (read: cheap) way to get off the hook. We’ll take it for now, but it’s no free pass. Hopefully, it won’t take another two years to get a continuous flash-to-pass.

See the related posts:
The stalk that broke the Cadillac CTS' back
No flash-to-pass for Cadillac CTS, part 2
 
—Gabe Shenhar

Just In: Lexus HS 250h

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

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

From the logbook: 2010 Buick LaCrosse CXS

According to Autoblog, GM has been taking their time building LaCrosses, shipping 300-400 or so in August and then stopping for a few weeks to work out bugs. Given the importance of this car to Buick, and how often LaCrosse advertisements compare the car to Lexus, patience in manufacturing to work out quality issues may be a virtue.

But we weren’t patient to find out how the new LaCrosse would perform, so following our typical testing timetable we grabbed one of the first to hit dealers’ lots. Our loaded LaCrosse CXS comes with GM’s 3.6-liter V6; lesser-level LaCrosses come with a 3.0-liter V6 similar to the one in our tested Chevrolet Equinox. A 2.4-liter four-cylinder engine will become optional this winter.

Our car has the touring package (19-inch wheels, continuously variable suspension damping), navigation, and an “oversized” sunroof. (That makes it sound like it doesn’t fit, or there is no roof left.) All in, the car lists for $37,555. Given the car’s size and content, it is a relative bargain compared to a comparatively-equipped Acura TL or Lexus ES.

You might be wondering if a Buick really should be mentioned next to a TL or ES. After all, most recent Buick sedans have been based on dated platforms. So far, our logbook entries suggest that this is indeed a very different Buick:

“Impressive drive. Very refined and inviting.”

“Wide A-pillars and short rear window impact outward visibility.”

“Driving position is narrow – high console and footwell intrusion from left.”

“No car with 40-series tires should ride this well.”

“Wish it was a Cadillac. Not sure if people who would appreciate this car would appreciate buying a ‘Buick.’”

“Good steering, smooth powertrain.”

“Sea of buttons in center stack.”

“Lots of features for the money--a good step forward for GM.”

“Trunk access is a bit tight.”

“Feels like sitting in a tub with high beltline with a very deep dash.”

“Nav system is easily the best that I’ve used. This one actually agrees with the route picked from (previous) mapping. Recalculates quickly, no U-turn, no persistence (to stay) on the planned route.”

“Great handling, nice steering feel.”

“World-class luxury interior. Quiet.”

“Big A-pillars are like blinders. Other than that and the busy control layout, a delightful car overall. I might like this more than the CTS.”

“Wraparound dash limits access and inside door pulls put style over function.”

“Refreshing styling. A woman wanted to trade her Camry for the Buick.”

“Overall quite competitive. It drives like no other Buick ever before, but falls down on some important details.”

“Was told it looks like a Lexus--maybe GM can pull this off after all…”

Our initial thoughts show that, in general, we’re pretty impressed with the LaCrosse. We’ll see how it does against the redesigned Ford Taurus and other large sedans soon.

—Tom Mutchler 

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.

2011 Chevrolet Caprice - Pontiac G8 lives on as police car

Fans of the Pontiac G8 will be relieved to hear that the recently cancelled high-performance sedan will live on, although perhaps not in the guise they might have wished for. They may soon find themselves being pulled over by one if they don’t behave themselves.

General Motors chose the recent annual convention of the International Association of Chiefs of Police to announce that a longer-wheelbase version of the G8 will be badged as a Chevrolet Caprice and made available to law enforcement agencies in North America. The plan is to begin taking orders next year, which could result in a police Caprice lurking at a radar trap near you by early 2011.
 
Like the G8, the police-only Caprice Police Patrol Vehicle (PPV) will be available with either six-cylinder or V8 power. Unlike the G8, it will be fitted with typical law-enforcement upgrades like high-output alternator, engine and transmission coolers, a second battery to help power police lights and electronics, and a heavy-duty suspension.
 
Built by GM’s Australian subsidiary Holden, the G8 sedan first arrived in the U.S. as a 2009 model. While never a strong seller, the rear-wheel drive G8 offered performance rivaling that of some expensive imported sedans for a fraction of the cost. Consumer Reports was one of many media outlets to praise the G8 as something of a performance bargain. (See our Pontiac G8 road test, available to online subscribers.) But GM pulled the plug on the G8, along with the rest of the Pontiac line when the carmaker reorganized following bankruptcy.
 
Turning the Pontiac G8 into a Chevrolet is made easier by the fact that the Holden is already sold in the Middle East as a Chevy, so necessary trim, fascias and the like are readily available. Adding to its appeal to law enforcement, General Motors says the long-wheelbase Caprice PPV will have more rear-seat leg room than a Ford Crown Victoria, long the police car of choice in North America.
 
The General has good reason to challenge the Crown Vic’s lock on the market: a company press release says police forces buy some 70,000 units every year.

Enthusiasts mourning the G8’s passing need only wait a few years until the first PPVs are ready for retirement to get their hands on one. Either that, or sign up for the Academy.

Related:
Don’t let the Pontiac G8 wither and die
Pontiac–The excitement has faded from the line up
Personal picks: Pontiacs, modern and classic

—Jim Travers