American Personal Picks: July 4th Edition

To celebrate the 4th of July, the Consumer Reports Autos team put together its patriotic personal picks focused on the American-brand models they would most like to own. Or, imagine that you’ve just accepted a new job with great pay and benefits, including a new car. However, you employer insists that it be an American-branded car. So we asked which one would you choose and why?

Car type and price were left wide open, giving the engineers and editors freedom to choose from the broad model pantheon from Chrysler, Ford, and General Motors. Interesting, many of the same vehicles were repeated throughout the picks.

Read on to see the red, white, and blue selections here, and comment below with your own choices this holiday weekend. For a more official take, see our post “Consumer Reports American Top Picks 2009.” 

Jeff Bartlett: For a practical choice, I would zero in on the Ford Fusion—A well-mannered, fuel-efficient sedan that is a terrific value and practical choice, made more appealing with its 2010 update. Beyond that, I see precious little from the Detroit 3 that would appeal to my below-$25,000 sensibilities. I favor a hatchback for versatility and prize personality. Not much meets that description from Detroit.

However, were gasoline once again cheap as water, the Chevrolet Camaro SS would be a slam dunk. It is a 30-year dream realized, almost. I have long wanted a first-gen Camaro reinvented with a modern chassis, powertrain, and safety features. But having driven it, I find I also want head room, rearward visibility, and more polished interior. Still, the new model drives as good as in my fantasy, looks stunning, and has terrific power. Should I trip over a lottery ticket or leprechaun, it would be a Corvette in the driveway, again. The Z06 and ZR1 deliver exotic-car performance in an all-American sports car, though I would choose the new Grand Sport version. The name alone conjures a legendary heritage. This special-edition has Z06 appearance elements and brakes, distinctive trim details, and a more-than-adequate 436-horsepower LS3 V8. Yeah, that’d be it.

David Champion: I would choose the Ford Fusion, Flex or Chevrolet Traverse. The Fusion’s top-notch reliability is a real breakthrough for a domestic brand and the car is fun to drive. The Flex is just the right size to carry either people or cargo—it’s comfortable and quiet and makes for a great road-trip vehicle. If I were in the market for a three-row SUV, the Traverse would be on my list for its ability to handle a variety of duties, plus its ride and handling are impressive for its size. But its sibling’s first-year reliability has been very disappointing.

Eric Evarts: If I could afford a $40,000 entry-level luxury sedan, there’s no better example on the market in my book than the new Cadillac CTS. It’s quicker than a BMW, handles as well, has more room inside, and looks wicked. While earlier CTS’s had cheesy-looking and poorly laid out interiors, the new one’s feels rich, and much warmer, more practical, and easy to use than European equivalents. Even better, I could get it with all-wheel-drive to get home from work up my hill in a snowstorm. (In fact, my neighbor did.) Even the automatic transmission that comes with the all-wheel-drive model is smooth, crisp, and responsive. So it doesn’t feel like a sacrifice.

But you don’t have to spend $40,000 to get a great American car. I prefer the new Chevrolet Malibu and the Ford Fusion to the Toyota Camry and the new Honda Accord, which both feel too big to me—even if I really like the VW Passat better than any of them.

Mike Leung: For me, I like the Cadillac CTS-V and Chevrolet Corvette. They’re stylish and fun to drive. Although the practical side of me would also go for the standard CTS, which is less fun to drive, but it has a very nice interior and is still quite stylish.

Tom Mutchler: A dream of mine is to get a 25-foot Airstream along with a pickup truck as a tow vehicle. Starting out with a smaller RV for now, I picked up a used T@B teardrop trailer, choosing our 2009 Chevrolet Silverado to go get it. We put 1,400 miles in three days on that truck and found it to be a comfortable and easy-to-live-with travel companion. Sure, a loaded Avalanche or a GMC Sierra Denali would be sweet, but a “modest” Silverado remains a very nice truck. I want one.

But a truck isn’t exactly what I want for a daily driver. Lots of domestic cars qualify. The Chevrolet Malibu is one of my favorite family sedans; I’d take a four-cylinder LT over the stiffer-riding LTZ. We found that the four-cylinder Malibu’s fuel economy beat the four-cylinder Accord and Camry in our tests, and I find the Malibu more stylish than the Ford Fusion/Mercury Milan. If I got a management job, maybe I could swing a Cadillac CTS—a very appealing sports sedan.

Finally, I’ve come very close—more than once—to buying a Ford SVT Contour or Focus. Both were tremendously satisfying driver’s cars. There isn’t really anything in Ford’s domestic fleet that currently qualifies, but I’m looking forward to the upcoming European-based Fords. Even the Transit Connect has steering feel that rivals some sports cars…

Mike Quincy: I’ve grown very fond of the new Dodge Ram pickup truck. It’s quieter inside than a congressional hearing on Wall Street bonuses. But the Ram’s open bed isn’t secure like the Chevrolet Avalanche’s – another truck I love. Tough call between these two. But these vehicles are all work, and I have to weigh in on stuff for play. The Chevrolet Corvette is often my answer to the question “If you could have ANY car, which one would it be?” Corvettes of various generations and horsepower ratings have accompanied me on trips from Boston to Washington, D.C. The combination of awesome power, secure handling and tolerable ride is amazing. I’ve often said that if GM put as much effort into the rest of its line as it so obviously has with the Corvette, it would rule the world. I’m also a big fan of the fun to drive Ford Mustang GT. I love its looks and distinctive V8 rumble, and I’ve enjoyed driving our recently acquired ’09 GT.

Gabe Shenhar: I think the Ford Fusion SEL V6 makes for a good family sedan. Even though it’s based on the previous-generation Mazda6 and is built in Mexico, it qualifies as American by most definitions. The Fusion steers and handles well with a nice ride. For a larger sedan, I’d take the Pontiac G8 GT. I love this car. With Euro-style ride, handling and braking and some rough-and-tumble American muscle, this Aussie import is exactly what the British would call a Q-car – an incognito fierce performance machine. If my budget allowed me to go more upscale, I’d be happy with a Cadillac CTS. This home-grown Detroiter looks gorgeous and drives almost as beautifully as a BMW 5 Series. And I personally think it steers better than an Infiniti G37. The larger Cadillac STS has even more comfort, quietness and roominess thrown in, yet is still a solid, enjoyable drive.

For SUVs, I’d look at the Jeep Grand Cherokee Limited 4.7, really one of Chrysler’s only worthy models. It has a character, looks and the off-road ability befitting a Jeep. And yet, it’s brisk and fairly capable on the road with some handling response and decent seats. For a model with three-row seating, I’d choose the Chevrolet Traverse. It’s roomy and drives well. This coach feels solid and quiet without being the Queen Mary II. And I prefer its looks over its three other siblings. In the absence of a domestic minivan, its functionally comes close to that most-efficient suburban vehicle.

Rick Small: I would buy a Ford Fusion, Flex or Edge. These models have a sportier feel than much of their competition and they’re attractive designs to boot. Discounting for these models is prevalent, so you can get a good deal. The Fusion and Edge are also reliable. Finally, Ford isn’t taking any bail out money (yet) which means the company should be around for awhile.

Just In: 2010 Hyundai Genesis Coupe

Hyundai has made great strides in the last few years. Cars like the Azera, Elantra, Sonata, and Santa Fe consistently exhibit all-around competence. (Follow links for ratings and road tests.) Even in the very competitive upscale sedan segment, the Genesis luxury sedan manages to impress; it scores very highly in our tests.

But there is one nut that Hyundai hasn’t cracked yet: building a car that is fun to drive. Previously tested Hyundais lack the steering feel and agility that makes a car truly entertaining.

Enter the Genesis Coupe. Based loosely on the Genesis sedan’s architecture, the Coupe aims at a wide range of sports car competitors – everything from pony cars like the Mustang/Camaro/Challenger (See muscle car showdown video) to upscale luxury sports coupes such as the Infiniti G37. We bought a Grand Touring V6 with the six-speed manual transmission; well-equipped, our car listed at $28,375.

First impressions: the 3.8-liter V6 revs freely, pulls strong, and sounds great. The steering is better-weighted than the light Hyundai norm and gives good feedback. Visibility is relatively generous for a sports coupe. But complaints are universal among the staff about the high-effort bulky clutch and awkward shifter that together makes the car hard to drive and shift smoothly. (Some wrote that the automatic would be less frustrating--a big concession for a traditional sports coupe.) The stiff ride makes us happy we didn’t buy the even-more-tightly-suspended Track version.

We’ll see how the Genesis coupe stacks up against its competition in our upcoming tests.

—Tom Mutchler, photo by Mike Leung

Just In: 2010 Lincoln MKZ

“Didn’t we test two of these already?” asked my colleague Eric Evarts. Yep. This is the third Lincoln MKZ/Zephyr that we’ve tested in five model years. (We tested a 2006 Zephyr and a 2007 MKZ.) Although we consider the name change to be a step back—Zephyr and Aviator were pretty good names, rather than a bunch letters that follow some obtuse branding scheme—Ford otherwise keeps on making substantial improvements.

The MKZ’s platform-mate, the Ford Fusion/Mercury Milan, was thoroughly freshened for 2010, so the Lincoln follows suit. (Follow the links for ratings and reviews.) It had already received a strong 3.5-liter V6 mated to a six-speed automatic back with the 2007 name change, and it finally got stability control (a big omission in this class) for 2009. For 2010 it gets a new fascia, making it hard to tell apart from our MKS that sits across the parking lot.

More important changes include better noise isolation and a revised interior that looks less like a throwback to the days of the Ford Fairmont. (I wish they had also moved the center-mounted stop light to the trunk lid, like they did on the 2010 Fusion/Milan, to improve rear visibility over the high rear deck.)

Our modestly equipped front-wheel drive MKZ has the Technology Package (basically HID headlights) and a power moon roof. It rings in at $37,160. I have to admit, this poses something of a head-scratcher, especially if you compare it to the Fusion. The Fusion SEL we’re testing lacks the MKZ’s 3.5-liter V6 and the dual full-power and ventilated front seats. And the Lincoln is somewhat quieter and more posh inside.

But our nicely-equipped Fusion drives well, like the Lincoln. The 3.0-liter V6 works well. (You could get the 3.5-liter in the Fusion Sport, if desired.) Our Fusion has blind-zone detection and a backup camera, options Lincoln doesn’t let you buy without the added cost of a navigation system. (You’d think the “Technology” package would include those technologies.) Finally, the Ford is nearly $9,000 less than the Lincoln. It’s hard to see the added $9K of value in the MKZ.

Perhaps even more troubling: There are a lot of excellent cars in this class for the same price or less, including the Acura TL and Infiniti G37. Indeed, even the larger, plusher, and faster Hyundai Genesis we tested is $1,000 less than the Lincoln.

Our first impression? The MKZ is a very quiet and pleasant car—just like its Fusion sibling.

—Tom Mutchler, photo by Mike Leung.

Personal Picks: Compact Sports Sedans

We used the word “fun” several times in our recent comparison test of sports sedans. The test group included the Acura TSX; Audi A4 2.0T; Infiniti G37 Journey; and Volkswagen CC. And while few of the available models are actually dull, most tested models fulfill the goal of scoring decently in the fun factor. But they’re not cheap – ranging from around $32,000-$40,000.

If you’re looking for basic, four-door transportation, you can save a lot of money forgoing these sports sedans – and you’ll note that several of us lean toward this. But if fun is on your radar screen (and you’d like a dash of luxury thrown in), look no further than the current offerings of sports sedans.

Which ones piqued our fancy? Here are our Picks from this highly-touted (but expensive) category:

Tom Mutchler: "You know how I always say I’d buy a (Infiniti) G if I needed a car? Let’s face it – I’d never spend that much money on a new car.” Those words from my colleague Jake, spoken during one of our morning coffee sessions, ring true to me this month, especially as the economy tends to waver.

This is a fine group of cars. There are quibbles with each, but not a loser in the bunch. Like Jake, I would definitely gravitate toward the G37 if I were buying a new luxury sports sedan. But as I wrote before in a BMW 135i logbook blog, my arms are short and my pockets deep. Put simply, there are a lot of things I could do with $38K.

So my sports sedan aspirations may be less ambitious, but they’re still very pleasing to me. I’d buy a nice used, first-generation Acura TSX. I’ve been kidded on our forums about how often I advocate this car, but I think it’s an overlooked gem. Super-nimble handling (better than the new TSX), compact dimensions yet roomy enough, a well finished interior, one of the best manual transmission linkages out there, and an engine that loves to rev. All this for easily under $20K.

Gabe Shenhar: Out of 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 manufacturer has yet surpassed the 3, even though several competitors come close, including the Infiniti G37 and new Audi A4.

What makes the 3 Series special? It’s that wonderful steering feedback and response, tied-down ride control, and good compliance that speak to driving connoisseurs and puts a smile on my face.

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 with 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 and tractability 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 delivered decent fuel economy, to alleviate the guilt of how many times I put my foot into it. 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, one can nit pick about some unnecessarily complicated controls and a cramped rear seat. But ultimately, when it comes to sports sedans, what matters is which car elicits the biggest grin. And, for me, my smile is never broader than when I’m driving a 3 Series.

Rick Small: In this group, I prefer the G37. It has loads of power, delivers decent economy and is very sporty and is competitively priced. Downside? The G is just a little tight for my 6’3” frame. Considering these tough economic times, I would buy a Honda Accord, Nissan Altima, or Ford Fusion. All are roomier, have good performance and economy are reliable and much cheaper to own. They offer four-cylinder or V6 engines, and the Fusion Hybrid delivers good performance and excellent fuel economy.

Mike Quincy: Do you ever find yourself rooting for the underdog? You vote for candidates that don’t win, root for movies to get nominated for Academy Awards that don’t have a chance, or you’re a Cubs fan... I think I do this with cars. For some strange reason, I have a soft spot in my heart for beleaguered Saabs. For me, the cars’ many flaws are somehow overcome by their charm and personality. But no more. I’m turning the page and moving on. The company is on the ropes and I’m jumping ship. Instead, I’m getting behind the Lexus IS 350. It’s not as sporty as the edgier G37 or 3 Series, and the IS’s interior is snug. But I love its combination of comfort, reliability and relatively decent cost of ownership. I’d also consider the cheaper IS 250 with a manual transmission (good luck finding one, though). Is the IS still somewhat of a dark horse in this sports sedan derby? Sure, but you never know when an underdog might surprise you. I still like Saabs, but I don’t think enough people share my affection to keep the flame burning bright.

Just In: Nissan Cube

“It’s so cute! So, is it a hybrid or something?” That’s how an Infiniti G35 owner, interested in the Cube I was driving, approached me in the Target parking lot. (I confessed that I’d rather be driving her Infiniti.)

As I told her, the Cube isn’t a hybrid, but that sure doesn’t seem to limit its trendiness or eye appeal. My colleagues report lots of staring from other drivers. After all, it isn’t everyday that you see an (intentionally) asymmetric car driving down the road.

The craziness continues inside (see adjacent video from the New York auto show). The headliner has concentric circles, like a topographic map you’d get from throwing a pebble in a pond. There are elastic bungee cords on the doors to hold small items in place (although you’d probably bash anything you stashed there with your knee); a pack of different colored cords is in the glove compartment. The climate control knobs are different shapes, like they ran out and threw something else on instead of matching all of them.

And then there’s the circular shag rug, part of the “interior designer package,” that’s glued on top of the dashboard. It looks all the world like a very bad toupee. We’re not sure what to do with it; it seems like a good place to hold small items, but a tag underneath it says in big letters “Do not place any objects on this product. Unsecured objects may move during driving and cause driver distraction or may cause injury in a collision.” Never mind that the shag’s reflection in the massive windshield is plenty distracting all on its own.

Get beyond the funky styling of the “cube Mobile Device” and you’ll find that, well, it’s basically just a car. The Cube competes with the Scion xB and Kia Soul (these links are to model overview pages), two other uniquely styled boxes that pack a lot of room into a small, relatively fuel-efficient package. The Cube uses the Nissan Versa’s 1.8-liter, four-cylinder engine and CVT. Our Cube came to $16,790, not much for a lot of funk.

How is it to drive? We’ll let you know down the road.

—Tom Mutchler

Toyota Venza: Wagon? No!

As I’ve written in previous Personal Picks, I’m a big fan of station wagons. They’re a clever way to get added cargo space and utility, while still retaining the handling and ride of a sedan. Really good wagons can combine function and fun.

With the dearth of midsized or larger wagon choices, I was looking forward to the Toyota Venza. Maybe this would be the anticipated replacement for the long-defunct Camry wagon. You see, I think Toyota could sell a ton of Camry wagons--turn one of the most practical sedans out there into a practical wagon.

Now I know station wagons, and the Venza is no wagon.

Soon after we purchased our test Venza, I took it on a long drive to visit my parents. First thing that bothered me was the ride–it clops over expansion joints and impacts punch hard. Some of the blame for this goes to the 20-inch (dubs!) wheels, whose role is more style over function. This is very un-Toyota-like, and it goes a long way to erase the advantage of a quiet interior.

What is typical Toyota is the short seat cushion, which reduces thigh support even for short-legged me. I started squirming about an hour into the trip. It didn’t help that the steering wheel, despite a telescope adjustment, still was a far reach away. Driving the Venza is an enveloping experience, with a high dashboard and fairly short windows–again, not really sedan-like. The rear styling creates big blind zones in the corners. And the long trip gave my wife and I plenty of time to count all of the misaligned dash panels in our car.

When we left my parents’ house to return to Connecticut, there were a few inches of snow on the ground. The AWD system gave plenty of traction, but the wide tires squirmed somewhat in the slush--another disadvantage of 20-inch running gear.

So is the Venza a reincarnated Camry wagon? Nope. Despite a great drivetrain and a roomy back seat, there are a lot of compromises made for style rather than function. As I said in our Venza video, I’d rather buy a Highlander, despite my fondness for wagons. Even though it’s a SUV, the Highlander drives more like a car and has more utility.

--Tom Mutchler

From the Logbook: Audi Q5

The growing segment of small luxury SUVs has suffered a bit from Goldilocks syndrome--nothing has been “just right.” Here’s the scorecard so far:

The BMW X3? Stiff ride, even after a mid-life update.

Land Rover LR2? Odd controls, less than luxurious interior, and lousy reliability.

Infiniti EX35? Fast, but tight inside.

Acura RDX? Stiff ride, road noise, and an unrefined powertrain.

Further complicating the value equation: more mundane small SUVs like the Volkswagen Tiguan and high-level versions of the Subaru Forester and Toyota RAV4 are very well-rounded and cost thousands of dollars less than the zootier nameplates.

Enter the Audi Q5. Fashionably late to the party (or this market segment), the Q5 is based on Audi’s A4 sedan. Our typically equipped Q5 cost $42,800 including the Premium Plus package, a lot of money considering we didn’t get navigation. But putting the high price aside, how does the Q5 do at balancing utility, luxury, and sport? Let’s check the logbook:

“Ride is firm at low speeds but has good isolation and is steady.”

“Very quiet!”

“Nothing like an Audi to make a VW look like a bargain! The Tiguan is very expensive compared to a Forester Turbo but cheap compared to this.”

“Same old (Audi) control gripes.”

“You can buy a new Acura MDX for this price.”

“Huge sunroof that stretches from front to rear is nice on a sunny but cold day.”

“Dislike controls – still too many steps to get to what is wanted.”

“Nice engine; I like this V6 more than our A4’s 2.0T.”

“Handling is quite agile.”

“Seats comfortable, but push forward into shoulder blades.”

“What a nice SUV–blows away X3 and RDX.”

“I just wonder how many of the target buyers can swing the note on this right now…”

“Nice size gives practicality and enough room without being trucky and balky.” “Awkward radio controls are frustrating to deal with.”

“No rear view camera in a $43K SUV is disappointing.” (It’s packaged into the $3,000 navigation system option that our Q5 lacks.)

“Pleasant to drive, plenty of power, and smooth.”

So the Q5 is enjoyable to drive and a handy size, but the controls are a pain and you have to pay a steep price to play.

–Tom Mutchler

Just In: 2010 Ford Mustang

From our engineer’s shopping experience for our new Ford Mustang: “I got in the car and I started it. The moment I heard the engine, I told the salesman, ‘I’ll take it.’” That’s what we get for sending one of our vintage Mustang-owning staff members to buy the car...

(Well, to be fair, we were going to buy the car anyway; the dealer had exactly what we were looking for. And I can’t really argue--it does sound pretty sweet.)

Our new Mustang GT Premium is well equipped. But to get this out of the way: yes, we’re testing a coupe against the Challenger and Camaro coupes, not a convertible as seen in our pony car preview video. (There were a lot of questions online about the cars seen in the video. Yes, we could only borrow a Mustang convertible for filming.)

Along with “Red Candy” metallic paint, we have a $1,095 set of 19-inch machined wheels, a Comfort Package with heated seats, and the “3.73 rear axle package.” That cryptic name only hints at this package’s contents: it also has a competition mode for the stability control, which I’m sure will get quite a workout. All told, the car came to $34,725.

I drove the car to work this morning, reveling in the pony’s soundtrack, enjoying the eager engine. But I couldn’t help thinking about the headline of the day’s newspaper: already something of an indulgence, V8 sports cars like this likely won’t survive a 35-mpg fleet average. (They could survive as high-end, low-volume toys, but probably at a higher price.)

It all leaves me wondering: what can Ford’s engineers do with the exhaust note of a turbocharged four-cylinder?

--Tom Mutchler

GM shrinks performance model line-up

As part of its downsizing, General Motors has announced a list of high-performance models to be discontinued, by the end of the year:

• Chevrolet Cobalt SS sedan
• Chevrolet Impala SS
• Cadillac STS-V
• Pontiac G6 GXP

Some of these are bigger losses than others. The Cobalt SS is a fast and fun-to-drive inexpensive sporty car that transcends its modest Cobalt origins. The STS-V is based on the very capable STS, but the STS has below average reliability. There is also a question of overlap: the CTS-V makes the STS-V somewhat redundant.

In the “they won’t be missed” category are the G6 GXP and the Impala SS. While we never tested a G6 GXP, other G6s didn’t impress in our testing. (Since you can get the roomier Chevy Malibu LTZ with the same drivetrain, losing the GXP essentially eliminates a redundancy.) The Monte Carlo SS we tested, essentially a two-door version of the Impala SS, had copious torque steer and wasn’t all that fun to drive. (That’s why we wish the Pontiac G8 GT would be rebadged as an Impala SS replacement, but that option seems to be off the table.) Both the Impala SS and the V6-powered G6 had below average reliability in our survey.

Safe so far: the Corvette. We thoroughly enjoyed the last Corvette we tested, the awesome Z06. Still, one has to wonder how long GM can keep building (and evolving and improving) the C6 platform and remain competitive in the sports car segment.

—Tom Mutchler

Recession vehicle = Land Rover Range Rover Sport?

From a recent Land Rover newspaper advertisement. “The 2009 Range Rover Sport is a wise choice in these uncertain times.”

Really? What says practical recession-era transportation better than a $60k luxury SUV that gets 14 mpg overall and has much-worse-than-average reliability? Should things get tough, you could make a coat out of the leather seats, but there probably isn’t enough wood on the dashboard to burn to keep you warm. (Doing either would incur a damage penalty when the lease ends.)

The ad goes on: “No matter how the landscape changes, it responds with the right balance of power, control, and all-terrain capability.”

Funny – I thought the stimulus package was supposed to fix the roads, not wreck them so much that I would need an off-road vehicle to get to work.

“And with 75% of all the Land Rovers we’ve ever sold in this country still on the road, our durability is proven over time.”

There are lots of layers behind that statement. As noted in the fine print, Land Rover has only been here since 1987, so the history isn’t all that long. The bulk of Land Rover sales have been over the last few years, so you’d sure hope those trucks are still on the road. And since older Land Rovers are stylish and upscale and very capable for the off-road hobbyist, they inspire owners to dump money into them to keep them going.

So, they’re still on the road, but that’s a lot different than being trouble-free, as our subscriber survey shows. Land Rover consistently brings up the bottom of the pack in our survey, as well as others.

“Maybe that’s why our Range Rover Sport earned the ALG Award for the highest predicted residual value of any vehicle in its class for the past four years in a row.”

Congratulations – the Range Rover Sport has the best residual value of any Luxury Utility Vehicle at the end of a lease, which lowers the monthly payment. But as the ad says in the small print, “Residual value has no impact on the resale or trade-in value of a vehicle.” And our owner cost data shows that that Range Rover Sport will cost you $74,250 to own if you buy it and sell after five years. Hold on to it for eight years, and we predict owner costs will be $96,750. (Learn more about owner costs.)

I enjoyed driving our Range Rover Sport. (It’s for sale right now, but I’m not rushing to put down a deposit.) But let’s face it - any “Luxury Utility Vehicle” is going to cost a whole lot of money to own, making them a less than sensible recession ride.

—Tom Mutchler