Review and photos by Derek Mau

Highs

• Toyota quality and ergonomics
• Lots of space for people and their stuff
• Very good fuel economy for an SUV
• Star Safety System™

Lows

• 4-speed automatic transmission
• Optional side-step rails only work for small feet or loading the roof rack
• Standard audio system is weak sounding

The 2009 Toyota RAV4 gets a new 4-cylinder engine and slightly freshened exterior styling. This compact crossover SUV comes in Base, Sport, and Limited trims. Each is available with front-wheel drive or all-wheel drive with a locking center differential. RAV4 seats five, but an optional 3rd-row bench on Base and Limited increases seating capacity to seven.

The new 2.5L unit that produces 179 HP at 6,000 RPM, along with 172 lb.-ft. of torque at 4,000 RPM (versus 166 HP and 165 lb.-ft. respectively of the previous 2.4L), is mated to a new 4-speed automatic transmission. According to Toyota, fuel efficiency is improved over the 2008 RAV-4 2.4L with EPA mpg estimates of 22 city/28 highway on 4×2 models and 21 city/27 highway on 4×4 models. The top-of-the-line 269 HP 3.5-liter V6 remains unchanged and has a 5-speed automatic.

Maximum towing capacity is 1,500 pounds with the 4-cylinder, 3,500 lb with the V6. Standard safety features include tire pressure monitoring system, ABS, Vehicle Stability Control (VSC) with traction control (TRAC), curtain side airbags, and front side airbags. Hill ascent/descent control is standard on seven-seat 4-cylinder models and on all V6 RAV4s. All have a side-hinged cargo door. Sport models have a sport suspension. Leather upholstery and a navigation system are optional on the Sport and Limited.

Driving Impressions

Toyota’s RAV4 is a compact sport-utility vehicle that is slightly larger than some of its competition — it’s one of the few vehicles in its class to offer a third row. But despite its relatively large size, it’s also one of the lightest vehicles in its segment, a trait which pays dividends in the RAV4’s driving dynamics and fuel efficiency. We recorded 26 mpg overall when driving like Ray’s grandpa motoring off to church with the canasta club, and up to 29 mpg while traveling at a safe/sane speed on the highway.

Maneuverability in tight urban areas and fitting the RAV4 into parking spaces was very good. A “command” seating position helps the driver see above the traffic. Unloaded with passengers and heavy cargo, the RAV4 squirts around town with ease and clambers up the hills without wheezing too hard.  Although, driving over tall mountain passes burdened with passengers or a heavy cargo load does make the 4-cylinder feel anemic when put to the task. For most us suburban flatlanders, we would rarely need the ooomph that the 6-cylinder provides. My question is, “why didn’t the 4-cylinder get the 5-speed tranny, too?” Certainly, it could have benefited from the extra gear with slightly better fuel economy and throttle response.

Interior

I can only imagine the numerous studies Toyota carries out to perfect the ergonomic layout of dashboard controls. The interior boasted lots of soft-touch surfaces except for the brushed aluminum looking plastic trim.  All of the instruments were easy to read and reaching for the controls felt natural. What was missing were steering wheel controls for the audio functions and hands-free phone capability with Bluetooth®. Keeping both hands on the wheel is a good safety feature even it isn’t available as a factory option.

The RAV4 boasts class-leading interior space. Second-row seats are adjustable and offer spacious legroom. Third-row seating is less comfortable and is best suited for children, but most of the RAV4’s competition doesn’t even offer third-row seating. Without the third row, or with the third row folded, cargo capacity behind the second row is an impressive 36.4 cubic feet.

All models, except the 4WD V6 with the new Sport Appearance Package, include a redesigned rear step bumper with a black protector molding while the Sport Appearance Package receives a clear rear bumper protector. We found the new rear bumper to be an excellent seat for impromptu tailgate parties and very convenient when putting on shoes before heading out on a bike ride. Much more comfortable than sitting on a steel tailgate of a pickup truck.

Safety
Toyota’s Star Safety System™ helps the driver maintain control while on the road and offers peace of mind if - heaven forbid - an accident does occur. Dual front airbags, front-seat-mounted side-impact airbags, side-curtain airbags, front seatbelt pretensioners, tire-pressure monitoring, anti-lock brakes, traction control, and stability control are all standard on all RAV4 models.

NHTSA Crash-Test Results 2009 Toyota RAV4

Test	FWD 4dr 4-cyl 4-Spd AT (Natl)
Frontal Driver
Frontal Passenger
Side Driver
Side Rear Passenger
NHTSA Rollover Rating

Conclusion/Ratings

Major competitors to the RAV4 are many, and include the Chevrolet Equinox, Dodge Nitro, Ford Escape, Honda CR-V, Hyundai Tucson, Jeep Liberty, and Kia Sportage. There are also the Mercury Mariner, Mitsubishi Outlander, Nissan Rogue, Saturn Vue, Suzuki Grand Vitara, and Volkswagen Tiguan. While there are many competitors that are priced lower than the RAV4, the difference may be made up long-term with lower maintenance and repair costs.

What we like most about the RAV4 is its refined, carlike demeanor. Available in front-wheel drive or all-wheel drive, the RAV4 isn’t exactly ready to conquer serious off-road trails, but its ground clearance and all-wheel drive allows it to tackle nasty weather with ease. The excellent fuel economy of the four-cylinder, decent driving dynamics, and generous interior space put the RAV4 at the head of its class.

Pros

• A brawny V8 provides über amounts of torque
• Traction borders on super-glue proportions
• Big brakes take away speed faster than your Labrador cleaning off a bowl of mac-cheese
• A lot tougher than it looks
• Porsche Active Suspension Mechanism (PASM) and Porsche Dynamic Chassis Control (PDDC), combined, work harder than James Brown at the Apollo.

Cons

• The Bose audio system is so weak that the engine and exhaust note sounds better when turned up
• Slurps more gas than Ludwig at Octoberfest

Verdict: The Cayenne is no Miles Crane when it comes to power, refinement, and the ability to get dirty with the other off-roaders in the neighborhood.
Appreciating a good Bordeaux takes more than just a swirl, sniff and spit. A cultured palate takes years to refine and yearns for more than what is available at your local grocery market. Many sports car purists turned up their noses at Porsche’s entry into the SUV market with the 2002 Cayenne, much like a wine connoisseur shakes their head in disbelief when football fans pull out their favorite box wine at a Raiders tailgate party. But Porsche was serious about entering the SUV market and proved that a good vintage tastes superb whether sipped from a fine crystal goblet or from a Dixie cup.

All-new for 2008, the Porsche Cayenne enters its second generation with a new exterior design, new technologies and a power boost. Some of the new technologies include direct fuel injection that provides more power and better fuel efficiency, Porsche Dynamic Chassis Control that offsets body roll for better handling and safety, a rollover sensor to trigger belt latch tensioners and curtain airbags and a push-button Sports mode for more performance. The 2008 Porsche Cayenne has four trims available that will match a variety of preferences and budgets.

The Cayenne base model is similar to a full bodied Chardonnay. With a 3.6L V6 engine that outputs 290 hp and 273 lb-ft of torque, the base model is a nice ride on the palate; quite simply a good, honest quaffable sport oriented SUV.

Our personal preference is towards the Cayenne S. Much like the subtle, yet captivating flavor of a Pinot grape, the Cayenne S seductively urges you to go beyond legal speeds and feels like silk with the optional PDCC (Porsche Dynamic Chassis Control) that delivers flat cornering ability to a vehicle with sizable weight and mass. Equipped with the six-speed Tiptronic S transmission, the Cayenne S accelerates to 60 mph in 6.4 seconds and has a top speed of 155 mph in testing. Estimated EPA fuel economy values for the new Cayenne S are 14 mpg in the city and 21 on the highway. This model year’s improvement of 3 mpg or around 15 percent for highway fuel economy notwithstanding, observed overall fuel economy during our week of testing was 17 mpg.

For the discerning connoisseur who craves a little more road carving agility and a little less off-road capability,  Porsche offers the Cayenne GTS. Acceleration is improved with a 15% reduction of the final drive ratio and a 5% increase in horsepower. With a bump up in power, the naturally aspirated 4.8L V8 engine is up to 405 bhp and  369 lb-ft of torque. The air suspension sets the chassis 20mm lower than the Cayenne S, and its larger wheels and tires (295/35R21) give the GTS astounding road-hugging performance. Zero to 60 mph acceleration of the Cayenne GTS, with manual gearbox, is accomplished in 5.7 seconds. The Cayenne GTS with Tiptronic is three tenths of a second quicker than its Cayenne S sibling, accelerating to 60 mph in 6.1 seconds.

If your taste desires something stronger and more intense than the Cayenne S or GTS trims, take a serious look at the Turbo with its 500 bhp 4.8L V8 engine that produces 516 lb-ft of stump pulling torque. Like a full-bodied Shiraz, the Cayenne Turbo has a big presence and seizes your senses into a state of nirvana. Flowing through a six-speed Tiptronic S transmission, that power feeds all four wheels and propels the five-passenger sports machine from zero to 60 miles per hour in just 4.9 seconds. Top speed on the test track has been recorded at 171 mph (275 km/h) by Porsche.

Yes, the standard 12-speaker audio system is fine, but the optional 350-watt, 14-speaker Bose surround sound system is better. Still, these are both a far cry from the sound of the V8 sound system. As if that couldn’t get any better, activating Sport mode alters the exhaust note from “cool” to “stand back” via lower restriction. The engine also becomes more responsive and the suspension lowers itself for impending “vroom.”

Driving Impressions

Performance is the 2008 Porsche Cayenne’s reason for being, since it certainly isn’t the most practical, comfortable, or luxurious SUV on the market. In terms of overall performance, the Porsche Cayenne exhibits some marked strengths and few major weaknesses.

Lordy, lordy! Praise the Porsche Engineers who developed the Cayenne’s dynamic suspension and turned out a fighting bull that isn’t afraid to go charging full speed on a curvy mountain road. We heartily recommend the optional active Porsche Dynamic Chassis Control (PDCC), which does a great job of counteracting body roll. When the PDCC system is on, the body roll typically found in heavy, tall vehicles is gone. The adjustable air suspension is very flexible, offering both a terrific, supple, well-controlled ride in the comfort setting and a fair amount of precision in the sport setting.

In terms of steering feel, the Cayenne is light and responsive. Which makes carving through canyon roads that much more enjoyable. We were even impressed by the  Cayenne’s off-road capabilities. The Cayenne is a superior off-highway performer and more than capable of maneuvering over imposing grades.

If you overstep your limits of confidence, there is a set of muscular binders to reign things back under control. The Cayenne S weighs in at a hefty 4,950 pounds, but we found the brakes to be hella-strong and kept the Cayenne in line better than your grade school Catholic teacher.

Exterior design

The subtle updates to the Cayenne models have helped, further distancing unflattering comparisons to the Volkswagen Touareg. Though the cosmetic changes are now pretty clear, the mechanical enhancements are harder to see through a zoom lens. But those gaping air intakes do suggest a big power increase.

Props to the Cayenne

The Cayenne successfully defended its leading position as the benchmark in the SUV market with several magazines. Readers of Off Road, a specialist magazine for vehicles of this type, chose the Cayenne in their “Off Road Award 2008” as the best luxury SUV. Diners Club Magazine lauded the Cayenne as the “Best Offroader of the Year“, and the internet portal Autoscout24 presented the Cayenne with its “Internet Auto Award” as the best sports utility of its class throughout the whole of Europe. Porsche’s SUV also won the national competitions in Germany, France and the Netherlands, with Autorecht24 placing the Cayenne Turbo right at the top in 2008 as the “Car of the Year”.

Conclusion

The 2008 Cayenne is a step up from previous years with a boost in power, a suspension that works hard keeping a 5,000 pound behemoth agile on the road, and a exterior look that is easy on the eyes. If driving is your game, but need a work mule that is a step apart from the plethora of SUVs on the road today, the Cayenne could be the right ticket for you.

	Build	Interior	Performance	Handling	Styling	Value	Overall
Rating	4.5	4.0	4.5	4.5	4.0	3.5	4.2/B+

]]> http://car.mynoxil.com/2009/03/2008-porsche-cayenne-review/feed/ http://car.mynoxil.com/2009/03/2009-kia-borrego-review-kia-goes-b-i-g/ http://car.mynoxil.com/2009/03/2009-kia-borrego-review-kia-goes-b-i-g/#comments Sat, 28 Mar 2009 17:58:31 +0000 admin http://car.mynoxil.com/?p=3019
By Peter N.

Pros:

• B I G
• Powerful acceleration
• Nice luxury details (dual zone climate, seat & mirror memory, heated seats)
• Great stereo sound

Cons:

• B I G
• Rough ride
• Fit and finish rivals Detroit, not Japan
• Annoying telescoping steering wheel
• Difficult access to third row

Introduction
Kia, a subsidiary of the aggressively growing Hyundai, has been making in-roads on the North America market with their very affordable cars and SUVs. The bulk of their sales have come from the lower end of the market, where customers have selected Kia cars for the value they offer, balancing decent quality with a low price. With the Borrego, Kia is pushing their price tag up and delivering a much larger SUV. With the economy tanking and a renewed interest in improved gas mileage and green autos, Kia’s push will be interesting to watch. Will it make in-roads against the Toyota Highlander and Honda Pilot? Or the Ford Explorer and Buick Enclave? Or is it the wrong SUV size at the wrong time?

Driving Impressions
I drove a Spicy Red Borrego EX V6 that featured both the premium package and the luxury package, which combined with the navigation system, pushed the price up to a lofty $36,000. All those extra features did elevate the Kia experience a bit, but did not fully cover the impression that this SUV was designed more for a six-pack crowd than the chardonnay set. While the leather seats and dual climate zones were nice, the overall design, fit-and-finish, and driving experience felt as though Kia targeted a more economical buyer and then put some lipstick on it. The Borrego bounced over speed bumps, swayed through turns, and felt every bit of its 4,460 lbs. It does deliver surprising acceleration, powering the Borrego up to speed so fast that I wished I was towing a boat to slow me down. It certainly has the horses to make the most of the uphill passing lanes on the way to Tahoe. But other than its notable power, the Borrego overall seems somewhat less than the sum of its parts.

Build
Even though I had a model with the luxury package, when I slipped behind the wheel, the Borrego struck me as an truck designed in Detroit. The materials used and design of the dashboard reminded more of a regular Ford than a snooty Acura or Lexus. While the workmanship left no complaints - no missing stitches, no gaps in the paneling, no ill-fitting parts - the component design and selection of material fell below my expectations for a luxury SUV. Had the Borrego been simply a mid-market SUV with a great sound system, its performance would have been more matched to my hopes. As a luxury SUV, it falls short. It is a solidly build SUV that gave every impression of being a good workhorse and is backed by one of the better warranties on the market.

Interior Comfort and Ergonomics
The Borrego does big, both outside and inside. With plenty of room, the cavernous interior provides elbow room for everyone. What I found strange, and eventually annoying, in such an already spacious cabin was the automatic telescoping steering wheel. When departing the vehicle, the steering wheel moves towards the dashboard and your seat scoots a bit back.  The process is reversed when you get in. Given that you are climbing into a generously portioned cockpit, what’s the point? Perhaps this is needed for petite drivers that need seat-assisted elevation, but after just a few days I needed to find the switch to turn it off. I understand why such systems are in small and cramped cabins, but the Borrego is anything but.

Soft, heated seats provide for comfortable, long distance driving, and the instrument panel is laid out without surprises. A rear-view camera should have been standard on a family-focused truck of this size, though and while this is an option from Kia, its absence on this review vehicle was noticeable.

Good integration of stereo controls into the steering wheel made controlling the crisp radio system easy and straightforward. The premium package speakers delivered crystal-clear acoustics, especially when paired to a strong satellite signal.

I frequently fault designers for insufficient cargo space, but the Borrego has enough space to double as your storage locker. With deep cargo bays and spacious door bins, the Borrego makes every possible nook and cranny a potential repository for Cheerios, wet wipes, a change of clothes and a few diapers - all at the same time. Entry into the third row is something of a challenge.  I expected to be able to move the second row seat somewhat out of the way, but was not able to decipher the complex protocol needed. Either the controls are not intuitive or it is just poorly designed. As a result, my third row passengers clambered over a folded second row to reach their seats.

Performance
When I first walked up to the Borrego, I was surprised at the sheer bulk of this Kia. It was much larger than the many Sorentos and Sportages I was used to seeing. However, when I first pulled away from the curb, I was pushed deep into my seat as the Borrego jumped into the street. Over the few days that I drove the SUV, I gradually learned to carefully apply pressure to the gas pedal and prevent passenger whiplash, but the massive power available was impressive. In many ways, the Borrego does feel like a large, heavy SUV, but not when accelerating in a straight line. Stopping was also done well, although bringing more than two tons of speeding metal to a halt does take some space. The powerful disc brakes can bring the Borrego to an uncomfortably abrupt halt.

Handling
Unfortunately, driving an SUV requires more than traveling in a straight line over smooth roads, which is where the Borrego needs some improvement. It felt heavy while steering, leaned significantly in turns, and communicated all bumps to the passengers with jarring regularity. More than one of my rear seat passengers commented on the surprisingly rough ride. While the ESC and TCS kept the vehicle in safe operation with no spins outs, slippage or loss of control, the driving experience was closer to a U-Haul rental than an Acura MDX.

Styling
Kia shaped the Borrego into a solidly formidable SUV. While my first reaction was utter surprise at the size of the Clydesdale I’d be driving. When I calmed down, I realized that the designers had cleverly put together a well-proportioned vehicle that effectively camouflaged its bulk. The large tires and brawny wheel covers appropriately scale to the full-size Borrego so that when viewed from a distance, it could be a mid-size SUV. Only when you walk up to the truck do you realize its complete dimension. To be fair, the Borrego, the Buick Enclave, the Ford Explorer and Toyota Highlander are all within inches of each others dimensions, so Borrego is no enormous monstrosity. It’s just damn big for a Kia. The Borrego does nail the “I’m a big, solid SUV” message, with muscular but conservative curves. It would look completely at home in an average American driveway.

Value
The Borrego would be a fair competitor against Ford or Buick, with 4×4 capabilities and good standard features. However, the similarly sized, featured, and priced Toyota Highlander will be a tough nut for Kia to crack. Depending on the deal you can get, the Borrego can certainly be a great value for a mid-market SUV. It seems to be built with good quality, is backed by a lengthy 100,000 mile power train warranty, has lots of acceleration and plenty of room. If you are looking for a truck-like driving experience, the Borrego can be an excellent choice.

Conclusion
The Borrego is a good initial effort by Kia to launch into the American market for full sized SUVs. They put a powerful engine into a spacious and well-proportioned truck and sprinkled some nice luxury features on the top. There are certainly some short-comings on the handing and performance of some of those fancy features, and this Borrego suffers for it. I’m sure Kia will correct that in future models. For this year, however, I expect dealers will be discounting off the current asking price to sufficiently sweeten the deal for many buyers.

	Build	Interior	Performance	Handling	Styling	Value	Overall
Rating	4.0	3.5	4.25	3.0	4.0	3.5	3.7/C+

]]> http://car.mynoxil.com/2009/03/2009-kia-borrego-review-kia-goes-b-i-g/feed/ http://car.mynoxil.com/2009/03/2009-lincoln-mks-review-a-shot-in-the-arm-for-ford/ http://car.mynoxil.com/2009/03/2009-lincoln-mks-review-a-shot-in-the-arm-for-ford/#comments Tue, 24 Mar 2009 03:24:06 +0000 admin http://car.mynoxil.com/?p=3017 Pros:

• Microsoft Sync (for the most part)
• Ride quality
• Quiet cockpit

Cons:

• Torque steer
• Small rear seat
• No auto unlock feature with smart key

Introduction

I’ve driven a handful of luxury vehicles as a tester, but most have been of foreign origin (Jaguar or Infiniti) so I was quite interested to see what America had to offer especially in light of the economy and current state of US car manufacturers.  Could Ford create a car that I’d want to buy?  Did the MKS have features that American’s want?  With questions like this, I was eager to test Lincoln’s mid-priced sedan.

Driving Impressions

The Tuxedo Black MKS was a front-driver with the 3.7 liter V-6.  Our tester was loaded with many of the optional packages: the technology package (adaptive HID headlights, intelligent access with push-button start), heated/cooled front seats, heated rear seats, 19” tires (stock are 18”), and the navigation package that includes a rear-view camera and a THX-II certified sound system. Surprisingly at this price point, a sunroof is an optional piece of equipment.

My neighbor walked over, and asked, “Is that the new Altima?”.  I had to laugh and explain to him that it was a Lincoln.  Sure it has a similar shape as the Nissan, but the MKS is a bit larger.  Having an easy egress feature that moves everything out to the way (seat and steering wheel) as with many luxury vehicles, it’s easy to exit and enter the driver’s seat.  The V-6 is smooth and well insulated from the cockpit.  Flooring it, I was surprised by the amount of torque steer transmitted through the steering wheel.

The 6-speed SelectShift Automatic Transmission is geared towards smoothness with widely spaced gears; mashing the throttle, you barely notice the shift points.  Pushing the gear lever to the right, manual shifting works holding the gears and again shifting smoothly.

My wife praised the ride in the MKS regarding its ability to absorb road irregularities as well as insulating passengers from road/wind noise.  I wish the dampers were a little firmer especially for the long drive up the narrow and winding road to the Lick Observatory at the top of Mt Hamilton.  I had to drive a bit slower than accustomed due to the lean and push of the car (which may also be due in part to the weight).

Picking up the car at night, I didn’t have any time to learn about all the features, and was surprised when the high beams came on automatically on long stretches of darkness.  I was amazed at how intelligent the sensors are never blinding any on-coming cars (the system looks for headlights and taillights).  Note this feature is can be turned off.  The adaptive xenon headlight cast a wide and uniform blanket of light especially helpful when turning dark corners.

Build

The build of the car is solid (rigid) with no noticeable frame flex.  Doors and trunk close solidly with no rattles or squeaks.  Panel gaps are uniform, and paint is smooth and consistent.   The stitched leather dash is attractive with fairly straight stitch-lines. One defect was the adhesive on the thin strip of Velcro (holding the trunk liner at the top of the trunk): it lost its grip allowing the liner to sag noticeably.  For a car that had 1k+ miles, it’s not a mark of quality manufacturing (but it’s the only thing I found).

Interior Comfort and Ergonomics

SEATS/DRIVING POSITION: With the adjustable seats and tilting/telescoping steering wheel, I easily found a comfortable seating position.  These are comfortable power seats wrapped in soft leather.  Switches on the left side of the leg bolster are intuitive to use, and once a driving position has been selected, it can be allocated to one of two memory buttons.  Choosing to heat or cool the seat is an easy process with two buttons on the center console.  Press the color coded icon (i.e., a red chair for heating) once to activate the maximum setting; you can and twice more to reduce the heating before turning the feature off.

SOUND SYSTEM:  Just above the nav screen on the center speaker grill is a “THX Certified” logo so I had high expectations of the sound system.  Of all the cars driven, this is the first THX-certified car I’ve driven and it did not disappoint.  I found myself bringing action movies to the car just to watch them and be “wowed” by the surround sound.  Pretty awesome.  I showed it to a few guy friends, and they were amazed at the detailed imaging and distinct sound paths (i.e., sounds on the left moving front to back or crossing the MKS’s cockpit).  My one word description of the system: KILLER!

CENTER CONSOLE and NAVIGATION:  The controls for the basic features are clearly labeled and or color coded.  Thank goodness, Lincoln didn’t go the route of the European manufacturers that confuse drivers with a multitude of non-intuitive icons.  The navigation system is accurate and easy to use with a comprehensive POI database.  To find a location, you enter the street address first, and you’re provided with a list of cities that have that street name.  I prefer the other way around: entering the city, then the street effectively narrowing the first.  Via the sound menu, you can rip cd’s to the on-board hard drive (aka, the “jukebox”).  The backup camera is similar to the system used by Nissan with an overlay of your intended path with color-coded zones.

MICROSOFT SYNC: Connecting my older Sanyo phone to the MKS was a seamless process with simple instructions.  After the sync was complete, I easily uploaded all of my contacts into memory as well placing it high on the list for ease of integration.  Using my phone via the car’s sound system worked extremely well with the system automatically muting the sound system or navigation instructions accordingly.  Unfortunately, all was not roses.  I tried the dialing by name feature (using the steering wheel mounted button), and tried calling “Jason xxx”  via voice command, but ended up calling “Mary xxx”.  There’s no confirmation of what the system is about to dial (whether correct or not), and proceeds to dial the number.  I tried cancelling the call using the on-screen “cancel” button, but it began to dial and ring incorrectly.  I was able to finally cancel the call, and shortly after, received a call back from my friend Mary.  Oops.  At least I had a good time catching up with Mary.  Overall, the Microsoft Sync integration is pretty good, but believe I need to practice a bit more to perfect the functionality.

KEY FOB:   It’s called the Intelligent Access key fob, but why doesn’t it use its intelligence to unlock the car when I approach or stand by the door?  Instead, you have to touch the SecuriCode keypad on the door frame.  Otherwise, it worked flawlessly when using the keyless push-button start.

• Dramatic interior quality improvements
• More attractive, stylish and aggressive exterior improvements
• Hoot-hollerin’ V8

Dings:

• Intrusive arm rest
• Annoying IP illumination reflection in windshield
• Rear seats fit for a double leg amputee

Ruling: The first Mustang which might actually attract people who’ve never liked Mustangs.
Ask any enthusiast what they think the glory days were for the Mustang’s long lineage, and most will tell you 1969 or 1970. Specifically, the days of the Boss 302, the model which established its thoroughbred racing heritage. The days of Parnelli Jones, the Trans Am racing series and the epic battles between the Mustang and

Camaro. These were the glory days for the Mustang, and it’s no surprise that when Ford embarked on redesigning it for 2010, their inspiration came from looking back 40 years.

While GM conducts the longest, most drawn-out and tiresome pre-production PR cock-tease campaign for the will-it-ever-be-released Camaro, Mustang enthusiasts have patiently waited in anticipation of Ford’s complete redesign of their pony car. Much to the chagrin of enthusiasts, Ford’s plans did not include a full redesign. But what they have done with the 2010 Mustang should more than satisfy the expectations of not only enthusiasts, but more importantly, non-enthusiasts.

This author would historically fall into the category of a non-enthusiast. Although I appreciate the simplistic approach of a rear-wheel drive V8 powered coupe, the Mustang has always been too uninspired and cheap, both in looks and build quality, to attract my attention. Not including the classics from the 1960’s and early 70’s, the only Mustang I ever even remotely considered was an ‘88 LX 5.0 coupe, your quintessential sleeper, but the tawdry interior derailed my intentions. The desire to own a Mustang never again resurfaced, that is until a 2010 GT adorned in Grabber Blue recently rumbled into my driveway.

First Impressions

I had seen plenty of photos of the re-worked 2010 exterior, and the changes Ford designers made didn’t seem like much. But when you actually see it in the sheetmetal, you quickly realize that the numerous subtle design changes have added up to a far more attractive package. What’s more, I immediately rubberized some asphalt and parked it next to a 2009 Mustang, and the difference was remarkable.

It’s all in the details, like the smaller, more angular headlights, bulging hood, little kick-ups on the top end of the doors and the more rounded rear with new taillights simply make the new Mustang a far more appealing machine from the outside. But what really made an impression was the interior; specifically, the noteworthy quality improvements and stylish design cues.

Performance

What hasn’t changed on the 2010 model are the underpinnings of the Mustang. The chassis is nearly the same, with some tweaks in the suspension to reduce body roll and stiffen the ride for a more firm yet not uncomfortable road feel. The 4.6 liter V8 powerplant is the same one found in the 2009 Bullit model, albeit with a new cold air induction system which, according to Ford, boosts pony power from 300 to 315 and torque to 325 lb ft. These numbers are good for very respectable acceleration stats - 5 second flat 0-60 and 13.6 seconds at 104 mph.

But the Mustang isn’t just a straight line machine. Sure, it still has a solid rear axle, a gratifying 5-speed manual tranny and that visceral, neck-jerking kick when you floor it at 4,000 rpms - which lifts the front end like a boat under full throttle - but the suspension improvements have actually made the stock GT respectably adept in the twisties. With the stock, Mustang-specific 18″ Pirelli P-Zero Nero all-season tires, turn-in is accurate with a classic hint of understeer, which can easily be remedied to slight oversteer by throttle adjustment. There is some noticeable body roll, but overall, out-of-the-box handling is impressive, and it wouldn’t take much tweaking to make the new Mustang a track star.

On the freeway, the Mustang is a rock. Fort Knox solid. Historically, when journalists said the words “typical” and “Ford” in succession, what followed was usually either a rant, a dis or a rant littered with disses. However, Ford’s consistent focus with many of its new models to improve interior quality which hushes road noise is becoming typical. So in this case, the 2010 Mustang has that “typical Ford” interior quality which produces a serene cabin, even at triple-digit speeds.

In fifth gear at 80 mph, the long gears of the 5-speed manual put rpms at a shade over 2,000. The engine emits a barely audible low hum, and with light throttle inputs, we were averaging up to 25 mpg on extended freeway jaunts with an overall average of about 22. But downshift to third and stomp the throttle, and this pony goes from a soothing hum to an adrenal roar, kind of like a feeding filly suddenly getting stuck in the hide with an adrenaline syringe.

Build

As mentioned, quality improvements with the 2010 Mustang are the most notable in contrasting from previous generations. Take the dashboard for example, which retains its muscular twin-cowl look, but is now one single piece which eliminates all rattles and squeaks. For our entire week-long drive racking up over 600 miles with the Mustang, not one noise resulting from poor interior assembly could be heard. The outside isn’t quite up to the level of the inside, with a plasticky rear GT badge tainting an otherwise impressive presentation.

Interior

What’s the point in designing an attractive car from the outside, if, once you get in, the interior looks like a Budget rental car? Take the new Challenger for instance. Gorgeous on the outside, heinous on the inside. Heinous enough to turn buyers away completely. For the Mustang, this is not the case. The exterior attracts you to the car, and the interior makes you want to get inside. Cheap, multi-paneled plastic has been replaced with attractive single-piece metal panels. LED accent lights adorn both door panels, footwells, and center console. Dash gauges and the center stack are illuminated with an attractive ice blue color. And the vintage-inspired, leather-wrapped, horn button steering wheel is grabadocious, with all radio and cruise controls tastefully integrated.

Although we absolutely love the interior, there are a few minor quibbles which Ford can easily remedy with future models. The first is an annoying ice blue reflection in the windshield at night which comes from the gauges. It’s like sitting beneath a neon light at a drive-thru, except it follows you everywhere you go. A simple extension of the dash cowl can remedy this problem. Another is the armrest behind the shifter, which has a push button which vertically lifts a stowage door. When resting your arm on the console, the button is perfectly placed right below your elbow, depressing the button, and repeatedly lifting the stowage door every time you move your arm. And the third minor quibble is a wiring harness bundle which sits a little too close to the clutch pedal, which we kept inadvertently kicking with our left foot. Oh, and the rear seats? Unless your passengers are under the age of 5 or dual leg amputees, forget it.

Other than these minor issues, the interior is stellar. Simple, yet functional and stylish with all of the features you need and none of the whiz-bang doohickies Luddites like this author can’t stand. Navigation is optional, and the Mustang can be equipped with Ford’s Sync system; in our opinion, the best voice recognition system available.

Exterior

If Ford’s designers were going for an aggressive, mean, ballsy, ass-kicking attitude, they hit the mark. Park the 2010 next to a 2009, and you’ll immediately see what I mean. In comparison, the 2009 looks meek, wimpy, even. From the front, the smaller, more sharply-angled headlights, larger pony emblem and bulging hood stare down anyone looking out their rearview mirror. From the sides, the subtle door end kick-ups, although minor, make a considerable visual improvement. And from the rear, not only are the taillights larger and more pronounced, by they’re powered by directional LEDs, which light sequentially to the left or right depending which way you flick the turn signal.

Another trick feature is Ford’s new “Easy Fuel” capless filling system, which we absolutely love and continue to wonder why it took so long to invent.

Park a 1970 Boss 302 next to a 2010 Mustang, and the visual similarities are obvious. There’s no question in our mind that a throwback 302 special edition model will be in the Mustang’s future.

Value

The Mustang has built a reputation for delivering V8 power on the cheap; it’s one of the marque’s cornerstones. But historically, cheap power has also come packaged with cheap design, cheap interior, cheap build quality, cheap etc, etc, etc. The 2010 has broken the cycle of cheapness on all fronts except for price. With an expected base of about $28,850 for the GT, the Mustang represents an exceptional value which not only delivers visceral V8 power, but a rock-solid, well-built, attractive muscle car that can be daily driven with comfort and evokes a tinge of, dare we say, sophistication.

Who Should Buy It?

The clear, obvious and consistent answer is Mustang enthusiasts. It doesn’t matter if the car only came with three wheels and a missing door, so long as a V8 is under the hood, pony-partial patrons would still buy it. But the not so clear and obvious answer is someone looking for a sporty, attractive rear-wheel-drive coupe powered by a V8 who would never in a million years ever even consider a Mustang because of its historically bad quality reputation and seemingly unshakable mullethead stigma.

Conclusion

Our week with the new Mustang was far too short. It’s without question the car that was hardest to part with. We still dream about the raucous growl of full-throttle stomps and the aggressive looks in Grabber Blue which generated countless stop-and-chats and thumbs-up on the open road. Not only did this car make us feel special because it’s preproduction, but it made us feel good because it’s a quality product with an iconic American badge that’s made in North America. Let’s hope Ford can make it through the financial maelstrom intact, because if they do, the glory days will be upon us once again.

• The power is very satisfying
• Ride and handling negotiate a perfect balance
• Build quality and fit feels very good
• Seating for up to eight passengers and a ton of luggage
• Easy to drive for its class
• Split-folding third-row seat is easy to operate
• very good  tow rating
• 115 Volt outlet provided
• Well designed, flowy interior dashboard

Weaknesses:

• Styling is not distinctive at all
• Transmission is slow to down shift
• Tires are a bit noisy
• Roof rack is nosy at speed
• Bose Stereo is really not that good
• Abundance of plastic and hard materials on the dashboard

Introduction
The Chevrolet Traverse deserves a second look. Its non-descript styling and unusual size does not really stand out to the uninformed eye. And lets face it. Most of us are uninformed because this is a new model from Chevy. The styling reminds me of a big Pontiac Vibe. It looks aerodynamic or flowing, but it does not have any distinctive styling cues that announce its individuality. The size looks like a mid-size SUV but with a closer look, you realize that it is a much larger

vehicle.

So join us in our quest to drive and discover the real Chevrolet Traverse. It is surprising and it is worth a second look. The Traverse is big, but it is small. It is powerful, yet efficient. There is something here worth exploring.

Performance
This is where the Chevy Traverse shines. It is a big vehicle, but it has impressive power. All this power comes from one amazing engine that can be compared to the best Europe and Japan have to offer. The 2009 Chevrolet Traverse has a 3.6L V6 with a block made of aluminum as well as the cylinder head. The valve train has variable valve timing and 4 valves per cylinder. The engine is equipped with high-pressure fuel injection with a compression ratio of 11.4 to 1. The horsepower is 286 hp for the dual exhaust. The torque is rated at 253 lb-ft and the vehicle can tow up to 4,500 pounds.

What all this translates to is a very capable vehicle with a lot of get up and go. The 0-60 acceleration figure has been measured at 7.6 seconds. We can attest to its awesome power as the Traverse managed to squeal the massive tires on our test car. And at speed, the passing speed and punch is equally impressive. This V6 engine is more powerful than many V8s we’ve tried and it can sip gas at 24 mpg with a light touch on that tempting gas pedal.

We did find the downshift to be a couple ticks too slow and gets in the way of getting the most out of this peppy engine.

Handling is another great asset of this car. It really drives like a much smaller vehicle. Steering is a little bit light but it is much improved over previous Chevrolet cars we’ve driven. Cornering is really a delight since we usually don’t have much fun on twisty roads on a vehicle this big. Braking is a bit of a drag and we’re quickly reminded that we’re in a 4,800 pound vehicle.

Build
Build is quite surprising. We feel Chevrolet has stepped up its game with this vehicle. Everything fits well and is aligned. We’ll forever be annoyed at the knobs and switches that are always a step below this cars oversees competition. Also, the green led dot matrix readout displays remind me of the DOS operating system from my old PCs.

Still, this is surprisingly good and we are happy with the strides Chevy has taken with the Traverse.

Interior
Inside the roomy cabin of the Traverse is an attractive dashboard layout in a two-tone color scheme with brushed aluminum and chrome trim. The lines of the cockpit flow very well from the dashboard to the door panels. Gone are the flat, boxy lines from old GM SUVs. This interior is definitely a step up from many U.S auto interiors we’ve grown accustomed. Some of the things still holding it back are the abundance of hard plastic surfaces. Also, our patience is growing thin with the green ‘dot matrix’ displays Chevrolet uses. They are not up to the standards that the Chevy Traverse establishes.

The front seats are comfortable but a bit flat. They can really benefit from more shaping and contouring that will help keep the driver in place on twisty roads or those daily freeway on ramps. Depending on the configuration chosen, the Traverse seats either seven (with second-row captain’s chairs) or eight (split-folding second-row bench seat) passengers in three rows. The first- and second-row seats are quite comfortable and supportive, and the split-folding third-row seat  which is often a kids-only zone in traditional SUVs — can accommodate adults in reasonable comfort. Maximum cargo capacity is a generous 117 cubic feet with second- and third-row seats folded down, and even with all three rows of seating in use, there is still a useful 24 cubic feet of luggage space. The roominess and versatility of the Chevy Traverse interior is pleasantly surprising.

Exterior
There really is not much to say about the cars exterior. It works and it blends well. It’s smooth and flowy. The front and side panels work pretty well specially with the huge 20 inch wheels on our test car.  Though, the rear is its big Achilles heel. It just doesn’t work well and looks very unflattering on this vehicle.

Chevy could have gone with a much more distinctive look on this car. The GMC Acadia for example has a good stance to it and people can identify the car. Unlike a minivan, SUVs have a lot of styling potential and the competition has stepped up their game. The design flows but it doesn’t stand out. So we recommend getting it in a bright and highly visible color to counter its non-descript looks.

Value
This car is a great value at $29,000 and will be a bargain if discounts are offered. The power, handling, quality, and seating room just deliver a lot for the money.

The competition for this car are:  Honda Pilot, GMC Acadia, Mazda CX-9, and Saturn Outlook, Dodge Journey, Ford Flex, Hyundai Santa Fe, and Toyota Highlander.

Conclusion
This car doesn’t jump out at you and say, “buy me and love me.” Rather it works at you from all angles and proves that it’s worthy of your consideration. And as you get to know the Traverse, you will be impressed by its power, handling, economy and versatility.

Blings:

• Breaks the bang-for-buck barrier into a billion bits
• Six-speed manual
• Top-shelf interior
• Quieter cabin

Dings:

• Tight back seat
• Styling a bit hard to warm up to - particularly in the i Touring trim.

Ruling: A car that everyone, and we do mean everyone, can love.

“Just because it isn’t fancy doesn’t mean it isn’t high quality.” That was a quote from Robert Davis, VP of Product Development for Mazda during a recent event at the company’s North American headquarters in Irvine. The quote was in reference to the way Mazda conducts it business and builds its cars, and it particularly struck a cord with me because that’s how I live my life; the highest quality with no frills attached.

Davis was emphasizing Mazda’s continued focus on building vehicles that people are comfortable living with and being seen in. There is no stigma, attitude or social predisposition attached to a Mazda. You don’t have to be royalty, an heiress or have some kind of abbreviated title after your name. A Mazda is like your favorite pair of jeans; attractive, appropriate almost anywhere and so comfortable you sometimes forget you have them on. And if wherever you’re going doesn’t allow jeans, or a Mazda for that matter, then maybe it’s too fancy of a place to begin with.

Take for instance the MAZDA3 . Representing over 40 percent of Mazda’s sales, the brand would be floundering without this remarkable little runabout. If you read our 2009 MAZDA3 review, then you know how highly we regard this lovable machine. Quite honestly, if you hate the MAZDA3 , you’re either too highbrow, have insatiable standards and probably find the touch of denim anywhere on your body most disagreeable.

First Impressions

When we first saw the 2010 MAZDA3 in sheetmetal last November at the Los Angeles Auto Show, our initial reaction was indifferent. Quite honestly, we preferred the exterior design of the existing Mazda3. And although we like the company’s attempt to create a consistent, trademarked RX-8 fender look across all its products, we’re slow to warm up to the facelift designers gave the new Mazda3, which also resembles the RX-8’s new gesicht. The 3’s grille looks almost cartoonish, particularly in the i Touring guise.

We drove both the base MAZDA3 i Touring and the fully loaded Mazda3s Grand Touring, and the very first observation we made with both is the incredible improvement Mazda engineers have made with reducing road noise. The NVH levels inside are noticeably lower, but still don’t quite compare to the 3’s biggest competitor, the Corolla.

The MAZDA3 i Touring humps itself with a 2.0 liter DOHC 16-valve four cylinder good for 148 horsepower and 135 lb.-ft. torque, and returns an impressive 33 mpg highway result. The 3s Grand Touring gets the 2.5 liter DOHC 16-valve four banger, also found in the base MAZDA6 , which lays down 167 horsepower and 168 lb.-ft. torque. Although the s has more motivation and a sixth gear if you opt for the manual transmission, seat-of-the-pants acceleration wasn’t markedly different between the two. In fact, the 7.8 second 0-60 in the s is a few ticks slower than the previous generation, which is attributable to both 150 pounds more heft and the extra shift required to get to 60 mph in the new 3. The added heft and bigger engine also come at a fuel economy cost, but it’s slight, only dropping one mpg overall to 21 city/29 highway in the 2.5 liter.

But even though the new 3 gives up a little in the acceleration department, it absolutely hasn’t lost any edge with its adroit handling. The MAZDA3 has always been, and probably always will be, the most fun compact car to drive. Robert Davis even highlighted this fact in his speech. Honda might own fuel economy and Toyota might own reliability, but when it comes to driving excitement, Davis was emphatic that Mazda’s ‘zoom-zoom’ ideology will never relinquish its tenacious grip on the title.

Build

If you can find a better built, higher quality car for the money than a MAZDA3 , we wanna know about it. The interior plastics and gauges could pass muster in cars twice the price, and the NVH improvements makes the 3 feel even higher quality than the previous generation. It’s no surprise that the MAZDA3 comprises over 40 peRcent of the company’s sales.

Interior

Despite Davis’ remarks about Mazda not being fancy, seat yourself inside a fully-loaded s Grand Touring, and you’d momentarily question him; that is until you look at the anticipated sub-$26,000 sticker price. Heated seats with 8-way power and memory for the driver, keyless entry with push-button start, Bluetooth, navigation, adaptive front lights, rain-sensing wipers, dual-zone climate control…whew. The equipage is eye-popping, especially for the price.

And not only does it come with a lot, but Mazda has actually improved upon an interior which we didn’t think needed any improving. The previous generation, with its red illuminated gauges evoked a sporty feel not found in any other compact. With the 2010 model, designers have stepped up the maturity level of the interior a bit, but without losing that energetic appeal.

Perhaps the most noticeable change is with the dash display for the stereo and HVAC, which puts it directly up front beneath the windshield, where it should be, so the driver can keep his eyes on the road, where they should be. That also goes for the handy-yet-miniature navigation screen, measuring only about five inches by three inches. And to further reduce distraction and eyes off the road, the entire navigation system can be controlled by a few buttons on the steering wheel. The 3’s nav system also features all map software on an eensy-weensy SD card, as opposed to a CD.  This is an innovation which absolutely cannot be found on any car anywhere near the price of the 3.

Supportive, supple leather-trimmed seats and wrapped steering wheel give the 3 s Grand Touring a rich feel without being too posh, kinda like wearing your best pair of ‘fancy jeans’. For those on a more frugal, Old Navy jeans-type budget, the i Touring comes equipped with cloth seats starting in the high $15,000 range. But in our opinion, if you can afford the extra coin outlay, go for the s GT. It’s worth every dollar.

Exterior

Another reason to opt for the s model is the exterior appearance. We greatly prefer the RX-8 inspired grille on the s as opposed to the awkward-looking front end on the i. Tack on the dual exhaust, and the s simply has a stronger and more sophisticated look, as it should. But really, if forced to choose between the old base MAZDA3 and the new base MAZDA3 , we’d opt for old. However, like most new car designs which are slow to warm up to, after a few years, rejection is eventually replaced with acceptance.

Value

At least in our eyes, the MAZDA3 is the undisputed lightweight champion of the world when it comes to value, especially the s GT model. Find us a car for under $26,000 that out-features the Mazda3 and outperforms its handling and amazing practicality, and we’ll gladly pass the title along. But until then, your money absolutely cannot be better spent than with a MAZDA3. Period.

Who Should Buy It?

You mean short of every single living human being on the entire planet holding a driver’s license looking for a fun, affordable, practical, fuel-efficient car that you actually want to be seen in?

Conclusion

If you’ve labored tirelessly for years just so you can afford a status-symbol sled like a BMW 3-series, stop wasting your precious life for such an empty ego boost. Instead, save your money, go out and buy a fully-loaded MAZDA3s GT, and always remember, “Just because it isn’t fancy doesn’t mean it isn’t high quality.” Words to live by, especially in times such as these.

I can think of nothing more nerve-racking and less enjoyable than shopping for a used car. Ok, maybe dental surgery with rusty pliers. You take a big spin of the wheel hoping it doesn’t’ roll up lemons, putting blind trust into a commission-hungry salesman or random private owner. How can you really know the car’s true history? Will it break down the first time you back it out of your driveway? Is the car haunted? Was there a dead body in the trunk? These thoughts and more race through used-car-shoppers’ heads as they try to find new used wheels.

So here are a few tips to help you get on the road (no pun intended), so you don’t make the 10 most crucial used car-buying mistakes.

1) IN THE LAND OF THE USED CAR LOW MILES IS KING

Pop quiz hotshot: two identical cars with different mileage, which one do you choose? Besides the average wear-and-tear and depreciation on a vehicle, a car with low miles has a much better resale benefit and provides a more extended warranty at a better price.

2) DO SOME HOMEWORK ON THE PREVIOUS OWNER

Who are these people that previously owned your vehicle? What have they done to your car!? How can you truly be sure it was a little old lady who only drove her vintage Mustang on Sundays or a stunt driver who liked to frequently engage in “ghost riding the whip”? Here’s what to look for: having only one previous owner is a good sign. Having several owners? Well, look out! Another big red flag is inconsistent service records. Check out the VIN on Carfax.com before you sign the papers.

3) BUY BEFORE THE DEPRECIATION CURVE WAINS: With a used car, the previous owner has absorbed a fair amount of the car’s total depreciation, which generally falls in the two-to-four year range (though it varies from make and model). Thus, a vehicle to keep your eye on is somewhere in that range before the depreciation curve levels off. Also, beware of someone pushing off a twenty year-old vehicle as a “classic.”

4) LOOK FOR USED CARS STILL UNDER WARRANTY

Makes sense, huh? New cars are usually sold with a three-year/36,000 mile warranty. Grabbing a used car with anything that’s under the 36,000 mark means it’s still under the factory warranty. So do the used-car-math; if anything goes wrong under those miles, then it can be fixed under the manufacturer’s warranty. Hurrah!

5) GIVE THE USED CAR A GOOD INSPECTION

First impressions are everything when it comes to dating. The same applies to used cars. Before you even get behind the wheel, walk around the vehicle to get an overall impression. Make sure there’s no ripples in the door panels—a tattletale sign of a hidden accident. Same holds true to uneven gaps between the doors and along the hood. Is fluid leaking onto the pavement? That’s a bad thing. Go crazy by opening all doors, the trunk, and the hood. Test the A/C and heater, power windows, and whatever buttons your tacky little fingers can touch. Like someone wearing the wrong shoes, make sure all the tires match; a clear indication that the previous owner put conscientious care into the vehicle and invested in his baby.

6) LOOK AT SERVICE RECORDS

Ask the owner/dealer for service records and receipts. Look for regular oil changes (every 5,000 to 7,500 miles). Cautious purchasing — red-flags include major repairs such as transmission rebuilds, valve jobs or engine overhauls.

7) TEST-DRIVING USED CARS

Don’t buy a used car simply because you think it looks pretty. (Guys I’m talking to you!). Get behind the wheel. What’s your first impression on how the car feels? Is it the new love of your life, or do you sense that it’s going to be nothing but trouble? Do you feel comfortable with the layout and gauges? Try to start the engine when it’s completely cold to see if that might be an ongoing problem. Example: blue smoke from tail pipe equals bad - very bad! Turn off that radio and really listen to the engine. Does it purr like a kitten or sound like metal in a garbage disposal? Open `er up on the road and downshift as well. Try some steep slopes and play “Bullitt.” Play a little Grand Theft Auto by taking it around corners and slamming on the brakes. Does it feel comfortable? Are there weird rattles and shakes? Can you live with it if there are? This is your time to decide.

HAVE A USED CAR CHECKED BY AN INDEPENDENT MECHANIC

Sure it looks like a reliable car, but that doesn’t mean it can’t turn out to be a big stinky lemon. Before driving off the lot, bring your potential vehicle-solemate to a repair shop the conducts regular diagnostic work. Have them go through it with a fine tooth comb. (Diagnostic tools would actually be better.) This shouldn’t be more than $100, but damn well worth it! A good mechanic can tell you what hidden auto maladies are hidden beneath the surface. Be sure to get a written report on the car’s conditions, the repairs that might be needed, and how much it would cost to fix them—thus you can wheel-and-deal the sales price accordingly.

9) ALWAYS READ RESTRICTIONS ON WARRANTY BEFORE BUYING AN USED CAR

In some cases, the current owner may have purchased an aftermarket warranty. If so, be sure to verify that the warranty can be transferred to your name when you buy the car.

10) GET EVERYTHING IN WRITING

Like a bad marriage, this is what you have to fall back on with things go array. Especially be sure to get the price, terms, repairs and trade-ins clearly written on the sales agreement.

ONE LAST PATRIOTIC TIP: BUY AMERICAN!

USA! USA! USA!

]]> http://car.mynoxil.com/2009/03/ten-mistakes-to-avoid-before-buying-a-used-car/feed/ http://car.mynoxil.com/2009/03/2010-ford-taurus-on-display-at-2009-naias-2/ http://car.mynoxil.com/2009/03/2010-ford-taurus-on-display-at-2009-naias-2/#comments Mon, 02 Mar 2009 16:00:00 +0000 admin http://localhost/wp/?p=2499