Honda Ridgeline RTL

I was pleasantly surprised that I enjoyed driving this truck, especially since I'm not a fan of big trucks--and because the look of this Ridgeline makes me think of a dog. Yes, the shape of the cab and the odd roofline that leads into the bed made me think of Clifford the Big Red Dog.
I liked the power and the heavy feel, which made me feel safe despite the rollover warning on my visor. I also liked that there was lots of room in the front and rear seats. In fact, I think you could fit a pull-out seat in the footwell of the passenger side. And there was no lack of cubby space for all items big and small.
But the dash-console setup was confusing. The odo-tach-gauge area looked basic and cheapish, while immediately to the right, the audio/navigation climate system was more hip. It's like a low-tech/high-tech split personality, and I didn't like it. But I loved how quickly the defrosters worked, and the heated seats were great. And the backup camera was much appreciated in this truck.
SENIOR EDITOR FOR NEWS BOB GRITZINGER: It's hard to argue with the simple practicality of the Ridgeline, which only seems to get better and smarter with age. Downsides remain that it is pricey for a unibody V6-powered truck, and one that only gets about 17 mpg. On the other hand, the trucks that fit this segment are few and are either smaller, like the Toyota Tacoma, or much bigger and heavier, like the Chevrolet Avalanche. If you want the compromise vehicle, and you're willing to compromise on load and towing to get it, the Ridgeline remains a singular value.
EXECUTIVE EDITOR ROGER HART: Just a night in this made me miss our long-departed Ridgeline. Still not much on the looks, but it's hard to argue with the practicality of the beast. This 2009 model features such things as an updated dash with radio interface and heater controls, plus a backup camera. Very nice, and I can imagine trailer towers would love it.
I really like the versatility of the Ridgeline, with the lockable, weather-tight trunk in the truck bed, and the way the tailgate swings or drops. On the inside, you can flip up the rear seats and you have a ton of space, thanks to the flat floor.
The V6 is strong enough in this application, and I got more than 20 mpg on the highway, with 18.5 mpg overall. All things considered, this would be a pretty good choice for someone who needed a daily driver with some hauling capabilities. If you don't mind how it looks.
2009 Honda Ridgeline RTL
In Fleet: Oct. 27-Nov. 10
Base Price: $36,330
As-Tested Price: $37,174
Drivetrain: 3.5-liter V6; 4WD, five-speed automatic
Output: 250 hp @ 5,700 rpm, 247 lb-ft @ 4,300 rpm
Curb Weight: 4,564 lb
Fuel Economy (EPA/AW): 17/18.1 mpg
Options: Fog lights ($346); XM satellite radio ($189); security system ($162); moonroof visor ($87); rear under-seat cargo tray ($60)

Buick Regal

The 2011 Buick Regal essentially is a rebadged and slightly revised U.S. version of the front-drive Opel Insignia midsize sedan--the reigning European Car of the Year. We drove a 2.0-liter turbo four-cylinder (sampling both the six-speed automatic and the six-speed manual), which is the second version of the Regal that will arrive in the United States in late summer, following the spring introduction of the Regal powered by a 2.4-liter naturally aspirated I4.
How's it drive?
For those who are worried that "Buick-izing" a good German car will make it soft and floaty, forget about it. And for those who worry that an Opel can't meet Buick's brand demands for quiet ride and premium luxury, that's not a problem either. General Motors engineers put their sport sedan right in the sweet spot, with plenty of nimble handling and good turbo power (220 hp, 258 lb-ft, 7.5-second 0-60 mph), combined with a reasonably quiet and relatively smooth ride. Put another way: If you like your old Buick, this ain't it. But if you like the kind of work Acura has done with the TSX, the all-new Regal will be a pleasant surprise.
Do I want it?
Heck yes, but you might wait until after the first rush for the "normal" 2.4-liter, 184-hp Regal ends and the four-cylinder turbos arrive in dealerships. And if your commute doesn't require a lot of stop and go, or your driving needs lean to sporting, wait another few months and you'll get your turbo Regal with a six-speed stick. Down the road, you can trade that in for what we hope will be the return of the Buick GNX--this time in the guise of a Regal underpinned by the same 325-hp, 2.8-liter turbo V6, Haldex all-wheel-drive and electronic limited-slip differential that we loved in the Saab Turbo X (and that Europeans can buy right now in the Insignia OPC).Read

Nissan Altima Coupe 3.5 SE

There's a lot to like in this 350Z wannabe, from the sporty exterior styling to the excellent interior layout and materials, from the highly competent handling for a front-driver to the strong and smooth powertrain.
The roofline borrows liberally from the 350Z, which gives the car a racy edge and distinguishes it from similarly styled coupes such as the Pontiac G6. Inside, all the key pieces are well placed and accessible, with the six-speed shifter and all the pedals properly placed for maximum ease of use. Nissan did a great job of responding to criticism of its bad Altima interiors, and clearly that effort pays off in the good materials and fits in the Altima Coupe.
Though this car doesn't upgrade yet to the 3.7-liter V6 in the 370Z and Infiniti's G37 offerings, the 3.5-liter mill is well equipped to hustle this little car down the road, and it is at its best with the six-speed stick to keep it revving. The steering is light but precise and the suspension keeps the car on track as well as any front-drive competitor. Acura may do a better job than this with its front-drivers, but the difference isn't much.
This car makes huge sense for someone lusting for the more expensive 370Z but without the paycheck to support it. This car also works for Z lovers living in climates where front drive is a plus or those who have a few friends that they might want to bring along in the back seat.
EDITORIAL ASSISTANT JONATHAN WONG: Interesting comparison above, but my vote for the poor man's Z car is for the coupe from South Korea, the Hyundai Genesis coupe. It is rear-wheel drive and packs a couple of potent engine options and comes in at a very attractive price.
Now, let's get to this Altima coupe. I did find it surprising that Nissan would do a coupe version of its high-volume sedan. I suppose the opportunity to jump into the market when Toyota was abandoning it by killing the Camry Solara seemed like a chance to pick up some scraps left behind. With the Altima's tight platform and strong 3.5-liter V6 engine and six-speed manual transmission wrapped in sleeker two-door wrapper, it does offer a sportier argument.
The result is a car that pulls very strong in a straight line and that is pretty fun to get on with a nice manual gearbox to row through. For a front-wheel-drive car wearing all-season tires, it is impressive how well it sticks around a turn, but when you push it harder, the body roll and front-wheel-drive tendencies to understeer show their ugly head.
As with all Altimas, steering is overboosted, but the brakes are strong and feature nice pedal feel. For everyday matters, it rides comfortably with a backseat that is good enough for average-size adults and a trunk that will easily accommodate a weekly trip to the grocery store.
The only direct competitor I can think of is the Accord coupe, which I would give the edge to if I was in the market for a sporty front-wheel-drive coupe. This Altima possess a tighter drive character, but the Honda's superior manual transmission and interior finish wins me over.
2009 Nissan Altima Coupe 3.5 SE
In Fleet: Jan. 23-Feb. 6
Base Price: $27,085
As-Tested Price: $33,060
Drivetrain: 3.5-liter V6; FWD, six-speed manual
Output: 270 hp @ 6,000 rpm, 258 lb-ft @ 4,400 rpm
Curb Weight: 3,241 lb
Fuel Economy (EPA/AW): 21/20.6 mpg
Options: Premium package including leather trim, heated driver and passenger seat, premium sound, radio data system, speed-sensitive volume, Bluetooth, HID headlights, dual-zone temperature control, HomeLink universal transceiver, premium finishes, auto-dimming mirror with compass ($3,200); technology package including navigation with touch screen, voice activation, XM traffic ($2,000); vehicle dynamic control ($600); floor mats ($175)

2009 Porsche Boxster

It's hard to believe the Boxster is coming up on 13 years old. It was a terrific car when it was launched in 1997, and it is a terrific car now.
I put the top down and just cruised around all weekend. When it got too cold, I left the top down and put the heater on.
If this isn't the best steering in the business, I can't think of any better. It's perfectly weighted, sharp and immediate. The brakes are awesome as well.
The engine has really good throttle response and terrific mid-range torque, and I love the way it sounds. I also really like this seven-speed dual-clutch transmission. Porsche's paddles aren't really paddles at all, but I hear there is a fix in the works for proper paddles.
Overall, it's delightful. Expensive, but simply delightful.
SENIOR EDITOR FOR NEWS BOB GRITZINGER: Everything about this car is perfect, except for the PDK--who would spend an extra $3,450 on that when you could let your own clutch foot do the talking? Therein is the basic flaw and conundrum with the PDK: Most buyers would choose it for driving ease, especially if they're faced with daily stop-and-go traffic. Problem is, that's exactly where the PDK is at its worst, at every launch. There's no smooth clutch take-up, but rather a somewhat abrupt lurch backed up by substantial power. All the power is great, but not when you're trying to ease in or out of a parking space, or gently drive away from an intersection, or smoothly merge into an adjacent lane from a stop.
Once the car is rolling, however--and that happens in a big hurry in the perfectly powered Boxster--the car is a delight to drive, whether out on the open highway or on the back-road twisties. I'd like paddles versus these shift buttons, but it's hard to complain about anything this car does at speed--ride, cornering or handling.
If you can't stand shifting on your own, the PDK is your only option. But for maximum enjoyment, opt for the manual tranny.
MOTORSPORTS EDITOR MAC MORRISON: Paddles are allegedly on the way for 2010, and thank goodness because these redundant buttons--push on the front to upshift, pull on the back behind the steering wheel to downshift--are a joke, and a bad one at that. I know that high-end carmakers love to find ways to distinguish themselves from others, but reinventing the shift paddle was and is completely unnecessary. It's a shame, too, because overall, the PDK mechanicals work extremely well and gearshifts are fast and smooth. I did from time to time encounter the hesitation and jerkiness when rolling off from a stop that Bob mentioned. I do not recall experiencing this in other PDK-equipped cars, though. Even so, I think it is easy for a driver with relatively little experience with the system to exacerbate the jerkiness. There seems to be some hesitation in the throttle's response from a stop, which might very well entice you to wonder what is going on and to push the pedal further toward the floor. Then when the car does respond, you end up with abrupt acceleration that you did not intend initially.
Thirteen years, eh? Wow. Even more disturbing, it seems like yesterday that I was looking at the Boxster show car in Detroit and praying Porsche would build it. That was in January 1993.
But what Porsche continues to understand and demonstrate, perhaps better than any automaker, is that good, classic design is relatively timeless. (Ironic then that Porsche felt the need to go with the stupid shift buttons . . . ) When an initial design is clean and well considered, small, evolutionary changes can keep it current for the better part of 20 years--or in the 911's case, the better part of 50. Case in point: I happened to park in a lot where I spotted a first-gen Boxster parked close by. I walked over and began comparing the two cars and was surprised to see just how different, yet the same, they are. Changes over the years to fascia, light clusters, mirrors, wheels, intakes and even the cut of the hood make the latest car appear light-years ahead of the original, yet in a remarkably subtle way. This car has aged very well, kind of like the type of people who manage to get better looking as they get older. That's quite an achievement, and one most companies have failed to pull off.
2009 Porsche Boxster S
In Fleet: Aug. 27-Sept. 8
Base Price: $57,650
As-Tested Price: $65,165
Drivetrain: 3.4-liter H6; RWD, seven-speed sequential manual
Output: 310 hp @ 6,400 rpm, 266 lb-ft @ 4,400-5,500 rpm
Curb Weight: 3,042 lb
Fuel Economy (EPA/AW): 23/22.4 mpg
Options: Seven-speed Porsche Doppelkupplung transmission ($3,420); Bose high-end sound package including 10 speakers and 325 watt input ($990); seat ventilation ($800); Bluetooth interface for mobile ($695); automatic climate control ($550); heated front seats ($500); Porsche windstop deflector ($375); universal audio interface ($95); floor mats in interior color ($90)

BMW unleashes ActiveHybrid X6

Earlier this fall, Honda and its luxury division, Acura, both introduced contenders in the ever-growing field of fastback-utility crossovers. Now jumping into the fray is BMW’s ActiveHybrid X6.
BMW’s expansion of its “sports activity vehicle” line continues, this time in a full-hybrid version. By combining BMW’s 4.4-liter, 400-hp, twin-turbo, direct-injection engine with two electric motors producing 91 hp and 86 hp, respectively, the net result is a 480-hp output with 575 lb-ft of twist. As hefty as the X6 is (at 5,401 pounds), the hybrid powerplant delivers 0-to-60-mph performance to the tune of 5.4 seconds. Top speed is electronically limited to 130 mph.
A two-mode seven-speed automatic trans-mission (codeveloped with General Motors and used in the Chevrolet Silverado and GMC Sierra hybrids) gets the power to all four wheels. The first stage allows for running at startup and during normal city driving. The second mode facilitates high-speed highway operation. A pure electric “run-silent” mode also exists, enabling the ActiveHybrid X6 to run at speeds up to 37 mph for approximately 1.6 miles, depending on the battery’s state of charge.
Much has been done to make drivers forget they are in a hybrid. Gone is the hydraulic air-conditioner compressor. In its place, an electrical climate compressor operates while the X6 is stopped, and a voltage converter continues to supply full power to the vehicle’s 12-volt system, even when the gasoline engine shuts off at idle.
The nickel-metal-hydride battery system continues to support operations in the ActiveHybrid X6 by powering the electrically assisted power steering and Sensotronic brake actuation (SBA). With the latter, braking power comes from the regenerative electric motors, which transmit brake force to all four wheels except in a panic-stop situation that exceeds 0.3 g, when the mechanical brakes step up to assist. In addition to SBA, the ActiveHybrid X6 has the same alphabet soup of assists, from dynamic traction control (DTC) to dynamic stability control (DSC), as in the traditionally powered X6.
The powertrain is seamless, without that laggy tip-in typical of most hybrids. Steering has gone from hydraulic in the original X6 to electric here, but it still transmits good road feel to the driver.
Through stop-and-go traffic on rather uninteresting roads in south Florida, where BMW chose to hold the global launch of the vehicle, it was clear that this is still a driver’s car, even if it is a hybrid. The car rewarded the driver and made sport of slicing and dicing past the lollygaggers and out-of-towners clogging the road.
BMW says to expect about a 20 percent improvement in mileage over the nonhybrid version of the X6. EPA testing reports rate the ActiveHybrid X6 at 17 mpg city and 19 mpg highway. That’s only marginally better than the X6 xDrive 50i, which gets 13 mpg city and 18 mpg highway.
BMW has built a stout vehicle that is a capable hauler of up to four people and their things, with a ride quality that rivals its gasoline-powered sibling.
The ActiveHybrid X6 has a base price of $89,725. If you can do without the hybrid powertrain, a base X6 starts at $67,125. Yep, being green costs money
2010 BMW ActiveHybrid X6
ON SALE: December
BASE PRICE: $89,725
DRIVETRAIN: 4.4-liter twin-turbocharged V8 with electric assist motors for combined
480 hp, 575 lb-ft; AWD, seven-speed automatic two-stage transmission
CURB WEIGHT: 5,401 lb
0-60 MPH: 5.4 sec
FUEL ECONOMY (EPA): 18 mpg

BMW X5 xDrive35d

I've always liked the facelift BMW gave the X5 a while back. I think it is one of the better-looking utes on the market.
Though it still drives like a big heavy truck, dynamically the BMW is head and shoulders above most any other ute on the market. The BMW's ride is smooth and more fluid. There's solidity to this truck that you just don't find with most SUVs.
The diesel, while just a little gruff, especially at idle, is mostly smooth, feels nice, offers plenty of torque and fits perfectly with this six-speed transmission. I don't remember once sniffing any diesel fumes.
However, iDrive is still annoying as hell, even in its new simpler form.
EDITORIAL ASSISTANT JONATHAN WONG: When it comes to midsize SUVs, the best-handling ones you'll find are BMW's X5 and the Infiniti FX. Every time I step out from behind the wheel of an X5, I find myself surprised that I had been driving a two-and-a-half ton vehicle. Don't get me wrong, it's no sports car, but an impressive handler in SUV terms.
Flick the nicely weighted steering wheel in either direction to have the X5 respond quickly with little roll. Overall, the body is well controlled with hardly any dive under braking and feels really planted in all situations, be it an expressway-entrance ramp or stomping down city roadways.
Speaking of the city, the stiff suspension still offers enough give to deliver a comfortable ride. This suspension setup is just another example of how BMW is so good at balancing performance and comfort.
As Raynal points out, it's well built with soft and nice-looking materials throughout the cabin, which has a good number of cubbies to hold stuff. Our test car is loaded to the brim with $20,000 worth of options, which is nice. It's just that more than $70,000, the X5 is rather difficult to comprehend at first.
However, the big news here is BMW's clean diesel turbocharged I6 under the hood, and it's a good piece. When it comes to base price, it falls nicely in between the gas I6 and the V8 model. There's a premium of $3,700 for the diesel over the gas I6 and it undercuts the V8 by a cool $5,000. Oh, and if you buy the diesel, you are eligible for up to a $1,800 tax credit under the IRS's advanced lean-burn technology motor-vehicle tax credit. Not too shabby.
With monster torque, the engine scoots the X5 up to speed with ease. According to BMW, 0 to 60 mph comes in 6.9 seconds. It remains smooth as the revs build, and you would have a tough time realizing it's a diesel if you weren't paying attention. There is a little clanking initially at idle and launch, but that's it.
Topping things off is the great range diesels allow for. A little more than a half a tank of fuel got us a little more than 300 miles with mixed driving.
The downside? Most diesel-fuel pumps I've used have been nasty.
2009 BMW X5 xDrive35d
In Fleet: April 3-17
Base Price: $52,025
As-Tested Price: $72,120
Drivetrain: 3.0-liter twin-turbocharged diesel I6; AWD, six-speed automatic
Output: 265 hp @ 4,200 rpm, 425 lb-ft @ 1,750-2,250 rpm
Curb Weight: 5,225 lb
Fuel Economy (EPA/AW): 22/21.5 mpg
Options: Sport package including 19-inch wheels with all-season tires, electronic damping control, sports leather steering wheel, comfort seats with lumbar support, shadowline trim, anthracite headliner ($3,700); premium package including automatic tailgate operation, universal garage-door opener, digital compass mirror, auto-dimming mirrors, lumbar support, BMW assist ($3,400); technology package including rear-view camera, park distance control, navigation system ($2,600); active ventilation seat package including active seat for driver, front ventilated seats ($2,100); premium sound package including premium hi-fi system, six-disc DVD changer ($1,850); rear-seat entertainment ($1,700); cold-weather package including heated steering, ski bag, heated front seats, heated rear seats, retractable headlight washers ($1,250); head-up display ($1,200); comfort access system ($1,000); satellite radio with one-year subscription ($595); iPod and USB adapter ($400); running boards ($300)