The 2010 Audi A3 TDI is only offered as a five-door model, in front-wheel-drive with a six-speed S tronic duel clutch automatic transmission. The A3 TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine uses common rail direct injection, an intercooler, and four valves per cylinder to produce 140 horsepower (HP) and 236 foot pounds of torque.

The EPA’s fuel economy estimates for the clean diesel FWD Audi A3 TDI are 30 city / 42 highway miles per gallon (MPG).

We traveled roughly eight hundred miles in our Brilliant Black A3 TDI review unit and had no problem slipping past the official mileage estimates as we scored an average of 44.9 MPG on the Interstate highway and 38.3 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from the teens through the thirties. Interstate highway testing temperatures were in the mid thirties. The test vehicle was equipped with the Sport package, which includes 18-inch aluminum wheels (base wheel size is 17-inches) and was delivered with just over 4000 miles on the odometer. (The fuel efficiency of diesel engines typically rises after a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 43.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 46 MPG

The 2010 Audi A3 TDI requires ultra low sulfur diesel (ULSD), and can tolerate a B5 (5%) biodiesel blend. Stops at the service station should be few and far between, with a 14.63 gallon fuel tank providing generous range. Unlike many larger displacement clean diesel engines, the A3 TDI does not require exhaust after-treatment (urea) fluid.

The turbocharged common rail 2.0-liter inline four and quick shifting dual-clutch automatic transmission deliver spirited performance. While not blindingly fast, the TDI’s torque makes its presence known, as it easily motivates the A3’s 3318 pounds (curb weight).

Don’t let anyone tell you that fuel-efficient cars can’t be fun to drive. Whether cruising the Interstate, tooling through town, or tackling the back roads, the A3 TDI is a pleasure to pilot. Carrying speed through the corners is a hallmark of fuel-efficient driving, and the A3 TDI handles the chore with ease.

The A3 TDI is extremely well-suited to light-footed driving. The Driver Information System includes two average fuel economy displays, along with a real-time MPG gauge. Although the real-time MPG numbers can lag a bit and will vary widely, we always recommend driving with the real-time gauge active, to develop a light-footed driving technique.

The S-Tronic dual-clutch transmission is snappy, whether in drive, sport, or manual mode. The leather-wrapped steering wheel is beefy, with paddle shifters that make for quick gear changes.

The A3 TDI’s s line interior is tastefully designed. Our test unit was fitted with the optional Titanium Sport Package, which includes 18-inch Titanium-optic wheels and high performance tires, along with sport suspension, and leather Alcantara sport front seats.

The Premium Plus package includes Xenon plus headlamps, LED running lights, steering-wheel controls, and a power driver seat with 4-way adjustable lumbar support. Hands-free Bluetooth support is provided with the package, as well … and it’s excellent, with easy pairing and automatic phonebook download.

A Bose premium sound system is included with the optional Convenience package. USB iPod support comes with the optional Navigation system and is quite good, with glovebox storage. Artists, Albums, Playlists and the like are accessible from the MMI interface.

The Cold Weather package provides heated front seats, heated windshield washer nozzles, and heated exterior mirrors. The seat heaters allow for six levels of adjustment.

The A3 TDI is fitted with a trio of power outlets, with two in the center console, and one in the cargo area. The standard dual-zone climate control system includes a dust and pollen filter.

The cabin is comfortable, but snug. Rear seat headroom is tight for taller passengers. The optional dual panel Open Sky sunroof provides a nice wide view for occupants in both rows.

The cargo area offers plenty of flexibility, with a rear seat center pass through that accommodates both skis and snowboards. There’s 19.5 cubic feet of storage with the rear seats up and 39.0 cubic feet with the 60/40 rear seats folded down.

All-in-all, the 2010 Audi A3 TDI offers a positively delightful combination of performance, fuel-efficiency, and style. While we may have qualms over the cost of the option packages, we’d love to have a clean diesel A3 TDI sitting in the garage. Bring on the Quattro!

The 2010 Cadillac SRX is available in both FWD and AWD configurations, and can be fitted with a direct-injected 3.0-liter V6 or a turbocharged 2.8-liter V6 engine. A six-speed automatic transmission is standard. The 3.0-liter engine produces 265 horsepower (HP) and 223 foot pounds of torque, while the turbocharged V6 delivers 300 HP and 295 foot pounds of torque.

The EPA’s fuel economy estimates for the 3.0-liter equipped FWD Cadillac SRX are 18 city / 25 highway miles per gallon (MPG). The AWD 3.0-liter SRX is rated at 17 city / 23 highway, while the turbocharged AWD SRX is rated at 15 / 21.

We rolled up well over five hundred miles on the odometer of our 3.0-liter Radiant Silver SRX FWD Premium review unit and met the official mileage estimates with an average of 25.3 MPG on the Interstate highway and 19.8 MPG combined in winter temperatures.

Overall test period temperatures ranged from the twenty through forty degree range. Interstate highway testing temperatures were in the high thirties. The test vehicle was equipped with 20-inch aluminum wheels (base wheel size is 18-inches) and delivered with just over 300 miles on the odometer. (Fuel efficiency may rise after the engine has run through a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 24.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 25.9 MPG

The direct-injected 3.0-liter V6 does an acceptable job off the line in FWD trim. The SRX is hefty, with a curb weight of 4224 pounds for the 3.0-liter FWD SRX and 4307 for the AWD SRX.

The 2010 SRX is to be commended for its pair of instantaneous fuel economy displays. As always, we recommend the conscientious use of an instant fuel-economy gauge to help develop a light-footed fuel-efficient driving technique.

In addition to the real-time fuel economy display, the 2010 SRX’s Driver’s Information Center displays current speed limit, navigation, tire pressure, oil life, average fuel economy, trip meter, and fuel range, among other data.

The SRX is equipped with a 21.0 gallon gas tank and is designed to run on regular unleaded fuel.

The SRX’s cabin is distinctive, comfortable, and packed with features for the driver and passengers alike. Our SRX Premium test unit was loaded up with all the goodies, starting with leather appointed seats with heated and ventilated front buckets. The 8-way power front seats provide power lumbar support and memory settings for the driver seat as well as for the outside mirrors. Passengers are treated with a heated and reclining 60/40 rear bench, three-zone heating and air-conditioning, and rear seat audio controls.

The optional rear seat entertainment system provides dual LCD screens with wireless headphones and remote control.

The SRX’s navigation system is housed in an 8-inch touch screen that rises dramatically from the dash. Backup and parking is a snap with a standard rear camera display and rear parking assist.

The ten-speaker XM Satellite-equipped Bose audio system provides auxiliary and USB inputs. A 40 GB internal hard drive provides plenty of on-board storage for digital music files. iPod support provides access to playlists from the dash and steering wheel controls. Bluetooth is standard and a year of On-Star service (with turn-by-turn navigation) is included, along with 90 days of XM Satellite radio.

The SRX is fitted with power outlets at the base of the dash, inside the center console, at the back of the console, and in the cargo area.

A power programmable liftgate is standard in the Premium model, along with remote keyless entry, adaptive remote start and adjustable pedals.

The SRX provides 61.1 cubic feet of cargo volume with the rear seats down. While our test unit was equipped with the U-Rail system, the adjustable cargo fence was not available at the time of testing.

The SRX provides innovations not found in other small crossover SUVs. The Ultra-View sunroof provides a remarkable view of the sky, while the Adaptive Forward Lighting system follows the SRX’s steering around curves.

All-in-all, the five-passenger 2010 Cadillac SRX delivers distinctive style and a solid ride, along with plenty of creature comforts, conveniences and tech goodies. We look forward to future models that deliver a significant upgrade in fuel economy.

While the Opel Antara is offered with a fuel-efficient clean diesel engine in Europe, America will likely see a hybrid variant to compete with the Lexus 450h.

The 2010 Buick LaCrosse is available in both front-wheel (FWD) and all-wheel-drive (AWD) configurations. We tested a mid-level AWD LaCrosse CXL, equipped with the 3.0-liter V6 engine. Although there are three model-specific engines, a six-speed automatic transmission is used exclusively. AWD is only available in the CXL.

The base LaCrosse CX is fitted with a 2.4-liter inline four, while the top-of-the-line CXS is equipped with a 3.6-liter V6.

The LaCrosse CXL’s 3.0-liter V6 delivers 252 horsepower (HP) and 215 foot pounds of torque in AWD trim, while the FWD model produces 255 HP and 217 foot pounds of torque.

The LaCrosse CX’s four cylinder engine produces 182 HP and 172 foot pounds of torque, and the CXS’s 3.6-liter V6 puts out 280 HP and 259 foot pounds of torque.

The EPA’s fuel economy estimates for the 3.0-liter AWD Buick LaCrosse CXL are 16 city / 25 highway miles per gallon (MPG). The FWD CXL is rated at 17 city / 26 highway.

The 2.4-liter CX is rated at 20 city / 30 highway, while the CXS’s 3.6-liter V6 is rated at 17 city / 27 highway (slightly higher than the smaller V6).

We rolled up over 500 miles on the odometer of our Red Jewel Tintcoat AWD LaCrosse CXL review unit and our results fell in line with the official mileage estimates with an average of 27.9 MPG on the Interstate highway and 20.1 MPG combined.

Overall test period temperatures ranged from thirty degrees through the sixties. Interstate highway testing temperatures were in the high thirty degree range. Climate control and seat heaters were used extensively throughout the testing period. The test vehicle was delivered with just under 3000 miles on the odometer.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 27.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 28.1 MPG

The AWD LaCrosse CXL’s 3.0-liter V6 delivers adequate performance off the line.

While the Driver’s Information Center provides two trip meters, a fuel remaining display, and an average fuel economy display, it does not provide instantaneous fuel economy data.

An informed driver can actively increase gas mileage through conscientious effort. The LaCrosse would benefit from a real time MPG display in next year’s model.

The LaCrosse is equipped with an 18.4 gallon gas tank and is designed to run on regular unleaded fuel.

Buick is targeting a host of worthy competitors with the 2010 LaCrosse, in the hope of wooing customers away from imported competition like the Acura TL and Lexus ES350, as well as the domestic Lincoln MKZ and Chrysler 300C.

Quiet and comfort take center stage. This is one plush cruiser.

The LaCrosse’s interior might just be the nicest to ever grace a Buick sedan and it’s certainly the most feature-packed.

Leather appointed seats with heated front buckets and an 8-way power driver’s seat with lumbar support are standard in the LaCrosse CXL.

Our test unit was fitted with the luxury package, which includes a leather and wood heated steering wheel and perforated leather seats with ventilation (one of our favorite features), a power rear sunshade, E-Zkey passive entry, and keyless start.

While rearward visibility can be tough on base models, those worries are vanquished when the LaCrosse is properly equipped.

The optional Audio System with Navigation includes a handy Audi-like rear camera display that activates when the transmission is shifted into reverse. Our test unit was also equipped with the Comfort & Convenience Package #2, which includes ultrasonic rear parking assist, and auto dimming mirrors, along with memory seats and mirrors.

The optional Harmon/Kardon audio system earns high marks. Gramp’s Buick never rocked like this.

The optional eleven-speaker XM Satellite-equipped 384-watt system includes both auxiliary and USB inputs. iPod support provides access to playlists from the dash and steering wheel controls. Bluetooth is standard and a year of On-Star service is included, along with 90 days of XM Satellite radio.

A 40 gigabyte hard drive (HDD) is included with the Navigation system, giving LaCrosse owners the ability to rip and store music on the fly. Localized weather reports are provided, as well.

The LaCrosse has power outlets inside the center console and at the back of the console, where you’ll also find a 110 volt outlet.

The rear seat will please passengers with plenty of rear seat leg (40.5 inches) and headroom (37.3 inches). There’s 13.3 cubic feet of cargo capacity in the CXL’s trunk.

Folding the 60/40 split rear seat forward provides additional room for hauling over-sized cargo. The center pass-through can accommodate skis, but not snowboards.

All-in-all, the slickly designed five-passenger 2010 Buick LaCrosse moves the bar for the classic brand. Shave the emblems and folks will be hard pressed to know you’re driving a Buick.

Curb Weights:
CX – 3948 pounds
CXL – 4018 pounds (FWD) / 4199 pounds (AWD)
CXS – 4065 pounds

The front-wheel-drive 2010 Mazda6 is available in two versions, i and s, with a slew of trim levels. The i models are equipped with a 2.5-liter inline four cylinder engine, while the s models are equipped with a 3.7-liter V6. Both engines are equipped with variable valve timing (VVT). The i models’ four banger produces 170 horsepower (HP) and 167 foot-pounds of torque. The s models’ V6 delivers a considerable leap in performance, with 272 HP and 269 foot pounds of torque.

The EPA’s fuel economy estimates for the V6 equipped Mazda6 s Grand Touring are 17 city / 25 highway miles per gallon (MPG). The Mazda 6 i models are rated at 20 city / 29 highway with the six-speed manual transmission and 21 / 30 with the five-speed automatic. The V6 s models are fitted exclusively with a six-speed sport automatic transmission with manual shift mode.

We logged over six hundred miles on the odometer of our top-of-the-line V6-equipped Brilliant Silver Metallic Mazda6 s Grand Touring review unit and breezed past the official mileage estimates with an average of 28.9 MPG on the Interstate highway and 23 MPG combined.

Overall test period temperatures ranged from the mid forties through the mid seventies. Interstate highway testing temperatures were in the low sixty degree range. The test vehicle was delivered with just under 2200 miles on the odometer.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 28.1 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 29.7 MPG

No question about it, the Mazda6 s Grand Touring’s styling makes a bold statement … but the willing V6, sport automatic, and four-wheel independent suspension can back it up.

Hustle this one down your favorite twisty road, and it’s bound to bring a smile to your face. Drive it conscientiously, and it’ll be kind to your wallet. Driving smart isn’t necessarily about driving slow and the Mazda6 s Grand Touring is capable of carrying its share of velocity through the corners.

The Mazda6 provides a center-mounted real-time fuel economy display. We always recommend driving with the real-time fuel-economy gauge active, to help develop a light-footed driving technique in the quest to achieve better gas mileage.

In addition to the real-time fuel economy display, the Mazda6’s center-mounted LCD screen displays average fuel economy and miles ‘til empty.

When driven conservatively, there’s plenty of range. All 2010 Mazda6 models are equipped with 18.5 gallon gas tanks, and are designed to run on regular unleaded fuel. (No need to sweat that expensive premium pump.)

The Mazda6’s is driver-focused and passenger friendly. Leather trimmed seats with heated front buckets and an 8-way power driver’s seat and adjustable lumbar support are standard in the Grand Touring models, as is dual-zone automatic climate control with a pollen filter.

While the Grand Touring model’s ten-speaker Sirius Satellite-equipped Bose audio system provides an auxiliary audio input, it does not provide USB input. There is a six CD changer. Steering wheel controls and hands-free Bluetooth are standard. The audio system has the ability to play music wirelessly via a Bluetooth-compatible music device. There are two 12-volt outlets: one at the base of the dash and one in the center console.

Our test unit was equipped with voice-activated DVD Navigation and the Technology option package, which includes advanced keyless entry, drivers seat memory, automatic Xenon HID headlamps, and a four-way power adjustable front passenger seat, among other features.

The Mazda6 provides a reasonable amount of rear seat leg and headroom. The trunk offers 16.6 cubic feet of space and the 60/40 split rear seat folds forward, providing plenty of space for hauling cargo.

All-in-all, the 2010 Mazda6 s Grand Touring delivers on the promise, with a sporting four-door that’s a joy to cruise through town or hustle through the twisties. When driven conscientiously, drivers are rewarded with inspired performance and reasonable fuel-efficiency.

The Dodge Ram 1500 charts its own course in a crowded field, as it competes against the Ford F-150, Chevy Silverado, GMC Sierra, Toyota Tundra and Nissan Titan in the full-size pickup truck market.

Under the hood, the mid-range Dodge Ram 1500 SLT is equipped with a 4.7-liter V8 engine as standard equipment. The top of the line Ram 1500 Sport is fitted with a 5.7-liter Hemi V8, while the basic Ram 1500 ST comes with a 3.7-liter V6 (4×2 only). The Hemi is optional in the SLT.

The SLT’s 4.7-liter V8 puts out 310 horsepower (HP) and 330 foot pounds of torque, while the Sport’s 5.7-liter Hemi puts out 390 HP and 407 foot pounds of torque. (The ST delivers 210 HP /235 lb./ft.) All Ram 1500s are equipped with a five-speed automatic transmission. A manual transmission is not offered.

When fitted with the 4.7-liter V8, the official mileage estimates for the 2009 Dodge Ram 1500 4X4 are 13 city / 18 highway miles per gallon (MPG).

(As one would expect, the two-wheel drive Rams score a wee bit higher, with the 1500 ST 4X2 rated at 14 city / 20 highway, and the 1500 SLT 4X2 rated at 14 city / 19 highway.)

We covered more than five hundred of miles in our Inferno Red Crystal Pearl Coat review unit. By driving conscientiously with a light foot, we were able to do a touch better than the official estimates on the open road, with an average of 20.1 MPG on the Interstate highway and 15.4 MPG combined with a light to no load. Overall test period temperatures ranged from the fifties through the seventies, with highway testing in the sixty degree range.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 19.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 20.5 MPG

The standard 4.7-liter engine provides plenty of grunt on and off road.

While the Ram beat the numbers on the highway, there’s no forgetting that this is a beefy full-size pickup. Getting the Ram off the line takes its toll on fuel-efficiency.

The 4.7-liter V8 is a Flex Fuel engine (FFV) that can use E85 ethanol, gasoline or a combination of both. We performed our tests with conventional unleaded regular gasoline. Fuel economy results while running E85 are likely to be significantly lower than with conventional gasoline.

The Ram 1500 is fitted with a 26 gallon fuel tank. A 32 gallon tank is optional.

Ride comfort sets the Ram 1500 apart from the competition.

Rather than using leaf springs, the Ram benefits from a multi-link coil suspension that delivers a smooth ride and solid handling, whether the box is empty or full.

Our Regular Cab SLT 4×4 test unit was equipped with the 6.4’ box. The Regular Cab can be fitted with an 8 foot box, as well. The Quad Cab box measures 6.4’, while the Crew Cab’s box measures 5.7’.

The Regular Cab SLT 4×4’s standard payload capacity is 1410 pounds. The standard towing capacity is 6350-6400 pounds, with a maximum towing capacity of 8850 pounds. A 3.55 axle ratio is standard issue, while a 3.92 axle ratio is optional. Four wheel disc brakes are standard.

The 24T Preferred Option package includes TRX fender flares and badging, along with the 3.92 axle, and skid plates for the front suspension and transfer case, among other goodies.

The Ram’s interior is handsomely designed, quite comfortable, and highly functional.

A center mounted display screen providing trip meters, transmission and coolant temperatures, engine hours, and average miles per gallon is standard in the SLT, Sport, and TRX. An instant fuel economy gauge is not offered. We recommend adding an aftermarket real-time MPG gauge to help achieve higher fuel efficiency.

There are two 12-volt power outlets at the base of the dash. An 115-volt power outlet is optional. The standard six-speaker audio system includes an audio input jack. One year of SIRIUS satellite radio is standard. Uconnect Bluetooth is optional. A 506-watt seven-speaker Alpine Premium sound system is available.

Audio options in the 2010 Ram are significantly upgraded, with updated Uconnect systems that include 30GB media storage, a 6.5” touch screen display, and iPod control.

There’s an abundance of in-cabin storage, with dual gloveboxes, a center seatback console, and behind the seat cubbies.

All-in-all, the Ram 1500 SLT Regular Cab 4×4 is one easy riding pickup, whether on or off the beaten path. No question about it, Dodge has upped the ante when it comes to comfort and driveability. We still hold out hope they’ll see fit to add a highly fuel-efficient clean diesel option for the 1500 in future models.

Parts Content

US/Canadian Parts Content: 53%

Country of Origin:
Engine: United States
Transmission: United States

Final Assembly Point:
Fenton, Missouri

The four-door Jeep Wrangler Unlimited Sahara 4×4 is fitted with a 3.8-liter V6 engine that can be mated to either a six-speed manual or four-speed automatic transmission. The Wrangler’s V6 produces 202 horsepower (HP) and 237 foot pounds of torque.

The EPA’s fuel economy estimates for the 2009 Jeep Wrangler Unlimited 4×4 are 15 city / 19 highway miles per gallon (MPG) with both the manual and automatic transmissions. (The 2WD Sport 4×2 and Sahara 4×2 are rated slightly higher, at 15/20)

We put more than five hundred miles on the odometer of our automatic-equipped Red Rock Crystal Pearl review unit over a range of terrain and were able to squeak past the official mileage estimates with an average of 22.1 MPG on the Interstate highway and 17.9 MPG combined.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 21.2 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 23.1 MPG

Overall test period temperatures ranged from the mid-fifties through the low eighties, with Interstate highway testing temperatures in the sixties. Highway tests were performed with the removable top on the vehicle.

The Wrangler’s 3.8-liter engine runs on regular unleaded fuel. The 22.5 gallon capacity gas tank provides a good amount of range.

There’s no mistaking the Wrangler for a speed demon, as it takes a leisurely trot up to highway speeds.

We had the opportunity to run our test unit through a variety of conditions, including miles upon miles of sand roads crisscrossing Wharton State Forest in the heart of the Jersey Pinelands. We found the Wrangler Unlimited to be most at home when off the beaten path. While the highway ride is smooth, it can be a bit bouncy in-town.

Although the Wrangler includes an average fuel economy display as standard equipment, it lacks a real-time fuel economy gauge. We used an aftermarket AutoMeter EcoMeter throughout testing in order to achieve higher fuel efficiency through light-footed driving.

The Wrangler Unlimited rides on a 116-inch wheelbase that’s stretched 20.6-inches over the standard Wrangler. This allows for a generous amount of passenger room and cargo capacity. 46.4 cubic feet of cargo space is available when the 60/40 rear seats are up and a whopping 83 cubic feet of space is available when the rear seats are down. Underfloor storage provides additional space to store items away from prying eyes.

Rear seating is designed to accommodate three, with plenty of leg and headroom.

A subwoofer-equipped 368-watt 7-speaker Infinity sound system is standard in the Wrangler Unlimited Sahara. Our test unit was fitted with the optional Uconnect Navigation and audio system, which includes a 30 gigabyte hard disk drive (HDD) for music storage.

While there are both USB and audio input jacks, USB performance is limited. The system does not work directly with iPod menus and cannot play music downloaded from the iTunes Store unless converted to MP3 format (or run through the audio input jack). Music files can be downloaded to the HDD from USB devices or ripped from audio CDs.

The look may be retro, but the modern conveniences are covered. True to Jeep tradition, the doors are removable, even though they include power windows and locks. There are two power outlets at the base of the dash. While our test unit was not equipped with it, a Bluetooth option is available. Although we’ve gotten a bit lost in the Pinelands in previous outings, off-roading with a satellite navigation system on-board is like having a little bird on your shoulder.

Make no mistake about it … this is a serious four-wheeler, not a fashion accessory. Four wheel disc brakes, a Dana 44 heavy duty rear axle, skid plates (for the transfer case and fuel tank), Command-Trac Shift-on-the-fly 4WD, and Hill Assist are standard, along with two front two hooks and one rear tow hook. The Wrangler Unlimited rides on 18 x 7.5 inch machined cast aluminum wheels shod with P225/70R18 On-/Off-Road Tires. A full size spare is standard issue.

The Wrangler Unlimited comes standard with Jeep’s Sunrider soft top. We highly recommend adding a hard top. The optional three-piece modular Freedom hard top includes a rear window wiper/defroster and is reasonably priced. One person can easily remove or install the front sections of the Freedom top.

All-in-all, the Jeep Wranger Sahara Unlimited 4×4 continues to fill a unique niche by delivering dependable off-road performance, in-cabin technology, iconic design, and open air motoring, along with plenty of cargo capacity and passenger space. If you want to get there with four doors and an open roof, the Wrangler Unlimited is the only game in or out of town.

Curb Weight: 4,269 pounds – manual, 4,294 – automatic.
Final Assembly Point: Toledo, Ohio
Country of Origin: Engine – United States, Transmission – United States
U.S/Canadian Parts Content: 57%

The five-door 2009 Hyundai Elantra Touring is fitted with a 2.0-liter DOHC engine that can be mated to either a five-speed manual or four-speed automatic transmission. The Elantra’s inline four produces 138 horsepower (HP) and 136 foot pounds of torque.

The EPA’s fuel economy estimates for the 2009 Hyundai Elantra Touring are 23 city / 31 highway miles per gallon (MPG) with the manual transmission and 23 city / 30 highway with the automatic.

We put roughly three hundred miles on the odometer of our five-speed manual Carbon Gray review unit over a long weekend and easily dispensed the official mileage estimates with an average of 35.4 MPG on the Interstate highway and 29.8 MPG combined.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 34.5 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 36.3 MPG

Overall test period temperatures ranged from the fifties through the seventies, with Interstate highway testing temperatures in the high sixties.

The Elantra Touring’s 14.0 gallon gas tank provides for a reasonable amount of highway range. The 2.0-liter engine is designed to run on regular unleaded fuel.

While the little four-banger’s numbers might not look impressive on paper, it delivers off-the-line when fitted with the five-speed manual. Performance is quite adequate in an unladen vehicle. Fill the car with friends, family, and cargo, however and the 2.0-liter will have its work cut out for it.

Those who opt for the manual transmission will not be disappointed. The Elantra Touring’s standard B&M shifter makes it a pleasure to take a quick run through the gears.

Through the twisties, the Hyundai five-door’s handling isn’t as tight as the segment-leading Mazda3 … but when it comes to hauling gear the Elantra Touring absolutely shines.

There’s a remarkable amount of cargo capacity, with 24.3 cubic feet of space available when the 60/40 rear seats are up and 65.3 cubic feet when the rear seats are down. Cubbies underneath the rear floor provide concealed space for even more stuff.

Rear seating is comfortable for four, with a center fold-down armrest and plenty of headroom.

Driver’s amenities are quite good, given the Elantra Touring’s price point, with the beefy leather-wrapped steering wheel providing integrated controls. Manual lumbar support is standard.

Our test unit was fitted with the Premium Sport package, which includes a power sunroof, heated front seats, and 17-inch alloy wheels. The optional Bluetooth hands-free phone system is housed above the windshield.

There are two power outlets at the base of the dash, and another in the cargo area.

The standard six-speaker audio system provides both auxiliary and USB input jacks. Although the standard audio system does a great job of iPod integration, volume is limited. iPod support includes access to playlists, artists and albums.

The steering wheel controls allow you to switch between songs, auxiliary input devices, CDs, radio and satellite radio without lifting your hands from the wheel, so your eyes can stay on the road.

While the trip computer provides an average mile per gallon fuel economy display (along with distance to empty), the Elantra Touring lacks a real-time fuel-efficiency gauge. We always recommend the use of a real-time fuel economy display as a means to encourage light-footed driving in the effort to achieve higher gas mileage.

All-in-all, the Hyundai Elantra Touring delivers excellent value with a combination of technology, fuel efficiency, driveability, and cargo capacity. Whether viewed as a competitor to the Toyota Matrix and Mazda3 or as an alternative to a small SUV, the Elantra Touring provides plenty of bang for the buck.

The 2010 Mustang V6 is fitted with a 4.0-liter SOHC engine that can be mated to either a five-speed manual or automatic transmission. The Mustang’s V6 produces 210 horsepower (HP) and 240 foot pounds of torque. Although the Mustang V6 gives up a bunch of HP to both the Camaro and Challenger V6s, Ford’s pony car is significantly lighter than the competition.

The EPA’s fuel economy estimates for the 2010 Ford Mustang V6 are 18 city / 26 highway miles per gallon (MPG) with the manual transmission and 16 city / 24 highway with the automatic.

When driven conscientiously, the V6 Mustang can easily exceed its fuel economy ratings. We put over six hundred and fifty hundred miles on the odometer of our automatic-equipped Sterling Gray review unit and slipped past the official mileage estimates with an average of 27.9 MPG on the Interstate highway and 21.3 MPG combined.

Overall test period temperatures ranged from the fifties through the seventies, with Interstate highway testing temperatures in the sixty degree range.

The 2010 Mustang V6 rolls in at approximately 4,300 3,400 pounds with the manual transmission (tack on another fifty pounds or so for the automatic). The Camaro is more than 400 300 pounds heavier, while the Challenger weighs in at the heaviest of the bunch at over 3800 pounds. While the Mustang’s 4.0-liter V6 delivers adequate punch on the roll, off the line performance falls behind the Camaro’s 300 HP direct-injected V6.

In the battle between Chevy, Dodge, and Ford, the Mustang V6’s weight advantage allows its less powerful engine to deliver middle-of-the-pack acceleration.

Fuel economy displays include both average mile per gallon and real-time fuel-efficiency. We always recommend light-footed driving and the use of a real-time fuel economy display as a means to improve gas mileage.

The Mustang’s 16.0 gallon gas tank provides a good amount of highway range. The 4.0-liter engine is designed to run on regular unleaded fuel. The Easy Fuel capless fuel-filler system ensures that you’ll never leave a gas cap behind at the service station.

Top up or down, this one’s a joy to drive.

Out in the twisties, the V6 Mustang out-handles the competition. Never mind that it’s still sporting a coil spring 3-link solid-axle rear suspension setup. A 33.4 foot curb-to-curb turning circle bests the competition. Four-wheel anti-lock power disc brakes are standard.

Our V6 Convertible Premium review unit was equipped with the V6 Pony Package, fog lights, fender badges, pony tape stripe, rear decklid spoiler, and 18-inch polished aluminum wheels. Sequential LED tail lamps are standard.

The 2010 Mustang’s interior sets a high mark, with excellent fit and finish. Our Mustang featured leather-trimmed upholstery, with the Comfort package adding heated driver and passenger seats and six-way power adjustment. Power lumbar support hits the spot.

This little pony delivers the tunes, with an eight-speaker, 500-watt Shaker Audio System, voice-activated Microsoft SYNC, SIRUS satellite radio, and steering wheel controls. SYNC’s USB iPod support and Bluetooth cellphone support earn high marks. There are two power outlets, one on the dash and one in the console. A standard audio input jack is also provided.

Convertible top operation was smooth and easy, although not exceptionally speedy. The Mustang was relatively quiet with the convertible top up. SYNC voice-operation was challenged with the top down, but functional. Although rearward visible isn’t too bad for a convertible (with the top up), a rear view camera is available.

The 2010 Mustang has two gotchas.

Rear seating is rather tight, especially with the top up. Needless to say, it’s much easier to climb into the back seats with the convertible top down.

The Mustang’s trunk is relatively small. The Mustang coupe’s cargo area is rated at 13.4 cubic feet (larger than the Camaro, but significantly smaller than the Challenger), while the Mustang convertible’s cargo area is rated at just 9.6 cubic feet. While the rear seat folds down in the coupe (allowing for more flexible cargo arrangement), the rear seat does not fold down in the convertible.

All-in-all, the 2010 Ford Mustang V6 represents a significant step up over previous years. While a bit down on power, the Mustang V6’s solid handling, sweet interior, rocking sound system, and convertible model earn it a slot at the top of the pack. Rest assured, the ante will be upped as Ford switches over to the EcoBoost engines in upcoming models, with higher fuel economy and improved performance.

This wonderful beast delivers a unique combination of fuel efficiency, range, driveability, luxury, and towing capacity, along with some of the best in-cabin technology on the market today.

If you’ve spent much time on MPGomatic.com, watched a bunch of my review videos on YouTube, or follow me on Twitter, you might already know that I dig clean diesel technology and the potential it holds for America.

So when I was invited to take the clean diesel Q7 TDI on a road trip to see how many miles I could squeak out of the 26.4 gallon fuel tank, I jumped at the chance.

While the 2009 Q7 TDI is officially rated at 17 city / 25 highway miles per gallon (MPG), I knew it was capable of significantly better mileage when driven conscientiously.

The first leg of the effort on the Interstate proved that out, as I scored 28.3 MPG with the cruise control on (set at our standard 68 MPH) and 30.1 MPG (at speeds between 60 and 72 MPH) with the cruise control off. With outside temperatures in the 80s, the air conditioning ran for the entire day. By the time the Q7 TDI rolled back into the driveway late that afternoon, I had travelled just under 200 miles on just over seven gallons of fuel.

These are impressive numbers for a seven-passenger vehicle, all the more so when you consider the amount of power and towing capacity. With the Q7 TDI, fuel economy is just the start.

When you talk about diesel engines, it’s not the horsepower (HP) that makes the difference … it’s the torque. While the common-rail injected 3.0 liter V6 is rated at 225 HP, it puts out a stunning 406 foot pounds of torque. All that torque allows for a very generous towing capacity of 6,600 pounds. Not to mention a very rewarding rush of acceleration when you step on the pedal …

The second leg of our test was largely spent on local roads, both in-town and out in the country. Once again, the Q7 TDI’s mileage results were exemplary for its size and weight, with 45 MPH back road cruising delivering mileage well into the thirties.

Our goal for the tank was 600 miles of combined driving. If we had planned out a route that consisted exclusively of backroads and Interstate driving, we could have exceeded that distance handily.

As it turned out, we fell a just a bit short of our goal. Blame it on the route and the rush that the Q7 TDI delivers when you mash the pedal. That blast of locomotive-like power is remarkably smooth and all too addictive.

Despite what the naysayers might think, the availability of diesel fuel was not a problem whatsoever around these parts, whatsoever.

When it came time to finally fill up, we rolled past a raft of stations, looking for the least expensive price per gallon. 6 of 7 stations had diesel fuel, although there was a wide variation in pricing. For the most part, the cost of diesel fuel hovered around the cost of unleaded regular gasoline.

After traveling 588.4 miles, we pulled into a Quik Check with five miles worth of fuel left in our tank.

If we had the chance for a do-over with a tightly planned route, 750 miles on one tank would be well within reason.

The 2010 Prius features an upgraded Hybrid Synergy Drive system with a DOHC 1.8 liter 16-valve VVT-i four cylinder engine and permanent magnet AC synchronous electric motor mated to an electronic continuously variable transmission (ECVT). The gasoline engine produces 98 horsepower (HP) and 105 foot pounds of torque, while the electric motor adds 80 HP and 153 foot pounds of torque. The engine in the 2010 Prius is significantly larger than the 1.5 liter engine used in earlier models.

The official gas mileage estimates for the 2010 Toyota Prius are 51 city/48 highway miles per gallon (MPG), a slight improvement over earlier models, despite the increase in displacement.

We travelled more than 750 hundred miles on our Blue Ribbon Metallic 2010 Prius and dismissed the official fuel economy estimates, landing an average of 59.2 MPG on the highway, and 55.1 MPG combined. With those numbers, the 11.9 gallon gas tank provides a generous cruising range.

Interstate Mileage Testing:

• Cruise control set to 68 MPH, A/C off, ECO mode, windows up (1-inch gap): 56.5 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, ECO mode, windows up (1-inch gap): 61.9 MPG

Overall test period temperatures ranged from the seventies to eighties, with Interstate highway testing temperatures in the seventy degree range.

Even with the added 3/10ths of a liter, the 2010 Prius covers the 0-60 sprint in the same ballpark as its predecessor.

The ride and handling, however, have improved significantly over earlier models.

The 2010 Prius comes configured with one of four trim levels for consumers (there’s a base model that’s intended specifically for fleets).

The interior of the 2010 Prius is more hospitable, as well, although its travels further into the spaceship realm of design. We appreciate the Prius IV’s leather seating surfaces, heated front seats, and power lumbar support.

Our Prius IV test unit was fitted with the Solar Roof Package, which includes a tilt/slide sunroof and interior fan to ventilate a parked car on hot sunny days with power from rooftop solar cells. The $3,600 option package also includes a voice-activated DVD touchscreen navigation system and an integrated backup camera.

The backup camera is especially welcome, as rearward visibility in the Prius is somewhat compromised by the car’s aerodynamic design.

The Prius IV features an eight-speaker JBL sound system along with hands-free Bluetooth and Bluetooth music streaming. While there is a auxiliary audio input jack in the center console as standard issue, the Prius oddly lacks provisions for USB iPod hookup is an added-cost option. Steering wheel controls are well thought out.

The rear seat of the Prius provides a respectable amount of headroom and leg room. Cargo flexibility is a highlight and the Prius can handle those Costco runs with ease. 60/40 rear seats fold flat and provide 21.6 cubic feet of cargo capacity.

Scoring higher fuel economy marks with the Prius is simply a matter of diligence. Once you learn how to drive with a light foot and max out the hybrid system’s potential, you’ll find that 60 or 70 MPG segments are easy to achieve, under the right conditions.

The transmission provides Eco, Power, and EV modes. (We performed the majority of our testing in Eco mode.) EV mode is appropriate only for short-term low speed crawling, in the absence of significant grades.

All 2010 Prius are fitted with P195/65R15 tires, with the exception of the Prius V, which is fitted with larger P215/45R17 tires. Integrated regenerative braking and anti-lock brakes are standard, with power-assisted ventilated discs in the front and solid discs in the rear. We found the regenerative brakes to operate smoothly.

All-in-all, the third-generation 2010 Toyota Prius delivers a significant step up from the previous edition, with a more comfortable interior, a smoother ride, and higher fuel efficiency. Although the car’s design might be polarizing, there’s no denying the technical achievement. When driven properly and under the right conditions, conscientious Prius drivers can achieve positively remarkable mileage results.