Ford Mustang 2010

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The 2010 Mustang GT is better than ever because it had to be. But competition for the V-6 Stang is also intensifying, so we set out to determine if the V-6 similarly leads the herd.

Entry-level Mustangs start at $21,845, which undercuts the V-6 rear-drive coupes from Chevrolet, Dodge, and Hyundai, as well as comparable front-drive two-doors such as the Honda Accord and Nissan Altima. But we upgraded to the V-6 Premium steed, which adds $3000 to the sticker and 17-inch wheels, leather seating and steering wheel, aluminum pedals, and upgraded audio to the options sheet. Mix in $300 for the Red Candy metallic paint and $395 for the Security package — wheel locks and an alarm — and our Mustang V-6 rang up at $25,540.

A Comfortable Cruiser and Quiet, Too
If you're not driving a Mustang GT, odds are you aren't driving a Mustang for all-out fun. Whereas last year's Bullitt suspension and tuning forms the basis for the 2010 GT, V-6 Mustangs carry on with a more relaxed setup. It's ideal for freeway slogs, where the cushy ride keeps occupants isolated from most road imperfections, although abrupt bumps punch through the soft springs and deliver a solid jolt to the structure. As an added bonus, the high-frequency resonance emitted by the GT's V-8 at highway speeds is absent with the V-6, making for more serene cruising.

Although 210 hp isn't much, neither is the V-6 Mustang's 3421-pound curb weight. Acceleration is decent, at 6.6 seconds to 60 mph and the quarter-mile in 15.3 at 93 mph, but in a recent comparison test of the V-6 Hyundai Genesis and Chevrolet Camaro, both beat the Mustang through the quarter by about a second. And the Genesis's base turbocharged inline-four matches the horsepower number of the Mustang's six.

Around town, the Mustang's tall gearing minimizes shifting, which is good because the five-speed manual is as satisfying as a lukewarm pile of Kraft Easy Mac. If you're buying a V-6 Mustang, get the auto. At even 30 mph, anything higher than third lugs the engine. We'd guess the reason is fuel economy — the EPA rates it at 18 city/26 highway, and our observed 19 mpg matches our comparo Camaro and trails the Genesis by 1 mpg.

No Steeplechaser
Venture onto your favorite back road, though, and the V-6 Mustang is as disappointing as Hootie and the Blowfish's sophomore album. It feels as though the suspension bushings are made from the stuff inside Stretch Armstrong, and a heavy foot on the brake pedal induces extreme dive, which might be useful in the winter if drivers hope to employ their Mustang's front valance as a snow plow. Stops of 182 feet from 70 mph trail not only the Camaro and Genesis but also all four competitors in our recent mid-size hybrid-sedan comparo.

Although the steering is quick and direct, feedback through the wheel is a solid zilch. Still, even with the Deadliest Catch-grade rolling and pitching, the car is surprisingly balanced, with the slightest understeer on turn-in. The six lacks the gusto for power-on oversteer, but the throttle can dial the initial understeer into neutrality, and we herded the Ford around the skidpad for 0.85 g. That trails the stick we got out of the V-6 Camaro and Genesis by a marginal amount (0.02 g and 0.03 g, respectively), but the difference in feel is vastly more pronounced. The Mustang just doesn't raise the pulse.

That's the problem with Ford's pony car. There are a lot of reasons people buy cars, but when it comes to coupes, there are really only two — style and fun — and both are emotional. The Camaro looks worlds better in our opinion, and it and the Genesis are more fun to drive. But rumor has the 2011 Mustang getting a vastly more powerful version of one of Ford's newer V-6s, and that — mixed with a little more body control — would put the six-pot Mustang right on par with all threats, foreign and domestic.

Performance Data

C/D TEST RESULTS:
Zero to 60 mph: 6.6 sec
Zero to 100 mph: 17.7 sec
Street start, 5-60 mph: 7.3 sec
Standing ¼-mile: 15.3 sec @ 93 mph
Top speed (governor limited): 114 mph
Braking, 70-0 mph: 182 ft
Roadholding, 300-ft-dia skidpad: 0.85 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 19 mpg

2010 BMW X5 M

While a tall SUV with more power than a BMW M5 may not be the most ideal vehicle, if a company was going to create one, at least its BMW. At this week’s New York Auto Show the BMW X5 M will make its first public appearance. The superfast SUV will share the stage with its mechanically similar stalemate, the X6M.

The X5 M is powered by BMW’s twin-turbo 4.4-liter V8 engine. The new turbos combined with a revised exhaust manifold creates 555 hp in this application. THis is a 205 hp step up from the next most powerful X5, the 350 hp X5 xDrive48i. It’s mated to a six-speed M Sports Automatic transmission, and both the engine and transmission are shared with the X6 M.

As we’ve seen from the lightly covered spy shots, the X5 M gets new front bumpers with large jowls to help with air intake. The M package also includes 20-inch alloy wheels and a full body kit.

BMW 7-Series

BMW’s luxurious range-topper has been given a restrained makeover in an effort to claim the title of ‘best car in the world’.

On the road price: £56,790 - £68,795
For : Engines, driving dynamics, build quality
Against : Conservative looks, lacks comfort

Styling/ImageIt’s fair to say that the previous generation 7-series caused a certain amount of controversy when it was unveiled in 2002. With its unconventional looks, the big BMW turned off as many buyers as attracted. In an effort to attract a wider audience, the German firm has given the new car more restrained lines. Sadly, the result is almost too understated, with the rear end having more than a hint of Lexus LS. Buyers get the choice of standard and SE trim levels, while a long wheelbase model adds an extra 140mm to the car.Interior/PracticalityLike other limousine owners, it’s quite likely that 7-Series buyers will spend as much time in the rear as behind the wheel.

There’s certainly no shortage of head and legroom, even in the short wheelbase car. Build quality is excellent and the standard wood and leather trim help lift the cabin ambience. There’s plenty of standard kit, with all versions getting sat-nav, xenon headlamps and parking sensors. However, the interior lacks the truly bespoke feel of rivals such as the Mercedes S-Class.Engines/PerformanceLike all BMWs, the 7-Series benefits from excellent engines. However, the line-up is limited to three units. At the top of the range is the 404bhp twin-turbo 4.4-litre 750i petrol, which will blast from zero to 62mph in 5.2 seconds. Also available is the 326bhp 3.0-litre six-cylinder 740i. But the pick of the bunch is the 3.0-litre diesel unit fitted to the 730d. Smooth and punchy, it’ll sprint from standstill to 62mph in 7.2 seconds, but still return nearly 40mpg at the pumps.Driving experienceDespite its size, the 7-Series displays remarkable agility in corners.

All models get the hi-tech Drive Dynamic Control (VDC), which serves-up four settings. Select Sport+ - Comfort, Normal and Sport can also be selected – and the dampers are firmed-up, while the traction control becomes less intrusive. As a result the BMW challenges much smaller models for driving thrills. There’s also an option for electronically controlled four-wheel steering, which boosts manoeuvrability around town and sharpens responses at higher speeds. Sadly, even in its softest setting, the suspension fails to deliver the sort of cosseting ride you’d expect from a luxurious flagship.Ownership costsIn isolation the BMW looks pricy, but it actually undercuts its main rival, the Mercedes S-Class. However, there’s no getting away from the fact that 7-Series incurs big car running costs. While the oil-burning models will return a claimed 39.2mpg, you’ll struggle to achieve 25mpg in the petrol cars. Expect poor residual values too. Diesel versions are the best performers, with retained values of around 36 percent.Safety/EnvironmentFew cars can match the 7-Series for safety features. All versions get six airbags, ESP, adaptive xenon headlamps and brake lights that get brighter the quicker you stop. You’d struggle to call a flagship limousine eco-friendly, but the BMW is better than most. Thanks to the firm’s Efficient Dynamics technology, the diesel-engined 730d emits a remarkably low 194g/km of CO2 and is capable of nearly 40mpg.