Major upgrade with new engines, transmissions, suspensions.

2009 marks the first redesign of the Porsche Cayman. But wait, you say, it looks like last year's car so where's the redesign? To the naked eye it's only in the ends of the bodywork and some wheels. The primary changes are to the engines and transmissions, and upgrades to suspension and other systems, in short, to the primary ingredients that make a Porsche a Porsche.

Porsche styling rarely changes over time. The basic shapes of the 914, 924 (and 944 and 968), and 928 were always the same, as have been the Boxster and Cayman, and, of course, the 911. Adjustments are made over time for technological and performance improvements, or government mandates, hence the evolutionary appearance changes. Underneath it's a different story, however.

The 2009 Porsche Cayman gets a 265-horsepower 2.9-liter flat-six, replacing last year's 245-hp 2.7-liter engine. The 2009 Cayman S features a 3.4-liter engine, now boasting 320 horsepower and 273 pound-feet of torque, a dramatic increase over the previous 295 horsepower and 251 pound-feet of torque and just 25 horsepower shy of a 911 Carrera. Both 2009 Boxster engines are more efficient than last year, and if every Porsche car in the world was switched off no measuring equipment would detect a change in C02 levels.

Transmissions are upgraded for 2009. A six-speed manual now comes standard on both Boxster models, and Porsche's newest, most sophisticated, seven-speed double-clutch gearbox, called the PDK, replaces last year's six-speed Tiptronic automatic. For the first time, a limited-slip differential joins the performance option list.

Among colors and interior trims alone there are thousands of combinations so exclusivity is well within reach; Porsche's line of Exclusive options and paint hues to order merely expand the realm of possibilities. They also expand the budget since you can get almost anything on a Cayman but doing so can as much as double the price.

You can argue the Cayman is merely a fixed-roof Boxster but we disagree. The Cayman has its own feel and character, and resets the Boxster's benchmarks a notch higher. It can serve as a luxury grand-touring car for two with heated and ventilated leather seats, Bose sound system, and navigation system. It can serve as a sports car with superb driving dynamics, wonderful sounds, and excellent driver involvement. It can serves as an entertaining commuter car with decent mileage, a view out, dual trunks and drive-everyday-versatility. It can serve as a weekend racer with adjustable suspension, advanced drivetrains, and racing-style brakes. Its two trunks offer significantly more cargo space than the Boxster does. Plus, the Cayman is one of the best-looking sports cars on the road.

Potential Cayman shoppers may also look at the Audi TTS, BMW Z4, Lotus Exige, Nissan 370Z or GT-R, Mercedes SLK AMG and maybe the Chevrolet Corvette or Dodge Viper.

Redesigned, featuring new engines, transmissions.

The Porsche Boxster is a delightful sports car that is equally at ease being pushed to its limits or sauntering through traffic jams. The engine note is invigorating, the handling crisp, the ride elastic, the brakes sublime and the interior ideal for driving, but it is how all this works in harmony that makes the Boxster such an entertaining car.

Porsche does not make major changes very often, preferring to get the basics right from the start and continue fine tuning from there on. So the 2009 Boxster that is heavily revised is still instantly recognizable as a Boxster. Length and track have changed by fractions of an inch and the basic shape and size remain.

The major upgrade for 2009 is completely revised powertrains, with new engines giving the Boxster and Boxster S their biggest power increases yet and improved efficiency. A six-speed manual replaces a five-speed as standard on the Boxster, and both plain and S versions may be offered with a new seven-speed double-clutch gearbox (PDK) that is Porsche's most advanced transmission.

Boxster is perhaps the most practical mid-engine convertible sports car available. The cabin has plenty of room and can accommodate tall individuals, and insulation, refinement and equipment match many sedans. There are two compact trunks to carry a week's worth of groceries or luggage in soft-sided bags, and they won't get singed on a sporting road.

The Boxster is so well-rounded it could come up on many shopping lists. Convertible luxury with a driver bias might pit it against a BMW Z4, Audi TTS, or Mercedes-Benz SLK, while the performance shopper may also have a Lotus Elise or Exige, Honda S2000, or maybe even a Mazda RX8 on the list.

Virtually no one buys a Boxster for base price, and the many options can drive the price up, but we'd certainly recommend the PASM active suspension.

New engines, new PDK transmission.

The Porsche 911 combines driving excitement with everyday comfort. It's our top choice for enthusiasts who want a sports car for daily driving. The latest-generation model, designated 997, is the best ever. It was launched for the 2005 model year.

For 2009, the 911 lineup gets a significant overhaul. The Carrera and Carrera S come with new engines. Even bigger news is a new dual-clutch automated manual transmission called the PDK, or Porsche Doppel Kupplungsgetreibe. The 2009 Porsche 911 models also get larger brakes. The exterior is slightly modified with new bi-xenon headlights and LED taillights. Inside, the center console is reworked, the Porsche Communication Management screen is larger and features touchscreen capability, the navigation system comes with a 40 gigabyte hard drive, Bluetooth connectivity is offered, and ventilated seats are now available.

The 2009 Porsche 911 lineup presents a wide range of models, from the Porsche Carrera to the 911 Turbo. Coupes and cabriolets are available, along with a Targa. Most offer endless options. Just about every possible combination is available between coupe and cabriolet, 3.6-liter and 3.8-liter engines, rear-wheel drive and all-wheel drive. You name it, they've got it. Let's start at the top.

The Porsche 911 Turbo is one of the easiest supercars to live with in daily use. It's more user friendly than competitors, from the Corvette to the Ferrari F430. Getting in and out of it is relatively easy. It rides smoothly and comfortably by sports car standards. It's happy to putt around all day at a Buick pace, particularly with the new automated manual transmission. It's easy to drive, whether streaking down a highway like a bullet train, charging up a mountain road, poking along in rush-hour traffic, or working the tires and brakes on a racing circuit. It's neither fragile nor unreliable. It really is a terrific car.

The base model is the Carrera coupe, but owning one is hardly settling for second rate. It's a fantastic sports car, exceedingly enjoyable to drive, and quite comfortable. The Carrera 4 adds the traction and handling benefits of all-wheel drive and is loaded with active safety features; it's the best choice for rain and winter weather, an unbeatable foul weather car. Cabriolets put the wind in your hair and sun in your face. The Targa features a clever clear roof that slides back to provide a top-down feeling. High-performance GT3 and GT2 models are not available, at least not yet.

Distinctive looks and great value.

The Mitsubishi Galant stands out in a world full of competent four-door sedans in a couple of ways. From the outside, it has a distinctive look that won't get lost in a parking lot. And when it comes time to sign the contract and make the monthly payments, the new owner should appreciate the solid value represented by the Galant and its healthy complement of features, all at an attractive price.

The midsize Galant is offered in a range of trim levels, with a four-cylinder or a choice of two V6 engines, a long list of standard equipment and some worthwhile options. It also includes all the expected safety features today's buyers want. It delivers responsive performance, crisp handling and notable fuel efficiency, in a tidy, yet roomy package.

Last redesigned for the 2004 model year, the Galant was substantially upgraded for 2007. Changes for 2009 are, for the most part, in the areas of upgrades to features and some option packages.

For 2009, the Sport Edition and Sport V6 trim levels have 18-inch alloy wheels and appropriate suspension enhancements. Bluetooth availability has been added, and the navigation system, available on the Ralliart trim level, includes a rear-view backup camera integrated into the display. There is also the availability of remote start.

Quick, nimble and responsive.

The Lotus Elise is a mid-engine two-seat sports car known for sharp handling, excellent braking and quick acceleration. It achieves this the traditional Lotus way: through lightweight construction rather than outright power. What other sports cars do with 400 horsepower the Elise does with half that.

The Elise offers one of the most exhilarating driving experiences you will find. It is also the world's most efficient production supercar. Its small yet powerful engine delivers reasonable fuel economy and commendably low CO2 emissions. Weighing less than 2000 pounds, the Elise used to be the lightest production car offered in the U.S.; now that honor goes by a small margin to the Smart car.

There have been no functional changes to the Elise for 2009. The current Elise was released in the United Kingdom for 2001 and in the United States for 2005.

Agility and speed make the Elise a compelling sports car, but its small size make it less practical than, say, a Corvette or Porsche Boxster. Prospective buyers should be mindful of the Elise's marginal utility, as many who have bought an Elise have subsequently had second thoughts. It's a marvelous car for those seeking fair-weather weekend thrill rides and occasional track time but, for the commute, use the Camry. As a no-compromise sports car, the Lotus Elise is fantastic. Considered as a cute sports car, the Elise is pricey, but viewed as a supercar, it's a bargain.

Fast sports sedans and new hardtop convertible.

Lexus IS sedans and convertibles are quick, stylish rear-wheel-drive cars that combine sharp handling with luxury performance features. Trim, sleek and relatively light, they offer paddle-shift transmissions, good brakes and, in the IS 350, 0-60 acceleration as quick as 5.6 seconds. They are designed to offer comparable style and performance features as the BMW 3 Series cars and Mercedes CLK 350, but at a lower price.

The Lexus IS models come in sedan and hardtop convertible versions and with a choice of engines ranging from sensible to sporty to raceworthy.

For 2009, a new rear suspension has been employed for all models, and the steering has been retuned for improved steering feel and control. In addition, advanced dynamic handling technology formerly only offered on the Lexus IS 350 is now standard across the line. Significant styling revisions, inside and out, keep the IS sedans in tune with the sensibilities of the more sophisticated urban buyer.

A broad range of engines, transmissions and drive systems are available in the IS line. The 306-horsepower IS 350 is the performance leader of the group, but the entry-level IS 250 offers all-wheel drive, a manual transmission, and class-leading fuel mileage. For the most involved driver, there is the captivating IS F, which boasts a top speed of 168 mph and is powered by a 416-hp 5.0-liter V8. The IS F can compete with the BMW M3.

Convertible versions, called the IS C, are in the showroom. The 2010 Lexus IS 250 C and IS 350 C are true convertibles, converting from top-down roadster to hardtop coupe with the press of a button.

The Lexus IS sedan is comfortable for two and can seat five, but it's not a family car like the Lexus ES 300. The back seat is not commodious, with rear legroom at a premium, though there is a car seat anchor for the little ones.

Styling revisions for 2009 include subtle changes to the grille and front bumper, and the rear bumper and taillight clusters. There are new interior color schemes and wheel designs, and turn signals are now integrated into the side-view mirrors.

Stylish, roomy, great warranty, good value.

The Hyundai Elantra is a compact car with handsome styling, a notable complement of safety features, commendable driving manners, a responsive and fuel-efficient powertrain, a strong warranty and above-average value for the money.

The 2009 Hyundai Elantra comes in four-door sedan and five-door hatchback versions, the latter a sporty model called the Elantra Touring.

The Elantra competes against the Honda Civic, Toyota Corolla, Nissan Sentra, Mazda3, Ford Focus, Chevy Cobalt and other compact cars. The Elantra offers lots of interior space for the class and, by several other measures, it holds its own against those cars. Hyundai claims the Elantra warranty, of five years or 60,000 miles, plus 10 years or 100,000 miles for the powertrain, is the best in its class, which gives buyers peace of mind.

Fuel economy is quite good. A 2009 Elantra sedan with the optional four-speed automatic transmission is EPA-rated at 25/33 mpg City/Highway.

Elantra's spacious cabin can seat up to five. We found the front seats very comfortable. The back seats offer ample hip room and adequate legroom, though it's more comfortable with four than it is with five people. Storage compartments galore add to its practicality and convenience.

The Elantra can cruise down the highway at 80 miles per hour all day without straining, and it's quiet at high speeds. The ride is good, although a bad freeway with relentless sharp bumps is more than the Elantra can accept without passing on some of the annoyance to those in the front seats. We found the brakes excellent and the cornering good.

For 2009, a sporty new Elantra Touring model joins the line-up. The Touring is a five-door configuration, with styling that's different than that of the sedan, and on a longer wheelbase. It's a sportier, yet more functional alternative that, by virtue of its sports suspension and more responsive steering, is fun to drive and, at the same time, delivers the versatility and utility of a five-door body style. In fact, it has more interior volume than any other five-door vehicle in its class. Elantra Touring comes standard with Electronic Stability Control, unusual for this class.

Other changes for the 2009 Elantra are minor. For 2009, the audio system has a larger display and improved XM Satellite Radio reception, and there have been enhancements to the instrument cluster design and suspension.

America's sports car.

The Chevrolet Corvette is the great American sports car. It's thrilling to drive, with breathtaking acceleration performance and exceptionally tenacious grip for hard braking and high-speed cornering.

Value isn't the first thing that comes to mind when talk turns to the Corvette but, when it comes to high performance, it might be the best bang-for-the-buck deal on the planet. For the price of a midsize luxury sedan, the Corvette delivers supercar performance. It's easy to drive on a daily basis and maintenance costs are not exotic.

We love the standard Coupe, with either the manual or Paddle Shift automatic. It quickly infuses a driver with confidence. Its brakes are fantastic. And, it's blazingly fast. The six-speed automatic transmission works great and lives up to the advanced technology in the rest of the car; it can be shifted manually with levers on the steering column.

The Convertible on the other hand is plain wonderful. Drop the top on a nice day, pop in your favorite CD, and you might have what psychologists call a peak experience, a moment where you revel in being alive. It's a fantastic feeling, and at those moments the Corvette more than justifies its price. The aural sounds of the burbling V8, the body-colored trim that surrounds the cabin, the feel of power beneath, it is automotive heaven.

The Corvette can be a reasonably comfortable daily driver in most locales, for at least three of the four seasons. The latest-generation Corvette is a sophisticated car, and its performance does not exact a painful toll on driver or passenger. And, with all that performance, it still gets an EPA-rated 26 mpg on the Highway, better than most SUVs.

The Z06 is a true supercar for a price that's merely expensive, as opposed to insanely expensive. The Z06 is powered by the 7.0-liter 505-horsepower LS7 V8, has a lightweight chassis and is fitted with upgraded brakes. If any $70,000 car can be called a bargain, this is the one, at least in terms of raw performance. The Corvette Z06 accelerates faster, grips better and stops shorter than European sports cars that cost twice as much. And we find it easier to drive than a Viper. Indeed, it takes an expensive machine, well driven, to compete with a Z06.

Moving even further upward is the ZR1, a limited-production extremely high performance iteration that boasts a 6.2-liter V8 that's supercharged and cranks out 638 horsepower and 604 pound-feet of torque. It is the most powerful, quickest, fastest, most capable and highest-performing production car ever built by General Motors, which also makes it the highest-performing Corvette ever built, and carries a hefty price tag of $103,970. According to Chevrolet, it has a top speed of 205 mph.

For 2009, changes to the Corvette line are minimal. There is a lower-priced Convertible, the 1LT, which makes it possible to have a Corvette Convertible for less money. The power convertible top is standard on the 2LT trim level and all versions above that. The Coupes have a standard power hatch pull-down. And there are some new colors inside and out and minor enhancements to trim and features. The Z06 has new 10-spoke alloy wheels and its engine has a bigger dry-sump lubrication system, with 10.5 quarts capacity instead of the former 8.0 quarts.

The car for serious outdoor adventurers.

The Volvo XC70 wagon has been a top choice among serious outdoor enthusiasts for years, and for good reason. It offers a high level of capability off road, it's superb on primitive roads, gravel and dirt roads, heavy snow. Yet it's smooth, stable, secure, fast and very comfortable for long highway slogs, regardless of the weather. It's quite practical, engineered for serious gear hauling rather than posing at the mall. And, of course, it's equipped with all the active and passive safety features that form Volvo's well-deserved reputation for safety engineering.

The 2009 Volvo XC70 lineup includes the new high-performance 2009 XC70 T6, which boosts the fun factor with 281 turbocharged horsepower and 295 pound-feet of torque from its six-cylinder engine.

The 2009 XC70 lineup includes the T6 and the standard model, which was all-new for 2008. The standard XC70 comes with a powerful inline-6 rated at 235 horsepower and 236 pound-feet of torque.

It provides good passenger-cargo flexibility and more cargo volume than some mid-sized SUVs, but its exterior dimensions are relatively compact, and it's easy to park. It's rated to tow up to 3300 pounds, enough for a small boat or camper or a couple of snowmobiles. Its maximum cargo capacity of 72.1 cubic feet is on par with some mid-size, truck-based sport-utilities.

Though it looks like a traditional wagon, the XC70 is prepared for serious travel in unpaved areas. It comes with full-time all-wheel drive, and its suspension is raised to increase both movement range and ground clearance. Dent-resistant lower body cladding and protective skid plates underneath protect it from damage. Hill Descent Control makes ascending steep, slippery trails easier and safer.

We found the handling of the XC70 on primitive logging roads to be excellent. This would be a good car to drive to the top of Alaska in the middle of the winter. We know, we've done it. More recently, we drove an XC70 over 120 miles of logging roads in the unpaved wilderness of northwestern Montana. The all-wheel drive made driving around corners easy and predictable on gravel, dirt, mud, and snow. The suspension had just the right amount of compliance to keep the tires on the trail yet gave the driver lots of control. Bumps in the middle of turns never upset the handling. The car was comfortable, weather creeping along over rugged trails or hurtling down an unpaved road at rally speeds.

Yet the XC70 is maneuverable and quite comfortable on paved roads, where most of us drive most of the time. It isn't the most exciting vehicle to drive, and it's not as sporty as the pavement-oriented Volvo V70 wagon, but it makes a good grand tourer and great daily transportation. It rides smoothly and doesn't float or lean excessively through the curves, and it should deliver better real-world gas mileage than most mid- and full-size truck-based SUVs. We think it's the most compelling car in the Volvo lineup.

Inside, the XC70 has one of Volvo's best interiors: very Scandinavian, and elegantly understated. It's easy to master its multitude of controls, and it's simpler and more efficient than many of its European luxury competitors. The XC70 seats five, and the seating arrangement is flexible. The cargo compartment has tie-downs and other useful accessories. With the rear seats folded, the XC70's flat floor and low lift-over height make loading bulky cargo easier than with many SUVs. For 2009, a Bluetooth interface comes standard.

Best all-around midsize sedan.

The Toyota Camry does just about everything very well and it's supported by Toyota's well-earned reputation for quality, reliability and resale value. It's the best-selling midsize sedan in America.

The Camry is exceptionally good in nearly every respect, bad in almost none, and it has a steady, set-and-forget quality that many drivers appreciate. This four-door sedan seats five in comfort, yet it's relatively compact and easy to park. It's smooth and quiet, but it can accelerate with vigor. Its cabin is attractive, functional and as refined as anything in its class. It's pleasant to drive in all circumstances.

The Camry benefited from a complete overhaul for 2007, starting with a new, airy interior and continuing with more powerful engines, more transmission choices and increased fuel efficiency. The Camry's aerodynamic styling shows more vitality than we've come to expect from a car many have labeled, and not necessarily in unkind fashion, as Japan's Buick. The only change of any significance for 2009 is that what was the base model, the Camry CE, is now known as just the Camry.

Models range from the well-equipped base Camry to the near-luxury Camry XLE. In between are the popular LE, a modest step up from the base and available with the V6, and the SE, decked out with suspension, tires and trim to please the sporty crowd.

The standard four-cylinder engine is not the strongest, though it's more than adequate with the manual transmission. The available V6 is one of the most powerful in the class and it's very smooth.

The Camry Hybrid features a combination electric motor/gasoline engine powertrain and a super-efficient continuously variable transmission, or CVT. The Hybrid is a good performer and one of the most fuel-efficient mid-size vehicles anywhere. It also makes a statement for environmentally conscious buyers, though it's worth noting that all Camry models offer good EPA mileage ratings and low emissions in their respective categories.

Since its debut in the United States well over two decades ago, the Camry has earned a reputation for smart design, pleasing function, great build quality and long-term durability. It's not all hype. The Toyota Camry remains the benchmark by which its competitors are judged.

Sportier than the competition.

The Nissan Altima line includes sedans and coupes and a gas/electric hybrid. Altima represents a sporty alternative to mid-size stalwarts like the Ford Fusion, Honda Accord and Toyota Camry.

Noteworthy changes for 2009 start with a substantial upgrade in standard equipment and a wider range of paint color choices. Most models add automatic door locks, and the Altima Coupe adds an 18-inch wheel option with larger tires. For 2009, the coupe has a glossy, painted grille. The Altima sedan launched as a 2007 model. The Altima Coupe and the Hybrid were introduced for the 2008 model year.

The Altima is a driver's car among work-a-day mid-size sedans and coupes. For drivers who appreciate sharp handling, the Altima excels. It connects with its driver and inspires confidence. It's steady and predictable in fairly extreme situations. Its suspension is firm compared to some competitors, but the Altima's ride isn't harsh.

The standard four-cylinder engine is one of the strongest in the class, but it still affords good fuel economy. The standard 2.5-liter four-cylinder engine is rated 175 horsepower and 180 pound-feet of torque (170 and 175, respectively, in California).

The upgrade V6, closely related to the engine in Nissan's 370Z sports car, delivers exciting performance to those who seek it. The 3.5-liter V6 is rated at 270 horsepower and 258 pound-feet of torque.

The gas-electric Altima Hybrid sedan boasts an EPA-rated 35 miles per gallon City, extending its range past 600 miles between fill-ups. The Hybrid features a less powerful version of the four-cylinder (158 hp) and Toyota's proven electric hybrid drive. Its electrically powered air conditioning works even when the engine is stopped.

Most Altima models are equipped with a continuously variable transmission, or CVT, which works like an automatic. Nissan has excelled at CVT technology. Most Altima models are available with a six-speed manual transmission.

The Altima sedan is comfortable, practical and well suited to growing families. It gives up little rear seat room to the larger Nissan Maxima, with plenty of room in the trunk for stuff. In both sedan and coupe, Altima's cargo space can be expanded into the cabin, thanks to a standard fold-down, locking rear seatback.

The two-door Altima Coupe looks a bit sportier than the sedan, perhaps a bit more stylish, but it sacrifices a substantial amount of rear seat room. We'd say it's basically a car for two passengers.

The Altima line fits a wide range of tastes and budgets. The base sedan comes with the essentials (except a radio), while the line-topping Altima 3.5 SL has features and leather-trimmed ambience that hints at luxury class. The Altima 2.5 S can be optioned with leather, navigation and just about everything offered in the V6-powered cars, with the improved fuel economy of the four-cylinder engine.

All variants offer a sporting flair that separates them from the pack, yet Nissan has done a good job in recent years of smoothing some of Altima's rougher edges. Interior finish and overall smoothness have improved considerably, and are now more competitive with the best in the class.

The Altima models get high marks for safety, earning the full five stars in government front- and side-impact crash tests. All are equipped with a full complement of airbags and standard anti-lock brakes with electronic brakeforce distribution. A rearview camera is optional. Unfortunately, electronic stability control is optional, and not even offered on gas-only four cylinder models.

We'd venture the Altima sedan stands out from the competition a bit more prominently than the coupe. Still, drivers who put an emphasis on bang for the buck will find both variants worth a look.

New compact SUV offers big safety.

The 2010 Volvo XC60 is a new crossover sport-utility that seats five passengers. The new XC60 represents a slightly smaller addition to the existing stable of XC70 and XC90 crossover SUVs. They're called crossovers because they straddle the line between car and SUV.

The XC60 looks like a small XC90 and comes in one model called the T6. The XC60 is powered by a turbocharged and intercooled 281-horsepower six cylinder through a six-speed automatic transmission called Geartronic. All-wheel drive is standard.

Ride and handling characteristics of the XC60 are characteristic of Volvo's crossover sport utilities, that is, comfortable but tending more toward utility than sport. To that end, the XC60's ground clearance tops the competition. Power is decent, and brakes are superb.

A new safety feature helps avoid or mitigate damages from low-speed rear-end in congested freeway traffic. It's a braking package programmed to stop the car independent of the driver when it senses an impending encounter with a car in front at speeds up to 18 miles per hour.

All-new version more refined, more efficient.

The all-new 2010 Toyota Prius offers no surprises, just significant improvement. It's sleeker and better looking, and more powerful while delivering an EPA-rated 51/48 mpg City/Highway, up by 3 miles per gallon.

The hybrid mechanicals are lighter by 65 pounds, while being more efficient and presumably stronger. The 1.8-liter gas engine is also new, producing more horsepower while being more efficient. Top speed has flown to 112 miles per hour from 103 mph, slam-dunk evidence that the Prius is a lot slicker package at half that speed.

Acceleration performance is adequate, 0 to 60 mph in 9.8 seconds, while the CVT, or continuously variable transmission, is smooth.

There are three driving modes: EV, ECO and Power. EV is all electric, for very short distances at speeds under 25 mph; ECO provides the best fuel mileage, without noticeably compromising performance; and Power, the default mode, is needed for brisk acceleration.

Handling is nimble enough at slow speeds, and the brakes are sensitive while being stacked with electronic capabilities for safety. There are seven airbags including one for the driver's knees. The ride can be harsh over the wrong bumps, and interior noise is surprisingly high despite increased sound insulation. Many owners might not notice, but others will, with so many Prius buyers in search of tranquility.

Standard magic includes Touch Tracer Display, projecting info before your eyes, so you can keep them on the road. Input comes from the pilot at the controls on the steering wheel, including not just audio and cruise control, but also climate control and trip computer, with telephone and other controls available.

Options include such technological tricks as a moonroof and solar-powered ventilation system; remote pre-air conditioning to cool the car down to ambient temperature before you climb in on a hot day; a warning beep when you're unsteady in your lane; radar cruise control; Intelligent Parking Assist that will parallel park the Prius with no steering or throttle input from the driver; and pre-collision emergency braking to slightly reduce the impact when you don't see an accident coming but the car's radar does.

Re-engineered premium car at compact price.

The 2010 Mazda 3 is a premium car in a compact package. The Mazda3 is available as a four-door sedan or four-door hatchback, and offers comfort and luxury features we're not used to seeing in a small car.

The Mazda3 has been reengineered for the 2010 model year. It gets new styling inside and out, a larger, more powerful engine, new transmissions, and even more luxury and technology amenities than the generous helping it offered before. It hasn't been completely redesigned, however. It keeps the same basic architecture, with some upgrades. Introduced for the 2004 model year, Mazda calls the 2010 Mazda3 an evolution, not a revolution of the previous model. Built on a Volvo platform, the previous Mazda3 was a sales and critical success for Mazda. With that in mind, Mazda hasn't radically changed anything on its sales leader. Instead, the company set out to make incremental improvements.

Inside, the Mazda3 adds Bluetooth cell phone connectivity, a Bose Centerpoint surround system, and an available Multi-Information Display that adds a second level of information. The interior is first-class interior with lots of other available amenities. Higher line models get a Multi-Information Display below the windshield that houses readouts for the vehicle information center, climate system, radio presets, and even the available navigation system. A unique cluster of buttons on the steering wheel controls these functions. The readouts are easy to see and the steering wheel controls work intuitively. It's a pretty trick setup. The other controls are mounted high on the dash's center stack, and are also easy to see and use.

The Mazda3 is practical, with useful small items storage up front, as well as plenty of room for the front passengers. The back seat will fit two adults fairly comfortably, provided the front occupants aren't too tall. In both the sedan and hatchback, the rear seats fold 60/40 to create a mostly flat load floor. Flip the back seats down in the hatchback and you'll have lots of cargo room. With its sportier character, better looks, and more useful interior space, the hatch is our choice between the two body styles.

The 2010 Mazda3 benefits from several architectural enhancements designed to make the structure stiffer. The result is a sporty car that feels firm and composed on the road, with moderate lean in turns. The steering is sharp and precise, and the brakes provide a linear pedal feel. The suspension deals well with most bumps, though large ruts can pound through with the available 17-inch wheels.

Two engines are offered. The base engine is a 148-horsepower 2.0-liter four-cylinder that provides adequate power for most needs. Fuel conscious buyers will want this engine, as it delivers EPA fuel economy as high as 25 mpg City/33 mpg Highway. Those who prefer a sportier driving experience will want the new 2.5-liter four-cylinder, which delivers 167 horsepower and is available with a smooth-shifting six-speed manual transmission or a five-speed automatic with manual shift capability.

Mazda rightly points out that in many countries a compact car is a destination rather than starting point for car owners, and that's partly due to fuel costs. The Mazda 3 is an affordable car that offers a pleasant interior environment, sporty handling, and useful space.

All-new, with more technology but less complexity.

As vehicles become more complex, driving becomes more like operating a computer. Yet the new 2010 Lexus RX 350 and RX 450h seems uncommonly easy to operate. And they are brimming with new technology. If the RX were a computer, and in more ways than ever, it is, it would have a plug-and-play operating system and an inviting, engaging user interface.

When driven back-to-back against the previous model, it's clear the new 2010 RX offers more than cosmetic improvements. Mechanical improvements for the all-new Lexus RX include an independent rear suspension, a 10-airbag safety system, a six-speed sequential transmission, and an improved all-wheel-drive system. Upgraded accommodations include better seats, integrated satellite radio, acoustic glass, automatic high beam control, and a heads-up display among other things. Many of the improvements are due to more and better computer logic for integrated control of driving systems such as the transmission, all-wheel-drive, navigation, steering and brakes.

Perhaps the key interior upgrade is the introduction of a mouse-like controller which Lexus calls Remote touch. It's used instead of a touch screen to operate climate, audio and the navigation system.

Compared to competing SUVs, such as the current Acura MDX, Mercedes ML 350 and BMW X5 3.0, the RX 350 gets better mileage and cleaner emissions ratings. The RX 450h hybrid gets better mileage yet, and is among the cleanest vehicles yet devised by man.

The RX 350 and RX 450h are offered with front-wheel drive or all-wheel drive. The all-wheel-drive system is completely new, lighter and more efficient. It works electronically without the locking center differential in previous models.

The RX 350 comes with a 3.5-liter V6 mated to a six-speed automatic multi-mode transmission. Compared to the current model, the RX 350 is a little heavier due to stouter rear suspension components, which provide upgraded crash performance.

Boxy new compact is cute, spirited, practical.

The Kia Soul is a new vehicle invented by its young designer, catering to the wants and needs of his fellow Gen Y types. It might be said that the Soul is an extension of the boxy little 2006 Scion xB, because the redesigned '07 xB drove off that track, and the Soul aims to steal that market as well as find its own.

Kia is heavily pitching personalization, offering many accessories and ways to attach your identity to your Soul. Everything from sideview mirrors in accenting colors, to seats that glow in the dark. Their goal with the Soul is to stand out in a sea of sameness.

The base model uses a 1.6-liter engine with a five-speed manual transmission for $13,300, but far more buyers will opt for the 2.0-liter with an optional four-speed automatic for $15,900, getting 27 combined miles per gallon.

We found the Soul felt nimble and light, fun to drive. The lines are smooth and stylish, for a box, and the interior is notably clean and functional. Standard equipment includes six airbags, ABS, and electronic stability control to keep you safe. There's a sport (lower case S) model, but it's mostly just trim, with slightly firmer suspension. You'll have to look to the aftermarket for a hot Soul.

The window sticker of our test model showed a new category: Environmental Performance. The Soul earned an 8 out of 10 for its Global Warming score, and 5 for its Smog score.

All-new hybrid gets good fuel economy.

Honda appears finally to have learned how to play in the hybrid game. Simply putting a hybrid powertrain in a regular car doesn't cut it. If a carmaker wants to be taken seriously, it had better deliver a hybrid that looks like what the market has said it wants a hybrid to look like. And that, apparently, given the sales numbers, is a Toyota Prius. Hence, the all-new, Honda Insight is virtually a carbon copy of that market leader.

Beyond that obvious surrender to a take-no-big-chances market, however, the 2010 Honda Insight does manage to march to a slightly different drummer. It's smaller than the Prius, for instance, which isn't necessarily a plus, as interior room suffers. But it's lighter, which is a plus, as less weight contributes to it's being a somewhat livelier driver.

Beyond this, it generally stays the course, with the common array of standard features plus an optional navigation system and Bluetooth capability. It also can be ordered with gimmicky paddle shifters that imposes an artificial construct of seven electronically created ratios on the continuously variable automatic transmission.

When the new Honda Insight is measured against the outgoing-generation 2009 Toyota Prius, it definitely hums a different tune. Put simply, the Insight's EPA-rated City/Highway 40/43 miles per gallon trails significantly the 48/45 mpg rating for the Prius. Honda appears to believe its faithful will willingly trade a few miles per gallon for a modestly quicker car.

Perhaps the most significant change Honda brings to the hybrid market is price competition. With the Insight, shoppers now have two similar cars from which to choose. The 2010 Honda Insight's $19,800 Manufacturer Suggested Retail Price just slightly undercuts the $21,000 MSRP of the all-new 2010 Toyota Prius. The first-generation 2009 Prius retailed for $23,375.

The 2010 Insight comes in one configuration: a four-door, five-passenger sedan. One powertrain is available: a combination of a 1.3-liter, 88-horsepower, inline four-cylinder gasoline engine and a 10-kilowatt, 13-hp, brushless, DC motor. Power goes only to the front wheels through a continuously variable automatic transmission (CVT). In the top two of the three models offered, steering wheel-mounted shift paddles manage a computer-generated seven-speed, simulated-manual gearbox. The base model uses a standard CVT that's efficient and highly competent.

Completely redesigned, better handling, more power.

The Ford Mustang is all-new for 2010. Everything but the roof on the 2010 Mustang is new. And it's all good, all improved over the superb 2004-2009 version of America's pony car.

We found the 2010 Mustangs quieter and more refined than the previous models. More important, the 2010 Mustang GT is an absolute blast to drive, quick off the mark with a brawny sound. The clutch pedal is light and easy to use in heavy traffic and the manual sifts smoothly. The handling is crisp, the suspension feels tight, and the brakes work better in this latest generation.

The Mustang has been in continuous production for 45 straight years, and more than 9 million Mustangs have been built and sold to date. That gives the Mustang the longest production run of any single model in Ford history.

The 2010 Ford Mustang comes in three body styles: coupe, convertible, and a glass-roof coupe. Each is available in both the traditional V-6 model and the V8-powered Mustang GT. Both engines will be available with a choice of a five-speed manual or five-speed automatic transmission.

The V-6 coupe and convertible feature an upgraded 4.0-liter V6 engine rated at 210 horsepower and 240 foot-pounds of torque. The V-6 model comes standard with 17-inch wheels and tires, with 18-inch wheels optional. A rear stabilizer bar now comes standard on the V-6 models, and the entire suspension system has been retuned for more performance feel.

The Mustang GT gets a more powerful V8 for 2010, producing 315 horsepower and 325 foot-pounds of torque from 4.6 liters.

Ford's Sync electronics, navigation with Sirius Travel Link and a rear-facing camera are among the options never before available on the Mustang.

All-new mid-size sedan offers world-class fuel mileage.

Save America; buy an American car. If you feel even the slightest inclination in that direction, your time may have come. The 2010 Ford Fusion, and in particular, the 2010 Ford Fusion Hybrid, delivers contemporary styling, a first-class driving experience, and world-class fuel mileage.

EPA ratings for the Ford Fusion Hybrid are a stupendous 41/36 mpg City/Highway. The Fusion gets eight more miles per gallon in city driving and two more on the highway than does the Toyota Camry Hybrid. In a mid-size sedan as roomy and competent as this one, that is exciting efficiency.

The best news is, you don't have to drive the Fusion Hybrid like you're in a funeral cortege to achieve 40-plus city mpg; these are real-world figures. During Los Angeles morning rush, we drove the Fusion Hybrid in heavy traffic from the Sunset Strip 10 miles west along hilly, snaking Sunset Boulevard to the beach, then south to Santa Monica Pier, all the while proceeding at a distinctly non-funereal pace. Without fuss, the Fusion delivered an impressive 41.5 mpg.

What's more, in city driving, a full tank takes the Hybrid an amazing 700 miles.

Besides the Hybrid, the 2010 Ford Fusion lineup offers a choice of three different engines: a 2.5-liter inline-4 of 175 hp, a 3.0-liter flex-fuel V6 of 240 hp, and a performance-tuned 3.5-liter V6 of 263 hp. The combined horsepower of the Hybrid's gas engine and electric motor is 191 hp, but the literally instantaneous torque of its forceful electric motor makes it feel like more.

Most of the new Fusion's dimensions are unchanged from the previous model, but mechanically and in styling, the 2010 model exhibits vastly more than a mere freshening of last year's model. The new exterior, nicely enhanced with chrome, has a muscular, crisp Euro panache that is, if anything, pleasingly Saab-like.

The various gas-engine 2010 Fusion models we drove are similarly comfortable, commodious, and in the case of the Sport model, excitingly agile. Offered in a range of trim levels, the new Fusion is a compelling mid-size car with agile handling and world-beating fuel thrift.

Redesigned for 2010.

The Chevrolet Equinox is redesigned for 2010. That makes this the second generation of this crossover SUV. Though sized more like a midsize SUV, the Equinox has pricing and features of a compact SUV, though now with some luxury and technology amenities not expected in its price class.

The redesigned Equinox is about the same size as the outgoing model. But it has different styling inside and out and two new engine choices. The base engine is an upgraded version of the 2.4-liter four-cylinder that powered the last model. Thanks to direct injection, it now has more power and gets class-leading fuel economy of 32 mpg on the highway. Lots of sound insulation makes it quieter than most four-cylinders, too.

Equinox is also offered with a 3.0-liter V6 that replaces a 3.6-liter V6. It has similar power numbers at 264 horsepower, but it feels much less powerful than the larger V6 it replaces. In fact, we don't think it feels much more powerful than the capable four-cylinder, so we think the base engine is the best choice.

The new Equinox handles better than its predecessor. It is more carlike than the pre-2010 models, with less lean in turns. It's not sporty, but it's on par with its main competitors, including the Honda CR-V and Toyota RAV4. The ride is also quite good. We found that with either the standard 17- or available 18-inch wheels, the Equinox absorbs even sharp bumps without disrupting passenger comfort.

Inside, the Equinox has an attractively designed interior. There are some nice amenities, including ice blue ambient lighting, dual-zone automatic climate control, a hard-drive audio system, a dual-screen rear DVD entertainment system, and a power rear liftgate. The interior materials look and feel like hard plastic, though.

The Equinox offers plenty of space for passengers and cargo. The front seats are comfortable and supportive, and they have 10 inches of travel, so drivers of all sizes with fit. The useful MultiFlex rear seat carries over. It offers eight inches of travel, so tall passengers can ride in back or the driver can push the rear seat forward to carry more cargo.

Its roomy cabin and reasonable pricing make the 2010 Chevrolet Equinox attractive, and buyers can get some nice amenities they wouldn't expect in this price range. While the last model's handling was too sloppy for many, that problem has been remedied, making the Equinox a player in the entry crossover SUV market.

The 2010 Chevy Equinox is offered in LS, 1LT, 2LT and LTZ trim levels, each with front-wheel drive (2WD) or all-wheel drive (AWD). All models come standard with GM's Ecotec four-cylinder engine, now with direct injection technology that improves horsepower from 164 to 182 and torque from 160 to 172 pound-feet. Fuel economy is also improved, as GM says the 2.4-liter four cylinder with achieve 22/32 mpg (city/hwy) with 2WD and 20/29 with AWD. The transmission is a six-speed automatic with an Eco feature that alters the shift points to increase fuel economy by about 1 mpg.

Also offered is a 3.0-liter V6. A derivative of GM's 3.6-liter V6, this engine delivers 264 horsepower and 222 pound-feet of torque. GM quotes fuel economy estimates of 18/25 mpg with front-wheel drive and 17/24 mpg with all-wheel drive. The V6 also comes with a six-speed automatic transmission, but it adds a manual shiftgate.

More horsepower and speed than muscle cars with 24 mpg.

The rear-wheel-drive Chevrolet Camaro looks new and it is, but it was built from existing hardware, starting with the chassis architecture of the impressive Pontiac G8. Its chief engineer, a true-blue car guy, had three instructions, to make it: 1 drop dead gorgeous; 2. high performance; and 3. affordable. The Camaro succeeds on all three counts and is a breath of fresh air for GM.

We found the handling, ride and brakes exceptional. The styling is stupendous. Inside, the the instrumentation slips back into GM's too-hard-too-break habit of trying too hard to be clever with gauges.

The Camaro LS and LT models use a potent and sweet-sounding Cadillac V6 that makes 304 horsepower, with a six-speed manual transmission standard and six-speed automatic (with semi-manual shifting) optional.

The SS has the killer V8, a 6.2-liter Corvette engine making 400 horsepower with the optional six-speed manual automatic, or 425 horsepower with the standard six-speed manual. It uses the same suspension design with firmer shocks, springs and anti-roll bars, producing the same result under more demanding circumstances: great handling, great ride.

Volvo's best wagon, ever.

The Volvo V70 is a comfortable, practical, nicely finished car, with a lot of utility, and it's pleasant to drive.

Volvo's flagship wagon was completely redesigned for 2008 to be smoother, quieter, and better than ever. Updates for 2009 are relatively minor. A Bluetooth hands-free phone interface is now standard. So are front fog lights. There are some new colors and some revisions to options and option packages.

With this latest V70, Volvo's emphasis on safety is stronger than ever. The V70 comes standard with an array of features designed to protect its occupants. Among them: advanced-technology airbags, whiplash-reducing seats, new-generation electronic stability control and the latest anti-lock brake system (ABS). Safety options include a blind spot warning system, a collision mitigation system that preps the safety gear in advance of a pending crash, and two-stage child booster seats with adaptive seatbelts.

The most refreshing news, however, is that Volvo has finally injected its big wagon with a healthy dose of Scandinavian style.

It starts inside, with what might be Volvo's best interior yet. It's quite sophisticated and we think it's fantastic. The layout of the various controls is smart and immediately accessible, and the ease with which the driver interacts with the car trumps most of the European competition. There's seating for five, with a 40/20/40 split rear seat and flat-folding front passenger seat that allows for a very flexible cargo space. With the rear seats folded flat, the 72.1 cubic feet of available cargo volume surpasses what you'll find in many SUVs.

On the outside, the V70 is not a radical design departure; Volvo loyalists wouldn't have it. Instead, it maintains its familiar box silhouette, ensuring the car remains identifiable from 200 paces. But the details have been tweaked. The face is more defined than in the previous model, marked by a larger grille and bigger headlights. In back, the rear glass slopes forward slightly, with giant brake and taillights that no one will miss.

Power comes from an inline six-cylinder engine, a change for the wagon, which has for a long time relied on five-cylinder engines. The 3.2-liter straight six turns out 235 horsepower, with 236 pound-feet of peak torque available at 3200 rpm. The automatic transmission has six forward gears, upgraded from Volvo's usual five. (But the turbocharged, all-wheel-drive models offered in previous years have gone away, at least for now.)

The six-cylinder is considerably more powerful than the previous five-cylinder. It's also much smoother and more refined. It delivers power more evenly. The automatic transmission works well, responding to orders from the gas pedal in short order, and the package delivers solid acceleration. The newest V70 is the smoothest, quietest Volvo wagon ever.

Those looking for a bit of off-road capability might opt for the rugged XC70, virtually identical to the V70 in design but featuring standard full-time all-wheel drive, increased ground clearance and brush-friendly lower body cladding and protective skid plates underneath. In the daily grind through the suburban jungle, however, the V70 is the better ride.

All told, the 2009 V70 features everything Volvo wagon fans have always loved, and more of it: more safety, more utility, more civility. It focuses more attention on delivering a luxurious and stylish package, without sacrificing its familiar, beloved character. And compared to other comparably sized European luxury wagons, the V70 is a relative bargain.

Safe, luxurious, fast, beautiful.

Big and luxurious, the Volvo S80 is Volvo's flagship sedan. It's fast, comfortable and roomy. It rides nice around town and it's powerful and tracks straight as an arrow at high speeds. It is without question a worthy competitor to comparably sized luxury sedans from Mercedes-Benz, BMW, Lexus, Acura, and Cadillac.

The S80 offers a choice of engines, headlined by a 4.4-liter, 311-horsepower V8 built by Yamaha. The V8 sounds like a Corvette engine when it first starts up then settles to a smooth idle. It's smooth and creamy when cruising and very responsive. At high speeds the S80 V8 is quiet and smooth. Its performance (0-60 in 6.0 seconds, with a top speed electronically limited to 155 mph) stretches beyond what anyone can realistically use. But where the V8 really shines is in foul weather, where buyers will appreciate its standard all-wheel drive.

Steering effort and chassis settings are adjustable, allowing the driver to set the chassis for smooth, soft sailing or taut control for more responsive handling. We found the car handles quite well for a large luxury car.

Even the base-level, six-cylinder, front-drive-only S80 3.2 can sprint to 60 mph in 7.4 seconds, and risk arrest with a top speed of 130 mph. In between is the S80 T6, with a turbocharged six, all-wheel-drive, and a somewhat longer option list compared to the base model.

Inside is a sumptuous cabin with comfortable seats, sophisticated audio, and an available navigation system. Optional adaptive cruise control allows the driver to maintain set following distances with the cars ahead: the system will accelerate or slow the car as needed.

The S80 is loaded with safety equipment, from its protective structure to its state-of-the-art active and passive safety features. We think the S80 is the best car overall ever to come out of Sweden: slick, modern, pretty but understated, quick and powerful. It's relatively sporty and there aren't any rough edges on this package anywhere.

Changes for 2009 are minimal. Some models have new wheels. There's more standard equipment at very level, including Bluetooth, and the various options and option packages have been rearranged a bit.

The 2009 Volvo S80 is a luxury sedan. Three engine/driveline combinations are available: an inline-six with front-wheel drive, a turbocharged six with all-wheel drive (AWD), and a V8 with AWD. All come with a six-speed automatic transmission and Geartronic manual override.

Compact sport sedan and wagon big on safety.

The Volvo S40 sedan and Volvo V50 wagon are relatively small cars: essentially the same size as a Honda Civic. Yet there's plenty of room for passengers and cargo inside, and the compact exterior dimensions make them easy to park. They are designed to be extremely safe, with active and passive safety features to help drivers avoid accidents, then protect them if there is a crash.

Both the sedan and wagon rank among the best looking Volvos ever, and inside they offer clean, Scandinavian elegance.

The S40 looks and feels like a sports sedan. The same applies to the V50 wagon. The V50 wagon drives just like the S40 sedan, and it's nearly identical in size, measuring less than two inches longer in overall length. In fact, the S40 sedan and V50 wagon are nearly identical in every way.

On the open road, these cars are stable and relaxed. They hold their own with the BMW 3 Series, Audi A4, and other cars in this class, even at high speeds.

The 2.4i models of the S40 and V50 feature a five-cylinder engine that produces strong torque. As a result, they deliver decent acceleration performance. They also offer a good balance between ride comfort and handling response, with a suspension that's firm but not jarring. The brakes are excellent. All come with a five-speed automatic transmission.

The turbocharged engine in the T5 models is wonderfully smooth and responsive, delivering acceleration that is both even and exhilarating. The five-speed automatic transmission works as well as any in this class, and the T5 can be equipped with all-wheel drive for an extra element of performance or all-weather security.

After subtle re-styling for 2008, the 2009 models are unchanged. There's more standard equipment for 2009. Automatic transmission is now standard on all models. The 2.4i upgrades from 16-inch to standard 17-inch wheels and now comes with the previously optional stereo, including a 6-disc in-dash CD player with MP3 capability and Sirius satellite radio. A power glass sunroof, front fog lights, power driver's seat, aluminum interior inlays, and Bluetooth wireless telephone interface are now all standard as well.

T5 models get what Volvo calls the R-Design treatment: a unique grille with matte silver outline and R-Design logo, a sport body kit with color-coordinated side skirts and spoilers, two-tone Flextech/leather seats, aluminum sport pedals, sport shift knob, R-Design inlays, blue-faced instruments, and sport steering wheel. Also added for 2009 are standard heated front seats, a memory function for the driver's seat, and an auto-dimming rearview mirror with compass. And 18-inch wheels are now optional on the S40 T5 sedan.

Additionally, Volvo's optional DVD-based navigation system gains an improved driver interface, extended points of interest, and a birdview map with detailed intersection and building footprints.

The Volvo S40 and V50 are priced right, especially compared to the entry-level cars from other European luxury brands such as Mercedes-Benz. The high-tech systems in these Volvos tend to be those that work for most buyers, rather than technology for technology's sake.

Bottom line, the S40 and V50 are excellent choices in their class, and could be a great alternative for many to more familiar entry models from Mercedes, Audi, or BMW.

The 2009 Volvo S40 sedan and V50 wagon are essentially the same car, save the obvious sedan/wagon distinctions. Both seat five passengers. Front-wheel drive is standard, but all-wheel drive is available.

A wonderful coupe, a wonderful convertible.

The Volvo C70 converts from coupe to roadster with the press of a button. Its folding steel roof deploys from the trunk and converts from open car to hard top in just 30 seconds. The top is made of steel, so when the top up is up, it's quiet and feels like a coupe, and it offers the security of a coupe. Press the button, and the joy of top-down motoring is yours.

The sporty C70 is based on the S40 sedan, but it has more luscious lines. The engine, suspension and transmission are proven Volvo components, while the rigid chassis was designed to meet Volvo's industry-leading safety standards.

We found the C70 to be an excellent highway cruiser, smooth and steady at high speeds. The C70 drives like a sports car. It has a solid feel and strikes an appropriate balance of responsive handling with a smooth, well-controlled ride quality and fade-resistant brakes. We liked it best with the six-speed manual, but the five-speed automatic is crisp and responsive.

The styling is brilliant, with elegant coupe lines, and the retractable hardtop is an engineering masterpiece. The cabin features comfortable seats, the latest in Volvo interior styling and fabrics, and a clever cubby behind the center dash. The stereo sounds superb. Everything operates as it should, and it's a beautiful piece of work.

The C70 helped launch a trend toward true hard-top convertibles when it debuted as a 2006 model, and it was an immediate sales success. Changes for 2009 are minor. There is a new rear spoiler, available as an accessory, an auto-fold function for the power retractable mirrors, a new color, a few conveniences, and the exterior rear emblem has increased spaces between the letters, to enhance its visibility.

The Volvo C70 is a unique car at its price point.