Hot or Not? 2010 Chevy Camaro RS with Factory Accessories

Let's pull back the curtain a little bit, shall we? Sometimes, when we're picking up or dropping off a vehicle to review, we see other vehicles that are in the press fleet. This was the case one afternoon when, during the course of a vehicle swap, we noticed something of interest waiting to be driven off by some other keyboard jockey: a 2010 Camaro 2LT RS, only unlike the one we reviewed this spring, this sixxer RS was additionally kitted with the OEM accessory ground effects package and 21-inch two-tone wheels.

Frankly, we were taken aback by the whole thing at first, and thought it looked a little ridiculous. The dubs+1 hoops seem overly big, the body kit isn't painted body color, and the new rear bumper cover with its squared off, integrated exhaust outlets is a little excessive. Naturally, we called General Motors and asked if we could take it home for a bit, if only to see if our initial reaction would soften.

After perusing the high-res image gallery below, you can also vote if the 2010 Chevy Camaro RS with factory accessories is hot or not.As you might expect, people were drawn to the accessorized Camaro like retirees to an early-bird special. A lot of that is due to the fact that Chevy's revived ponycar is still very new and there may not be all that many of them around depending on where you live. Still, during our 50-minute-long photo shoot, we were interrupted three separate times by drivers who detoured through the parking lot to get a closer look. One practically leaped out of a sweet Buick Regal T-Type Limited, which you'll see in the gallery.

While he slowly walked around the Camaro, we asked about the Buick , which he explained was the daily-driver "beater" he bought to keep milles off his Grand National. He was impressed by the Camaro, as were the other two people who stopped to check it out in person. The general consensus was that the Camaro's basic overall style kicked ass, and that the big wheels and body kit only made it better, in their opinion. The gaggle of neighborhood kids that kept us company the whole time was also transfixed by the car, hanging behind us on their bikes and skateboards and excitedly peppering us with questions the whole time.

From there, it was a quick stop at Starbucks, where we can reliably expect an opinionated crowd to weigh in on whatever we park in front. Sure enough, the Camaro drew onlookers immediately. Aside from one guy who said he'd rather get a used M3 for the money it costs, the Camaro was feeling the love. Again, the wheels and kit passed public muster. Frankly, they had grown on us, too. One of the guys there pulled out his mobile phone and showed us photos he'd been collecting of 2010 Camaros he'd seen at local dealers. Our Red Jewel-finished tester was added to the roster taking up space on his phone's memory card. Between sips of coffee, another Starbucks customer chuckled, noting with surprise that ours was the third Camaro he'd seen that day. Another dude suggested that maybe they should make a front-wheel-drive version for people who live in winter climates. He kinda got ranked on by the other fellas.

The last public forum we decided to subject the Camaro to was the Classic Nights car club's weekly cruise. The Chevy clearly didn't meet the 1978 cutoff date, so we quietly drove it in through an alternate entrance, backed it into a spot and popped the hood so people could revel in the glory of the V6's body-colored plastic engine cover. When we got back from checking out the other cars in attendance, the Camaro had a steady stream of people stopping to give it the once-over.

Several people assumed the wheels and ground effects were part of the standard package, and we politely corrected them. One gentleman looking over the car with a particularly keen interest happened to have ordered an SS. He wasn't really into the wheels or the kit, but he did note the car's accessory engine cover. "I ordered my car with the orange interior," he told us. "Now let's see if the dummies (a.k.a. his Chevy dealership) get this part right," he added, pointing to our car's engine cover. "They say optional 'body-color engine cover,' but I didn't want that. I wanted it orange, you see, to match the rest of the interior. They make an orange Camaro, so I know they should be able do this. We'll see if they screw it up." He sounded less than confident a happy initial outcome was in the cards.

And the rest of the folks gathered 'round? They liked what they saw. If they didn't, they weren't letting on. Some people didn't say anything and would just smile and nod. Or make that "Oh!" face when they realized they had the new Camaro in front of them. Not surprising, really – at a cruise night, the Camaro is definitely going to sport a home-field advantage in terms of fans. But even in these friendly surroundings, there was one thing that gave people pause about the ride. Those who were gaga for the wheels and body kit eventually got around to asking what they cost. So we'd tell them. It always made us cringe to do so.

Our Camaro 2LT carried a standard price of $26,580. The RS package added $1,450. The six-speed automatic tacked on another $1,185. Sunroof? $900 bucks. The Red Jewel paint was $295 and the matching engine cover (dealer installed) was another $285 on top of that. The compact spare tire was $150. And then it gets ugly.

The ground effects kit (dealer installed) will set you back $2,265. Finally, the dealer-installed 21x8.5-inch wheels shod with 245/40ZR21 rubber may make the Camaro look like a life-sized Hot Wheels car, but they cost a tear-inducing $4,680. When told of that particular figure, several cruise night attendees immediately concluded that General Motors was insane. Once you add in the $750 destination charge, the ride you see here stickers out to – drumroll please – $38,540. For giggles, we built ourselves a proper Camaro 2SS RS with the same paint color, a sunroof and the accessory engine cover – minus the 21s and the ground effects it. It came out to $36,935. No contest: that's what we'd buy.

Spy Shots: Next-gen Porsche 911 Sporting Double-bubble Roof

With every iteration of the 911, Porsche makes incremental improvements to its iconic sports car and naturally, the next generation will be no exception.

This latest Posche 911 prototype was caught at the Nurburgring sporting 997 sheetmetal, but it's what's on top and out back that deserves note. A double-bubble roof panel has been fitted, while underneath the rear camouflage is a sizeable wing and additional ducting. Look closely and you'll see a small sill at the base of the rear windscreen that's assumed to be feeding the rear-mounted flat-six – likely necessary keep the boxer cool while Porsche engineers figure out how the new contoured roof affects aerodynamics. If previous reports are to be believed, we can expect the next 911 to debut sometime in 2010, but we wouldn't rule out an appearance at the Frankfurt Motor Show this September.

Review: 2009 Smart ForTwo Cabriolet undone by Tricky Transmission

The Smart ForTwo isn't for shy people. Even though Smart USA has sold about 30,000 of these tiny two-seaters in the U.S., the little rollerskate attracts a lot of attention. On the road or in America's parking lots, the ForTwo is a conversation piece, and people don't hesitate to come up and talk to you. Some will tell you about the Smart they saw in Europe. Others will ask if it has the guts to make it onto the highway. Most will assume it gets great gas mileage (it doesn't). But one thing's for certain, during our week with the ForTwo, there was a 100-percent conversation rate wherever we went. Anthropophobes, be warned.

Follow the jump to see what it's like to spend wheel time with a Smart ForTwo Cabriolet.

Among the myriad of questions we received, the most common area of concern centered around how safe it is. That's a fair question, considering the bigger-is-better message we've heard for years. But when you're in the Smart, you don't question its safety, you just drive. Granted, there's a slight feeling of vulnerability on the road – particularly when caught in the wind wake of semi trucks – but thanks to a deep dashboard and a distant leading edge to the windshield, the ForTwo feels bigger than it is, and about as solid as anything else on the road the majority of the time. It's only when you stop and think about the tiny narrow box you're cruising in that things get worrisome.

Still, the ForTwo has a full compliment of airbags and other active and passive safety features, and the National Highway Traffic Safety Administration gave the ForTwo a four-star crash rating for the driver (three stars for the passenger), so it's hardly a death trap. Instead, it's a fun but flawed little ride, at home neither in the city nor on the highway.It's easy (and maybe justifiable) to criticize the ForTwo. "It's only half a car," one friend joked, and the love-it-or-hate-it styling and size is the most obvious hurdle to ownership. But after driving the Smart ForTwo Passion cabrio in a variety of environments, the fog of novelty wears off and the truth is revealed: there's no ideal environment for this ultracompact runabout.

If you're a commuter in an urban area and only plan to use the ForTwo as a means to get to and from work, you could make a case for the Smart. And yes, the ForTwo could serve as a road trip machine – in a pinch. And yes, its eight cubic feet. of cargo space (12 if you fill it to the roof) is enough for a light grocery run – just don't put your ice cream at the bottom of the bags, because the ForTwo's adequate 70-hp, 1.0-liter three-cylinder sits between the rear wheels and quickly heats up the rear cargo area for insta-milkshakes. But as an everyday vehicle, the Smart ForTwo fails to stack up. And it begins with the transmission.

Although the ForTwo's automated manual gearbox has been "improved" from the 2008 model, it's still an unforgivable mess. There are two shifting options: a full automatic mode and a manual option that allows the driver to use either the steering wheel-mounted paddles or the floor-mounted shifter to change gears sans clutch. In automatic mode, the changes are inexcusably jerky, especially between first and second. Using the paddles allows for a slightly smoother shift when deftly manipulating the throttle, but manual shifting doesn't feel particularly useful, as it only allows you to choose when the hiccups happen and does little to alleviate the (neck) pain.

As you'd expect, this puts a serious chink in the ForTwo's urban armor. While its size is great for parking and the little car zips in and out of traffic with ease, in city driving, where the transmission is most active, the constant shifting makes low- to mid-speed maneuvers a torturous affair. While it might be possible to learn to live with the lurches, our week with the ForTwo wasn't enough – and we doubt any amount of time could dull the discomfort.

After answering the most common queries (What is it? Who makes it? Is it electric?), the next inevitable and justifiable question is about fuel economy. Again, the ForTwo has a surprisingly hard time justifying itself here. We averaged 35.7 mpg during our week with the car, just under the EPA's official 36 mpg combined rating. Initially, we left shifting duties to the ForTwo's computer-controlled tranny, resulting in a 32.7 mpg average. When we decided to stick the Smart Cab into the manual mode and use the paddle shifters, we managed 38.8 mpg. Maybe they're not so useless after all?

From the driver's seat, the ForTwo does its best imitation of a sleek, modern desk in some hipper-than-thou graphic designer's office. The top of the dash is expansive, and the designers completely nailed a chic, Euro-feel with the colors and layout. Virtually unchanged since the 2008 model, the gauges are stylish yet easy to read. The mid-mounted tachometer is a necessity in manual mode, since it's difficult to hear the engine crying for a change if the radio is on. The tachometer works better than the built-in indicator that flashes an "up" or "down" arrow below the speedometer when it's time to shift, as the LCD indicator is the same color and shape as the gear display and blends in. A separate colored icon, similar to what's found in modern VWs, would have been a better choice.

Other usability issues? While the visors provide an acceptable amount of shading through the windshield, they're practically useless when the glare comes in at anything beyond 11 and one o'clock. Rear visibility provided by the inside mirror isn't great, but works – except when the top is down. Two buttons by the shifter allow you to automatically fit or retract the Passion Cabriolet's top at any speed, eliminating any feeling of separation between the occupant and the environment. But when your enjoying the open-air experience, it's best to perform multiple checks when backing up or doing a lane change, as visibility becomes a finite resource. Thankfully, the ForTwo's squat footprint allows you to slide into spaces with a minimum of butt-puckering.

It's also easy to enjoy the Passion's standard audio system, which comes with a six-disc changer and an auxiliary jack in hidden in the glove box. The location of the input jack is great when you're on the road, as the iPod remains safely tucked away, but it's not so hot when stopping and starting. More than once, we left the player running because we forgot it was in the lockable glove box.

The sticker of our tester came in at $16,990, but the line ranges from $11,990 for the Pure Coupe to $20,990 for the BRABUS Cabriolet. Low sales in 2009 have prompted Smart USA to offer its first ever incentive for buyers, but even with a lower sticker, the ForTwo is difficult for us to recommend. Although some of its drawbacks disappear when you're enjoying the "ForTwo Experience", its abysmal transmission, general lack of utility and fuel economy that comes off as unimpressive for its size doesn't make a compelling case for the ForTwo. That is, unless you're a casual city driver who values fashion over function, or someone who really likes to meet new people.

2012 Mercedes-Benz ML-Class First Prototype on Spy

Here's a series of spy shots of the next-generation Mercedes ML-Class SUV.

It's hard to envision what the next gen Merc will look like when wearing that heavy, black coat, but the photographer did remark that the model looks slightly smaller than its predecessor. A sign that automakers are downsizing their shamelessly indulgent SUVs of old. Otherwise, the new design does seem to be consistent with the ML-Class and won't be providing any undue surprises. The question is whether there will still be much of a market for these premium-brand, large-sized SUVs. There are many indications that the SUV's hey-day is past.

In the engine bay, nothing new is expected, as the ML-Class was provided with the brand's most updated range of motorization options with its somewhat recent facelift. A gasoline/electric hybrid will also likely be in the works, as seen most recently in the S 400 model. A plug-in hybrid is also (as always lately) hinted at.

The next-generation Mercedes-Benz ML is expected to debut sometime in 2012.

[source:WorldCarFans]

2011 BMW X1

Recent studies suggest that American car buyers are just fine with giving up their larger vehicles for smaller ones -- so long as they don't have to give up any of their precious big-vehicle features and gadgetry. Few automakers are more acutely aware of that philosophy than BMW. Sure, BMW still produces large luxury cars as a sizeable percentage of its business, but Mini -- its runaway-hit of a sub-brand -- has captured a vast share of the subcompact market. More recently, the Bavarian automaker brought its entry-level 1 Series to the U.S. market, slotting the two-door coupe just below its ever-growing, bread-and-butter 3 Series. It's also the much-lauded 1 Series that provides the underpinnings for the newest -- and smallest -- member of BMW's Sports Activity Vehicle lineup -- the all-new 2011 BMW X1, which is on its way to the U.S.

 

First shown in concept form at the 2008 Paris Motor Show, the primary BMW X1 package remains remarkably similar in production trim. Based strongly on BMW's current X Series styling, all the trademark visuals of the X1's big brothers are present and accounted for. Jutting, blunt-nosed front end? Check. Prominent arching side character line? Check. Signature "Hoffmeister Kink" at the D-pillar? Check. Double kidney-shaped grille? Double check.

At roughly 14.5 feet long, 5.8 feet wide, and 5 feet tall, the X1 measures several inches shorter, skinnier, and narrower than the X3 -- the smallest SAV the automaker currently produces. In fact, the X1 is just over 1 inch wider, 3 inches longer and 4 inches taller than the 128i, with a wheelbase exactly 4 inches longer than the compact sports coupe. Needless to say, this is not a large vehicle.The X1's interior layout also stays true to current BMW design theory, with well-placed controls and high-quality materials. Seats, steering wheel, gear lever, and dashboard all remain largely identical to that of most of BMW's products -- certainly any 1 Series, or 3 Series driver would be instantly familiar. Of course, small exterior dimensions translate to less interior space and subsequently, less cargo volume - a defining point for the segment. BMW says the X1 has 14.7 cubic-feet of usable cargo area with the adjustable rear seatbacks upright -- for comparison's sake, that's the exact same amount as the four-door Volkswagen GTI. Rear seats folded flat, that figure increases to a more useable 47.3 cubic-feet.

Still, premium compact crossover buyers are as interested in driving dynamics as how much gear they have stashed in the trunk. To that end, BMW offers the X1 in either sDrive rear- or xDrive all-wheel drive versions, with a variety of engines to choose from. In Europe, the initial powertrain range will feature just a single gasoline engine for the all-wheel drive model -- a range-topping 258-hp 3.0L straight-six. BMW claims a 6.8-sec 0 to 62 mph sprint for the gasoline-powered X1 xDrive23i, along with combined fuel economy of 25 mpg.

The rest of the lineup -- including all rear-drive European X1 models -- takes a page out of BMW's EfficientDynamics playbook and will receive three versions of BMW's common-rail direct-injection 2.0L diesel mill. A six-speed manual gearbox will be the only transmission choice on rear-drive X1s, while the xDrive variants are additionally offered with six-speed Steptronic automatics in all but the base version. Other EfficientDynamics technologies include brake energy regeneration, auto start/stop, and a shift indicator programmed for the most fuel-efficient shift points. BMW claims a combined 45 mpg (in U.S. measurements) for its entry-level diesel-powered X1, the rear-wheel-drive, 143-hp X1 sDrive18d. The top-line, all-wheel-drive, twin-turbo diesel X1 xDrive23d achieves 37 mpg combined, while producing 204 hp and 295 lb-ft of torque. Both rear-drive X1 diesel models and the entry-level diesel xDrive model are rated at a 4410-lb towing capacity.

BMW's xDrive all-wheel-drive setup is based on that used in the automaker's larger SAVs (and more recently, the flagship 7 Series sedan) and is directly integrated with the vehicle's Dynamic Stability Control to improve both traction and handling characteristics. While xDrive is a permanent system, the amount of torque transferred from front to rear wheels is variable, for changing driving conditions. A chief aspect of the system is its ability to reduce understeer by shifting more power to the rear wheels on winding roads, creating a more nimble, enthusiast-oriented driving experience than is typical of the segment.

As with most of BMW's lineup, the optional equipment list is quite extensive. Bi-Xenon headlamps are available, as is a panoramic sunroof, leather sports seats, a storage package, tow hitch, roof rails, automatic climate control, a Pro Logic 7 Hi-Fi stereo, BMW iDrive/navigation, Bluetooth connectivity, and a rear-view backup camera.

BMW will bring its X1 to European showrooms this fall, while U.S. buyers will have to wait until early 2011 to park one in their garage. BMW has not finalized engine choices for the U.S. market, but it's a good bet that the six-cylinder xDrive23i will be on the list, and a diesel-powered option is a possibility.

[source:MotorTrend]

Review: 2009 Audi A6 3.0T Suits High-speed

In 1982, Audi introduced its redesigned 5000 to the world and unwittingly influenced the shape of sedans to come. The 5000's smooth flanks, disk wheels and flush-mounted side glass were replicated by a generation of cars over the next two-and-a-half decades, and when its successor debuted in 1994, the A6 grew some curves while retaining Audi's patented blend of staid Germanic modernity.

The 2009 Audi A6 isn't nearly as revolutionary. It sits atop the same C6 platform we've known since 2005, and last year, the automaker gave its upper mid-sizer a mild makeover consisting of new front and rear fascias, light clusters and a few interior tweaks. Maybe that's why Audi thought it need to commission actor Jason Statham to star in a multi-million dollar Super Bowl advert to boost the A6's image. Well, that and to highlight the automaker's all-new supercharged 3.0-liter TFSI V6 – the same engine due to be fitted to several new Audis, including the 2010 Audi S4. How does the restyled A6 fair during a week of testing? And more importantly, is this new blown V6 a suitable replacement for Audi's 4.2-liter V8? Find out after the jump.

The basic profile of the A6 dates back a decade, with its curving greenhouse drawing heavily on the original TT coupe. The current generation stretches the glass longitudinally and, like other contemporary Audis, the A6 has a tornado line (designer speak) just below the sheetmetal's shoulders to connect the outermost corners of the front and rear light assemblies.

Those light clusters were the main focus of last year's refresh, although their shape remains rectangular, lacking some of the sculptural elements found in the new A4, A5 and Q5. Other modern Audi design cues have been adopted on the refreshed A6, including the RS4-esque intakes below the headlamps, along with taillights that extend towards the center of the trunk lid, pinching off at the license plate pocket.

Inside, our A6 tester had a two-tone, brown and black leather finish which drew mixed reviews from passengers. While the leather and dash materials are top-notch and soft to the touch, the color combination left some people cold. The two-tone interior does an admirable job of breaking up the vast blackness found in most modern Audis, but those who prefer a monochrome look can choose to coat the A6's interior in black, gray or beige. As for the rest of the A6 interior, it's standard Audi: no great breakthroughs, but fit, finish and materials are excellent and ergonomics are similarly good.

As with all German luxury marques, Audi has incorporated a control knob on the center console to allow users to navigate through the myriad of features and functions available through the automaker's infotainment and climate control system. Unfortunately, the updated A6 makes due with the second generation Multi Media Interface (MMI), while the new Q5 and refreshed Q7 get the third-gen system. For its part, the second iteration of MMI is still heads-and-shoulders better than most incarnations of BMW's iDrive, but it still has some annoying quirks.

The system's most notable niggle is how you spin the knob to scroll through the menus. Contrary to the majority of wart-operated devices, the Audi system places the scroll bar to the left of the menu list, and while it may seem intuitive to turn the MMI knob clockwise to scroll down, instead, it takes you up. We'll admit it's a minor annoyance that fades away after a few days, but for a system this complex it's yet another learning curve we could do without. In fact, given the flexibility and configurability of other aspects of MMI, we'd like to see a user setting where we could flip-flop the scrolling, much as many video games will allow the user to invert the axises on their controllers.

Across The Pond, the A6 and its ilk are considered "executive" vehicles, often used to ferry management-types to the board room and golf course. As a result, the A6 has an expansive 15.9 cu-ft trunk and a commodious back seat able to coddle two passengers in comfort. While Audi cites the A6's capacity at five, the sedan's rear confines are contoured to maximize the comfort of two passengers, so if your shuttling more than four people around for more than a short jaunt, it's best to take two cars.

For 2009, the existing normally aspirated 3.2-liter V6 and 4.2-liter V8 engines carry over and are joined by the new supercharged 3.0-liter V6. Until now, Audi has used the TFSI designation for turbocharged and direct injected gasoline engines. For marketing reasons, officials chose not to change that appellation for this all-new supercharged mill – presumably the Four Ringed brand didn't want to create confusion among consumers by calling this the 3.0S, lest people confuse the model for a sportier S-Line trim. Nevertheless, a few letters don't compromise the engine's effectiveness.

Nestled between the cylinder banks is a belt-driven compressor huffing enough air through the manifold to deliver 300 peak horsepower and 310 lb-ft of torque between 2,500 and 4,850 rpm. In the A6, the engine was developed to deliver instant, seamless acceleration at freeway speeds. And it does. Flawlessly. The belt driven blower means turbo lag is nonexistent and with this much grunt available at the flick of an ankle, it could easily replace the V8 before long. Although the engine – shared by the 333 hp 2010 Audi S4 – has been slightly detuned, the 4,123-pound A6 gets to 60 mph in just under six seconds and you'll never be struggling to merge onto the highway or make a pass on a two-lane road.

Also updated for 2009 is Audi's all-wheel drive setup, and like the versions employed on the new A4 and A5, the reworked Quattro system features a 40/60 front-to-rear torque split. Approaching the limits of grip, the A6 offers a more balanced feel, eliminating much of the understeer traditionally associated with 50/50 AWD platforms. Power is transferred via a six-speed Tiptronic automatic transmission that allows the shift lever to be pushed to the right for manual gear selection. However, unlike more explicitly sporting models, the A6 3.0T doesn't offer steering wheel-mounted paddle shifters, something we expect to be rectified in the future.

The A6's clear métier is to cruise the Autobahn at elevated speeds in surefooted comfort, and while we didn't have the opportunity to play with the A6 in inclement weather, past Quattros have always done an outstanding job of maintaining a stable trajectory no matter the conditions. As A6s (and 5000s before them) have done for the past quarter-century, the slick aerodynamic shape results in admirably low levels of wind noise, making this Audi a very relaxing place to cover long distances. The suspension also does an excellent job of soaking up the expansion joints, frost heaves and potholes that typify Northern roads without ever feeling floaty or out-of-sorts.

Since Audi isn't offering its excellent 3.0-liter V6 TDI in the A6 for American consumers, the sedan's fuel economy is only so-so, although not bad for its performance level. We saw just over 21 mpg during our test and the EPA rates the A6 3.0T at 18 mpg in town and 26 mpg on the open road.

The normally aspirated front-wheel drive A6 starts at $45,100, while the 3.0T jumps to $51,600. With its navigation system, our Premium Plus model carried a sticker of $54,200 – several thousand more than its Japanese competitors, but right in line with its German counterparts from BMW and Mercedes.

Like its compatriots, the A6 is available in wagon trim (Avant in Audi/Euro parlance) and for 2009, the new supercharged V6 is the only powerplant available. To our eyes, the wagon has better proportions than the sedan and offers even more utility thanks to its cavernous rear compartment and its retention of Quattro all-wheel drive. If we were making the payments, we'd opt for the wagon, with the wonderful engine making the deal that much sweeter.

2010 Kia Forte a Compelling New Compact Sedan Option

If there's one thing we can say about Kia, it's that it keeps making progress. In the 15 years the brand has been selling cars in the United States, South Korea's second largest auto manufacturer has increased its market share every single year. The future looks bright as well, with new vehicles like the Soul receiving rave reviews and a new billion dollar production facility set to open this year. Hoping to build on that success, Kia has launched its new 2010 Forte, replacing the Spectra that failed to stand out among cars like the Honda Civic, Toyota Corolla and Mazda3. With a new name, a new face, upgraded powertrains and aspirations to exceed consumer expectations about the brand, can the Forte help Kia finally make its mark in the compact sedan segment? Read on to find out.

We have to admit we've never been overly excited about Kia or its cars. The brand's emphasis has always been on affordability, a bogey that generally doesn't speak to the enthusiast's adrenal glands. However, when the Forte sedan was launched at the Chicago Auto Show earlier this year, we took notice. The striking design is much more appealing than the comparatively staid Spectra, and the available 2.4-liter inline-four comes with an impressive 173 horsepower.

Available in three variants, the Forte ranges from the base LX (starting at $13,695), which features a 2.0-liter DOHC inline-4 putting out 156 horsepower, to the top-of-the-line SX ($17,195) that benefits from the aforementioned 2.4-liter engine. The mid-range EX ($15,795, shown above) comes standard with the Convenience Package (air-conditioning, folding rear seat, rear center arm rest and adjustable headrests), with the option of Premium (power sunroof and 16-inch wheels and tires) and Leather Packages. Kia has ensured that even the base model comes with standard items like four-wheel disc brakes incorporating anti-lock, stability and traction control systems, as well as full-length side curtain airbags. With the exception of air conditioning on the LX model, buyers won't have to worry about having to pay extra for the essentials.What first attracted us to the Forte, and what ought to initially help draw potential buyers into the showroom, is its striking design. Our hats are off to the team at Kia's recently-formed California design studios who penned the sedan, and we are happy to hear that much of model's styling DNA will be passed on to future products. The bold stance owes much to the width of the body – at 69.9 inches, the Forte is wider than the offerings from Honda, Toyota, or Mazda – as well as to the slanted belt line and swept back headlights. With the optional 17-inch wheels on the SX model, we would even dare to say the Forte looks...cool!

The interior can often be sore subject for cars built on a budget, but the Forte doesn't disappoint. While there are some hard plastics on the dash and door, most of the materials used are fairly nice to the touch and look attractive. Interior space is abundant at 96.8 cubic feet, and the trunk is simply cavernous for a compact sedan. Kia has made it a priority to provide as many interior features as possible – even in the base LX model – and every Forte gets a six-way adjustable driver's seat, tilt steering column, Bluetooth connectivity with steering wheel controls, Sirius satellite radio (with a three month subscription), and USB and auxiliary input jacks. In our time with the Forte, we didn't find much to complain about inside, but the optional leather seats that are available in the EX and SX models we sampled proved to be somewhat stiff and lacking in support. If it were our money, we would stick with the cloth buckets.

On paper, the Forte is a class-leader in the powertrain department. With 156 horsepower and 144 lb-ft of torque on tap in the 2.0-liter engine, the Forte offers more standard horsepower than any of its competitors. It's also easy on the wallet, with an EPA rating of 25 mpg city and 34 mpg highway. We drove the EX model with the optional four-speed automatic (a five-speed manual comes standard), and came away pleasantly satisfied with the acceleration and smoothness of the combination. Interestingly, a so-called Fuel Economy Package ($600) is also available on the EX model that upgrades the car to a five-speed automatic transmission, Motor Drive Power Steering, a "smart" alternator, silica tires, and aero enhancements. Rated at 27/36 mpg, Kia says this package makes the Forte the most fuel efficient car in its class that's not a hybrid or diesel.

While the base engine was up to snuff, we came away disappointed with the 2.4-liter inline-4 found in the SX model. With 173 horsepower and 168 lb-ft torque, the Forte SX looked like it would be able to outpace a Mazda3. Unfortunately, those numbers didn't translate to the real world. The 2.4-liter powerplant was sluggish to respond to throttle input, and it wheezed and gasped at anything above 3,500 rpm. Surprisingly, the six-speed manual transmission didn't earn our affection either. Shifting feel was vague at best, and we had problems with smoothly modulating the clutch due to a relatively low engagement point combined with a hesitant throttle. An aftermarket shift kit could go a long way toward alleviating our reservations here. The good news is that the Forte SX still manages to get fantastic fuel economy even with the extra engine displacement. Cars equipped with the six-speed manual are rated at 22/32 mpg, and those with five-speed automatics get 23/31.

While we wouldn't go as far as describing the Forte's handling as sporty, we found it to be more than capable of providing a smooth and comfortable ride. Kia utilizes an independent suspension up front and a stabilizer bar and torsion beam with struts and coil springs at the rear that both do their job, but nothing really more than that. The hydraulic-assisted rack and pinion steering provides a decent amount of feedback, but those looking for some more fun in the twisties might find the Mazda3 or Honda Civic a better fit.

When it comes down to it, the Forte ought to do for Kia what the brand has been doing the last 15 years: make progress. With great looks, plenty of standard features, better (but not great) powertrains, and excellent fuel mileage, the Forte is a much more compelling option in the compact sedan segment than Kia has ever had. Add to that its excellent pricing and a 10-year/100,000 mile powertrain warranty, and we have no doubt that the 2010 Kia Forte will find its fair share of customers.