Car and Driver's 10 Best Cars
Read more 2009 10Best coverage: Car Parts for Home Décor | Winners and Losers | Contest Winners
Autumn in the Midwest means cold cider and warm doughnuts to a lot of folks, but for the C/D staff, it also means the weeklong rousing of a few quiet burgs as we descend on a rural route about 30 miles from our Ann Arbor office in search of the coming year’s 10Best cars.
This year, our home base changed—we upgraded to a location with a paved parking lot in the interest of floor-mat preservation and real bathrooms in the interest of staff sanity—but the roads traveled did not. Our traffic violations numbered zero, a nice change of pace from last year’s record total. Our judging criteria and the rules, however, remain constant.
Cars are judged on three points. The first is how well they perform their intended functions—sedans and hatchbacks should be spacious and versatile, economy cars should be frugal (but not punishing), and sports cars should be responsive and satisfying. Secondly, we consider how engaging a car is on an emotional level—do we emerge from a drive with a smile, and does it hold our gaze as we walk away? Finally, we look at how competitive a car’s pricing is for the levels of versatility, practicality, and fun it offers. We recognize value when we see it and we highlight those cars that possess it.
Eligibility for 10Best is determined based on newness and past 10Best success. All cars either new or significantly redesigned are allowed. Additionally, cars that made the list in 2008 are automatically invited back for 2009, providing they still clear our price cap—2.5 times the average new-car transaction price for all light-duty vehicles sold through August of the previous year, or $71,000 this time around.
If a car fails to make the list its first year on the market, it’s out of contention until a significant redesign renews its eligibility. Conversely, if a car consistently impresses us enough to be voted to the list year after year, it can remain on the list indefinitely, even if it receives no updates. But all eligible cars must be available for sale no later than January 2009.
Read on for 2009’s 10Best. While Car and Driver is staffed by enthusiasts, the 10Best cars are not just the ones we recommend to our hotfoot readers. These are cars we recommend to everyone.
2009 BMW 3-series / M3
Three’s still the charm.
What are the key elements of automotive perfection? From our perspective, the list of qualifications includes eager responses, supple ride quality, smooth power, supportive seats, athletic proportions with limited front overhang, attractive styling with familial features that endure through the generations, a car that is always entertaining to drive.
For us, the sum of those attributes is epitomized by the BMW 3-series. Not only is this true for 2009, the addition has been coming out the same way now for 18 years: a string of consecutive 10Best Cars appearances that’s unique in the 27-year history of these awards.
Renewed in 2006, the U.S. line of the 2009 3-series includes the broadest array of models in its history: four body styles, including folding-hardtop convertibles; four engine options, including a 3.0-liter, turbo-diesel inline-six and, a first for this family, a V-8. The latter is the 414-hp, 4.0-liter V-8 that propels the latest M3 coupe, sedan, and convertible to the threshold of supercar territory. There are even three transmissions, including BMW’s first dual-clutch automated manual gearbox.
Is this perfection? History has shown that there’s always room for improvement. But even so, in our view, no current family of cars comes closer to that elusive target.
VEHICLE TYPE: front-engine; rear- or 4-wheel-drive; 4–5-passenger; 2-door coupe, 2-door convertible, 4-door sedan, or 5-door wagon
BASE PRICE: $34,225–$68,675
ENGINES: DOHC 24-valve 3.0-liter inline-6, 230 hp, 200 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 300 hp, 300 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.0-liter diesel inline-6, 265 hp, 425 lb-ft; DOHC 32-valve 4.0-liter V-8, 414 hp, 295 lb-ft
TRANSMISSIONS: 6-speed auto with manumatic shifting, 7-speed dual-clutch automated manual, 6-speed manual
DIMENSIONS:
Wheelbase: 108.7 in Length: 178.2–181.8 in Width: 70.2–71.5 in Height: 54.1–57.0 in
Curb weight: 3350–4150 lb
FUEL ECONOMY:
EPA city/highway driving: 13–23/20–36 mpg
2009 Cadillac CTS / CTS-V
Caddy’s Double Whammy
Last year, the redesigned CTS was the second Cadillac to win a 10Best Cars award (the first was the 1992 Seville), and this year, it’s the first Caddy to become a 10Best repeater. We were impressed with its dynamics, its upscale interior, the performance of its optional 304-hp, 3.6-liter direct-injection V-6, its slightly softened but still distinctively edgy styling, its overall refinement, and the fact that it offers manual as well as automatic transmissions.
We’re still impressed. But impressed is a tame descriptor for our response to the V version of this car. Overwhelmed is more like it. Like the CTS, the CTS-V is far more refined in its second generation. But that’s not the first thing that grabs the driver’s attention, particularly if his right foot is flat to the fire wall and he’s rowing through the six forward speeds.
When that’s happening, the center of the driver’s universe becomes the super-Caddy’s 6.2-liter, supercharged V-8, which is busily churning up 556 horsepower. And if the road is challenging, the driver’s reward includes amazing agility and response.
Cadillac has created many memorable cars. This one is unforgettable.
VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $36,880–$59,995
ENGINES: DOHC 24-valve 3.6-liter V-6, 263 or 304 hp, 253 or 273 lb-ft; supercharged and intercooled pushrod 16-valve 6.2-liter V-8, 556 hp, 551 lb-ft
TRANSMISSIONS: 6-speed auto with manumatic shifting, 6-speed manual
DIMENSIONS:
Wheelbase: 113.4 in Length: 191.6 in Width: 72.5 in Height: 58.0 in
Curb weight: 3900–4300 lb
FUEL ECONOMY (mfr’s est):
EPA city/highway driving: 13–18/19–26 mpg
2009 Chevrolet Corvette
World-class plus.
The big news in the Corvette camp this year is obviously the ZR1 supercar, the 638-hp rocket that’s the capo di tutti capo of Vettes. We’re seduced by Chevy’s new missile, but we can’t include it in our 2009 awards because it has a base price that’s some 34 grand north of our maximum base price of $71,000 (2.5 times the average transaction price for all light-duty vehicles sold in 2008). That cutoff (down $1000 from 2007) also eliminates the Z06, an ’08 listee whose ’09 base price has crept over the line.
But never mind. Extensively updated last year, including a useful infusion of horsepower, the standard Corvette coupe and convertible continue to deliver a level of performance and style that’s unbeatable for the money.
Beyond its credentials as an outstanding high-performance buy, we’ve also been impressed by the ongoing improvements in Corvette assembly quality, materials, and everyday comfort.
Cadillac coined the “American Standard for the World” mantra, but in the world of sports cars, those words describe the Corvette.
VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 3-door targa or 2-door roadster
BASE PRICE: $47,895–$52,550
ENGINE TYPE: pushrod 16-valve 6.2-liter V-8
Power (SAE net): 430 or 436 bhp @ 5900 rpm
Torque (SAE net): 424 or 428 lb-ft @ 4600 rpm
TRANSMISSIONS: 6-speed auto with manumatic shifting, 6-speed manual
DIMENSIONS:
Wheelbase: 105.7 in Length: 174.6 in Width: 72.6 in Height: 49.0 in
Curb weight: 3200–3350 lb
FUEL ECONOMY:
EPA city/highway driving: 15–16/25–26 mpg
2009 Honda Accord
Perennial mid-price paragon.
“A remarkable automobile from a remarkable automobile . . . company.”
That summary is from our January 1983 issue, when the Accord won a spot on our first 10Best Cars list. And it’s clear, 27 years later, that the praise still applies.
It’s equally clear that the Accord has evolved steadily to maintain its position as a mainstream pacesetter. From the compact sedan that won inaugural 10Best honors, the Accord has gone through seven generations en route to today’s coupe and sedan lineup, cars that are much bigger, much more refined, and much more powerful than their honorable ancestor. Indeed, in its makeover for the 2008 model year, the Accord sedan expanded to large-car status according to the EPA definition, which is based on a car’s interior volume.
Bigger is better from a family point of view, and we’re happy to report that the increase in size hasn’t diluted the crisp responses and exacting path accuracy that have always made Accords so satisfying to drive.
One proof of the Accord’s ongoing excellence is that through all those generations of models over 34 years, Honda has never felt any need to abandon that brand name. Another proof: 23 10Best trophies in 27 years. Outstanding barely describes this achievement.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan or 2-door coupe
BASE PRICE: $21,445–$29,475
ENGINES: DOHC 16-valve 2.4-liter inline-4, 177 or 190 hp, 161 or 162 lb-ft; SOHC 24-valve 3.5-liter V-6, 271 hp, 251 or 254 lb-ft
TRANSMISSIONS: 5-speed auto, 5- or 6-speed manual
DIMENSIONS:
Wheelbase: 107.9–110.2 in Length: 190.9–194.3 in Width: 72.7–72.8 in Height: 56.4–58.1 in
Curb weight: 3250–3600 lb
FUEL ECONOMY:
EPA city/highway driving: 17–22/25–31 mpg
2009 Honda Fit
Little big man.
The name and the face are familiar, but this isn’t the same Honda Fit that rewrote big sections of the subcompact playbook when it made its U.S. debut in 2006. Known as the Jazz in other world markets, that car had been around since 2001, making it due for a major makeover, and that’s exactly what it got. It’s essentially a brand-new car—longer wheelbase, a little bigger overall, slightly roomier within, a little more mass, a little more muscle, a little more hustle, with the same fuel economy.
We were impressed with the high-quality appointments and design that distinguished the interior of the first Fit, but the makeover raises both elements of the inner car by a couple of notches. It also improves the usefulness of this amazingly voluminous small car. For example, the rear seatbacks flop forward with a single flip of a lever. Honda has added an adjustment for steering-wheel reach, as well as rake, and there’s also a nav-system option.
The best part is that Honda’s updates haven’t diluted this car’s warrior spirit at all. The Fit won’t contort facial muscles at full throttle, but its agility ranks at the top of the econocar charts. If there’s a better combination of thrift, practicality, and fun-to-drive, we haven’t seen it yet.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon
BASE PRICE: $15,220
ENGINE TYPE: SOHC 16-valve 1.5-liter inline-4
Power (SAE net): 117 bhp @ 6600 rpm
Torque (SAE net): 106 lb-ft @ 4800 rpm
TRANSMISSIONS: 5-speed auto, 5-speed auto with manumatic shifting, 5-speed manual
DIMENSIONS:
Wheelbase: 98.4 in Length: 161.6 in Width: 66.7 in Height: 60.0 in
Curb weight: 2500–2650 lb
FUEL ECONOMY:
EPA city/highway driving: 27–28/33–35 mpg
2009 Infiniti G37
Closing in on the champ.
Although BMW still rules this class—entry-level luxury sports sedans and coupes—Infiniti keeps edging closer to parity with the Germans. A 2003, ’04, and ’07 10Best winner, the G returns for ’09, thanks in large measure to the sedan’s new 3.7-liter V-6 rated at 328 horsepower, an increase of 22 over the previous 3.5-liter six.
We’re not immune to the appeal of more power, of course, but there’s more to the G’s story than increased muscle. The powertrain team also improved the refinement of the V-6 and the engagements and feel of the six-speed manual transmission, putting it on par with, if not ahead of, the gearbox in BMW’s 3-series. Similarly, the chassis engineers have maintained the G’s agile handling while simultaneously taking the hard edge off the ride quality, a particularly welcome improvement in the firmer Sport edition.
The G coupe and sedan haven’t changed much visually (though a convertible version is due in mid-’09). But that’s not a demerit; styling has never been a weak suit. And the quality of interior appointments and features compares well with any car in this class. Also, the G37 still enjoys a price advantage over corresponding BMW 3-series models. Think 335i performance for 328i money.
VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 4- or 5-passenger, 2-door coupe or 4-door sedan
BASE PRICE: $34,065–$36,715
ENGINE TYPE: DOHC 24-valve 3.7-liter V-6
Power (SAE net): 328 or 330 bhp @ 7000 rpm
Torque (SAE net): 269 or 270 lb-ft @ 5200 rpm
TRANSMISSIONS: 7-speed auto with manumatic shifting, 6-speed manual
DIMENSIONS:
Wheelbase: 112.2 in Length: 183.1–187.0 in Width: 69.8–71.8 in Height: 54.7–57.8 in
Curb weight: 3650–3850 lb
FUEL ECONOMY:
EPA city/highway driving: 17–18/25–26 mpg
2009 Jaguar XF
Quantum break with the past.
In our first hands-on report concerning this new car [March 2008], we described the XF as “an athletic five-seater that defies ancient traditions.” That’s a key point, because Jaguar had been mired in a styling rut, perpetuating past designs to the point of irrelevance. We’ve heard a few pundits suggest the XF “doesn’t look like a Jaguar.” To which we say: Right, and none too soon.
Although there are elements from the XK sports car and the S-type sedan, the XF is essentially a new unibody, with distinctly higher platform rigidity than the S-type. It’s a little bigger than the
S-type, on the same wheelbase, and a little roomier. Interior furnishings are quietly upscale, and there’s a sense of tailored comfort that’s common to high-end European sports sedans.
As pleasant as it is to behold, the XF’s most compelling attribute is outstanding dynamics. Power, from either the standard 4.2-liter V-8 or a supercharged 4.2-liter V-8, ranges from sufficient to stimulating, and the Jag’s responses to zigs and zags are gracefully feline.
This is the first Jaguar to appear on our 10Best Cars honor roll. We suspect it won’t be the last.
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $49,975–$64,475
ENGINES: DOHC 32-valve 4.2-liter V-8, 300 hp, 310 lb-ft; supercharged and intercooled DOHC 32-valve 4.2-liter V-8, 420 hp, 413 lb-ft
TRANSMISSION: 6-speed auto with manumatic shifting
DIMENSIONS:
Wheelbase: 114.5 in Length: 195.3 in Width: 73.9 in Height: 57.5 in
Curb weight: 4100–4250 lb
FUEL ECONOMY:
EPA city/highway driving: 15–16/23–25 mpg
2008 Mazda MX-5 Miata
The sweetheart of sports cars.
Mazda modernized the concept of the classic British roadster with the original Miata in 1989, and two decades later, the process is still in progress. Suspension tuning strikes an inspired balance between everyday comfort and track-day readiness, there’s enough power to make a track day rewarding, the transmission is race-car crisp, and the steering provides that rare sense of connection that makes the car an extension of the driver’s will.
Although it’s a two-seater with no superfluous sheetmetal, the Miata is roomy enough for two adults (NBA players need not apply), with enough space in the trunk for a couple of duffels. The convertible top has long set the standard for simplicity of manual use—it can be operated with one hand from the driver’s seat—and Mazda also offers a power-retractable hardtop. Like the softtop, it’s a gem, folding up or down in just 12 seconds.
Because it’s civilized enough for everyday use, the Miata is more than a track toy. And because it’s affordable—pricing starts at about $22,000, and even loaded with every option, it just crests $30,000—this is sports-car fun almost anyone can afford.
2009 Porsche Boxster and Cayman
Sports-car purity.
The hallmark of a true sports car is how well it involves its driver in the driving. Although the Boxster and the Cayman differ in character—roadster versus hardtop—they’re alike in terms of how well they communicate every nuance of mechanical information to the pilots and how accurately they convert driver inputs into response. This is the essence of the car-and-driver connection, and few sports cars do it better.
Neither of these mechanically identical mid-engined cousins can be called inexpensive. Pricing for a basic Boxster, with a 245-hp, 2.7-liter flat-six, isn’t much under $50,000, and a loaded Cayman S easily surpasses $70,000. But we have yet to meet an owner who thinks his car isn’t worth the money.
This is the 10th 10Best appearance for the Boxster, and the third straight for the Cayman. Aside from several electronic comfort/convenience options—XM satellite radio and Bluetooth, iPod, MP3, and USB connectivity—both cars enter the 2009 model year unchanged. However, direct injection and dual-clutch automated manual gearboxes are expected to be on the list of mechanical particulars sometime in early ’09.
VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster or 3-door hatchback
ESTIMATED BASE PRICE: $47,000–$61,000
ENGINES: DOHC 24-valve 2.7-liter flat-6, 245 hp, 201 lb-ft; DOHC 3.4-liter flat-6, 295 hp, 251 lb-ft
TRANSMISSIONS: 5-speed auto with manumatic shifting, 5- or 6-speed manual
DIMENSIONS:
Wheelbase: 95.1 in Length: 171.6–172.1 in Width: 70.9 in Height: 50.9–51.4 in
Curb weight: 2900–3100 lb
FUEL ECONOMY:
EPA city/highway driving: 18–20/25–29 mpg
2009 Volkswagen GTI
Hot-hatchback hero.
It’s been a quarter-century since the first GTI put an exclamation point on Volkswagen’s Rabbit lineup, and 25 years of continuous development through five generations have yielded a car that still defines the class it established in that other century.
VW’s robust 2.0-liter turbo four provides ample thrust, driving the front wheels through a six-speed manual transmission (standard) or, our choice, the slick paddle-shifted dual-clutch DSG automated manual.
But it’s the GTI’s rigid unibody that makes it such an agreeable partner, whether it’s the daily commute or a weekend back-road blast. Exemplary chassis rigidity allowed the development team to tune the suspension for a blend of precise response and smooth ride quality reminiscent of a car wearing BMW badges.
As an added bonus, GTI ownership includes an exceptionally high practicality factor. Like the Rabbit/Golf series on which it’s based, the GTI has grown over the years, growth that’s magnified by the versatility that’s shared by all hatchbacks. The option of three- or five-door body styles augments the practicality factor.
Practicality and fun in a small-scale, sporty German hatchback. It doesn’t get much better.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 3- or 5-door hatchback
BASE PRICE: $23,640–$24,240
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4
Power (SAE net): 200 bhp @ 5100 rpm
Torque (SAE net): 207 lb-ft @ 1800 rpm
TRANSMISSIONS: 6-speed manual, 6-speed dual-clutch automated manual
DIMENSIONS:
Wheelbase: 101.5 in Length: 165.7 in Width: 69.3 in Height: 58.4 in
Curb weight: 3150–3250 lb
FUEL ECONOMY:
EPA city/highway driving: 21–22/29–31 mpg
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