2011 Aston Martin DB9 Volante, an AW Flash Drive

What is it?
This is the latest version of Aston's DB9 drop-top, and it's the best yet. The changes are minimal but highly significant new infinitely variable Bilstein dampers, plus some minor cosmetic changes to signify the new model year. The car will run from 0 to 60 mph in 4.6 seconds and hit a top speed of 190 mph.
What's it like to drive?
Like a sporty but comfortable luxury 2+2. And that's not the description you could apply to the original 2004 Volante. The secrets to this turnaround are the computer-controlled shocks and the computer control map programmed by Aston's engineers. With these on board, the DB9's chassis now breathes as it flows cross-country at high speed, making for highly rewarding and rapid progress. Body control is strong but the chassis is supple. The steering feedback is precise. To crank up the feedback levels, a sport-chassis button firms up the ride further.
Changes made for the 2010 model year are a major help. Since last year, the Volante has gained 20 hp, along with a stiffer cross-car beam and a stiffening panel under the front subframe. These beef up the structure and allow the new shocks to fully exploit the more solid underpinnings.
Do I want it?
The new DB9 Volante steps up the appeal to enthusiast drivers with a beautifully poised and balanced chassis. Maybe it can't do the hard-top/open-top thing that the Ferrari California can, but the Aston's folding mohair roof is elegant and lightweight. This new soft-top DB9 is a desirable car, indeed.

2011 Ford Edge, an AW Flash Drive

What is it?
The 2011 Edge is Ford's substantially updated midsize crossover with a revamped engine lineup, suspension tuning and styling both inside and out.
At launch, two new V6 engine options will be offered. For SE, SEL and Limited versions, a new 3.5-liter V6 with twin independent variable cam timing with 285 hp (up from 265 hp) provides power. While previous Sport models worked with the same engine as the rest of the Edge lineup, for 2011, they receive their own specific 3.7-liter V6 pumping out 305 hp.
Both engines are bolted to a six-speed automatic transmission, with SEL, Limited and Sport models boasting an auto-manual SelectShift function. While the SEL and Limited use a button on the center console shifter for gear changing, the Sport gets steering-wheel-mounted paddles.
Sometime next year, the Edge will also be available with a 2.0-liter turbocharged I4 engine option with Ford claiming at least a 10 percent fuel-economy improvement when pitted against comparable V6 offerings.
Chassis improvements come via a new suspension with high-flow piston shock absorbers allowing for greater tuning ability. Revised spring rates, antiroll bars and underbody bracing (previously only included on the Sport) have also been addressed to help give the Edge flatter cornering performance.
However, the biggest performance improvement by far comes with a redesigned brake system, with new brake booster, revised pedal ratio, larger rear rotors and upgrade pad material.
Visually, the Edge receives are more imposing grille, new front sheetmetal, wheel designs and a heavily restyled interior. The swoopy dashboard features a waterfall center stack and is built from higher-quality materials. Touch-sense controls for climate and entertainment functions are new, replacing traditional buttons. Standard on Limited and Sport models is the first North American application of the Sync-driven MyFord Touch interface with a Sony-designed center control panel.
How does it drive?
At the first turn of the wheel, you'll notice the satisfying weight of the padded steering wheel and quick response for a crossover. Then, when you get going, the nicely damped ride and well-isolated cabin give a sense of refinement not often found in vehicles of this class. If you pay close attention and have the radio off, you will pick up a slight bit of tire noise.
The Edge remains nearly flat through fast corners while also being compliant to absorb impacts from small ruts. Thrust from the 3.5-liter V6 in our SEL tester is acceptable considering it was moving two tons of mass. The automatic transmission performs smooth and fairly quick shifts. We played with the auto-manual mode a little, which actually was respectably responsive.
However, the award for best improvement in the 2011 Edge goes to the drastically improved brakes. The previous Edge suffered from a notoriously soft and mushy brake pedal, but that has been fixed in the updated car. Now, pedal response is almost instant with a firm and confident brake-pedal feel.
We briefly experienced the new Sport as well and again were impressed with the suspension tuning that was able provide a comfortable and quiet ride with the standard 22-inch wheels. Ford openly acknowledges that the previous Sport model veered on the harsh side for ride quality, but the new shocks have enabled engineers enough adjustability to smooth out the ride on the low-profile rubber.
As for the MyFord Touch system, it worked fairly well with its increased library of commands but still at times could not understand us when we tried to change radio stations.
Do I want it?
Since the Edge first hit the market in 2006, it has remained the sales leader in the rapidly growing and increasingly competitive midsize-crossover segment. The 2011 updates should only help solidify Ford's standings at the top of the class with the Edge and continue to have the competition playing catch-up.
The big improvements in the interior and drive dynamics are noteworthy. For the technology geeks, the MyFord Touch interface will surely entice with all the in-car connection options for news, stocks, weather reports and gasoline prices.
If you're looking for a midsize crossover, the 2011 Edge is hard to beat.
2011 Ford Edge
On Sale: Now
Base Price: $27,995
Drivetrain: 3.5-liter, 285-hp, 253-lb-ft, V6; FWD, six-speed automatic
Curb Weight: 4,082 lb
0-60 mph: 7.0 sec (est)
Fuel Economy (EPA): 22 mpg

2011 Kia Sorento SX, an AW Flash Drive

What is it?
Kia lightly dresses up the Sorento with a top-shelf SX trim. The package gets leather-trimmed seats, voice-activated navigation and a backup camera. It also adds a chrome-finish roof rail and unique gauge cluster. A panoramic sunroof is available as an option. Kia engineers also lowered the ride height 10 millimeters for improved handling and a better center of gravity.
Dual-flow dampers were added to further cushion the ride, though they will be given to the other trims later in the year. The package launched in August, joining the rest of the redone 2011 Sorento lineup.
How does it drive?
It's a solid SUV with form and function. The wrappings on the SX trim are nice, and the 276-hp V6 found across the line is reasonably powerful in all circumstances. The six-speed automatic channels power adeptly. Passing is little trouble, but expect to use a healthy amount of rpm to do it. The chassis is mostly compliant, and the Sorento maintains its bearings in turns and curves. The steering has decent response and weight and nimbly directs this people hauler. The backup camera is clear, and the seats are comfortable, even when sitting for extended periods.
The interior is fairly well isolated, with just a bit of wind and road noise seeping in at times. It's a nice expressway cruiser and offers a slightly raised road view. The panoramic sunroof lets in plenty of air or a nice breeze, depending on your preference. The second row offers a lot of room; the third row is OK for an average-size male, but for someone even slightly tall or large, it would be a bit tight. With the back row of seats folded, there's substantial space for cargo.
Do I want it?
It's a trim level. So depending on what options you want, sure. The price is reasonable considering the utility potential of some luxury-level goodies. The Sorento is a solid people hauler. The SX trim makes sense for Kia. And if you like a few extra dressings, it might make sense for your driveway.

2011 Kia Optima, an AW Flash Drive

What is it?
This is the third generation of Kia's midsize sedan that carries the South Korean company's ambitious goals of increased market share and greater cache among enthusiasts. It will launch with a four-cylinder engine making 200 hp, paired with either a six-speed automatic or manual transmission. A turbo four pumping out 274 hp will join later this year, followed by Kia's first U.S. hybrid in early 2011.
The 2011 model features dramatic new styling with a sweeping chrome arch, Kia's Tiger front grille design and a choice of four wheel sets, including two 18-inch options. It uses a MacPherson suspension in front and a multilink configuration in the rear. The interior is upgraded with leather and attractive stitching. The Optima is longer, lower and wider than its predecessor and looks more aggressive in appearance and stance.
How does it drive?
Quite fast. We did a brief test drive on the course at Road Atlanta. Great way to test a midsize car, no? And the Optima has a bit of get up in base four-banger guise. The revs are strong though a bit loud during aggressive acceleration, and the engine brings this family car up to speed quickly. The transmission offers smooth shifts, and the brakes have a nice feel with proficient bite after a little pedal travel.
The steering is light at first, in line with other cars in the class, but offers satisfying response further into maneuvers. The Optima responds well in turns and when pushed. If it can handle Road Atlanta, your local expressway should be a breeze. The interior is fairly quiet and comfortable, and there's plenty of legroom and headroom front and rear. Plus, you get a big trunk. The body is composed and sharp.
Do I want it?
Yes. The new Optima gives Kia more credibility in the ultracompetitive midsize segment than it's ever had. This car has the potential to do for Kia what the new Sonata has done for Hyundai--land it on the radars of mainstream car buyers. The Optima is not the best in the segment, but it's an impressive execution that will impress many.