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Way back, near the end of the 1900s, vanity drove moms and dads from the decidedly unradness of station wagons into the newly invented cavernous embrace of the minivan. But around the turn of the century, moms and dads who had grown up in captain's chairs perched behind sliding doors decided their generation was too Xtreme for minivans and needed something more Xciting. The SUV burst into mainstream America and thrived, becoming the favorite of soccer moms and den-leader dads. That is, until gas prices rose and the realities of driving a glorified work truck set in. The tastes of the inhabitants of the earlier Y2Ks had become more advanced, mature, and realistic. They wanted the usability of the minivan, the economy of a car, and the rugged outdoorsy look of the sport/utility vehicle. The CUV, or crossover utility, was born in a flurry of compromises and a flourish of marketing. We gathered six of the top contenders in the CUV category for the slap fight to end them all. Our rules were as follows: The base price of the specific model and trim level had to be under $40,000, but optional equipment was allowed to stray above that line. The CUV had to offer three seating rows, be powered by a V-6, and feature either AWD or 4WD. No doubt, most of you have noticed a few big omissions. Before you start sharpening your torches and lighting your pitchforks, invites were sent to Ford, Chevrolet, and GMC. None of them were able to make their schedule of fleet vehicles match up with the month window we had to do the test. Ride and Handling The ride and handling characteristics in this segment are easily ignored by some buyers. Excuses range from &quot;It's an SUV, it's supposed to ride like that&quot; to &quot;I'm not buying it to go racing.&quot; The fact is, ride and handling should be important in any vehicle. Nothing makes a road trip more unbearable than suffering through a choppy ride while making constant steering corrections because a vehicle won't track straight. None of these vehicles will be autocrossed, but they should be able to drive cross-country without exhausting driver or passenger. The Pilot and Santa Fe fell to the bottom of this category. The Pilot felt like it's trying to be an off-roader, a bit top-heavy with a constant swaying sensation. Senior features editor Jonny Lieberman summed up the experience as &quot;loose, rubbery, wobbly, and just out of date.&quot; The Santa Fe is unrefined and underdeveloped. Digital integration director Mike Floyd acknowledged the low priority most buyers give to ride and handling, but then said, &quot;The other competitors are better.&quot; The Mazda continues to be praised for being fun to drive. It won our last CUV comparo for that reason. Unfortunately for it, our new Big Test format puts more emphasis on real-world use and comfort, relegating it to mid-pack due to a suspension a bit too stiff for everyone but enthusiasts. The Highlander was slightly higher than mid-pack, feeling more like a minivan for dirt roads. At the top of the spectrum the Durango and Pathfinder accomplished the same tasks in different ways. The Durango is a luxury rig. It has mass and cruises down the road pushing bumps back into the pavement. The Pathfinder is supple and well-tuned; it rolls down the highway and only struggles a bit on rough roads. Both vehicles track straight and true on the highway; they aren't pushed around by bumps, so the driver isn't constantly making corrections. Both offer great visibility, so they're as easy to drive in parking lots as on the open road. Performance As with handling, most buyers in this category care about quarter-mile times about as much as they do astrophysics. Luckily for everyone involved, it seems the manufacturers have decided on a general level of performance appropriate for this segment. All the 0-60-mph times are less than a second apart and quarter-mile times are even tighter. The Durango is rated at 290 hp and 260 lb-ft of torque, which is remarkably close to the Santa Fe's 290-hp and 252 lb-ft. The Hyundai was only 0.2 second faster in the quarter mile, even though the 5131-pound Durango, the group's heavyweight, is 823 pounds heavier than the flyweight Santa Fe. The Highlander was certainly the performance standout in this group, even with mid-pack weight-to-power numbers. Weighing in at 4532 pounds and packing only 270 hp, it recorded the fastest 0-60-mph time at 7.1 seconds, the fastest quarter mile at 15.4 seconds, and the shortest stopping distance at 112 feet. At the other end of the spectrum sat the Pilot with 8.0 seconds to 60 mph, a 16.2-second quarter mile, and 122 feet from 60 to 0 mph. The Pathfinder and CX-9 sat below the Highlander with the Pathfinder nipping acceleration by 0.2 second in both the 0-60 and quarter mile at 7.3 and 15.6 seconds, while the CX-9 stopped 3 feet shorter from 60 in 113 feet. The real concern isn't numbers but driver confidence. Everything here &quot;felt&quot; adequate with no glaring standouts. The Mazda and Honda both suffered from outdated drivelines, the CX-9 with a six-speed automatic, while the Pilot is just months away from being retro-quaint with its five-speed. The Durango's eight-speed did a great job of masking the CUV's extra weight, while the Pathfinder groaned along with a CVT. Efficiency If you're an avid Motor Trend reader, you know we have invested loads of man-hours and piles of money into creating our Real MPG project. In the chart on the last page of this, you can see the results of our scientific methodology and how they compare with EPA numbers. Cockpit/Cabin For many this is the most important category in the class. In theory, if you're buying a three-row CUV, you're buying it to transport yourself and four or more passengers in more comfort than you can find in a large sedan. Since CUV customers aren't willing to drive a van, mini or otherwise, we'll assume they are willing to sacrifice some functionality for the sake of style. The Mazda is at the bottom of the pile here. It earned praise for its great steering wheel, but that's about where it ends. The once-great CUV hasn't aged well, and the barely bigger than an iPhone infotainment screen is the icing on the stale cake. The first row of seats is cramped, and things get worse moving back. By the time we get to the third row, we find seats that are too flat and headroom seriously compromised by that stylish sloping roofline. The Pilot has a slight advantage over the CX-9 just by having a more utilitarian feel. The hard plastics and industrial-grade textiles are just begging to be wiped down with a wet sponge. My first impression of the Pilot was that of a three-row Element. The seating positions are upright, helping visibility, and the high roof is great for headroom. The second-row sliders have enough travel to easily proportion space requirements from middle to rear. On the dash, the center stack of controls is an abysmal mess, with buttons and knobs spread over 2 square feet of space. The Highlander's highlight is the tray that horizontally bisects the dash -- it's brilliant and something we wouldn't mind seeing in more cars. Overall comfort is good, but the design is uninspired. Associate online editor Benson Kong was more charitable, calling it &quot;modest.&quot; The infotainment system looks bland and dated, and the controls received unanimous feedback as being &quot;cheap.&quot; Floyd was most disappointed in the &quot;tinny-sounding driver's door.&quot; In stark contrast to the Highlander's forgettable interior is the in-yer-face Santa Fe. Some found it appealing; others found it a bit gimmicky. The small overall size doesn't help for interior space, even with some decent packaging work. The third row fights hard for worst in this group. Hyundai uses a mix of colors and materials to try to spice things up, but our eyes couldn't forgive the overly techy center stack. The Durango and Pathfinder duked it out at the top of the interior category. The Nissan has a softer, more kid-friendly feel, while the Dodge swings more toward adults or teen offspring. The rear seats are raised in the Nissan with the second- and third-row floor roughly at the same level as first-row occupants' backsides. All three rows in the Dodge sit deep down in the car, and the interior feels roomier and more relaxing. Dodge's Uconnect looks great, but still has functionality issues. The navigation worked adequately most of the time, but often insisted an address didn't exist. The gauge package in the Durango was the best-looking of the group, but didn't necessarily function any better than anything else here. Safety We are now using informedforlife.org's guidance for safety analysis, so let's start there. IFL's ratings recommend against buying any of these CUVs its verdict, not necessarily ours. The standouts at the bottom of this category were not surprisingly the two oldest vehicles. The Mazda CX-9 received Marginal ratings in Insurance Institute for Highway Safety rear impact and roof strength tests and a Poor rating in frontal small overlap impact. The Pilot is also rated as Poor in the frontal small overlap impact, although it received Good in the other four IIHS tests. While IIHS wasn't impressed with the small overlap on either car, the National Highway Traaffic Safety Administration rated the CX-9, Pilot, Santa Fe, and Durango all as 4-star choices. The Durango and Santa Fe haven't been tested in the IIHS small overlap but both received Good ratings in the other four categories. The Pathfinder and Highlander received 5-star ratings from NHTSA. The Highlander received an Acceptable rating in the IIHS small overlap with Good across the board, while the Pathfinder received Good ratings in the IIHS moderate overlap, side impact, and no ratings yet in rear impact, roof strength, or frontal small overlap. Value Note that we call this section &quot;value&quot; and not just &quot;purchase price.&quot; Cheaper hardly ever equals better. We'll look at the real-world target purchase price as calculated by IntelliChoice. Let's start with the biggest ticket, the Durango. The target purchase price of $44,623 is $2357 more than that of the next highest car, but remember it has $1995 in a rear seat Blu-ray video system, which we might leave off, and another $995 in a tow package. With that in mind, the Pathfinder is the only vehicle here that approaches the big Dodge in luxury feel. Plus, features such as standard heated second-row seats and steering wheel add to the loaded feel. We give the nod to the Pathfinder at the top of the list based on the substantial price difference of nearly $5600. The Hyundai has the second highest target purchase price at $42,266. The list of features makes it an attractive purchase. A $4850 Limited Technology Package adds niceties such as heated second-row seats and ventilated front seats. But even with all these features, it didn't have the quality feel of some of the others. It was just slightly edged out of third by the Highlander at $39,356. Sometimes size does matter, and the big Toyota feels as though you're getting more vehicle for less money. Factor in Toyota's legendary resale value and superior on-road behavior and we have third and fourth. The Pilot is the least expensive vehicle in the test, seats eight, and still has a certain charm to it, but the dated tech and utilitarian feel still keep it near the bottom in value. The toughest for us to swallow is the Mazda as the third most expensive at $39,421, because it doesn't feel particularly well-equipped. It is hard to call the Mazda a value in any sense. Notable Features Dodge Durango The only CUV here with the power rear-hatch-close button inside the cargo area at hip height. Great with arms full of shopping bags. Mazda CX-9 A retro-chic stepped-gated automatic transmission shifter. Honda Pilot A smuggler's box under the trunk that will almost hold a Wookiee. Nissan Pathfinder Although we aren't sure why you would use it, the console-mounted dial allows you to select drive modes. Hyundai Santa Fe Ventilated seats, which are unique in this group and the best automotive advancement in three decades. Toyota Highlander The shelf in the middle of the dash is the best thing from Toyota since the Supra. Cost of Ownership First, according to IntelliChoice, the Highlander is the way to go in total cost over five years of ownership. Depreciation is roughly 43 percent of the Toyota's original target purchase price. The worst in depreciation is the Durango at 55 percent, while the Santa Fe and Pathfinder are close behind at 54 and 51, respectively. Mazda falls in at a nice round 50 percent depreciation, while Honda is the only other vehicle to lose less than half its value at 48 percent. The Mazda has the highest repair costs, while the Hyundai is substantially lower than anything else, with the Dodge in second place. Nissan leads in fuel economy according to IntelliChoice, but you may want to cross check those numbers with our Real MPG figures and decide for yourself. As you can see from the chart, the Highlander is cost king by a substantial margin. At the bottom of the list are the Dodge and the Hyundai, both due to high depreciation. Dodge Durango Limited AWD Honda Pilot EX-L 4WD Hyundai Santa Fe Limited AWD Mazda CX-9 AWD Grand Touring Nissan Pathfinder SL 4x4 Toyota Highlander XLE AWD Avg State Fees $525 $508 $507 $506 $498 $508 Depreciation $24,595 (55%) $18,646 (48%) $22,809 (54%) $19,856 (50%) $20,105 (51%) $17,001 (43%) Financing $4,663 $4,063 $4,418 $4,120 $4,080 $4,114 Insurance $7,754 $6,544 $7,394 $6,953 $7,610 $6,350 Fuel $12,206 $12,206 $11,877 $13,148 $11,332 $11,877 Maintanence $2,907 $2,708 $2,548 $2,938 $2,627 $2,294 Repairs $580 $634 $194 $694 $664 $664 5-Year Cost of Ownership $28,635 $26,663 $26,937 $28,359 $26,811 $25,808 Intellichoice Target Purchase Price $44,623 $38,881 $42,266 $39,421 $39,044 $39,356 PURCHASE PRICE: Target purchase price includes destination and average applicable state taxes applied to a transaction price between invoice and retail, based on applicable incentives. Conclusion As with Big Tests of the past, vehicles in this segment are designed and built to satisfy a fairly specific consumer. In the finishing order, the bottom of the list was fairly obvious, and the winning car missed a unanimous decision by only one vote. The rest of the order was a bit harder to judge and is more attributable to preference than directly observable traits. Although the Mazda CX-9 is bringing up the rear, it still made us smile in the driving department. It's no longer a runaway fun favorite, and its age is more apparent than ever. The cramped interior was the final straw. We expect a new CX-9 will be coming shortly as this flagship is now overshadowed in design, material quality, and use of space by its affordable sibling Mazda3. Not surprisingly, next up is another old-timer, from Honda. Again there is something to love about the Pilot. Its boxiness and utilitarianism make it the average man's Land Rover. Kong called it &quot;the only truck of the group.&quot; This, however, is a niche vehicle that will either be ignored or dearly loved. The center stack is a mess; the ride is rugged at best; and, as with the Rover, you might have a tough time believing this is a brand-new vehicle. Here's where things start getting more complicated. The Santa Fe is the first entry in the fat section of the bell curve. It feels packed with features, even though the standout is really ventilated seats. The interior clearly spent more time in the design department than the others, and that can be seen as good or bad. Associate editor Rory Jurnecka wasn't impressed with the &quot;Voltron-esque&quot; center stack, while Floyd called the infotainment system one of the best in the biz. The small size is probably the biggest point of contention. Again Floyd appreciates the modern compact approach, but to me it feels like a size class smaller both inside and out. If your parking or driving situation requires something more compact, the Hyundai might rise a little higher on your shopping list. If not, the ride and handling combined with interior space should compel you to keep reading. After my first drive at Motor Trend 's 2013 SUV of the Year , I rechristened Nissan's once outdoorsy, now gentrified SUV the Mallfinder. This has the biggest C of any of the CUVs here. Floyd, Kong, and Lieberman all compared it with a sedan or station wagon, and not in a bad way. Opinions on the CVT ranged from &quot;irritating as always&quot; to the glowing toleration of &quot;it's fine&quot; and &quot;good enough.&quot; Several comments of &quot;luxurious&quot; were noted, but so were &quot;awkward rear stadium seating&quot; and &quot;the second row floor is so high, I feel like I'm sitting in a second-grade classroom.&quot; The ride is mixed bag, smooth and controlled on well-maintained highway, but tossing passengers around on rougher sections. It's a good overall package leaning toward the minivan end of the spectrum. Like the Mallfinder, the Highlander is another good overall package, but on the other end of the spectrum. It has some of the same rugged attributes as the Pilot, but with more polish. The interior has a few great touches, such as the cellphone tray in the dash and water bottle swallowing cupholders. The third row felt the least usable of the bunch, which means it's best for kids, not adults. It has a good powertrain, a decent ride, and is nice to drive. On top of everything else, it has the lowest cost of ownership. Finally our winner. In much the same way the Nissan became the Mallfinder, after one drive the big, bad Dodge became known as the Rig. &quot;The Durango's third row is better than most of these second rows, and its second-row captain's chairs are even better,&quot; according to Jonny. The real kicker is how easy it is to get in and out of any row. Besides the space, the interior is a nice place to be, feeling very man cave-like with just about every judge using the word &quot;tough&quot; to describe it. Its new eight-speed transmission has made all the difference in driving. While not the quickest of the bunch in testing, quick shifts and good throttle response make up for it in the real world. The ride quality is nearly even with the Pathfinder's on smooth surfaces and a bit ahead on choppier roads. The sticker price might appear steep, but being more selective on options and taking advantage of lucrative incentives brings it well within range of the rest of the group. Dodge knows America's tastes and has built the CUV we crave. The ruggedly handsome Durango is the clear winner here. 6th Place: Mazda CX-9 Still a good choice for drivers, but it just can't hide its age in tech and packaging. 5th Place: Honda Pilot A CUV built to a very specific taste. It makes every trip feel more adventurous, but never luxurious. 4th Place: Hyundai Santa Fe Feels luxurious, drives entry-level. The smallest of the bunch suffers the most from polarizing design. 3th Place: Nissan Pathfinder Great for shopping, but really a butched-up minivan. A button-heavy dash and strangely high rear floor stand out. 2th Place: Toyota Highlander A great all-arounder with no real standout features. A great value and family-minded, but, in a word, bland. 1st Place: Dodge Durango Comfortable and spacious, the road-trip king nearly won our judges over with just the giant third row. Dodge Durango Limited AWD Honda Pilot EX-L 4WD Hyundai Santa Fe Limited AWD POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, AWD Front engine, AWD Front engine, AWD ENGINE TYPE 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads VALVETRAIN DOHC, 4 valves/cyl SOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 220.0 cu in/3604 cc 211.8 cu in/3471 cc 203.9 cu in/3342 cc COMPRESSION RATIO 10.2:1 10.5:1 11.5:1 POWER (SAE NET) 290 hp @ 6400 rpm 250 hp @ 5700 rpm 290 hp @ 6400 rpm TORQUE (SAE NET) 260 lb-ft @ 4800 rpm 253 lb-ft @ 4800 rpm 252 lb-ft @ 5200 rpm REDLINE 6500 rpm 6400 rpm 6600 rpm WEIGHT TO POWER 17.7 lb/hp 18.1 lb/hp 14.9 lb/hp TRANSMISSION 8-speed automatic 5-speed automatic 6-speed automatic AXLE/FINAL-DRIVE RATIO 3.45:1/2.30:1 4.31:1/2.64:1 3.04:1/2.35:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 19.0:1 19.0:1 15.0:1 TURNS LOCK-TO-LOCK 3.6 3.4 3 BRAKES, F;R 13.0-in vented disc; 13.0-in disc, ABS 13.0-in vented disc; 13.1-in disc, ABS 12.6-in vented disc; 11.9-in disc, ABS WHEELS 8.0 x 20-in, cast aluminum 7.5 x 18-in, cast aluminum 7.5 x 19-in, cast aluminum TIRES 265/50R20 107T M+S Goodyear Fortera H 235/60R18 102T M+S Michelin Primacy MXV4 235/55R19 101H M+S Kumho City Venture Premium DIMENSIONS WHEELBASE 119.8 in 109.2 in 109.8 in APPROACH/DEPART ANGLE 16.3°/21.5° 24.4°/22.1° 17.1°/20.5° LENGTH x WIDTH x HEIGHT 201.2 x 85.5 x 70.9 in 191.4 x 67.5 x 72.7 191.1 x 75.8 x 68.1 in TURNING CIRCLE 37.1 ft 37.9 ft 36.9 ft CURB WEIGHT 5131 lb 4526 lb 4308 lb WEIGHT DIST., F/R 50/50% 55/45% 55/45% SEATING CAPACITY 6 8 6 HEADROOM, F/R 39.9/39.8/37.8 in 39.3/39.8/38.2 in 38.2/38.3/35.7 in LEGROOM, F/R 40.3/38.6/31.5 in 41.4/38.5/32.1 in 41.3/41.3/31.5 in SHOULDER ROOM, F/R 58.5/50.4/50.4 in 61.5/62.2/58.9 in 59.4/58.6/53.9 in CARGO VOLUME 84.5/47.7/17.2 cu ft 87.0/47.7/18.0 cu ft 80.0/40.9/13.5 cu ft GROUND CLEARANCE 8.1 in 8.0 in 7.3 in TOWING CAPACITY 6200 lb 4500 lb 5000 lb TEST DATA ACCELERATION TO MPH 0-30 2.6 sec 3.0 sec 2.5 sec 0-40 4.0 4.2 3.9 0-50 5.6 6.0 5.5 0-60 7.9 8.0 7.2 0-70 10.4 10.3 10.0 0-80 13.4 13.8 12.9 0-90 17.1 17.7 16.0 PASSING, 45-65 MPH 4.3 4.1 3.9 QUARTER MILE 16.0 sec @ 86.9 mph 16.2 sec @ 86.2 mph 15.8 sec @ 89.3 mph BRAKING, 60-0 MPH 121 ft 122 ft 116 ft LATERAL ACCELERATION 0.79 g (avg) 0.78 g (avg) 0.74 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.60 g (avg) 28.3 sec @ 0.60 g (avg) 27.5 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH 1800 rpm 2000 rpm 1750 rpm CONSUMER INFO BASE PRICE $39,590 $36,000 $36,425 PRICE AS TESTED $47,265 $39,600 $41,425 STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes AIRBAGS Dual front, front side, f/m/r curtain, driver knee Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 mi 3 yrs/36,000 mi 5 yrs/60,000 mi POWERTRAIN WARRANTY 5 yrs/100,000 mi 5 yrs/60,000 mi 10 yrs/100,000 mi ROADSIDE ASSISTANCE 5 yrs/100,000 mi N/A 5 yrs/unlimited FUEL CAPACITY 24.6 gal 21.0 gal 18.8 gal EPA CITY/HWY/COMB ECON 17/24/19 mpg 17/24/20 mpg 18/24/20 mpg ENERGY CONS, CITY/HWY 198/140 kW-hr/100 mi 198/140 kW-hr/100 mi 187/140 kW-hr/100 mi CO2 EMISSIONS, COMB 0.99 lb/mi 0.99 lb/mi 0.96 lb/mi REAL MPG 16/23/19 mpg 16/23/18 mpg 17/26/20 mpg RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular Maxda CX-9 AWD Grand Touring Nissan Pathfinder SL 4x4 Toyota Highlander XLE AWD POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, AWD Front engine, AWD Front engine, AWD ENGINE TYPE 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 227.4 cu in/3726 cc 213.5 cu in/3498 cc 210.9 cu in/3456 cc COMPRESSION RATIO 10.3:1 10.3:1 10.8:1 POWER (SAE NET) 273 hp @ 6250 rpm 260 hp @ 6400 rpm 270 hp @ 6200 rpm TORQUE (SAE NET) 270 lb-ft @ 4250 rpm 240 lb-ft @ 4400 rpm 248 lb-ft @ 4700 rpm REDLINE 6500 rpm 6500 rpm 6400 rpm WEIGHT TO POWER 16.6 lb/hp 17.0 lb/hp 16.8 lb/hp TRANSMISSION 6-speed automatic Cont. variable auto 6-speed automatic AXLE/FINAL-DRIVE RATIO 3.46:1/2.39:1 5.58:1/2.12:1 4.15:1/2.53:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar STEERING RATIO 16.3:1 18.3:1 16.0:1 TURNS LOCK-TO-LOCK 3 3.3 2.8 BRAKES, F;R 12.6-in vented disc; 12.8-in vented disc, ABS 12.6-in vented disc; 12.1-in vented disc, ABS 12.9-in vented disc; 12.2-in disc, ABS WHEELS 7.5 x 20-in, cast aluminum 7.5 x 18-in, cast aluminum 7.5 x 18 in, cast aluminum TIRES 245/50R20 102V M+S Bridgestone Dueler H/L 400 235/65R18 106T M+S Continental CrossContact LX 245/60R18 104T M+S Bridgestone Dueler H/L 422 DIMENSIONS WHEELBASE 113.2 in 114.2 in 108.8 in APPROACH/DEPART ANGLE 16.0°/21.1° 14.7°/22.3° 18.0°/23.1° LENGTH x WIDTH x HEIGHT 200.6 x 64.7 x 68.0 197.2 x 65.7 x 69.9 191.1 x 64.2 x 68.1 TURNING CIRCLE 18.7 ft 38.7 ft 38.7 ft CURB WEIGHT 4530 lb 4430 lb 4532 lb WEIGHT DIST., F/R 56/44% 54/46% 53/47% SEATING CAPACITY 7 7 8 HEADROOM, F/R 38.4/39.0/35.4 in 41.1/38.5/36.5 in 39.5/39.6/35.9 in LEGROOM, F/R 40.9/39.8/32.4 in 42.3/41.7/30.7 in 44.2/38.4/27.7 in SHOULDER ROOM, F/R 59.4/58.7/56.9 in 60.7/60.4/57.1 in 59.3/59.6/55.0 in CARGO VOLUME 100.7/48.3/17.2 cu ft 79.8/47.8/16.0 cu ft 83.2/42.3/13.8 cu ft GROUND CLEARANCE 8.0 in 6.5 in 8.0 in TOWING CAPACITY 3500 lb 5000 lb 5000 lb TEST DATA ACCELERATION TO MPH 0-30 2.5 sec 2.9 sec 2.4 sec 0-40 3.8 4.1 3.6 0-50 5.5 5.6 5.3 0-60 7.5 7.3 7.1 0-70 9.8 9.4 9.3 0-80 12.8 11.9 12.0 0-90 16.1 15.1 15.2 PASSING, 45-65 MPH 3.9 3.5 3.7 LATERAL ACCELERATION 0.78 g (avg) 0.76 g (avg) 0.81 g (avg) QUARTER MILE 15.7 sec @ 88.7 mph 15.6 sec @ 91.5 mph 15.4 sec @ 90.5 mph BRAKING, 60-0 MPH 113 ft 116 ft 112 ft MT FIGURE EIGHT 28.0 sec @ 0.62 g (avg) 28.7 sec @ 0.60 g (avg) 27.8 sec @ 0.62 g (avg) TOP-GEAR REVS @ 60 MPH 1700 rpm 1700 rpm 1900 rpm CONSUMER INFO BASE PRICE $37,455 $37,710 $38,360 PRICE AS TESTED $40,340 $39,890 $41,228 STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes AIRBAGS Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain, driver knee, passenger thigh BASIC WARRANTY 3 yrs/36,000 mi 3 yrs/36,000 mi 3 yrs/36,000 mi POWERTRAIN WARRANTY 5 yrs/60,000 mi 5 yrs/60,000 mi 5 yrs/60,000 mi ROADSIDE ASSISTANCE 3 yrs/36,000 mi N/A 2 yrs/25,000 mi FUEL CAPACITY 20.1 gal 19.5 gal 19.2 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 19/25/21 mpg 18/24/20 mpg ENERGY CONS, CITY/HWY 211/153 kW-hr/100 mi 177/135 kW-hr/100 mi 187/140 kW-hr/100 mi CO2 EMISSIONS, COMB 1.06 lb/mi 0.91 lb/mi 0.96 lb/mi REAL MPG 16/24/19 mpg 17/25/20 mpg 17/24/19 mpg RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular	9	500	autos
The auto infotainment game just got a new major player. Google officially announced its rival to Apple's CarPlay system today. Called Android Auto, the new system is designed to incorporate a driver's Android smartphone seamlessly into the dash of a car. Announced this morning at Google's annual technology conference in San Francisco, Android Auto is the first product from the Open Automotive Alliance, a partnership between Google, tech giants like NVidia, and a wide array of automakers, including Fiat Chrysler Automobiles, Audi, Honda, Volvo, and many others. Like CarPlay, Android Auto is designed to make it easier and safer to stay connected while on the go. By connecting their Android smartphone to Android Auto-equipped vehicles via USB port, drivers can essentially mirror their phone screens onto the infotainment display of the vehicle. With the phone synced up to Android Auto, drivers will be able to access apps like Google Search, Google Maps, Google Play Music, and a wide variety of auto-optimized third-party apps, including Spotify, Pandora, MLB Game Day, and more. Like CarPlay. Android Auto likely will complement instead of replace existing infotainment systems. For example, newer Audis equipped with the latest version of MMI, will be able to seamlessly switch back and forth from Android Auto to the MMI system currently available today. Android Auto will likely make its way into vehicles soon. Audi and Hyundai will be among the first to incorporate Android Auto in their cars. Audi will make it available in all new-for-2015 models like the A3 , while Hyundai will offer it in select 2015 vehicles like the new Sonata. Volvo will begin rolling out Android Auto on all of its new vehicles, beginning with the 2016 XC90 . Honda, GM, FCA, Ford, Kia, Nissan, and the handful of other automakers in the Open Automotive Alliance will announce their Android Auto plans at a later date. Source: Google , Audi, Hyundai, Volvo	9	501	autos
In light of the recent reveals of numerous exclusive Vision Gran Turismo Concepts from Nissan , Mercedes , BMW , and Volkswagen , Aston Martin has revealed its own virtual racer at this year's Goodwood Festival of Speed. Called the Aston Martin Design Prototype 100 (or DP-100 for short), the concept was penned by Aston Martin's internal design team in six months. To back up its ballistic shape, the Aston DP-100 sports a twin-turbo V-12 mounted amidship, providing up to 800 hp. In addition, the DP-100 has a fully functional suspension, as well as a "state-of-the-art" electronics system. Much of the design language found on the DP-100 can be traced to past and present Aston Martin models. The front end gets the familiar Aston "mouth," which protrudes slightly and sits low in the valance similar to the Le Mans-spec Lola-Aston Martin B09/60 LMP1 racer. The rear is just as stunning as the rest of the body, with swoopy taillights reminiscent of those found on the beautiful (and mega-exclusive) One-77. From the side, the DP-100 pulls subtle flowing lines from Aston's production GTs, like the DB9 and Vanquish . Aston Martin is not the only one pleased with the outcome of the DP-100 project. Kazunori Yamauchi, creator of Gran Turismo, found the Aston Martin DP-100 incredible upon first viewing. "When I first came face-to-face with this car at the Aston Martin Headquarters in Gaydon, U.K., I was at a loss for words seeing the level of perfection in its design," he said. "I was surprised by the bold proposal of the car being the first mid-ship layout model in Aston Martin history. And while it is clean and classy in design, it is also very emotional. Not only that, there was this future Aston Martin in front of me, that was so detailed it could be released on the market pretty much as is." You can download the Aston Marin DP-100 in Gran Turismo 6 this July. Let us know what your favorite of the Gran Turismo concepts is in the comments below. Source: Aston Martin	9	502	autos
Buyers hoping to purchase the upcoming fourth-generation Toyota Prius are going to have to wait until December 2015, as Automotive News reports production has been delayed from the originally planned spring 2015 launch. The exact reasons for the delay are unclear, but the most likely one is that project engineers need to work out details and make adjustments on the new range-wide modular platform, as well as an updated next-generation hybrid drivetrain system. The next-gen Prius , codenamed 690A, will ride on Toyota's new modular vehicle platform. Dubbed the Toyota New Global Architecture, this modular approach to chassis and components keeps the overall production cost down, while increasing quality across the board. This aids in ensuring the consumer pays less for repairs and maintenance. Along with an updated chassis and platform, the fourth-gen Prius will debut the next generation of hybrid technology. Development goals include increasing efficiency by 10 percent over the previous hybrid drivetrain. "We need to prioritize fuel-efficiency," said Satoshi Ogiso, managing officer for Toyota product planning, to AN . This next generation of hybrid technology will be developed to give engineers access to a wide range of engines and platforms, moving beyond availability for just the Camry-based vehicles. One piece of technology that's too far out to make it in time for the fourth-gen Prius is an energy-saving computer chip revealed by Toyota back in May. The chip is composed of silicon carbide as opposed to traditional silicon. The new silicon carbide chips undergo only a tenth of the energy loss experienced by conventional silicon chips. Expect to see this new innovation implemented by 2020. Source: Automotive News (Subscription required)	9	503	autos
The first time I saw the commercial comparing the new BMW 2 Series to the classic 2002, it irked me. Sure, the 2 Series is now the smallest vehicle in BMW's lineup, but other than that I just couldn't see its connection to the spunky, three-box two-door I covet so badly. The 228i is the entry-level offering of the 2 Series lineup, which replaces the 1 Series as BMW's small, rear-drive coupe range. Topping that range is the M235i, which has been well-received by our staff. That car picks up more or less where the limited-production 1 Series M Coupe left off, and still leaves room for an even hotter M2. The 228i is less extreme than its higher-performance sibling, but that doesn't mean enthusiasts should overlook it. The car is powered by BMW's ubiquitous turbocharged 2.0-liter I-4 making 240 hp and 255 lb-ft of torque -- a bit more than the original 2002's 113-hp M10 engine. That extra power is necessary to move the 228i's not-insubstantial curb weight. Our tester, a 2014 BMW 228i M Sport model, weighed 3334 pounds, just 75 pounds less than our previous 2012 328i long-termer. Despite not having a substantial weight advantage, the 228i does feel sprightlier than the four-cylinder 3 Series. The power is more than adequate to propel the dimensionally smaller 2 Series, and as always the eight-speed automatic transmission makes the most of that power. The 228i was quicker to 60 mph by 0.7 second compared to our long-term 328i, posting a time of 5 seconds flat. The car also beat the last 128i we tested, a 2008 model equipped with a six-speed manual, by the same margin. The quarter-mile came a half-second quicker than the 328i at 13.8 seconds and 98.3 mph. In almost every other measure, though, the 228i performed only slightly better than the larger 328i. Lateral acceleration maxed out at 0.90 g, just about matching the 328i's 0.91 g. The 228i braked a foot shorter from 60-0 mph at 106 feet, and completed our figure eight in 25.8 seconds at an average 0.73 g -- a tenth quicker than the 328i. While those numbers might not be that impressive compared to the 3's digits, they are improved from its predecessor's. But those test results don't reflect how much quicker and more agile the turbo-four-powered 2 Series feels. The 2 Series is 1.5 inches narrower and 8 inches shorter than the 3 Series, with a wheelbase 4.7 inches shorter. Those reduced dimensions change the driving experience dramatically and help the driver constantly be aware of the car's position. Whether I was maneuvering through freeway traffic or pulling into a narrow parking spot, the 2's smaller size made a noticeable difference. That extra awareness instills more confidence when attacking curvy on-ramps, allowing the driver to really push the limits. And with the 2 Series' competent chassis, those limits are relatively high. Turn-in is sharp and immediate, and the car will hold its arc without much fuss or noticeable body roll. Part of this can be attributed to the M Sport model's Adaptive M suspension, which includes electronically controlled shock absorbers. Our car also came with the $1000 Dynamic Handling Package, which adds variable sport steering and would also include the Adaptive M suspension if our tester weren't already so equipped. Brake feel is confident and linear, which could have something to do with the $650 M Sport brakes, an optional package that adds larger rotors at either end, along with blue-painted calipers. Those calipers nicely complement the attractive Estoril Blue paint job, a $550 option. With the $3000 M Sport package and the other options, our 228i rang up at $38,225. Not bad for a fun-sized BMW coupe, but there were a few features we missed. Though we had push-button start, hands-free keyless access -- a feature commonly paired with keyless ignition -- was conspicuously missing. (It can be had through the $4050 Premium package.) The standard stereo and iDrive infotainment system is pretty basic, offering the bare minimum of functionality and sound quality one would expect of a BMW. The car does come pre-wired for satellite radio, so that can be added later if so desired. Other than those minor gripes, I could easily live with this car as tested. The interior is styled in typical BMW fashion, and resembles that of a scaled-down 3 Series. In fact, you could argue that the entire car is like a 2/3-scale version of the 3 Series -- that is, if the 3 Series still came in coupe form. Back to the interior: The dash and door panel materials are soft enough to the touch, and the three-spoke M steering wheel is baseball bat-thick. The sport seats that come with the M Sport package provide excellent support, with plenty of side bolstering to keep you in place when the need to carve a few canyon roads arises. Back seat passengers won't be terribly uncomfortable either. My 5'7" frame fit comfortably on the rear bench behind the driver's seat (set to my own driving position) with a little bit of room to spare in the knees. BMW boosted the legroom and headroom for all passengers compared to the previous 1 Series. In addition to helping the 228i corner flat, the suspension is also relatively compliant on the street and highway, offering a firm yet comfortable ride. What isn't very comfortable is the start-stop feature, which is just as jarring on restart as it is in other turbo-four-equipped BMWs. However, it seems that the feature defaults to "off" in the 228i, and that's fine by me considering the first thing I do when I get into a BMW is turn it off. But if you decide to keep it on, it will be your best shot at achieving the EPA-rated 23/36 mpg city/highway rating -- 1 mpg better on the highway than the 328i. The 2 Series is superior to the previous 1 Series in every way with its more streamlined looks, better performance and fuel economy, and more livable dimensions. But the 2002 comparison is still difficult for me to accept. We're not going quite that far back to BMW's roots with this car. Instead, the 2 reminds me more of my own E30-generation 3 Series. It handles well, and is of a usable size -- while still being relatively small -- with nice proportions. Also like my E30, it's not terribly lightweight, but the driving experience negates any of those concerns. If the 3 Series stopped growing (length- and width-wise, at least) after that generation, it might look something like the 2. The bottom line is that the 2 Series is a huge win for BMW enthusiasts everywhere, and even if it isn't the reborn 2002 that BMW's marketing campaign says it is, it still marks a return to form for the roundel brand. 2014 BMW 228i BASE PRICE $33,025 PRICE AS TESTED $38,225 VEHICLE LAYOUT Front-engine, RWD, 4-pass, 2-door coupe ENGINE 2.0L/240-hp/255-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3334 lb (51/49%) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 174.5 x 69.8 x 55.8 in 0-60 MPH 5.0 sec QUARTER MILE 13.8 sec @ 98.3 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 0.90 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.73 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/36/28 mpg ENERGY CONS., CITY/HWY 147/94 kW-hrs/100 miles CO2 EMISSIONS 0.71 lb/mile	9	504	autos
I recently had to make multiple trips up to Lake Arrowhead, a local mountain community here in SoCal, and I took the opportunity to sample the differences between the MDX's Comfort and Sport IDS (Integrated Dynamics System) modes, as well as D and S transmission modes. The differences were quite significant. In a lot of vehicles, pushing the S or Sport button means little more than an audible exhaust note change, maybe a slightly more aggressive throttle. But selecting Sport in the IDS settings and pulling the shifter all the way down to the S position completely transforms the MDX compared to having it in IDS Comfort with normal transmission settings, or even IDS Normal settings for that matter. (IDS gives you three setting choices that adjust steering effort, throttle response, torque proportioning, and engine note.) What's even better: While the transmission's in S, pulling a paddle on the wheel puts you in a redline hanging manual mode, where pulling a paddle in D gives you manual, but it will eventually upshift automatically. My first run up the mountain was made in IDS comfort mode and the transmission in D and it performed exactly as expected. I drove aggressively, but in these settings, the MDX fought me at every turn -- literally. The transmission was constantly gear hunting and upshifting when I didn't want it to, the throttle was soft, and I had to flatfoot it to get the car to downshift. Don't get me wrong -- I'm not faulting the MDX, just reporting on how it acted. And without the engine or transmission helping when going into corners, the brakes got an excessive workout. They never got soft but they sure did smell when I got to my destination. The drive down would have been even worse had I not taken over control of the transmission. The second run up the mountain was made in IDS Sport and the transmission was in S. Once you initiate IDS Sport is initiated, the throttle immediately become more sensitive, more aggressive. I left the transmission in S for a little bit, and it does a pretty good job of being in the right gear at the right time, but I eventually took over the shifting duties because the car wasn't doing exactly what I wanted. I was entering corners a little easier so I didn't eat up the brakes, then took advantage of the SH-AWD to power through and out of the turns. The MDX is engaging and fun to drive despite being a large, non-sport vehicle. I would love to make the same run again, with a good set of tires, see what the MDX really is capable of. More on our long-term 2014 Acura MDX SH-AWD: Arrival Update 1: Playing the Numbers Game Our Car Service life 14,556 mi Average fuel economy 20.5 mpg CO2 emissions 0.99 lb/mi EPA City/Hwy/Comb Fuel Econ 18/27/21 mpg Energy consumption 172 kW-hr/100mi Unresolved problems None Maintenance cost $97.03 (oil change, tire rotation, inspection) Normal-wear cost $0	9	505	autos
The brainchild of a young Ford executive named Lee Iacocca in the early 1960s, the Ford Mustang was conceived as a compact car with style and flair. Small, sporty and offered with V8 power, the Mustang blazed a trail for a new type of automobile, the pony car. The Mustang debuted at the World's Fair in New York fifty years ago, on April 17, 1964. The design was an instant hit with the public, making Mustang one of the most successful product launches of all time. Over the years, Ford's iconic thoroughbred has remained a uniquely American car that continues to offer power and panache. Let's look at some favorites through the years. 1965 Mustang The Ford Mustang made its debut on April 17, 1964, as an early 1965 model, although many like to think of it as a 1964½ model. Based on the Ford Falcon platform, the Mustang was a much more attractive package, offering European-inspired features such as bucket seats and a floor shifter. Straight-six and V8 engines were offered, as were hardtop coupe and convertible body styles; a slippery fastback coupe would join the lineup in September. The Mustang was a runaway success, selling more than 680,000 units in its extended first full model year. 1965 Mustang GT-350 The first true performance Mustang was the GT-350, which was prepared by Carroll Shelby's shop in Venice, Calif., for racing in the Sports Car Club of America's B-Production class. Only 562 were built that first year, and they all started as white fastbacks with a 289-cubic-inch V8 engine and 4-speed manual transmission. Shelby increased horsepower from 271 to 306 and added adjustable Koni shocks, stiffer suspension, larger brakes, quicker steering and a tower brace. The rear seat was removed, and the body received blue stripes and a fiberglass hood with an air scoop. 1967 Mustang GT-500 The Mustang was restyled for 1967, getting bigger in the process and adding its first big-block engine, a 390-cubic-inch 320-horsepower V8. Shelby responded with the GT-500, which added the Police Interceptor 428-cubic-inch V8 rated conservatively at 355 horsepower (a non-GT-500 Mustang is shown above). Motor Trend magazine posted a 6.2-second zero-to-60 mph time and a 15.42-second quarter-mile run. Other changes included a roll bar, standard power steering and brakes, functional scoops on the sides and roof, and a fiberglass trunk lid. As with all Shelbys, limited production makes it very collectible today. 1968 Mustang Fastback 'Bullitt' The 1968 movie "Bullitt" featured what is widely regarded as the greatest car chase of all time. It starts when star Steve McQueen's character, police Lt. Frank Bullitt, driving a 1968 Mustang GT390 fastback, spots the killers he's been hunting driving a 1968 Dodge Charger R/T on the streets of San Francisco. The ensuing seven-minute car chase between two iconic American muscle cars inspired a generation of Mustang and Charger fans. Two Mustangs were used for the shoot, both with tweaked engines to keep up with the Charger and its 440-cubic-inch V8 engine. 1968 Mustang Cobra Jet While Ford had previously offered a big-block V8 engine, the Cobra Jet 428-cubic-inch V8 made the Mustang a legitimate muscle car that could take on the best of the competition in a street race (a modern Cobra Jet is shown above). The Cobra Jet V8 was the idea of leading Ford dealer Bob Tasca, who wanted a better engine for drag racing. In the tradition of the day, it was underrated at 335 horsepower, and was likely much more powerful; Hot Rod magazine pushed one to a 13.56-second quarter-mile. Cobra Jet, or "CJ," Mustangs went on to success in the National Hot Rod Association's Super Stock class. 1969 Mustang Boss 302 In the late 1960s, the Chevrolet Camaro consistently beat the Mustang in Trans-Am, a pony-car racing series, so Ford set out to do something about it. The result was the 1969 Mustang Boss 302. Horsepower from the small-block 302-cubic-inch V8 was underrated at 290, and buyers could choose from close- or wide-ratio 4-speed manual transmissions. The Boss 302 also received several changes to make it faster around a racetrack. Unique front and rear spoilers cheated the wind, large-diameter power brakes cut down stopping distances, and heavy-duty shocks and springs teamed with a wider track to help it carve through corners. 1970 Mustang Boss 429 While the Boss 302 was built for road courses, the Boss 429 was a drag-strip slayer (the 1970 Boss 302 is shown above). Ford's main reason for building it, however, was to qualify its 429-cubic-inch V8 engine for NASCAR racing. The big V8 featured exotic, semi-hemispherical heads and put out a vastly underreported 360 horsepower. Stuffing the big block under the hood required widening the car's track, modifying the suspension and wheel openings and moving the battery to the trunk. The Boss 429 covered the quarter-mile in 14.09 seconds three-quarters of a second quicker than its little sibling. After building 852 Boss 429s for 1969, Ford prepared an additional 505 for 1970, the model's final year. 1971 Mustang Boss 351 The 1971 Mustang was released into a fading pony-car market, and the new larger, heavier design didn't help. Government regulations were beginning to sap power from muscle cars, leaving the new Boss 351 Mustang as the best performer. The 351-cubic-inch Cleveland V8 engine made 335 horsepower, launching the car to a 5.8-second zero-to-60 mph time and a 13.8-second quarter-mile. It also featured a competition-tuned suspension, wide 15-inch tires, functional hood scoops and front power-disc brakes. Ford dropped the car midyear, so only 1,806 were built, effectively ending Mustang performance for more than a decade. 1978 Mustang II King Cobra Although viewed today as the least inspiring Mustang, the 1974-'78 generation was perfectly timed for a downsizing car market. Twenty inches shorter than the outgoing model and based on a subcompact Pinto platform, the 1974 Mustang launched during the mid-'70s oil crisis. It offered 4-cylinder and V6 power that first year, and a 302-cubic-inch 122-horsepower V8 engine returned for 1975. By 1978, it made 139 horsepower and was offered as the flashy King Cobra, which featured a snake decal on the hood, tape stripes and a sport-tuned suspension. Performance wasn't nearly what it had been, but the King Cobra was Ford's answer to the popular Pontiac Trans Am. 1979 Mustang Indianapolis 500 pace car The Mustang received another major redesign for 1979, adopting the Fox platform that would underpin the car until 2005. The new car was lighter than the outgoing model, with more interior space. The Mustang paced the Indianapolis 500 that year, and Ford responded with a replica hatchback with "Official Pace Car" decals and a sunroof instead of a T-top. A new turbocharged 2.3-liter 4-cylinder and a carryover 302-cubic-inch V8 engines were offered, making 132 and 140 horsepower, respectively. More than 11,000 pace car replicas rolled off dealer lots in a very successful sales year. 1984 Mustang SVO Ford had offered a turbocharged 4-cylinder Mustang since 1979, but 1984 saw the most extreme expression of that idea, the SVO. Ford's new Special Vehicle Operations team turned up the wick on the turbocharged 4-cylinder to 175 horsepower, thanks to 14 pounds per square inch of turbo boost and America's first intercooler. The car also received a performance-tuned suspension, quicker steering and larger brakes with discs all around. With a 7.5-second zero-to-60-mph time it was quick for the era, and it handled well, too. However, the SVO was $6,000 to $7,000 more expensive than a V8 Mustang GT and was retired after a modest three-year run. 1994 Mustang SVT Cobra Mustang was once again restyled for 1994 (a sketch of the 1994 Mustang SVT Cobra is shown above). The design received mixed reviews, as some thought even the 1993 Ford Probe looked better. However, Mustang was on the ropes, and many people were just happy that it continued. A watered-down SVT Cobra was part of the lineup. Unique fascias, a rear spoiler and 17-inch tires gave it a performance look and bigger brakes helped it stop but SVT engineers added just five horsepower for a total of 240. Zero to 60 mph arrived in 5.9 seconds, and the quarter-mile took 14.7 seconds, both numbers trailing the Camaro and Firebird V8s by at least a half-second. 2000 Mustang Cobra R With the help of NASCAR builder Jack Roush, Ford built the most radical Mustang yet in 2000: the Cobra R. A 5.4-liter 385-horsepower V8 engine replaced the 4.6-liter 320-horsepower powerplant of 1999, and the rest of the car was all business. Inside, it lacked a rear seat, air conditioning, cruise control and a radio all to save weight. The suspension was lowered front and rear, and it employed Eibach springs and Bilstein shocks and struts. Zero to 60 mph took less than five seconds, and top speed was 175 mph. Ford built only 300 units, all in Performance Red with charcoal interiors, and they sold for the staggering price of $54,995. 2001 Bullitt Mustang Ford celebrated the Mustang from the 1968 movie "Bullitt" with a special-edition Bullitt variant in 2001. The Bullitt Mustang received a tweaked version of the 4.6-liter V8 engine that added just five horsepower for 265 total (three generations of Bullitt Mustangs are shown above). A lower ride height, 17-inch American Racing Torq Thrust wheels, frame rail connectors and unique suspension tuning aided handling. Inside, it featured leather upholstery, 1960s-style gauge graphics, aluminum pedals and chrome door-sill plates. Most of the 6,500 sold were painted in the Dark Highland Park Green of the original, although blue and black were also available. Another Bullitt Mustang would be offered in 2009. 2003 Mustang SVT Cobra Nearing the end of the Fox body run, Ford produced the most powerful Mustang to date: the 2003 SVT Cobra (a non-Cobra 2003 Mustang is shown above). A supercharger increased the horsepower of the dual-overhead cam 4.6-liter V8 engine to 390. The Cobra blazed from zero to 60 mph in just 4.5 seconds and conquered the quarter-mile in the high-12-second range. An independent rear suspension improved the ride while also aiding handling; no Mustang has had an independent rear suspension since. The car also came with leather and suede upholstery, a 6-speed manual transmission, Bilstein shocks and low-profile 17-inch tires. Coupe and convertible body styles were offered, with pricing starting at $33,440. 2005 Mustang With a basic structure that dated back to 1978, the Mustang was in dire need of a redesign, and it received one for 2005. The new Mustang featured a retro design that recalled the original, with a fastback look from the '69 and interior styling inspired by the 1967-'68 models. A new V6 engine taken from the Ford Explorer put out 210 horsepower, while the GT's 4.6-liter V8 added 40 horses for a total of 300. More importantly, however, a stiffer structure, a 5.8-inch longer wheelbase, and an improved seating position made for a much better driving experience. 2007 Shelby GT500 Ford revived the Shelby name for the first time since 1970 with the 2007 Shelby GT500. Styling was more aggressive than the recently redesigned standard Mustang, with wider grille openings, hood scoops and the familiar body stripes. Powered by a supercharged 5.4-liter V8 engine with aluminum heads borrowed from the Ford GT, the GT500 cranked out 500 horsepower and was capable of a 4.6-second zero-to-60 mph sprint and a 12.8-second quarter-mile. Big Brembo brakes helped the beast stop, and performance-tuned suspension components controlled all that power through the turns. 2012 Mustang Boss 302 Laguna Seca Ford's Special Vehicle Team was responsible for the GT500, but it was the Mustang engineers who developed the revived Boss 302. Under the hood was a 444-horsepower version of the Mustang's brand-new 5.0-liter V8 engine, and all Bosses received new brakes, suspension and aerodynamic treatments to reduce weight and improve handling. The $6,995 Laguna Seca package was something more. It replaced the rear seat with a cross brace and added R-compound summer tires, Recaro sport seats, a front air splitter, Torsen differential and unique tuning for the rear springs, shocks and stabilizer bar. The result was arguably the best-handling production Mustang of all time. 2013 Shelby GT500 As if the 2012 Shelby GT500's 550 horsepower wasn't enough, Ford developed a new dual-overhead-cam 5.8-liter V8 engine for the next Shelby, increasing output to an astonishing 662 horsepower. Currently on sale for roughly the same $55,000 as the 2000 Cobra R, the Shelby GT500 is capable of amazing performance figures: zero to 60 in 3.5 seconds, a quarter-mile time of 11.8 seconds, and a top speed in excess of 200 mph. Compared with the last model, the car also features a larger front roll bar, retuned springs and more durable brakes for all-day track duty. 2015 Mustang Fifty years after the first Mustang took the stage, a 2015 model arrives with retro-inspired styling that makes it easily recognizable as a descendant of the original pony car. A lot has changed since that New York introduction in 1964 the base V6 of the original car had 101 horsepower. Today a new EcoBoost 4-cylinder engine is expected to deliver more than 300 horses, while the V8 in the Mustang GT should exceed 420 horsepower. With updated performance, high-tech features and a firm grasp of the past, the new Mustang will continue to blaze a trail for this iconic car far into the future.	9	506	autos
The greatest Chevrolet Camaro ever made may just be hitting the streets, but Chevy is already looking forward to its successor, the sixth-generation Camaro. Though details are few and far between, buried in a press release listing the updates to the 2015 Chevrolet Camaro, the automaker noted that this model year will be the last for fifth-gen Camaro. While the only change to the 2015 Chevrolet Camaro is a new paint color (Blue Velvet Metallic, whatever that means), changes to the sixth-generation Chevrolet Camaro should be major. The 2016 Chevrolet Camaro will ride on GM's rear-drive Alpha platform, which currently underpins the Cadillac ATS and Cadillac CTS . Both the ATS and CTS are incredibly dynamic cars, so the new Camaro should be lighter and more fun to drive than the out-going model. The next-gen Camaro will likely be powered by a carryover 3.6-liter V-6 base engine (possibly with more than the 323 hp currently available), with the 2014 Chevrolet Corvette Stingray's new LT1 6.2-liter V-8 producing 455 hp powering the Camaro SS. GM is keeping meaningful details on the sixth-generation 2016 Chevrolet Camaro tightly under wraps, but given the updated Hellcat-powered 2015 Dodge Challenger , and the all-new 2015 Ford Mustang , the Camaro has its work cut out for it if it hopes to retain its pony car sales crown. Source: Chevrolet	9	507	autos
We've already tested the 2013 Lincoln MKZ lineup (Hybrid, 2.0 EcoBoost AWD, and 3.7 AWD), so it comes as no surprise that a mechanically unchanged 2014 Lincoln MKZ 3.7 AWD would put down similar numbers to the last car we tested. The first MKZ we tested was a 2.0 AWD model fitted with the Summer Handling Tire Package ($1565) -- an option not available until we called the automaker out for sending us a car with high-performance Michelin Pilot Super Sport tires (245/40 R19). Why we haven't seen an MKZ 3.7 AWD with the Summer Tire Handling Package remains a mystery. On the MKZ 2.0 EcoBoost AWD, those tires contributed to a significant improvement in acceleration (0-60: 7.2 seconds vs. 6.6 seconds; quarter-mile: 15.5 seconds at 89.4 mph vs. 15.0 seconds at 91.2 mph), handling (figure-eight: 27.3 seconds at 0.63 g vs. 26.5 seconds at 0.63 g; skidpad: 0.85 g vs. 0.91 g), and braking (60-0: 115 feet vs. 106 feet). In addition to the upgraded tires, the Summer Tire Handling Package includes "unique sport tuning for Continuously Controlled Damping (CCD) suspension and Electric Power Assist Steering)." Our 2014 Lincoln MKZ 3.7 AWD tester was fitted with the standard all-season Pirelli P Zero Nero tires (245/40 R19). With the performance gains made on the MKZ with the 240-hp 2.0-liter turbocharged I-4 with 270 lb-ft of torque, we would have liked seeing what the Michelin Pilot Super Sports could do for the MKZ with the 300-hp, 277 lb-ft 3.7-liter V-6. Alas, we can only give you numbers for the 2014 MKZ 3.7 AWD with the standard all-season tires, which are essentially the same as the 2013 version. At the drag strip, the 2014 model hit 60 mph in 6.5 seconds and finished the quarter-mile in 14.8 seconds at 94.5 mph. While acceleration was down slightly from the 2013 model (6.4 seconds, 14.7 seconds at 95.9 mph), handling and braking have improved. The 2014 MKZ 3.7 AWD lapped the figure-eight in 26.7 seconds at 0.67 g average (vs. 27.4 seconds at 0.63 g) and pulled 0.86 g around the skid pad (vs. 0.83 g). Braking from 60 mph took 112 feet (vs. 115 feet). The last time we tested the MKZ 3.7 AWD, we compared it to the front-drive Lexus ES350 ($37,530), which was faster in a straight line (0-60 mph: 6.0 seconds; quarter-mile: 14.4 seconds at 99.3 mph), but didn't handle (figure-eight: 28.0 seconds at 0.62 g; skid pad: 0.76 g) or stop (60-0 mph: 125 feet) as well as the Lincoln. There are, however, other similarly configured competitors. With a base price of $40,205 for the MKZ 3.7 AWD, its competitors include the redesigned 2015 Acura TLX (price TBD), 2014 Buick Regal GS AWD ($40,195) and LaCrosse V6 AWD ($41,210), 2014 Chrysler 300C V6 AWD ($40,775), and the 2015 Hyundai Genesis 3.8 AWD ($41,450). Although we haven't tested the 2015 TLX, its 290-hp, 267 lb-ft 3.5-liter V-6 is competitive to the MKZ's 3.7-liter V-6. And like the MKZ, front-drive is standard, while all-wheel-drive optional. The TLX offers a nine-speed automatic to the Lincoln's six-speed auto. We've driven the 2015 Genesis sedan with the 311-hp, 293 lb-ft 3.8-liter V-6, though we haven't tested it yet. In testing, the Regal GS AWD, with a 259-hp, 295 lb-ft 2.0-liter turbocharged I-4 and six-speed auto, bested the MKZ 3.7 AWD in acceleration (0-60 mph: 6.2 seconds; quarter-mile: 14.6 seconds at 93.5 mph), handling (figure-eight: 26.0 seconds at 0.72 g; skid pad: 0.90 g), and braking (60-0: 105 feet). The MKZ barely outperformed the larger LaCrosse with its 304-hp, 264 lb-ft 3.6-liter V-6, six-speed auto, and all-wheel-drive (0-60 mph: 6.6 seconds; quarter-mile: 15.1 seconds at 93.6 mph; figure-eight: 27.1 seconds at 0.66 g: skidpad: 0.83 g; 60-0 mph: 113 feet). Although we haven't tested an all-wheel-drive Chrysler 300, we do have performance numbers for our previous long-term rear-drive 2013 Chrysler 300S with the 300-hp, 264 lb-ft 3.6-liter Pentastar V-6. And the numbers are nearly on top of the 2014 MKZ 3.7 AWD. The 300S V6 ran to 60 mph in 6.4 seconds and onto the quarter-mile in 14.9 seconds at 97.1 mph and went around the figure-eight in 26.7 seconds at 0.66 g and pulled 0.85 g around the skid pad. Braking from 60 mph took 115 feet. On the street, the 3.7-liter V-6 has plenty power to move the 4129-pound sedan through traffic and up on-ramps. Despite lacking a performance package, the MKZ tackles curved roads confidently at reasonable speeds with a neutral feel. While performance specs are important to bench racers and internet commenters, most non-sporty entry-level luxury sedan buyers care more about interior features and ride comfort. Fitted with nearly every factory option (except the Summer Handling Tire Package), the MKZ doesn't disappoint. In addition to the standard features, our Smoke Quartz Tricoat ($485) tester included Equipment Group 103A ($5375: rearview camera, rear park sensors, daytime running lights, ambient interior lighting, navigation system, power tilt/telescoping steering wheel, Blind Spot Monitoring System with Cross-Traffic Alert, power trunk lid, 700-watt, 14-speaker THX II Premium audio system, heated steering wheel, cooled front seats, heated rear seats, floor mats, 110-volt outlet, 19-inch alloys, and more), Technology Package ($2250: Active Park Assist, Adaptive Cruise Control, Lane Keeping System), Multi Contour Seats ($595: front massage seats), rear inflatable seat belts ($195), and large panoramic roof ($2995). As configured, our tester rang the register at $52,110. With 10-way adjustability, the Charcoal leather seats are comfortable even during my 2-4 hour daily commute. During my time in the MKZ, I ran the seat massager continually, while switching between the heating and cooling functions. Although early versions of Sync with MyLincoln Touch were problematic, the system in our car worked flawlessly and the voice command function allowed address input into the navigation system while driving a function not available from the touchscreen when the car is in motion. Center stack mounted transmission gear select buttons free up space on the center console and give the MKZ's interior an open and spacious feel. The MKZ can comfortably fit four average-size adults and a fifth passenger on shorter trips, though the driveshaft tunnel encroaches some on the center rear seat legroom. The MKZ's most unique feature is its trick panoramic moonroof. Unlike other panoramic roofs where the center section lifts up and slides over the back half, the MKZ's entire one-piece glass roof lifts up and slides over the front section of the rear seat area and covers the top half of the rear window. The roof is big enough for rear seat passengers to stand up through the opening. Visibility out the rear window is only slightly affected. A retractable soft shade can block light and heat when the glass roof is closed. While the MKZ 3.7 AWD is a competitively priced to other non-sporty entry-level premium sedans, one can get into a comparably equipped BMW 328i xDrive sedan a car oft considered the standard for sporty entry-level premium sedans. The 328i xDrive sedan starts at $40,225 (compared to the MKZ 3.7 AWD's $40,205 base price). Adding genuine leather seats ($1450), Cold Weather Package ($950: heated front and rear seats, heated steering wheel, retractable headlight washers), Lighting Package ($900: HID headlights, adaptive light control), Technology Package ($3150: enhanced Bluetooth/USB smartphone integration, navigation with real-time traffic, head-up display, BMW apps), Driver Assistance ($950: Park Distance Control, rearview camera), Driver Assistance Plus ($1950: Active Driving Assistance, Active Blind Spot Detection, side and top view cameras, speed limit info), Premium Package ($3100: lumbar support, satellite radio, keyless entry, moonroof), and Active Cruise Control ($1200) brings the 328i xDrive up to $52,375 just $265 more than our MKZ 3.7 AWD tester. Although similarly equipped, the BMW lacks cooled and massaging front seats and substitutes a standard moonroof for the MKZ's large panoramic moonroof. Although the BMW 328i sedan's 2.0-liter turbocharged I-4 gives up 60 hp and 22 lb-ft (240 hp, 255 lb-ft total) to the MKZ's 3.7-liter V-6, the Bimmer trumps the MKZ in all performance metrics. Our previous long-term rear-drive 328i Sport with six-speed manual hit 60 mph in 5.5 seconds and finished the quarter-mile in 14.1 seconds at 98.2 mph and lapped the figure-eight in 26.3 seconds at 0.70 g and pulled 0.89 g around the skid pad. The 328i stopped from 60 mph in 113 feet. We expect the all-wheel-drive model with the eight-speed automatic to put down similar numbers. Admittedly, the Lincoln MKZ and BMW 3 Series appeal to a different buyer and wouldn't likely be directly cross-shopped, but you could. Without comparing every model at the same time and same place makes it impossible to name a winner that is based on more than just performance stats. For those not looking for a sport sedan, the 2014 Lincoln MKZ 3.7 AWD offers the latest technology in a love it or hate it package with enough performance to get the job done. Still, we wouldn't mind knowing how much closer the Summer Handling Tire Package could take the V-6 powered MKZ to the 328i. 2014 Lincoln MKZ 3.7 AWD BASE PRICE $38,975 PRICE AS TESTED $51,215 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 3.7L/300-hp/277-lb-ft DOHC 24-valve V-6 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4129 lb (59/41%) WHEELBASE 112.2 in LENGTH x WIDTH x HEIGHT 194.1 x 73.4 x 58.2 in 0-60 MPH 6.5 sec QUARTER MILE 14.8 sec @ 94.5 mph BRAKING, 60-0 MPH 112 ft LATERAL ACCELERATION 0.86 g (avg) MT FIGURE EIGHT 26.7 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/26/21 mpg ENERGY CONS., CITY/HWY 187/130 kW-hrs/100 miles CO2 EMISSIONS 0.93 lb/mile	9	508	autos
As promised, Nissan opened "the next chapter" of a new car it first teased on a poster last week . That poster, which featured all 148 Nissan vehicles that appeared in the Gran Turismo video game series, also included a new car hidden under a red sheet with the caption "June, 10, 2014." Well that day has come and Nissan released another teaser on its social media pages, revealing a front three quarter angle photo of the special car. Looking like a GT-R from the future, the car is mostly likely Nissan's submission for the collection of Vision Gran Turismo vehicles featured in Gran Turismo 6. The front end features Nissan familiar V grille that is flanked by large air dams and thin headlights that run up into the front fender. The side view looks be just as dramatic, with a large air scoop, high beltline, and large wheels. That's all Nissan is showing off for now. The automaker says it will reveal the "next chapter" on June 16 to "fans that have always shared our passion for performance." Other vehicles represented in GT6's Vision Gran Turismo collection include the Mercedes-Benz AMG Vision Gran Turismo , the BMW Vision GT , the Mitsubishi Concept XR-PHEV Evolution Vision Gran Turismo, and the Volkswagen GTI Roadster , Vision Gran Turismo. Source: Nissan	9	509	autos
In his latest column, executive editor Ron Kiino discusses the Insurance Institute for Highway Safety's testing procedures. Specifically, he focuses on the institute's small overlap frontal crash test (SOL) , which determines a vehicle's safety performance when 25 percent of the car's front end (on the driver's side) is struck by another object including cars, trees, and poles. Kiino takes a car's SOL performance into consideration whether he's testing it or taking it on a road trip and we want to know if you do the same. The IIHS reports that there were 10,000 crash fatalities in 2012 -- approximately 25 percent of those were a result of small overlap crashes. As a result, the IIHS recently integrated SOL crash testing into its already extensive regimen and will only give its coveted Top Safety Pick award to vehicles that perform well in SOL testing. Consequently, many automakers are scrambling to make sure their vehicles ace the test. Honda, for example, made quick retrofits to the Civic's front to pass the test, as did Mercedes-Benz with its E-Class midsize sedan. The institute, however, has an even higher award dubbed Top Safety Pick+. Here, cars must also meet criteria for collision avoidance systems. The list of 2014 Top Safety Pick winners is small, consisting of just 49 vehicles, while only 31 cars are considered Top Safety Pick+ winners. Does a car's safety test performance matter to you? Let us know in the comments below.	9	510	autos
Toyota is recalling several thousands of vehicles for a defective airbag deflator once again, because after it initially recalled the vehicles last year, the automaker found that the replacement parts were defective as well, meaning some owners will have to go back for yet another fix. Meanwhile, GM is voluntarily recalling certain vehicles after finding other issues from the recent internal investigation looking into the ignition switch recall. 2002-2004 Toyota Sequoia and Lexus SC; 2003-2004 Toyota Corolla, Matrix, Tundra, Pontiac Vibe The Problem: A safety defect in the passenger's front airbag deflator could produce more internal pressure than it should, which may cause the inflator to rupture upon deployment of the airbag. In the event of a crash, a defective deflator could send metal fragments flying, potentially causing harm to the passenger or other occupants. This recall supersedes the same recall issued in April of last year since the replacement parts that dealers used to fix the vehicle are also defective. The Fix: Dealers will replace the passenger air bag's deflator for free, but a notification schedule is still unknown at this time. Owners may call Toyota at 1-800-331-4331, while Pontiac Vibe owners can call GM at 1-800-521-7300. Number of Vehicles Potentially Affected: A total of 844,277 Toyota and Lexus vehicles are affected, including 2002-2004 model-year Toyota Sequoias and Lexus SC convertibles, and 2003-2004 Toyota Corolla, Matrix, Tundra, Pontiac Vibe models. 2010-2014 Chevrolet Camaro The Problem: A driver's knee can bump the key fob and cause the key to inadvertently move out of the "run" position, leading to a complete shutdown of the vehicle's electronics, including the airbags. The issue was discovered after internal testing following the ignition switch recall. Although this case sounds similar to the ignition switch recall , GM says the ignition system in the Camaro is unrelated to the system used in the millions of Cobalts and other cars previously recalled. GM believes this issue is related to three crashes that resulted in minor injuries The Fix: GM will change the Camaro key to a standard design. In the current design, the key is concealed in the fob, but GM is changing the design so that the two can be independent of each other so that contact with the key fob won't accidentally move they key from the "run" position. Number of Vehicles Potentially Affected: 464,712 2010-2014 Camaros in the U.S.; 511,528 in Canada and Mexico in addition to exports. GM also announced 2 other safety recalls and a non-compliance one involving 65,121 vehicles in the U.S. Affected vehicles slated for Canada, Mexico, and exports is totaled at 69,839. 2004-2011 Saab 9-3 The Problem: An automatic tensioning system cable in the driver's front seat belt retractor could break, meaning the webbing spooled out by the driver would not retract. GM learned of the issue from customer complaints. The Fix: Dealers will replace the seat belt retractor on the driver's side free of charge. GM has also issued a special coverage that will allow the life of the vehicle to be covered if dealers find the same problem with the passenger side's seat belt retractor. Number of Vehicles Potentially Affected: 28,789 2004-2011 Saab 9-3 convertibles. 2012 Chevrolet Sonic The Problem: The transmission turbine shaft in 1.8-liter Sonics equipped with the six-speed automatic transmission may fracture due to a supplier quality issue. If this should happen in second gear, the vehicle might not upshift into third through sixth gears. If this should happen in the higher gears, the vehicle would coast until it was moving slow enough to downshift into first or second gear. Either way, a malfunction indicator lamp would illuminate, and if drivers continue to drive, all forward gears may become inoperable, though the engine would continue to run and all power accessories would function. The Fix: Dealers will replace the transmission turbine shaft for free. Number of Vehicles Potentially Affected: 21,657 2012 Chevrolet Sonics with a six-speed automatic and 1.8-liter I-4. 2014 Buick LaCrosse The Problem: A wiring splice located in the driver's door may corrode which may cause it to break. This malfunction causes a miscommunication between the door chime, windows, and sunroof, meaning that the windows and sunroof can be opened even when the vehicle is turned off and the driver isn't inside. The Fix: Dealers will inspect the driver door window and motor harness and replace the electric splice if necessary. Number of Vehicles Potentially Affected: 14,765 2014 Buick LaCrosse sedans. Source: NHTSA, GM	9	511	autos
The Range Rover Sport will be going into stealth mode when it debuts at the Goodwood Festival of Speed next week. The British automaker has announced the luxury SUV will be available with a new appearance package that adds even more interest to the Range Rover Sport, and we get our first look at it in the photos below. Dubbed the Stealth Pack, the option will be available only on HSE Dynamic and Autobiography Dynamic models. Choosing this appearance package means the Range Rover Sport will be dressed up with a satin black front grille and surround. Other black-painted elements include the fog lamp bezels, hood and fender vents, and side mirror coverings. The headlights and taillights are also finished in a "stealth black" color, while customers can choose between 21- or 22-inch wheels. The wheels are finished in a satin black color that matches the front grille, though nuts are painted in a gloss black to give it some contrast. That's where the stealth treatment ends. Nothing inside the Range Rover Sport gets stealth-ified and the same goes for all the hardware including the 5.0-liter, 510-hp and 461 lb-ft supercharged V-8 and the new 340-hp 3.0-liter supercharged V-6. Both engines are backed by a new ZF-sourced eight-speed automatic. Customers can start placing their orders next month and first deliveries are expected around the end of the year, though it's unknown whether the Stealth Pack will be available for the U.S. Check out the Range Rover Sport Stealth Pack in the photos below before the luxury SUV makes its debut at the Goodwood Festival of Speed. Source: Land Rover	9	512	autos
The National Insurance Crime Bureau (NICB) has released a new report that looks at SUV and crossover thefts between January 1, 2010 and December 31, 2013, and ranks the top 10 most stolen of the group. The study's criteria were refined to only include 2011, 2012, and 2013 model-year vehicles, which revealed a total 21,711 SUVs and crossovers reported stolen during that period, with a variety of Fords topping the list. With 1421 vehicles stolen, the Ford Escape sits at the top of the list, followed by the Ford Edge with 1140, and the Explorer with 958. The Jeep Grand Cherokee was fourth on the list with 912 stolen SUVs, while the Kia Sorento rounds out the top five with 725 stolen vehicles. Looking at SUV and CUV thefts by by class, crossovers dominated the chart. CUVs are broken down by compact, mid-sized, large and premium classes, with compact CUVs being the most popular with 6981 thefts followed by large CUVs with 3206 and mid-sized CUVs with 3204. That compact CUV trend is evident in the top 10, as the Ford Escape occupies the number-one spot, while the Nissan Rogue landed in seventh with 695; the Honda CR-V in eighth with 688; the Toyota RAV4 in ninth with 665; and the Chevrolet Equinox in the tenth spot with 648. Looking closer at the chart, the Jeep Cherokee is the only SUV to make it on the list. When looking at percentage of unrecovered thefts, vehicles in the premium large SUV segment were least likely to be recovered. Of the top 10 unrecovered makes and models, the Mercedes-Benz GL Class had the highest percentage of unrecovered thefts with 37 percent, followed by the Land Rover Range Rover/Range Rover Sport with 36 percent. Evaluating thefts by state, California had the highest number at 3531, followed by Florida with a distant 1897. Michigan and Texas weren't far behind with 1834 and 1686 thefts, respectively. New York rounds out the top five with 1577 thefts. Breaking results down by core based statistical area (CBSA) are different though, with New York-Northern New Jersey-Long Island, NY-NJ-PA boasting the most thefts at 2530 SUVs and crossovers stolen. In second place is Detroit-Warren-Livonia, MI with 1701, with Los Angeles-Long Beach-Santa Ana, CA in third place with 1300 theftss. Below are the top 10 SUVs and crossovers stolen between 2011 and 2013, according to the NICB. Source: NICB Make Model Class Thefts Ford Escape Compact CUV 1421 Ford Edge CUV 1140 Ford Explorer Large CUV 958 Jeep Grand Cherokee Large SUV 912 Kia Sorento CUV 725 Chevrolet Traverse Large CUV 720 Nissan Rogue Compact CUV 695 Honda CR-V Compact CUV 688 Toyota RAV4 Compact CUV 665 Chevrolet Equinox Compact CUV 648	9	513	autos
Automakers are pretty good at building up their own hype. Toyota and Honda have the reputation of being safe and reliable, Ford powerful and economical with its EcoBoost engines ( even if the latter may be inaccurate ), and Mazda simple and sporty. Sometimes though, certain automakers don't live up to the hype surrounding their nameplate. Take Mazda, for instance. Our forum member iqjumpuw recently went shopping for a midsize sedan with his wife. With the Mazda6's sporty reputation in mind, the local Mazda dealer was his first stop. iqjumpuw and his wife loved how the '6 looked, and its features, but found the midsize sedan to be underpowered, and thus not at all like the sports car he was expecting. That brings us to today's Thread of the Day. We want to know which automakers you feel are most overrated, and why. Sound off with your picks in the comments below.	9	514	autos
For 2015, the Hyundai Sonata gets a new fuel-efficient variant to go along with its redesign. Manufacturer-estimated to achieve 28/38 mpg city/highway, the 2015 Hyundai Sonata Eco is powered by a turbocharged engine mated to a dual-clutch transmission. The Sonata Eco starts at $24,085 (including $810 destination). The 2015 Hyundai Sonata Eco is powered by a 1.6-liter turbocharged I-4 that makes an estimated 177 hp and 195 lb-ft of torque. A seven-speed dual-clutch transmission -- the first of its type in the midsize sedan segment -- backs the turbocharged mill. That Hyundai-estimated 28/38 mpg rating is 3/1 mpg better than the 2015 Hyundai Sonata with the base 185-hp, 178-lb-ft 2.4-liter I-4. Although the 2015 Hyundai Sonata Eco matches the 2015 Mazda6 with iEloop technology in city fuel economy, the Mazda6 is rated 2 mpg higher on the highway. The Sonata Eco does, however, match the Mazda6's 32 mpg combined rating. However, official EPA ratings for the Sonata Eco have yet to be released. In addition to the Sonata SE's standard features, the 2015 Hyundai Sonata Eco adds a chrome grille, side mirrors with integrated turn signals, automatic headlights, 10-way power driver seat with lumbar support, stitching on the instrument cluster hood, chrome interior door handles, 5.0-inch color touchscreen, rearview camera, and Hyundai's Blue Link telematics system. An available $4100 Technology Package includes Blind Spot Detection system with Rear Cross-Traffic Alert and Lane Change Assist, chrome exterior door handles with welcome light, hands-free Smart Trunk Auto Open, proximity key with push-button start, leather seats, leather-wrapped steering wheel and shift knob, heated front seats, dual zone climate control, 4.2-inch color LCD Multi-Info Display, navigation system (with 8.0-inch color touchscreen, voice recognition, HD radio, Apple Eyes Free Siri Integration, and Wi-Fi client for downloading apps), Dimension premium audio, SiriusXM Travel Link, auto-dimming mirror with HomeLink and compass, and auto up/down front passenger window. Source: Hyundai	9	515	autos
Look in this Mini's stylized oval headlights and at its British Racing Green paint and silver stripes. What do you see? A cult of personality. In concept, it's quite entertaining: Its footprint is no smaller than the standard Mini Cooper's, it's harder to see out of, it actually weighs slightly more, and it has fewer seats. All this for $1150 more than a hardtop S (in 2014). The Coupe makes no effort to blend in. It relishes its strange proportions and heavy styling, which run consistently through the car. It strives to be different in every way, even in the way it sounds, making a distinct rattle on idle and a cute little succession of backfires when you lift off the throttle. It celebrates its many eccentricities right in your face. After spending a year with the Coupe, I learned you have to embrace the quirkiness to enjoy the car. You can't take it too seriously. You must revel in the peculiar interior layout and enjoy how those toggle switches look and that they exist, rather than dwell on the clumsiness of actually using them. You must admire the exterior for being different, while ignoring the compromised outward visibility imposed by that chopped top. Never mind, as well, that the top looks like a football helmet. Do this, and you'll love the Coupe. For the days when all that stuff annoys you, the Coupe will win you back on a good road. It's a shame that the polarizing styling overshadows how much fun this car is to drive, because, as far as front-drivers go, it's on the short list with the best. It had no problem serving as a camera car for MT video shoots and chasing the various sports cars that came through the MT garage. Occasionally, it proved more entertaining. Through responsive steering, a well-balanced chassis, high grip, and a sweet shifter, the Coupe felt constantly ready to go, always looking for curves to bomb through. There are trade-offs for this behavior, and occasionally I'd wonder if the ride needed to be as stiff as it was or if the bumps and impacts felt harsher than necessary. These thoughts were fleeting, though, as the benefits once again became clear as I went through a few corners. What was it like to own? In terms of reliability, the Mini fared well over the year. Aside from a set of new tires at 8000 miles necessitated by racetrack abuse (thanks, Randy Pobst), we spent nothing on the Coupe. Mini's 3-year/36,000-mile free maintenance plan meant the three manufacturer-recommended service stops we experienced were cost-free. Fuel economy? At an average 27.8 mpg, the Coupe fell on the low side of its EPA 26/35 city/highway mpg spread, but that result makes sense considering it was driven primarily on the street, and spiritedly so. Faults? The only one I found was a small, intermittent, and frustratingly unreproducible rattle emanating from the passenger seat. Another small annoyance: People often mistook &quot;Coupe&quot; for an abbreviation of &quot;Cooper,&quot; so I'd have to explain that it's not, and that the real name is Mini Cooper S Coupe. That explanation became tiresome simply because of how many times I had to give it. The Coupe succeeds in getting the attention for which it strives. Big, serious supercars get big attention, too, but a different kind. This Coupe makes people interested, but it also makes them smile. Folks approached the car regularly in grocery store parking lots, asking what it is, how the roof comes off (for the last time, it doesn't), what the fuel economy is, and, while leaving, would say, &quot;Cool.&quot; One woman said, &quot;Cute,&quot; then immediately apologized, thinking it might've been an insult to a man-about-town and his flashy car. &quot;It's not supposed to be cute, is it?&quot; It certainly isn't supposed to be pretty, but that isn't the point. It's that it's different. The Coupe's success is that, through its commitment and consistency to its strange design, it pulls the whole thing off. As mainstream passenger cars continue to homogenize at the bottom of the common denominator slope, the Coupe's uniqueness is its selling point. It's not a car for everybody, and not something to be sold in large quantities -- I've seen one other Coupe in car-savvy L.A.-- but for that buyer who's looking to make a statement, the Coupe is a perfect fit. It defies reason. And that makes it interesting. More on our long-term 2013 Mini Cooper S Coupe: Arrival Update 1: A Service Stop and the Joy of Run-Flat Tires Update 2: The Startup Sequence Update 3: Chrome Dome Update 4: It Isn't the Size That Matters Our Cars: The Mini Goes on Vacation Update 5: Entertainment Options Our Car Service life 12 mo/18,827 mi Base Price $25,450 Price as Tested $34,550 Options Recaro sport seats ($2750), Premium Package 1 ($1750: Chrome line interior, Auto-dimming rearview mirror, Automatic climate control), Technology Package ($1750: Comfort Access keyless entry, Satellite radio w/ 1-year subscription, Harman/kardon premium sound), Sport Package ($1500: 17-in black StarBullet wheels, Xenon headlights, Dynamic Traction Control, White turn-signal lights), Mini Connected with Nav Pack ($750: Smartphone Integration, Real Time Traffic Information, Mini navigation System), British Racing Green II ($500), Heated mirrors and washer jets ($100) Average Fuel Economy 27.8 mpg / 0.70 lb/mi Problem Areas None Maintenance cost $0 Normal-wear cost $0 3-YEAR RESIDUAL VALUE* $18,657 RECALLS None *Automotive Lease Guide data 2013 Mini Cooper Coupe S POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, FWD ENGINE TYPE Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 97.5 cu in/1598 cc COMPRESSION RATIO 10.5:1 POWER (SAE NET) 181 hp @ 5500 rpm TORQUE (SAE NET) 177 lb-ft @ 1600 rpm REDLINE 6300 rpm WEIGHT TO POWER 15.1 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.71:1/3.02:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar STEERING RATIO 14.1:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F;R 11.6-in vented disc; 10.2-in vented disc, ABS WHEELS 7.0 x 17-in, cast aluminum TIRES 205/45R17 84V Continental ContiSportContact SSR DIMENSIONS WHEELBASE 97.1 in TRACK, F/R 57.2/57.5 in LENGTH x WIDTH x HEIGHT 147.0 x 66.3 x 54.5 in TURNING CIRCLE 35.1 ft CURB WEIGHT 2725 lb WEIGHT DIST., F/R 63/37 % SEATING CAPACITY 2 HEADROOM 38.4 in LEGROOM 41.7 in SHOULDER ROOM 50.3 in CARGO VOLUME 7.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.2 sec 0-40 3.4 0-50 4.6 0-60 6.3 0-70 8.0 0-80 9.9 0-90 12.8 0-100 15.7 PASSING, 45-65 MPH 3.1 QUARTER MILE 14.6 sec @ 96.3 mph BRAKING, 60-0 MPH 112 ft LATERAL ACCELERATION 0.90 g (avg) MT FIGURE EIGHT 26.2 sec @ 0.70 g (avg) TOP-GEAR REVS @ 60 MPH 2600 rpm CONSUMER INFO STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS Dual front, front side BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited FUEL CAPACITY 13.2 gal EPA CITY/HWY ECON 26/35 mpg ENERGY CONS., CITY/HWY 130/96 kW-hrs/100 miles CO2 EMISSIONS 0.66 lb/mile RECOMMENDED FUEL Unleaded premium	9	516	autos
When the second-gen Mercedes-Benz CLS-Class debuted, we were smitten. It had the look, it had the power, and it had the presence. Before long, though, the competition surpassed the CLS, and we were left wishing the brutally fast "four-door coupe" had the moves to keep up with the latest from Audi and BMW. Now, our wish might have been answered. The most significant change on the refreshed 2015 CLS-Class is the introduction of an all-new entry-level car, badged CLS400 and carrying the brand's new twin-turbo 3.0-liter V-6 good for 329 hp and 354 lb-ft. It will be offered in both rear and all-wheel drive and should ring in at a few thousand dollars lower than the CLS550's nearly $73,000 starting price. We presume it will be matched to Mercedes' updated seven-speed automatic transmission. The CLS-Class will be the first Mercedes to feature the brand's all-new nine-speed automatic transmission, which will debut on the refreshed CLS550 before trickling out to all the other CLS variants over the next few years. At launch, the nine-speed will be available only on rear-drive CLS550s. We expect the 4.7-liter twin-turbo V-8 and its 402 hp and 443 lb-ft to carry over. Air suspension with adjustable damping will also be standard on the CLS550, while CLS400 models will have steel springs and damping tuned for comfort. Both cars will come with 18-inch wheels, but expect plenty of optional upgrades. CLS550s also get standard satellite radio and a harman/kardon audio system. On the outside, the 2015 CLS-Class gets the new corporate grille and LED headlights with matte chrome trim. Darkened taillights and new wheels dress up the rest of the exterior. Inside, is a new, larger, 8-inch infotainment screen displaying the brand's latest entertainment and navigation software. The CLS-Class also picks up the latest version of Mercedes' Collision Prevention Assist Plus system, which will now brake autonomously to help prevent a collision as well as the full suite of Intelligent Drive technologies from the latest E-Class. On the AMG front, Mercedes-Benz will confirm only that the CLS63 AMG will continue to exist. We expect it will retain its twin-turbo 5.5-liter V-8, but only in 577 hp and 590 lb-ft trim. Mercedes has decreed that all AMG models sold in the U.S. will be high-power S Models, so figure the non-S Model and its paltry 550 hp and 531 lb-ft are done for. The same edict says all AMGs will be all-wheel drive, so the CLS63 AMG S Model probably will also remain a 4Matic. We've seen an early design mockup of the next CLS63 AMG, and we can tell you to expect extremely wide fenders and a highly aggressive grille, reminiscent of a DTM race car.	9	517	autos
The small but growing compact cargo van segment first touched down in the U.S. with the 2010 Ford Transit Connect, which was joined later by the 2013 Nissan NV200 (soon to be sold here as the 2015 Chevrolet City Express as well). Now, Fiat Chrysler Automobiles is entering the fray with the 2015 Ram ProMaster City. Like the Transit Connect -- and full-size Ram ProMaster -- the ProMaster City traces its roots back to Europe. The ProMaster City is based on the third-generation Fiat Doblo, and has been adapted for the U.S. market. Like the first-generation Transit Connect, all ProMaster Citys will be built in Turkey (at Fiat's joint-venture Tofaş plant in Bursa), and shipped to North America with windows and rear seats to dodge the "chicken tax." Changes include upgraded chassis pieces and anchor points, as well as a 0.4-inch higher ride height to deal with rougher roads and strengthened unibody structures -- primarily to satisfy the U.S.'s side-impact pole-test (no revisions were made for the IIHS small-offset test, as the insurance industry group has yet to test this class of vehicle). The ProMaster City also gets standard 16-inch steel wheels wrapped in all-season tires for a higher payload rating. Related link: Research the Ram ProMaster City With its 122.4-inch wheelbase and 131.7 cubic feet of cargo volume, and 1883-pound payload, the ProMaster City compares favorably to the redesigned 2014 Transit Connect (103.9-128.6 cubic feet of cargo volume, 1710-pound payload) and NV200 (122.7 cubic feet of cargo volume, 1477-1500-pound payload). The ProMaster City matches the Transit Connect's 2000-pound max tow rating. The NV200, on the other hand, is not rated for towing. Measuring 66.4 inches wide (with 48.4 inches between the wheel wells), the cargo area features near-vertical walls that are said to be more "upfitter-friendly" for installing aftermarket racks and shelving. A custom-fit, non-slip vinyl floor mat is available, and cargo can be secured with six standard D-ring tie downs. The ProMaster City features sliding doors on both sides that reveal a 26-inch opening, while the rear 60/40 split doors open 90 degrees, or a full 180 degrees after pushing a release button. The shorter rear door opens toward the curb for more convenience. The exterior door handles are large so they can be used by gloved hands. Threaded mounting points in the roof simplify installation of load rails and roof racks available from Mopar. Weight capacity is rated 154 pounds for the roof accessories. Ram also widened the ProMaster City's engine box and front track to fit the automaker's 2.4-liter Tigershark I-4 and nine-speed automatic transmission. The Tigershark engine is rated at 178 hp and 174 lb-ft of torque in the ProMaster City. These figures are down somewhat from some of the car applications of the Tigershark, because this one is tuned for a broader torque curve that peaks lower (at 3900 rpm). Though down from other Tigershark applications, the City's output numbers still outgun the Transit Connect's base 169-hp, 171-lb-ft 2.5-liter I-4 and the NV200's 131-hp, 139-lb-ft 2.0-liter I-4. The Transit Connect's optional 1.6-liter EcoBoost I-4 matches the Tigershark's horsepower output, but trumps its torque output by 10 lb-ft. Both Ford engines are mated to a six-speed automatic, while the NV200 features a CVT. The ProMaster City's nine-speed automatic features an Electronic Range Select (ERS) that allows the driver to set the highest gear used during heavy-duty jobs. Acceleration to 60 mph is estimated at under 10 seconds, besting the NV200 (10.4 seconds) and Transit Connect 2.0-liter (12.3 the 1.6 turbo needs just 8.7 seconds). Chrysler Group has yet to release official fuel economy numbers for the city van, but claims it will boast "best-in-class" combined mpg. We're told that fuel economy is a big reason the ProMaster City's cost-of-ownership will also be best in class. Up front, the ProMaster City uses a strut suspension with stabilizer bar, while the rear suspension consists of an independent trailing-arm-and-lateral-link setup, which contributes to the 21.5-inch step-in height. The brakes consist of 12-inch front discs and 10-inch rear drums with heavy-duty pads and shoes. The ProMaster City is the first vehicle to combine the Tigershark engine with a hydraulic power steering system. In addition to the standard cargo van body, the ProMaster City is available as a five-passenger wagon. The ProMaster City has 4 feet of length behind the 60/40 split second-row bench, and nearly 6 feet of length with the rear seats folded forward. Other cargo area dimensions are unchanged. The ProMaster City is available in four trims, two for each body style: Tradesman and Tradesman SLT, and Wagon and Wagon SLT. Although based on the Fiat Doblo, the ProMaster City features Ram styling cues including the brand's crosshair grille and Ram emblems all around. High front and rear bumpers protect exterior lights from damage, while protective cladding on the sides and back protect from parking lot damage. Base Tradesman models feature a black grille and bumpers, while the SLT adds body-colored bumpers and fog lights. Body-colored side mirrors and a silver grille are available on SLT models. Tradesman vans come with 16-inch steel wheels with or without wheel covers, while the SLT is available with 16-inch alloy wheels. Rear windows are also optional. Inside, the ProMaster City is finished in black with gray accents. Different inserts distinguish between base and SLT trims. Up front, the ProMaster City features nine storage compartments including an overhead storage unit. A tilt and telescoping steering wheel is standard, while a leather-wrapped steering wheel with integrated cruise control and infotainment controls for the Uconnect system is available. Uconnect features a 5.0-inch touchscreen with Bluetooth, a text message-reading function, four-speaker audio system, powered USB port for charging devices, and a second USB for music streaming. Available infotainment features include navigation, SiriusXM satellite radio, and Uconnect Web. Standard safety features include an electronic stability control that incorporates four-channel ABS braking system, brake assist, traction control, engine drag control, trailer sway control, hill-start assist, rollover mitigation, and automatic brake lamp actuation. A Ram spokesman tells us we'll start seeing ProMaster City vans by the end of the year, but we won't see real volume until 2015. Can it take on the urban cargo haulers from Ford and Nissan when it arrives? We'll soon find out.	9	518	autos
I guess I'm spoiled. The first dealership I worked at, back in 2004, was a first-class, family-owned-and-operated outfit. My managers weren't saints by any means, but for the most part they were honest men and women who did their jobs ethically and never tried to screw anybody. Then I changed dealerships. I'm a big fan of the Zorch brand -- my first car was a 1976 Zorch Mosquito with a manual transmission -- and when I learned that a new dealership was opening in town, off I went. The fact that a big chain based in another state owned it didn't faze me. When I got there, the difference was night and day. Let me just say that the way these "big city folks" operated was a lot different than I was used to, and a lot less ethical. I'm not exactly sure when it first dawned on me that I was no longer in Kansas, but by the time the F&I director stood in front of the staff at the Saturday morning sales meeting and taught us all how to falsify credit applications, I pretty much had it figured out. (I'm sharp that way.) "Don't write the customer's income on the front of the app where it says income!" Mr. Manteca scolded. "Turn the paper over and write it on the back." Then he put his hand up to the side of his mouth, going into a stage whisper: "That way I can doctor it up in the back!" Why this guy isn't in prison I'll never know. What he had just advised us to do is a federal offense. Flash forward to a few months later, and a new general manager. Same owners, just a new manager. I won't go into too much detail in describing Mr. Finch except to say that he was in his mid-40's, medium build and medium height, with a head full of thick, black wavy hair. Mr. Finch was what they used to call a clotheshorse.. He was always impeccably dressed in the finest suits. He wore custom-fitted shirts with French cuffs and expensive cufflinks, Italian silk ties, and shoes that were never scuffed. He is the only guy in the car business I've ever met who walked around the dealership with a copy of GQ magazine in his hand. During slow times, while other managers were on their computers looking up sports scores, visiting sites like Motor Trend, or surfing for porn, Mr. Finch was on some shoe company's website, checking out its latest designs."What do you think of this one?" Mr. Finch would ask me, clicking on the newest model of dress shoe. Then he announced the incentives for the coming month. 'This time,' he said, 'I'm going to do something different. Something big.' "Uh, that one's pretty nice," I'd say. I'd never been asked to participate in another man's choice of footwear before and it was a bit odd. Mr. Finch was a nice guy and everyone liked him. But he was also the consummate b.s. artist, something it took a sales contest for me to discover. It was the first day of a new month, and Mr. Finch called a meeting of all the managers and salesmen to discuss the month ahead. First, he congratulated us on the month we had just finished, telling us all what a great job we did. Then he announced the incentives for the coming month. "This time," he said, "I'm going to do something different. Something big." Instead of doing a series of smaller bonuses like we always did, Mr. Finch announced that the top-volume salesman that month would win an "all-expenses-paid, three-day cruise to the Bahamas." There was an excited murmur from the salesmen. None of us had ever heard of a prize like that before. Mr. Finch paused dramatically. "And I'm giving the winner an additional $500 spending cash to use however he wants on the trip!" The salesmen burst into applause. Wow. This was really something to get excited about! When the meeting broke up, we all walked out of there raring to go. And everybody sold a lot of cars that month. But through a combination of hard work and good luck, I ended up selling the most. The last day of the month, when it was clear no one was going to catch me, other salespeople came up to congratulate me, making jokes about all the women I'd meet on the cruise. But I had other plans. I live on the East Coast and a lot of my family lives in California. Every year they have a family reunion in Newport Beach, and I had been unable to attend one in years because, frankly, I didn't have the money. Going to the Bahamas would be nice, but I really wanted to spend some time with my family. So I went to Mr. Finch and asked him if it would be possible to switch the travel plans from the Bahamas to California. If a trip to California cost any extra, I 'd pay the difference. Mr. Finch told me the trip to the Bahamas had already been purchased weeks ago at a special rate and he didn't think it would be possible to change it now, but he'd talk to the agent the dealership used, the Seven Seas Travel Agency, and see if that could be arranged. I walked away thinking what a swell guy Mr. Finch was. A week went by. Then another week. No word from Mr. Finch on the trip. Other salesmen kept asking me when I was going to the Bahamas. I told them I didn't know. Finally, I approached Mr. Finch and asked him if he had had a chance to talk to the folks at the travel agency. He said he had been so busy that he forgot about it, but he would call the lady at Seven Seas the following day and get back to me. The next day came and went, and no word from Mr. Finch. And then another day, and another. The date of the family reunion was quickly approaching, and I was concerned about booking a flight, because if you didn't do it far enough in advance the cost was (and still is) outrageous. So I gave Mr. Finch one more day and then approached him again. "I talked to her on Monday," Mr. Finch said, "And she hasn't gotten back to me yet. Let me give her a call after lunch." At this point, my car salesman b.s. detector was beeping away like crazy, so I decided to do a little investigating. I called the travel agency and, pretending to be Mr. Finch's assistant, asked to speak to the lady who handled all the travel arrangements for our dealership. When I got her on the line I explained to Mrs. Beckwith that I was checking on the status of the three-day cruise to the Bahamas that Mr. Finch had purchased a few months back. Mrs. Beckwith had no idea what I was talking about. I reiterated who I was and for whom I worked. "Oh, I know who Mr. Finch is, all right, and yes, you have the right agency. We handle all the travel for Cheat 'Em Right Motors, but I don't have any record of a cruise to the Bahamas." Mrs. Beckwith promised to check with another woman who worked in the office who sometimes booked trips for dealerships, and told me she'd get back to me. Later that afternoon she called me and said "I'm sorry, no one in our office knows anything about any cruise to the Bahamas." Busted. Several options went through my head, among them confronting Mr. Finch directly and knocking him on his ass. But since Mr. Finch had the power to fire me, and I needed the job, I decided against that. I decided instead to give him one last chance. Perhaps he had used a different agency this time. Perhaps he was talking to someone else at Seven Seas. Perhaps . . . Friday morning I walked in to his office and asked him again. Mr. Finch repeated his story about the lady at the travel agency not getting back to him. "Whom were you talking to?" I asked casually. "Mrs. Beckwith," he replied. I told him I really needed to get an answer soon, because if I had to book a flight myself it would be way more than I could afford. He said he understood and would have an answer for me by close of business that very day. I was so angry I had trouble speaking. It seemed like it took me five minutes to get my voice back, but in actuality it was probably only a few seconds. At 3 o'clock he was gone. He had slipped out the back and left for the day -- without getting back to me. I was furious. I called Mrs. Beckwith to verify. "No, I haven't heard from Mr. Finch in weeks," she said. So he had even lied about trying to contact her. I hung up and called Mr. Finch on his cellphone. He acted surprised to hear from me, but recovered quickly. "I just got off the phone with Mrs. Beckwith," he said, smooth as silk. "And she said it was too late to change those travel plans now. How about I just pay you cash on Monday?" I was so angry I had trouble speaking. It seemed like it took me five minutes to get my voice back, but in actuality it was probably only a few seconds. "OK. That would be fine," I said. It would have been far more satisfying to call Mr. Finch a lying scumbag, but if I got the money I could still make the family reunion. So I opted for the money. On Monday I went into the sales office and found Mr. Finch. When I brought up the subject of the money he got angry and acted as if we had never even had the conversation on Friday. "You're killing me!" he exclaimed. "How am I killing you?" I asked. "I'm just asking you to do what you promised to do." Mr. Finch grabbed a check authorization form and started to fill it out. "How much do you think a cruise to the Bahamas costs?" he asked. "I don't know," I replied. "But you already paid for one, so you should know." He either missed the sarcasm of that or ignored it. "How does $500 sound?" he asked. "That sounds OK to me," I said. Mr. Finch started to write out the amount. "But you also promised to give the winning salesman $500 spending cash for the trip," I reminded. Mr. Finch leapt out of his chair, cursing, crumpled up the check request, and threw it across the room. "You're a goddamn mooch!!" he yelled. At that point, the used car manager rose to my defense. "You did say that, Jim." Mr. Finch sat back down, hastily filled out a check request for $1000, then ripped it out of the book and threw it at me. "There! I'm never doing that again!!" And that, my friends, is how I ended up attending my family reunion. Maybe someday I'll get to the Bahamas. More Car Salesman Confidential: How to Complain to a Dealership Top 17 Fibs Told By Buyers Hidden Profits, Hidden Expenses	9	519	autos
I was hoping to blaze more trails and find new paths with our 2013 Platinum Edition Pathfinder during its yearlong stay with us, but sadly that didn't happen. I was hoping to validate the proud name still emblazoned on the swollen and softened SUV and show that despite its closer relation to the Altima, the Pathfinder could still pull some Xterra-like moves when so inclined. While I didn't get to kick up any dust on the Rubicon Trail, I did exhaust the Pathfinder in its real-world environment: the suburban jungle. The 260 hp from the 3.5-liter V-6 never felt inadequate. The most strenuous task burdened upon the Arctic Blue sport-ute was trudging up some mountain roads full of photo and video equipment. Though wringing out a CVT in its highest "gear" will never be pleasant, the engine and tranny combination took this worst-case combination in stride and made for quiet, smooth driving the 95 percent of the time we were otherwise just putzing around the boulevard. The Pathfinder was spacious, with smart packaging from the first row to the third. The second- and third-row seats were incredibly easy to fold down for loading gear, and the Auto Entry/Exit that moved the steering wheel up and the pilot's seat back was a welcome feature to tired, achy muscles after a long day shooting on location. It didn't take long for the Pathfinder to become the lunch limo of choice at the office thanks to a sliding and reclining second row and a third row perfectly fine for two adults to occupy for short distances. The merit of the spacious passenger compartment was made all the more apparent in comparison to fellow long-term fleet seven-seater the Mitsubishi Outlander, which lacks the adjustability of the Pathfinder's second row and the legroom of the third. While the large space inside the Pathfinder was welcome, its exterior bulk proved to be troublesome -- and even expensive -- for some fellow staffers. By my measure the Pathfinder should be impossible to harm in low-speed parking lot situations thanks to idiot-proof technologies such as Rear Sonar, and Rearview Camera, and AroundView Monitor, and Front Camera and good old-fashioned mirrors. But some unnamed staffers still managed to knock off part of the rear bumper surrounding the trailer hitch, and also part of the driver's side mirror that houses one of the four AroundView Cameras. I feared the bumper would be the more expensive fix, but it actually came in at a relatively reasonable $107 for the new part, and a less reasonable $277 for labor. Overall $384 wasn't too painful for such a significant part of the vehicle. What was painful was the almost $450 for the cracked side-mirror housing. The aesthetic blemish was almost worth living with instead of shelling out $299 for the part and $130 to put it on. Other than cosmetic repairs, maintaining the Pathfinder wasn't terribly costly. Oil changes every 7000 miles or so were about $40 at the local Nissan dealership. The 15,000-mile checkup came in at $306 and the 30,000-mile at just over $600. That's a bit steep for one year of maintenance, but most drivers won't be putting 30,000 miles on the odometer in a span of 12 months. Overall the Pathfinder stood up to our abuses well. The light-colored interior fought discoloration from the spills I know happened in my presence and my absence. No obnoxious squeaks or rattles from the interior or exterior crept their way into the vehicle's soundtrack. The Pathfinder's shortcomings include the lack of an opening window on the tailgate like on the 4Runner or big GMs. This is more specific to my role as photographer, as it would be massively convenient to shoot out of, but it would also be handy for quickly loading groceries or a gym bag. The overall exterior design is an easy target for criticism. While I didn't find the new swoopy lines as hideous as some skeptics did, the bulbous curves and oversized headlights won't stand the test of time the same way the simple geometric presence of the previous generation did. Even though we didn't traverse any shallow rivers or brave any polar vortex snowdrifts, we put the Pathfinder through much more strenuous paces than most car-based SUVs will face. It's no less disappointing the market has dictated these vehicles that used to beg for adventure and taking the road less traveled be softened up for trips to school and Christmas shopping, but for the segment it competes in the Pathfinder is a success on all accounts. More on our long-term 2013 Nissan Pathfinder Platinum: Arrival Update 1: Sound System and CVT Update 2: Impressive Interior Features Update 3: Our Abuse is Taking its Toll Update 4: Bumpers Aren't Too Expensive, But Mirrors Are Our Car SERVICE LIFE 12 mo / 30,817 mi BASE PRICE $41,595 OPTIONS Platinum Premium Package ($2300: tri-zone DVD entertainment system, panoramic moonroof), roof rail cross bars ($300), carpeted floormats ($200) PRICE AS TESTED $44,395 AVG ECON/CO2 20.6 mpg / 0.94 lb/mi PROBLEM AREAS Fading paint on roof, fuel cap tether MAINTENANCE COST $397.89 (4-oil change, inspection; 1-engine-air filter, rotate tires, brake system flush) NORMAL-WEAR COST $652.19 (replace front/rear brake pads, resurface front/rear discs) 3-YEAR RESIDUAL VALUE* $20,866 RECALLS ABS software, CVT oil cooler, front brake torque member, front passenger airbag *Automotive Lease Guide data 2013 Nissan Pathfinder 4WD Platinum POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE 60-deg V-6, aluminum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 213.5 cu in/3498 cc COMPRESSION RATIO 10.3:1 POWER (SAE NET) 260 hp @ 6400 rpm TORQUE (SAE NET) 240 lb-ft @ 4400 rpm REDLINE 6600 rpm WEIGHT TO POWER 17.4 lb/hp TRANSMISSION Cont. variable auto AXLE/FINAL-DRIVE RATIO 5.58:1/2.12:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 18.3:1 TURNS LOCK-TO-LOCK 3.4 BRAKES, F;R 12.6-in vented disc; 12.1-in vented disc, ABS WHEELS 7.5 x 20-in, cast aluminum TIRES 235/55R20 102H M+S Bridgestone Dueler H/P Sport AS DIMENSIONS WHEELBASE 114.2 in TRACK, F/R 65.7/65.7 in LENGTH x WIDTH x HEIGHT 197.2 x 77.2 x 69.6 in GROUND CLEARANCE 6.5 in APPRCH/DEPART ANGLE 14.7/22.3 deg TURNING CIRCLE 38.7 ft CURB WEIGHT 4517 lb WEIGHT DIST., F/R 53/47% TOWING CAPACITY 5000 lb SEATING CAPACITY 7 HEADROOM, F/M/R 41.1/38.5/36.5 in LEGROOM, F/M/R 42.3/41.7/30.7 in SHOULDER ROOM, F/M/R 60.7/60.4/57.1 in CARGO VOLUME, BEH F/R 79.8/16.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.9 sec 0-40 4.1 0-50 5.7 0-60 7.5 0-70 9.5 0-80 12.1 0-90 15.3 0-100 19.2 PASSING, 45-65 MPH 3.5 QUARTER MILE 15.7 sec @ 90.9 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.76 g (avg) MT FIGURE EIGHT 28.7 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 1600 rpm CONSUMER INFO BASE PRICE $41,595 PRICE AS TESTED $44,395 STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Front, front side, f/m/r curtain BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE N/A FUEL CAPACITY 19.5 gal EPA CITY/HWY/COMB ECON 19/25/21 mpg ENERGY CONS., CITY/HWY/COMB 177/135/160 kW-hrs/100 miles CO2 EMISSIONS, COMBINED 0.91 lb/mile REAL MPG, CITY/HWY/COMB 15/23/18 mpg RECOMMENDED FUEL Unleaded regular	9	520	autos
Cadillac sells more than 25 Escalades for every ELR extended-range plug-in hybrid, but the slinky Volt-based coupe is every bit as important as the gargantuan luxury SUV. While the non-hybrid Escalade can finally celebrate a 20-mpg highway rating, the ELR is one of the most efficient premium-branded vehicles you can buy today. The ELR is a green statement car that balances out Cadillac's image as the maker of the eight-cylinder, eight-passenger Escalade, but we think we know what you're thinking: Which Cadillac flagship would win in a drag race? OK, no Cadillac ELR owner will care about how easily they'll be trounced by a 6000-pound luxury SUV in a stoplight-to-stoplight race, but as with other plug-in hybrids and electric cars, the coupe has more juice from a stop than you'd expect. The sudden whoosh of acceleration tapers off before long, and on the track the ELR hit 60 mph in 7.8 seconds -- add about a second to that if you're in full electric mode. The ELR is clearly not in its element through the quarter mile, with a time of 16.2 seconds at 87.1 mph (the 2015 Escalade ESV gets the job done in 14.6 seconds at 95.2 mph). The ability to accelerate at a decent pace without waking up a gas engine is what makes the ELR special. The all-electric Tesla Model S can do that too, of course, and our long-termer whips the Cadillac in the figure-eight test -- the ELR completed the course in 27.1 seconds at 0.66 g (average) to the far more expensive Model S P85+'s 25.3 seconds at 0.74 g (average). The ELR brakes from 60-0 mph in a respectable 111 feet, and, in the real world, the brakes will only require a minor adjustment in driving style, considering the car has a regenerative braking system. The ELR even has regen-on-demand paddles behind the steering wheel, for when you're too lazy to press down on the brake pedal. The paddles can bring you to a complete stop but, in our time with the car, we had trouble using them smoothly. If you're still stuck on the Tesla Model S versus Cadillac ELR comparison, consider that not everyone wants a statement car that can seat 5-7 people. Also, the Cadillac will only ever need five minutes at a road trip refueling stop to the Tesla's 20-30 minutes (assuming a charging station is open), and around town, the ELR's EPA-rated 37 miles of electric-only range will cover most driving needs before you plug it in at night. The ELR takes five hours to be recharged at 240V or as quick as 12.5 hours at 120V. When the car is charging, the sideview mirrors light up in green. The 2014 Cadillac ELR test car was no lightweight, with 61 percent of its 4036 pounds over the front axle. Not surprisingly, a 3767-pound 2012 Chevrolet Volt (the car on which the ELR is based) had the same front-to-rear weight distribution, and our long-term Tesla Model S weighs 4731 pounds, with a 46:54 front-to-rear weight distribution. On the road, the ELR is mostly quiet, though you may hear the four-cylinder gas engine (and occasionally feel it through the brake pedal immediately after it turns on). The ride on the ELR's standard 20-inch wheels is far from cushy, but it's more than tolerable. The backseat can fit passengers as long as both the front and rear passengers aren't especially tall. Our 2014 ELR carried an $80,680 price tag that included a $1995 package with active cruise control and auto collision prep/intelligent brake assist, a red paint job worth its $995 price, and $1695 for a package adding special accents to those 20-inch wheels, Intellibeam headlights, and a rear cross-traffic/side blind-zone alert system. The collision warning system provides audible and visual alerts when it senses a potential collision, but most of the time you might just see the lights' enclosure reflected on the front windshield. If this were our ELR, we'd spring for nearly every option including the $2450 brown, semi-aniline full-leather seats, and we'd like to see the $165 premium floor mats included as standard on the ELR, which already carries a $75,995 base price including the destination charge. You can buy two Volts for the price of one base-model ELR, but no Chevrolet will have the ELR's high-quality leather, wood, and sueded microfiber trim. Still, the Cadillac's interior isn't perfect -- the center armrest could be softer. The instrument cluster might not provide as much info as in a Ford Fusion Energi plug-in, but Cadillac's 8-inch digital display is plenty engaging, with customizable options and a thin ring of color that, as on Hondas, will glow green when you're driving efficiently. Cadillac's CUE infotainment system -- and those slick touch-sensitive buttons -- is standard on the ELR. Yes, the system can be slow to load, but we're fans of the fact that the presets at the bottom of the screen can fit anything from FM radio and satellite radio to addresses and phone numbers. Where the ELR pulls ahead of whatever else buyers are considering is in exclusivity. In the wealthier sections of Southern California, Tesla Model S cars seem to be everywhere, but the ELR is one of the lowest-volume new cars on the market today, guaranteeing a place at the front of the valet lot. Take it from us, though: Before you give the valet your keys, show the driver how to open the Corvette-like handle-less doors and once inside, the location of the button that pushes open the door. Another word of advice: Drive slowly into every raised-height parking lot entrance or you might scrape the ELR's ultra-low front end. The 2014 Cadillac ELR succeeds at being different -- it's the only plug-in hybrid in its class, and since the automaker isn't offering many of them, the coupe is ultra-exclusive. Throw in the attractive styling and we can understand why a few coupe buyers might put the ELR on their list. If the ELR were a little quicker, had a longer EV-only driving range, or both, we could more strongly recommend it. Before the latest version of GM's extended-range plug-in hybrid technology arrives as early as the 2015 calendar year in a new Chevrolet Volt, the ELR is a good choice for those who want to make a green statement but prefer a car from a more established automaker. View more than 100 additional photos of the 2014 Cadillac ELR on the second page of this ELR First Test review . 2014 Cadillac ELR BASE PRICE $75,995 PRICE AS TESTED $80,680 VEHICLE LAYOUT Front-engine, FWD, 4-pass, 2-door coupe ENGINE 1.4L/84-hp/92-lb-ft DOHC 16-valve I-4, plus 181-hp/295-lb-ft front electric motors TRANSMISSION Cont. variable auto CURB WEIGHT (F/R DIST) 4036 lb (61/39%) WHEELBASE 106.1 in LENGTH x WIDTH x HEIGHT 186 x 72.7 x 55.9 in 0-60 MPH 7.8 sec QUARTER MILE 16.2 sec @ 87.0 mph BRAKING, 60-0 MPH 111 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.66 g (avg) EPA ELECTRICITY COMB, GAS COMB 82 MPGe/33 MPG	9	521	autos
Shortly after our MDX's arrival we took it to our test facility to run our standard instrumented testing, and the numbers were quite interesting, especially when compared to our recently returned long-term Acura RDX. Before I get into the numbers, let's look at the differences between the MDX and RDX. The MDX is longer, wider, and taller than the RDX, and weighs 470 pounds more. Both use a 3.5L V-6 mated to a six-speed automatic, but the MDX has 17 more horsepower and 16 more lb-ft of torque, a negligible advantage considering the extra weight it's carrying. During our testing, the RDX made the sprint to 60 mph in 6.3 seconds, while the MDX did the deed in 6.4 seconds. Quarter-mile times and speeds were almost identical, with the RDX running 14.9 seconds at 93.9 mph and the MDX stopping the timers at 14.9 seconds at 92.7 mph. Braking from 60 mph took 123 feet for the RDX, while the MDX needed a mere 116 feet. The biggest difference in performance was in our figure eight testing. The RDX ran the course in 27.8 seconds with a max lateral acceleration of 0.77 g (avg), while the bigger and heavier MDX ran the course in 26.5 seconds with a max lat of 0.85 g (avg). A difference of more than a second is a lifetime on a track, especially one as short as our figure eight course. It seems the SH-AWD system really does make a significant difference. Off the track the MDX feels livelier and sportier, rides more smoothly, and gets just 1 mpg lower EPA rating compared to the RDX. The SH-AWD system is one factor in the improved performance; the Integrated Dynamic System (IDS) also plays a role. The IDS system gives you three modes: Comfort, Normal, and Sport. Comfort reduces steering effort for low-effort maneuverability, especially in tight spaces, while Normal balances steering effort between comfortable and sporty. Sport mode provides the greatest changes, giving the MDX a firmer steering feel with higher effort. This mode also adjusts throttle response and SH-AWD torque proportioning, and makes the Active Noise Control system (more on that in future updates) provide a more aggressive engine note. More on our long-term 2014 Acura MDX AWD: Arrival Our Car Service life 8508 mi Average fuel economy 19.6 mpg CO2 emissions 0.99 lb/mi EPA City/Hwy/Comb Fuel Econ 18/27/21 mpg Energy consumption 172 kW-hr/100mi Unresolved problems None Maintenance cost $0 Normal-wear cost $0	9	522	autos
Toyota is aiming to maintain its edge in hybrid technology by squeezing more MPGs from its next-generation hybrid powertrains headed to the new Prius and other models. Reducing curb weight and improving aerodynamics are just a few of the obvious targets, but Toyota is digging even deeper and hopes to soon use a new semiconductor that will improve the power control unit (PCU) found within the hybrid system. The PCU essentially regulates the flow of electricity from the battery to the electric motor as well as the energy gained from the regenerative braking system and stored back to the battery. Toyota says the PCU is responsible for around 25 percent of a hybrid system's power losses, with 20 percent of that attributed to semiconductors that are currently made up of silicon. A new silicon carbide compound, however, significantly reduces those energy losses. Toyota developed the new semiconductor compound at its new semiconductor development building, and initial tests have resulted in a 5-percent improvement in fuel efficiency. The automaker says that number could increase to 10 percent . Better yet, the silicon carbide semiconductors are so efficient that PCUs will no longer need coils and capacitors for temporary energy storage. That alone allows engineers to reduce the PCU's overall size by 80 percent. Automotive News got a first-hand look at the new PCU and reports that it's about the size of a shoe box. Toyota hopes to have the new semiconductor ready for use in production cars by 2020. That's also the target date for the automaker's Toyota New Global Architecture that will be 20-percent lighter. Toyota is also working to improve its non-hybrid powertrains, recently unveiling two new small engines that run on the Atkinson cycle and return improved fuel and thermal efficiency ratings. Source: Toyota, Automotive News (Subscription required)	9	523	autos
There probably aren't any two directly competing Mercedes and BMW models that are more starkly different than this B-Class Electric Drive (Mercedes begs you not to abbreviate that) and the BMW i3. The Bavarians made a lot of noise busting practically every paradigm of automobile design and manufacture, save for steering the front tires with a wheel. The Swabians, by contrast, quietly swapped an electron-eating drivetrain for a petroleum-drinking one in an existing hatchback, a la Ford Focus EV. This might look like a revolutionary new Mercedes-Benz to folks who haven't traveled to Canada, Mexico, Europe, and other countries where 230,000 have been sold and this second-generation bodywork appeared for 2012, sharing much of its hidden front-drive architecture with the A-, CLA, and GLA-Class offerings. As the tallest and most commodious member of that family, the B-Class serves as the line's alt-fuels standard bearer. The floor of the gas/diesel models aft of the front-seat footwell is raised 1.2 inches, and then the suspension is raised and taller tires fitted (50 series up from 45 series 225/17s) to add another 1.8 inches of under-floor clearance. This provides enough room to package compressed natural gas cylinders in Europe's B200 CNG, or (in this case) a 28-kWh lithium-ion battery pack safely between and above the axles, under the floor. (The i3's battery holds 22 kWh.) That battery pack is assembled in Fremont California by Tesla, as is the 177-hp/251-lb-ft AC-Induction electric drive motor and single-speed transmission, and then shipped to Rastatt for final assembly on the regular A- and B-Class production line. The battery is hardened against impacts from road-debris, and it rides much higher than in the Tesla. Plug into a standard level II (240-volt) outlet (Mercedes passed on Tesla's Supercharger plug), and a full charge should take about 3.5 hours (allow 30 cqfor a 110V charge). That should provide 85 miles of EPA range (120 miles on European range tests), but testing is not yet complete. An optional "range package" promises to extend that by 15 percent. It includes an electrically heated windshield, extra door and roof insulation to reduce the load on the climate controls, and a button on the dash. Press it before you plug in, and it instructs the charging system to overfill the battery a bit by increasing the overpotential voltage. Do this every night and you risk damaging the battery, which is warranted to retain 70 percent of its energy storage capacity for 8 years or 100,000 miles. Battery maintenance is included, and primarily includes replacing a desiccant filter annually. Getting back to the car itself, this B-Class strives at every turn to seem as normal and Mercedes-ish as possible. No hemp-fiber trim, recycled-water-bottle-cloth seats and no special training required to fix a fender-bender. Indeed the leather seats, wood dash, buttons and switches all look and feel like a Mercedes that's a good thing, considering the price starts at $42,375, when a gas B250 sells for about $30K in Canada (the i3 starts at $42,275). Adults riding in back will wish their feet had that 1.2 inches of floor height back so their thighs were better supported, but they'll be able to let themselves in and out without first opening a front door, and they'll be able to bring a lot more stuff along in the 12.8-cu ft trunk (52.6 with the seats down; the i3 totes 9.2 and 38.8). That's not a fair comparison, as the i3 is 14.2 inches shorter in length; the Ford C-Max is closer in size to the B-Class, and it offers more space still (19.2/42.8 cubes in its most comparable Energi guise). Strap in, switch on, shift to D and the car whooshes off from a stop with no audible whine or noise. Just a bit of scratch from the front tires, as they struggle to route 251 lb-ft to the ground. That off-the-line hustle makes the car seem quicker than Benz's 7.9-second 0-60 claim. Once you're rolling, the B-Class offers some unique EV tricks. Shift paddles on the steering wheel allow you to fine-tune the amount of regenerative braking you get when you lift of the accelerator. The (-) paddle steps up the regen, the (+) paddle permits more coasting, and a plain "D" mode splits the difference. An available D-auto mode is coolest. It utilizes the (optional) collision-warning-system's short-range radar and hill-detection sensors to automatically increase the regen when closing on a slower car or descending a hill. It's not adaptive cruise (that requires pricier long-range radar), and above a certain regen threshold (or if the cruise control is set) the car will let you get close enough to trigger the collision warning tones, breaking the cabin's eerie silence. Accelerator response is tunable via the E-S button on the dash, with languid response in Economy and a limit of 131 hp until you floor it, depressing the kick-down switch. In Sport mode everything happens quicker, and indicated remaining range drops by about 10 percent. There are screens to show power flow and to grade your miserliness in terms of acceleration, cruising, and braking, but in terms of eco-coaching, it's no Ford C-Max, and even the i3 offers more screens to geek out on. A smart-phone app lets you monitor and remotely control charging, cabin preconditioning and the like, as well as view remaining range on a map. The A/C kept us comfy in near 90-degree weather. On the twisty, hilly roads climbing the Peninsula Coastal Range of the Santa Cruz Mountains, the B-Class carried its 3950 (mostly low-mounted) lbs remarkably well. Yes, that's 1100 lbs more than the i3 weighs (no light-weighting efforts were made to offset the battery mass) so don't expect the efficiency numbers to compare too favorably. The B's Michelin Primacy MXM4s hung on tighter than one expects low-rolling-resistance tires to, sounding a muted alarm as they approach their limits of adhesion; covering for the steering's inability to transmit that info. The brakes felt touchy, and took some getting used to. If I were a betting man, I'd predict these two archrivals will post very similar Figure-eight lap times, with the fat-tired B-Class hustling way harder through the corners while the light, spindly-tired, rear-drive i3 scoots out of the corners, accelerates, and brakes quicker. I'd also guess that anyone cross-shopping the two will be instantly drawn to one and put off by the other. But I'm not a betting man. So watch for said comparison closer to the start of sales in California-emissions states this July, with the other 40 states getting it in early 2015. 2014 Mercedes-Benz B-Class Electric Drive BASE PRICE $42,375* VEHICLE LAYOUT Front-motor, FWD, 5-pass, 4-door hatchback MOTOR 177-hp/251-lb-ft induction AC electric TRANSMISSION 1-speed automatic CURB WEIGHT 3950 lb (mfr) WHEELBASE 106.3 in LENGTH X WIDTH X HEIGHT 171.6 x 71.3 x 63.1 in 0-60 MPH 7.9 sec (mfr est) EPA CITY/HWY FUEL ECON Not yet rated ON SALE IN U.S. July, 2014 (CA emissions states; 50 states early-2015) *Before applicable tax credits	9	524	autos
A few weeks before I got into this Audi Q5 TDI, I spent several days in the SQ5, which is basically a lifted S4 wagon. The SQ5 is a land rocket for families that will leave some sports car drivers wondering if they made the right choice in vehicle. As you can imagine, I was prepared for a big step down in performance with the diesel version, which wasn't even an S model. After a week of the normal suburban grind followed by a short family road trip, I came away wondering which version of the Q5 is the clear winner. First let's start with some specs. The Q5 TDI is powered by Audi's 3.0 liter direct-injection turbo diesel V-6 which produces 240 hp and 428 lb-ft of torque. For comparison sake, the SQ5 uses a supercharged 3.0 liter gas V6 producing 354 hp but only 347 lb-ft of torque. The Jeep Grand Cherokee EcoDiesel, which might be the Audi's closest natural competitor, also uses a 3.0 liter turbocharged V6 producing 240 hp and 420 lb-ft of torque. The Q5 TDI weighs in at a relatively svelte 4415 lb while the Jeep has nearly half a ton on it weighing in at 5401 lb. The Jeep is substantially bigger on the outside, measuring 7.2 inches longer than the Audi's 182.6 length and 2.6 inches wider than the Audi's 82.2 inch width. The substantial size difference results in just 0.7 inches difference in front legroom and 1.2 inches in rear legroom. The biggest difference is 11 cubic-feet in trunk volume, the Audi at 57.3 compared to the Jeep's 68.3 cubic feet. So, what difference does a thousand pounds make in performance numbers? Turns out it's huge. The Jeep Grand Cherokee Diesel is no slouch getting to 60 mph in 7.8 seconds and through the quarter-mile in 16.0 seconds at 83.3 mph. The Audi TDI however destroys it, blasting to 60 mph in 5.7 seconds and ripping through the quarter-mile in 14.4 seconds at 92.8 mph. Well what about the Grand Cherokee with 5.7 liters of thumping of V-8? Nope, Audi still takes it to school with the V8 Jeep still needing 6.6 seconds to get to 60 mph and 14.9 seconds for the quarter, but it does match the Audi's trap speed. So the moral of the story: unless you're in the SRT Grand Cherokee, don't mess with Audis at the stoplight grand prix. Acceleration, especially at launch, is downright shocking in the Audi. The TDI is actually a tenth of a second faster to 30 mph than the SQ5, 1.7 seconds compared to a 1.8. Brake torqueing the TDI gives a little exhaust growl, but also a little whistle from the turbo spooling. Side step the brake pedal and all 428 lb-ft of torque twists through the driveline and yanks the ground from under you using all four contact patches. The first couple of launches were downright shocking in their force. It's completely unexpected in a vehicle that looks so sedate. While I'm not sure I could buy a Q5 and not check the $3500 S-Line box on the order sheet, I can really appreciate the sleeper aspect of this car. After 30 mph, the SQ5 can use all that horsepower up high to walk away from the TDI, but at the low-end, there isn't a comparison. As we know, roads aren't always straight, and the Audi again excels in the turns. The Q5 TDI, even in non-S trim, puts in a pretty impressive 26.8 second figure-8 lap which is only 0.4 seconds behind the SRT's lap time and 2.4 seconds faster the diesel Jeep's lap. The Audi also does 60-0 mph a full 7 feet shorter than the Grand Cherokee Diesel's 122 feet. The SQ5 does the figure-8 in 25.9 seconds and stops from 60 mph in 104 feet. In fairness, as stated above, all roads aren't straight, but all roads aren't paved, either. Without testing back-to-back I can't say with 100% certainty, but my gut feeling is that if you want to go offroad, and I mean really offroad, there is no choice but the jeep. The Audi will be phenomenal in snow and on dirt roads, but on real trails, it will quickly become obvious which one is the SUV and which one is the CUV. If you were buying by the pound, the Grand Cherokee is without a doubt the better deal. The Jeep Grand Cherokee Summit 4x4 EcoDiesel we've been referencing here came in at $56,990 while the Audi Q5 TDI we tested had a sticker price of $51,445. Our tester came with the MMI Navigation Plus Package that includes a rear view camera, driver information display, navigation, voice control, Audi Connect and HD Radio. The only other option is the Glaciar White Metallic paint that is responsible for $500 of the final price. Our Real MPG Testing matched up with the EPA ratings of 24 city, 31 Highway pretty well with our tester recording 23.5 mpg urban and 33.1 mpg in extra-urban. The Grand Cherokee EcoDiesel is rated at 21/28 city/highway mpg respectively. Again, that extra 1000 lb and bigger frontal area take their toll. So the question is, if it came time to plunk down my hard-earned cash on either the TDI or the supercharged SQ5 which way would I go? Well, I think if it were my money, the TDI with S-Line package is the way to go. Not only would I feel better about using less fuel, but the fact that the TDI will easily surpass a 500 mile range on road trips is what makes it so attractive. There is also that deep down low diesel torque that makes it so effortless to accelerate in everyday situations. 2014 Audi Q5 TDI Quattro BASE PRICE $47,395 PRICE AS TESTED $51,445 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/240-hp/428-lb-ft turbodiesel DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4415 lb (54/46%) WHEELBASE 110.5 in LENGTH x WIDTH x HEIGHT 182.6 x 82.2 x 65.2 in 0-60 MPH 5.7 sec QUARTER MILE 14.4 sec @ 92.8 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.66 g (avg) EPA CITY/HWY/COMB FUEL ECON 24/31/27 mpg ENERGY CONS., CITY/HWY 157/122 kW-hrs/100 miles CO2 EMISSIONS 0.83 lb/mile	9	525	autos
In long-term car loans, as in life, the adage holds true that all good things must ultimately come to an end. So it was, as BMW's representative showed up at MT headquarters and politely asked that the key for my 650i Gran Coupe (and the car itself, of course) be relinquished. Bummer. One last glance at the Gran Coupe's odometer reveals a total of 17,398 miles -- miles spent on the 405 freeway in sludgy commuter traffic; on the 10 freeway heading east to the red rocks of Arizona; on Hwy 1, heading north towards the gorgeous coastal locales of Monterey and San Francisco; and even on the Streets of Willow race track at Willow Springs Raceway. Through it all, the Space Gray Metallic (a fantastic paint name) BMW and its twin-turbo 4.4-liter V-8 proved to be quite a workhorse. I suffered zero reliability problems with the Gran Coupe and its 15,000-mile service didn't cost me a dime under BMW's free factory-scheduled maintenance program (4 years/50,000 miles). A couple caveats: the engine can idle roughly at times and even though the twin turbochargers work to reduce lag to virtually nothing, the drive-by-wire throttle hesitates slightly off the line. It's only a split-second, but it's enough to be irritating, especially when jumping off a side street onto a busy boulevard (or powering out of the bowl at Streets of Willow). The turbos also like oil, said my dealer's service representative. That was said to explain the 5 quarts of Castrol 0W-30 synthetic that editor-at-large Angus MacKenzie and I added over the first 15,000 miles. We're not so sure that kind of oil consumption can ever be considered "normal," but the dealer has tried to assure us it is. A quick search of BMW online forums reveals other owners with similar consumption. The Gran Coupe wasn't just thirsty for oil, it was also thirsty for gas. Our calculated average fuel consumption was 17.4 mpg a tick under the EPA's 19 mpg combined rating, though this particular GC saw much more city commuting than it did open highways. With that taken into account, we'd say the car lived up to expectations. In any event, sport sedans this quick don't come without penalties at the pump. Arguably, the Gran Coupe shines brightest when it's out on the open highway, eating up miles at low rpm, but high speed. With the car in its Comfort setting, the car is quiet, relaxed and totally composed. And a quick couple taps on the 8-speed automatic's left paddle instantly brings the revs up to make lightning-fast work of slow-moving traffic. On the track, the mighty BMW is rock-solid at over triple-digit speeds and with stability control in Dynamic mode, allows its tail to slip just wide enough to be playful under a trailing throttle. The exhaust note and braaap! under full-throttle shifts is subtly aggressive too, suiting the sport-luxe niche perfectly. Around town, the 650i is comfortable too, but being a longer car, it does take a little extra care maneuvering in tight parking lots and crowded city streets. The M-package on my car ($4400) looks great with its sport steering wheel, exterior aero enhancements and LED fog lights, but skip the 20" wheels and performance tires (an extra $1300 with the M-pack) if the roads in your area aren't so good. The micro-thin 30- and 35-profile sidewalls can be harsh over more than minor road imperfections. The 650i's interior is as beautiful to look at as it is comfortable to be in, with Vermillion Red Nappa leather seating surfaces and brushed aluminum-look trim. The rear seat was also perfectly comfortable for average-to-taller adults for jaunts around town. Folks under 6 feet should have no trouble getting comfortable for even longer hauls. At a stoplight in Arizona, the driver of a Porsche 911 GT3 who had ripped past a moment before yelled, "That car is GORGEOUS! I love it!" He declined my offer to trade. The interior showed virtually no wear after nearly 18,000 miles, a good sign for long-term durability. All in all, the 650i Gran Coupe is a special car that is bound to be enjoyed by those privileged enough to afford it. Some may complain that the car is a 5 Series in wolf's clothing, but the overall experience is totally different. Whether that difference is worth the extra cost is something buyers will have to decide for themselves. More on our long-term 2013 BMW 650i Gran Coupe: Arrival Update 1: Looking Sharp Our Cars: Pretty Practical Update 2: The Gran Coupe Loves a Drink Update 3: Free Spirit Update 4: A Long Car Made for Long Road Trips Update 5: Have Fuel, Will Travel Our Car SERVICE LIFE 14 mo / 17,398 mi BASE PRICE $88,095 OPTIONS M Sport Package ($5700: 20-in wheels, M bodywork), Premium Sound Package ($4650: Bang & Olufsen sound system, satellite radio), Driver Assistance Package ($3800: lane departure warning, blind-spot monitoring), Luxury Seating Package ($2400: active front seats, 4-zone climate control), Adaptive Drive w/ Active Roll Stabilization ($2500), Active Cruise Control ($2400), LED headlights ($1900), ceramic-finish controls ($650), front seat warmers ($500), BMW Apps ($250) PRICE AS TESTED $112,845 AVG ECON/CO2 17.4 mpg / 1.11 lb/mi PROBLEM AREAS None MAINTENANCE COST $0 (oil change, inspection) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $47,395 RECALLS None *Automotive Lease Guide data 116.9 in116.9 in 2013 BMW 650i Gran Coupe POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-8, aluminum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 268.2 cu in/4395 cc COMPRESSION RATIO 10.0:1 POWER (SAE NET) 445 hp @ 5500 rpm TORQUE (SAE NET) 480 lb-ft @ 2000 rpm REDLINE 7000 rpm WEIGHT TO POWER 9.9 lb/hp TRANSMISSION 8-speed automatic AXLE/FINAL-DRIVE RATIO 2.81:1/1.88:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, adj anti-roll bar; multilink, coil springs, adj shocks, adj anti-roll bar STEERING RATIO 18.0:1 TURNS LOCK-TO-LOCK 3.0 BRAKES, F;R 13.7-in vented disc; 13.6-in vented disc, ABS WHEELS, F;R 8.5 x 20-in; 9.0 x 20-in cast aluminum TIRES, F;R 245/35R20 95Y; 275/30R20 97Y Dunlop SP Sport Maxx GT DSST DIMENSIONS WHEELBASE 116.9 in TRACK, F/R 63.2/65.8 in LENGTH x WIDTH x HEIGHT 197.2 x 74.6 x 54.8 in TURNING CIRCLE 39.2 ft CURB WEIGHT 4417 lb WEIGHT DIST., F/R 52/48% SEATING CAPACITY 5 HEADROOM, F/R 40.6/37.0 in LEGROOM, F/R 42.1/35.3 in SHOULDER ROOM, F/R 56.7/54.6 in CARGO VOLUME 13.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 0-40 2.6 0-50 3.5 0-60 4.6 0-70 5.8 0-80 7.2 0-90 8.9 0-100 10.8 PASSING, 45-65 MPH 2.2 QUARTER MILE 13.0 sec @ 109.4 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.92 g (avg) MT FIGURE EIGHT 25.5 sec @ 0.77 g (avg) TOP-GEAR REVS @ 60 MPH 1500 rpm CONSUMER INFO STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/unlimited miles FUEL CAPACITY 18.5 gal EPA CITY/HWY/COMB ECON 17/25/19 mpg ENERGY CONS., CITY/HWY/COMB 198/135/170 kW-hrs/100 miles CO2 EMISSIONS, COMBINED 0.98 lb/mile RECOMMENDED FUEL Unleaded premium	9	526	autos
Nowadays, heritage rarely means much more than something really old. But being first does not necessarily make something the best. The 2014 Ram 2500 Power Wagon arrives all-new but also has heritage stretching back to 1946, when the first 4x4 Power Wagon arrived as a Dodge. Through the years, Dodge was replaced with Ram but the Power Wagon remained as an off-roading tour de force with its only hang-up being its long wheelbase, which can lead to, well, hangups on big rocks. (The name was discontinued in the '80s, as lots of trucks offered four-wheel drive, but it was brought back in 2005.) Its ability to park on a rock with just its skidplate might have discouraged some from considering the Power Wagon over a Jeep for pure off-road experiences, but there's no denying that the Power Wagon remains a great all-around truck ready for work or play in just about any location. It's just as comfortable cruising the Pacific Coast Highway through Malibu as it is charging through Hell's Revenge in Moab, Utah. For the 2014 model year, the Power Wagon arrives with a long list of improvements that should help it continue its reign as king of the hill among pickups. That includes a new V-8, an enhanced suspension, and a Warn winch capable of pulling two Toyota Tundras out of a ditch at the same time. During a recent Power Wagon test on the sharp rocks of Sedona, Arizona, the pickup never stumbled traversing some seriously steep climbs, It bounded over boulders with relative ease. Lifted more than two inches higher than regular trucks, the Power Wagon offers 14.5 inches of clearance, an approach angle of 34 degrees, a departure angle of 23.5 degrees, and a breakover angle of 25.5 degrees. It can ford 30 inches of water, though every stream we happened across in Sedona only offered dust. Additionally, Ram adds new 33-inch Goodyear Wrangler Duratrac tires that offer excellent grip off-road and relatively little road noise on the highway. In fact, I found its highway ride especially smooth and quiet in the 100-mile trek from Phoenix to Sedona. Perhaps the most difficult adjustment you have to make is learning the best way to enter and exit the vehicle because of the lack of running boards. Your first thought is to grab the steering wheel to help lift yourself into the vehicle, but it's probably wiser to use the grab handle on the A pillar instead. Power to the people The heart of the Power Wagon is a 6.4L Hemi V-8 that produces 410 horsepower and 429 lb-ft of torque. It's the biggest gas engine Ram offers and seems to be a solid match for the Power Wagon. This Hemi includes cylinder deactivation when less power is needed it then operates on only four -- though don't expect great gas mileage with this brute. Tipping the scales at 6700 pounds, the Power Wagon does not sip fuel, and if the electronic fuel consumption meter is any judge, I managed 8 mpg during my rock crawling adventure, which included a lot of idle time. Ram considered including the eight-speed automatic transmission to the Power Wagon but it was not robust enough to handle all of the power, so instead it has the stronger six-speed automatic that is well-calibrated for both on- and off-road driving. Name that tuning Engineers use different suspension formulas to create a good on-road machine versus an off-road one. Off-roading requires a looser suspension to allow better wheel articulation, whereas hard-road driving needs a stiffer suspension to control the body better at higher speeds. Those differences have always meant that one area would have to sacrifice performance in order for the other to thrive. Ram engineers think they might have found a solution to this problem by creating a new three-link front suspension system that includes high movement joints at the control-arm-to-axle mounts. This means the wheels can articulate more when needed and the joint can remain stiff when needed. Ram also includes an anti-roll bar disconnect that can be activated in four-wheel drive as long as speeds stay below 18 mph. The five-link coil rear suspension includes slightly looser springs to help with off-roading. This does mean that towing is limited to 10,810 pounds, though other factors such as wheel type also play a role in lowering the Power Wagon's towing ability. You can easily switch from two-wheel drive to four-wheel drive or four-wheel drive low by pulling of a floor lever. You can also electronically lock the front and rear differentials for maximum four-wheel capability. In many cases, when I would try to clear an obstacle, four-wheel high was more than enough. But if I switched to four-wheel low I could use a steady throttle to easily cross every boulder in front of me. Ram also includes a front-axle disconnect when in two-wheel drive that eliminates any spinning of the front parts and reduces parasitic loses. Ram estimates that this can increase gas mileage by 1 mpg. Looking the part There's something special in the way the Power Wagon looks. It's beefy and rugged and -- once you're inside -- surprisingly luxurious. The exterior is based on three different model types: the Tradesman, the SLT, and the high-end Laramie. All of them include a front bumper slit that shows the hook and steel cable to the Warn electric winch that can pull 12,000 pounds. Just once, I would like to see the Power Wagon strap the winch to a steel girder and then lift itself into the air. The base model, the Tradesman, arrives with a monotone paint with black trim. The SLT incorporates a different crosshair grille and two-tone paint schemes. There's also a graphic added to the side, though I think that provides too much detail. I'd delete that option. The Laramie uses the bright chrome grille and a Power Wagon chrome badge across the tailgate of the pickup. This looks serves the truck best and includes bi-functional halogen headlamps. Inside the Power Wagon, my biggest gripe is the lack of a handle on the roof for the passenger. The reason Ram engineers used the A pillar instead of the roof was because the side curtain airbags mounted in the roof made it too difficult to add the handle. The A-pillar handle is nice for entering into the Ram but not useful to hold onto when your body starts to rock side to side while traversing big bumps. All of the other luxury features that come in regular Rams can be found in these powerful wagons. From the 8.4-inch display screen to the cooled seats in the Laramie, there are lots of high-tech and welcome features. The screen also shows the view from the backup camera as well as the bed camera. The smaller display screen in the middle of the instrument cluster is very useful and has many different screen options to monitor everything from tire pressure and radio station to fuel economy and navigation commands. Through and through, the Ram Power Wagon remains a fun pickup that will find its way into fleets that need off-roading abilities (think Border Patrol) to regular folk who just want to have a truck that can do just about anything. (Think annoying neighbor who likes to rev stuff in his garage all day.) Through the years, the Power Wagon has proven its worth day in and day out. It's not so much about heritage as it is outright toughness. This pickup is one of the toughest around. 2014 Ram 2500 Power Wagon BASE PRICE $45,690 VEHICLE LAYOUT Front-engine, 4WD, 5 or 6-pass, 4-door truck ENGINE 6.4L/410-hp/429-lb-ft OHV 16-valve V-8 CURB WEIGHT 6700 lb (mfr) WHEELBASE 149.3 in LENGTH x WIDTH x HEIGHT 237.3 x 79.1 x 81.0 in ON SALE IN U.S. June 2014	9	527	autos
Squishier armrests. In the grand scheme of things, the single most important selling point of the new, sixth-generation Subaru Legacy could just be its noticeably more comfortable armrests. Great padding abounds, both on the doors and the center armrest. You might be shaking your head and/or laughing at this point, but hear me out. If you're going to take on King Camry or its heir apparent, Prince Accord, you need to stand out. Remember that Toyota sold nearly as many Camrys last year (408K) as Subaru sold Subarus (424K). For its part, Honda moved nearly 367K Accords. Subaru? Just more than 42,000 Legacys. Hence, the Legacy sports the best armrests this side of a Rolls-Royce Phantom because it had to do something. Any little chink in the Camry's armor will do. As for the rest of the car… The first way the new Legacy separates itself from the cars it competes against Camry, Accord, Fusion, Malibu, Sonata, Optima, Passat, Altima, Mazda6, Chrysler 200 is its standard AWD. From the moment you roll on the throttle mid-corner, the lack of torque steer reminds you the Legacy is no front-driver. Combine that with the much better-than-average steering, and my initial reaction was, "Hey, this is like a big WRX!" Fast -forward a few days and I expressed that opinion to our race car-driving buddy Randy Pobst as he used the Legacy 2.5i to dust off the Streets off the Willow before some sportier cars got on track. "There's some WRX dirt in there somewhere," Randy said. "But this is much more luxurious. More like a WRX Town Car." What, you don't take your Camry to the track? The Ford Fusion and Chrysler 200 are also available with AWD, but it's optional, and only available with the more expensive powertrains. We know that people in the northeast love AWD when it comes to RWD sedans. Just ask Jaguar, whose XF and XJ have doubled sales since AWD became an option. Sad to say for Subaru, buyers of FWD midsize sedans don't seem to care. Randy and I both feel that the Legacy's CVT is pretty dang good. Considering that a continuously variable faux-cog swapper is now the only transmission available on either the 2.5-liter boxer-four or the 3.6-liter boxer-six, it had better be. To be totally forthcoming, the Legacy launches with two CVTs -- the regular one you'll find in the Impreza and XV Crosstrek for the 2.5i, and something called an HCVT (high torque CVT) for the 3.6. Both are quiet, refined and (most important) almost able to convince you that they're not CVTs. But there are two giveaways. One is that because there's no torque converter, there's no way to smoothly pull away from a dead stop. Even a light throttle application tosses you -- and more likely your passengers -- back in their seats. The second is something Randy noticed: Since gears aren't being swapped and instead are being varied, the gears sound like they're sliding. Like a trombone. Not bad, necessarily, but weird if you know to listen for it. And now you know. Straight-line speed isn't the métier of the family schlepper, but we tested the Legacy 2.5i anyhow. With a relatively beefy naturally aspirated four-cylinder pumping out 175 horsepower and 173 lb-ft of torque, 0-60 happens in 8.8 seconds, while 16.7 seconds are needed for the quarter-mile at 84.9 mph. Those numbers are solidly in the "meh" zone, but whaddaya expect from a non-turbo four-banger? The Legacy also ran our figure-eight test in 27.6 seconds at 0.60 average g, and hit 0.83 lateral g average, and no doubt helped by the Legacy's AWD traction. We were only able to test the four-cylinder Legacy, but I can tell you that on the street the 256-hp, 247 lb-ft 3.6 doesn't feel a whole lot faster. When we test it, we'll find out and let you know, but driving both cars on the same roads back to back left me scratching my head as to why anyone would bother with the heavier, thirstier, and costlier six-cylinder. Now if the Legacy 3.6 were in fact a sportier car (like the Forester XT is when compared with the regular-flavor Forester), with Sport and Sport# modes, different suspension, sportier transmission, and different steering I could recommend it. But since it's just a little bit more powerful, I'm going to advise you save your pennies and go for the 2.5i. The only numbers you'll really notice are the miles per gallon: 26/36/30 mpg for the four-banger and 20/29/23 for the big six. Safety is a big concern for buyers in this segment, and the new Legacy is doing its utmost to keep drivers out of accidents. Subaru's unique (at this price point) EyeSight is improved and available on lower-trim models. EyeSight uses stereo cameras for adaptive cruise control, lane-keeping assist, and collision warning/prevention. This new version uses smaller cameras (they still look weird) that have a 40 percent greater range, and it now features Lead Vehicle Alert, which warns you when the car you're following activates its brake lights. Separate from EyeSight are two radar sensors located on the sides of the trunk. that allow for blind-spot monitoring, lane-change assist and rear cross-traffic alert. None of those last three are unique (Fusion has them all, for instance), but combined with EyeSight, the Legacy makes a pretty compelling safety argument. Even if the lane-keeping assist is seven kinds of annoying on California's Highway 1 between Big Sur and Santa Cruz. Yes, you can shut it off. But still. Also, the optional radar sensors are not tied to EyeSight, so you can have one without the other. Most important, Subaru's claiming/hoping the Legacy will be a Top Safety Pick Plus, even though it hasn't been crash-tested yet. Stay tuned. Aside from the squishy armrests, there are two other things you should know about the new Legacy's cabin. One is that the fake wood is second to none. It's gorgeous. As Subaru boasted, "We have the best fake tree forests in the industry." The second is that there suddenly exists a Subaru featuring a navigation and infotainment system that isn't automatically the worst in the segment/industry. I'd go so far as to call it pretty good. Our test car had the larger, 7-inch touch screen. A smaller, less feature-rich 6.2-inch screen comes standard. The larger screen is legible, intuitive, and functional. Perfect? Hardly. My big gripe is that sometimes the map refuses to zoom in or out, but I can chalk that up to preproduction jitters. For now. Subaru has modest, yet substantial goals for the Legacy. Currently and together, Camry and Accord control nearly 30 percent of the midsize sedan segment. The Legacy is sitting at just more than 1 percent. Subaru would like to double that number. It's going to have to take a bite out of the big dogs to move about 80,000 units. The good news is that the new Legacy is strong enough to accomplish that. The bad news is so is the Mazda6, and it also commands about 1 percent of the market. Worse, the new, improved Camry is due out soon, and its armrests may very well be stuffed with duck fat. Good luck, guys. 2015 Subaru Legacy 2.5i Limited PZEV BASE PRICE $27,290 PRICE AS TESTED $30,580 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.5L/175-hp/174-lb-ft DOHC F-4 TRANSMISSION Cont. variable auto CURB WEIGHT (F/R DIST) 3537 lb (58/42%) WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT 188.8 x 72.4 x 59.0 in 0-60 MPH 8.8 sec QUARTER MILE 16.7 sec @ 84.9 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg (mfr est) ENERGY CONS., CITY/HWY 130/94 kW-hrs/100 miles (est) CO2 EMISSIONS 0.65 lb/mile (est)	9	528	autos
Back in the early 2000s, sports trucks were all the rage. While the Camaro was discontinued and the Mustang produced a weak 260 hp, the Chevrolet Silverado SS, Dodge Ram SRT-10, and Ford F-150 SVT Lightning all proudly represented the red white and blue with screaming V-8s (and even a V-10!) under their hoods. These sport trucks didn't stick around long. By 2006 or 2007, all were discontinued as gas prices went up and buyers started looking for performance cars capable of hauling ass and turning corners. Most since have considered the sport truck dead, but some in the Ford camp were eager to bring it back. While it's no specialty job like the SVT-designed Lightning, the 2014 Ford F-150 Tremor is a sort-of EcoBoost-powered probe by Ford to find out if there are any more sport truck enthusiasts out there. While the two generations of Ford Lightnings were built from the ground up to be performance trucks, the 2014 Ford F-150 Tremor is a considerably less-thorough affair. Based on the sporty mid-level F-150 FX2 (rear-wheel drive) or F-150 FX4 (four-wheel drive) trim level, the Tremor is the only way you can get Ford's lauded EcoBoost 3.5-liter twin-turbo V-6 in the traditional sport truck configuration of a regular cab/short bed. Though the EcoBoost is unmodified, it hardly needs it with 365 hp and 420 lb-ft of twist on tap, mated to a six-speed automatic. The only performance 'modification' is the Tremor's electronic-locking rear differential (all the better to do burnouts with) and its 4.10:1 final drive ratio. The rest of the F-150 Tremor focuses on the 'show' rather than the 'go.' The Tremor sports the FX's hockey stick side stripes (complete with a Tremor sticker on the bed), black 20-inch wheels with all-season tires, and two sport seats in the cab. Even if the Tremor is little more than a stickered-up F-150, you'd still expect the big dog to perform the track. Depending on what your expectations are, it does. If you're expecting the Tremor to be a quicker version of the current F-150, you'll likely be pleased. If you're finally trading in that old F-150 SVT Lightning though, you might find yourself disappointed. The Ford F-150 Tremor 4x2 accelerates from 0-60 mph in 5.9 seconds, while the F-150 Tremor 4x4 does the deed in 5.8 seconds. The last Lightning we tested, an '04 model, needed just 5.1 seconds to accelerate from 0-60 mph. Its 5.4-liter supercharged V-8 might not be able to beat the EcoBoost in fuel economy, but there's no replacing the F-150 SVT Lightning's 380 hp and 450 lb-ft of torque. The same story goes for the quarter-mile; the Tremor 4x2 tore down the drag strip in 14.4 seconds at 95.7 mph, and the Tremor 4x4 once again was a hair faster at 14.3 seconds and 94.4 mph. The old Lightning, on the other hand, completed the quarter mile almost a full second quicker, needing 13.6 seconds at 102.0 mph. While the Ford F-150 Tremor might ooze sportiness, it's only among the quickest pickups we've tested by a nose. In our testing both the 2014 Chevrolet Silverado High Country and 2014 GMC Sierra Denali, equipped with the 6.2-liter V-8 and crew cabs, were only a second slower to 60 mph than the Tremor. Braking performance is excellent for the class, with the Tremor 4x2 stopping from 60 mph in 115 feet, and the Tremor 4x4 in 118 feet. Cornering isn't necessarily the Tremor's thing either. The 300-pound lighter (and inch lower) rear-drive F-150 Tremor made up lost ground on the figure eight, where it completed a lap in 28.2 seconds at 0.60 g average. The four-wheel-drive F-150 Tremor needed a little more time on the figure eight, completing the course in 28.6 seconds at a 0.59 g average. That isn't a particularly impressive figure for a sport truck. Though the last-generation Ford Lightning and Ram SRT-10 pre-date our figure eight tests, comparing the Tremor to say, a 3.7-liter 302-hp V-6-powered 2013 F-150 XLT extended cab's 28.9 second at 0.59 g average leaves a bit to be desired. Looking outside the Blue Oval proves that the Tremor's lap time is average the last 2014 GMC Sierra 1500 SLT 4x4 we tested, equipped with the 355-hp 5.3-liter V-8, tied the four-wheel drive Tremor's figure eight time, while beating the two-wheel drive model's average g with its 0.61 g average. Out in the real world, the Tremors feel about as sporty as their numbers suggest. With EcoBoost power on tap, both trucks quickly and easily blast out of the hole, but the fun of mashing the long, skinny pedal to the floor at each stoplight wears thin quickly. Those hoping the Tremor can handle some corners ought to look elsewhere in the Ford lineup. While the F-150 has always been a nice driving and handling truck, there's nothing sporty about the Tremor's steering feel, or ride for that matter. The Tremor 4x2 handles better than its heavier four-wheel drive sibling, but feedback from the steering wheel is lacking overall. Though the Tremor handles better on paper, the Ford F-150 SVT Raptor is without a doubt more fun (and better) to drive on and off the pavement. The Tremor isn't only marred by aesthetics that write checks the truck can't cash, but it is also let down by a pretty steep sticker price for what you get. The Ford F-150 FX2 Tremor starts at $39,740, including the EcoBoost V-6, 4.10 final drive with a locking rear axle, and the FX appearance pack, which adds the black hood accent and hockey stick stripes to the truck. Our F-150 Tremor 4x2 was also equipped with a spray-in bed liner, and the Tremor Plus Package, which added navigation, a back-up camera, a bed extender, and Ford's ingenious integrated tailgate step, bringing its out-the-door price to $42,210. Our four-wheel-drive F-150 FX4 Tremor tester started at $43,855, and with the same options totaled $46,325. For comparison-purposes, a similarly-equipped 2014 Ram 1500 Sport stickers for $38,535 in 4x2 form, or $42,605 in 4x4 form, or a Raptor can be had for a couple grand more than our F-150 FX4 Tremor's price. If you can live without the go-fast stripes, one could also always get a regular cab, short bed base F-150 XL with the Coyote 5.0-liter V-8 (selecting the EcoBoost automatically gives you an eight-foot bed) that comes well-equipped for a hair more than 30 grand. Point is, without any meaningful performance upgrades, Tremor buyers may be better off spending their money on a base trim truck and optioning it out as a sleeper. Read about the new 2015 Ford F-150 in the Motor Trend First Look HERE . The 2014 Ford F-150 Tremor may be an excellent pickup truck, but it doesn't quite live up to the sport truck reputation the last F-150 SVT Lightning had. For its price, and given its performance, I suspect most buyers would be happier with the truck the SVT team has been spending most of its time with lately, the Raptor. 2014 Ford F-150 Tremor FX2 2014 Ford F-150 Tremor FX4 BASE PRICE $39,740 $43,855 PRICE AS TESTED $42,210 $46,325 VEHICLE LAYOUT Front-engine, RWD, 2-pass, 2-door truck Front-engine, 4WD, 2-pass, 2-door truck ENGINE 3.5L/365-hp/420-lb-ft twin-turbo DOHC 24-valve V-6 3.5L/365-hp/420-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 6-speed automatic 6-speed automatic CURB WEIGHT (F/R DIST) 5097 lb (55/45%) 5348 lb (56/44%) WHEELBASE 125.9 in 125.9 in LENGTH x WIDTH x HEIGHT 213.2 x 79.2 x 74.8 in 213.2 x 79.2 x 76.0 in 0-60 MPH 5.9 sec 5.8 sec QUARTER MILE 14.4 sec @ 95.7 mph 14.3 sec @ 94.4 mph BRAKING, 60-0 MPH 115 ft 118 ft LATERAL ACCELERATION 0.76 g (avg) 0.75 g (avg) MT FIGURE EIGHT 28.2 sec @ 0.60 g (avg) 28.6 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/18/22 mpg 15/27/17 mpg ENERGY CONS., CITY/HWY 211/187 kW-hrs/100 miles 225/125 kW-hrs/100 miles CO2 EMISSIONS 1.15 lb/mile 1.03 lb/mile	9	529	autos
The 2015 Ford Transit is set to arrive in showrooms this summer, which means it's time for the automaker to release the much awaited specs. Serving as a replacement to the long-running E-Series lineup, the 2015 Transit will provide more versatility and cargo space, all while sipping less fuel, assuming the estimated EPA rating stay put. As previously reported, the Transit will be offered with three engines starting with the base 3.7-liter V-6, which is rated at 275 hp and 260 lb-ft of torque. With an EPA estimated-rating of 14/19/16 mpg city/highway/combined, the Transit's base engine provides up to 19 percent better fuel economy than the outgoing E-Series powered by the 4.6-liter V-8. Opting for the 3.5-liter EcoBoost V-6 nets 310 hp and 400 lb-ft, while returning the same fuel economy as the base 3.7-liter V-6. Finally, the range-topping mill will be the 3.2-liter Powerstroke turbodiesel I-5, which is tuned to make 185 hp and 350 lb-ft, with Ford claiming 90 percent of torque being available at a low 1500 rpm. The EPA hasn't provided estimated for the diesel engine, but it'll likely return better figures than either of the gas-powered six-cylinders. All engines are mated to a six-speed automatic, and the aforementioned fuel figures only apply to models with the regular wheelbase and low or medium roof heights, so stay tuned for numbers on the long-wheelbase, high-roof version (and the diesel). Not only will the Transit be more spacious and fuel efficient than the E-Series, but it'll tow more stuff, too Ford claims maximum payload has increased by at least 600 pounds across the board, with max towing set at 7500 pounds. Source: Ford	9	530	autos
Motor Trend had good things to say about the last Golf. In fact, we've had lots of good things to say about many Golfs. Volkswagen's popular hatchback has long been an MT favorite, and I'm happy to report Volkswagen hasn't screwed it up for the seventh generation. Not only has the automaker not screwed it up, but it's been made even better. The first thing you'll notice about the 2015 Golf is that it looks more mature than the car it replaces. It's longer, lower, and wider, which is always a winning combination. It's got shorter overhangs and a longer hood, giving the hatchback a more purposeful stance. By comparison, it makes the old car look tall and a little awkward. The 2015 Golf's interior is nicer, too. We praised the last car's interior for not bearing the scars of Volkswagen's relentless cost-cutting the way its Jetta sibling has, but the old car had far more in common with the Jetta than the new one does. The materials look and feel richer and of better quality. The design is a little more inspired. There's slightly more interior space, though you'll simply experience it as a more open and roomy cabin. The seats are comfortable and well-bolstered, holding you in place without digging into your thighs and sides. Next, you'll likely notice this Golf offers more stuff. A new 5.8-inch touch screen is standard on all cars and can be equipped with navigation on higher models. The user interface is more intuitive than in older models, a major improvement in functionality. We're disappointed that we don't get the massive 8-inch screen in European-spec Golfs, and the color instrument cluster display with the fancy graphics is restricted to the GTI model. Instead, the 2015 Golf's gauges are a simple black-and-white affair, but it's useful and easy to read. If you've chosen to spec them, this Golf offers adaptive headlights, parking sensors, and a rearview camera that pops noisily out from under the badge on the hatch. There are also heated seats and automatic climate control to be had for a price. Eventually, you'll stop gawking and poking things and decide to actually start the car. When you do, you'll find the inline five-cylinder grumble is gone, replaced by the mellow hum of the new 1.8-liter turbocharged four-cylinder. It's a peppy little engine, though you'll feel a bit of turbo lag at very low rpm. It's really only apparent when you're trying to leave a stop aggressively, or if you're lugging the engine in a high gear. With a few more revs on the clock, the motor pulls smoothly and strongly and makes plenty of power to scoot the car around with authority. It's even fairly quiet in the process. Depending on your preference, you'll find either 2015 Golf transmission perfectly good but slightly compromised. The standard five-speed manual is geared for fuel economy, which is why VW has chosen this box over the performance-geared six-speed manual. The shifter is notchy, the throws are a bit long, and the gates are somewhat vague, but it gets the job done. It's certainly not as slick as the GTI's shifter. The pedals are likewise not designed for performance, and heel-toe downshifting is difficult. If you're a young driver seeking an inexpensive manual transmission car to drive like you stole it, that will bother you. For everyone else, it all works perfectly fine. The optional six-speed automatic (standard on higher trims) is also pretty good, but shows a flaw or two. When in Drive and stopped, you can feel the torque converter engage and disengage as you creep forward, almost as if it's a dual-clutch gearbox. It tends to chatter slightly as a dual-clutch does when it's doing this. It also occasionally lets off the hard shift. The other 90 percent of the time, though, it's a perfectly compliant, smooth, and quick-shifting gearbox that eagerly responds to the paddle shifters if you use them. The enhanced throttle response of Sport mode is preferable in aggressivecity traffic. We clocked a Golf equipped with the automatic transmission at 7.8 seconds in the sprint to 60 mph and 15.9 seconds at 87.8 mph in the quarter mile, 0.4 second slower than a similarly powered Mazda3 to 60 mph, and 0.3 second in the quarter mile. On the other hand, it's 0.3 second quicker than the old Golf to 60 mph and 0.2 second quicker in the quarter mile. The Golf needed 118 feet to stop from 60 mph, a foot shorter than the Mazda and 13 feet shorter than the old Golf. When the time comes to take a corner, you, as a driver, will be the most impressed. For a non-sport model, the 2015 Golf takes turns surprisingly well. The car feels confident and solid, exhibiting surprisingly little body roll. It isn't fazed by bumpy roads, even during cornering. The trade-off is a ride that's rather firm for the class, but more than tolerable. The standard low-rolling-resistance tires are good for fuel economy but quick to howl in protest when pushed. They'll hang on longer than they claim, but soon enough you'll get understeer. Performance rubber would make this car an impressive handler for the class. As it is, this car pulled 0.86 g (average) on our skidpad, same as the Mazda3 we're so fond of for its handling prowess. Making all that happen requires tilling the steering wheel. As with the old Golf, the new car's electric power steering provides surprisingly natural weight in the steering wheel with no slop. Steering response is quick and linear, allowing you to point the car right where you want it without much concentration. There's no torque steer in the wheel, which is always appreciated. Brakes are similarly competent, offering a smooth, linear engagement as you depress the pedal. If you've elected to go with the fuel-sipping diesel model, you'll see only slight differences in how the Golf drives. Though Golf TDI models use a simple torsion beam rear suspension instead of the gasoline car's multilink design, ride and handling feel about the same. Aside from the diesel gurgle emanating from under the hood, the biggest difference you'll notice is how much slower the diesel feels. Despite an extra 10 horsepower over the old model and far more peak torque than in the new gasoline model, the new diesel is clearly tuned and geared for fuel economy. In Drive, throttle application feels like a mere suggestion until you get the pedal at least halfway down. Sport mode helps this, but the car still feels significantly slower than with the gasoline model. It's a somewhat disappointing change from the last-generation Golf TDI, which used its torque to feel quicker than it was. Should fuel economy be your primary concern, though, you may just want to go with that diesel model. While Volkswagen estimates the gasoline-powered Golf should return 26 mpg city and 36 mpg highway, our RealMPG testing returned 23 mpg city and 33 mpg highway, or 27 mpg combined. To be clear, those aren't terrible fuel economy numbers by any stretch, but they're up to 10 percent off what Volkswagen has promised. We haven't had the opportunity to test the diesel-powered Golf yet, but in the past, diesel engines have generally returned greater-than-advertised fuel economy in RealMPG testing. If there's anything left to gripe about with the 2015 Volkswagen Golf, it's the pricing structure. There are few options, including the parking sensors and fancy headlights. The rest are bundled into the various trim levels, meaning if you want things such as navigation or the Fender premium stereo, you'll have to buy a more expensive model, and they get expensive quickly. Despite a base price of $18,815 for a manual-transmission, two-door Launch Edition and $21,515 for an automatic-transmission four-door Golf S (already higher than some competition), our loaded-up SEL tester started at $27,815 and came in as tested at $29,505, a lot of money for a compact hatch, but comparable to, say, an equally equipped Mazda3 hatch. Small qualms aside, the new 2015 Golf is an impressively solid little hatch. It suffers none of the cheapening that afflicts the Jetta, and instead offers better features and a better driving experience than before. Buyers will actually feel the value in this car, and that bodes well for a brand hoping to sell more cars in America. 2015 Volkswagen Golf TSI BASE PRICE $27,815 PRICE AS TESTED $29,505 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.8L/170-hp/200-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3115 lb (60/40%) WHEELBASE 103.8 in LENGTH x WIDTH x HEIGHT 167.5 x 70.8 x 57.2 in 0-60 MPH 7.8 sec QUARTER MILE 15.9 sec @ 87.8 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.86 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.65 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg (est) ENERGY CONS, CITY/HWY 130/94 kW-hr/100 mi (est) CO2 EMISSIONS, comb 0.65 lb/mi (est) ON SALE IN U.S. August 2014	9	531	autos
Ask a person why they bought the car they drive and one of the following criteria will almost certainly be mentioned: safety, value, performance, design, and/or efficiency. Jaguar is looking to add another slice of criteria to the list that one considers sound. Auditory bliss might be a better way to put it. Sonic heaven. Exhaust, perfected. The devil's own horn, and I mean it. But really the incredible noises that come roaring and bellowing out of the Jaguar F-Type R Coupe's pipes are indeed nothing more than sound. The question then becomes would you ever buy a car simply for the sound? Better still, would you ever buy a $117K machine simply for the noises it makes? A crazy question, I agree. Though perhaps it's the best reason of all. The F-Type Coupe R sounds like an autopomorphic soccer hooligan. As if the big red cat's genetically predisposed to pelt the other cars with empty lager cans. And that's just while cruising up and down the block. Open this monster up, and boy howdy! The R Coupe sounds good, incredibly, raucously, dirty, filthy double plus good. If you're another car, you'll be embarrassed that you almost certainly don't sound anywhere near as sexy, as evocative, as angrily hostile. Unless you're packing some sort of angel dust-sniffin' V-12 under your bonnet, you can't compete with this mad Jag. Even then it's highly doubtful. Face the facts, you need singing lessons. Before this turns into nothing but praise for the roaring, whooping, wailing monster sounds coming from the frothing, supercharged V-8, let's run through the other criteria. We can dispense with safety, design and efficiency for the following reasons. No U.S. sanctioned entity has crashed one, so we really can't say anything concrete. I reached out to Jaguar for information on European crash testing and they never got back to me. Design-wise, I think the F-Type looks fabulous, especially the hard top version. I haven't seen a rear end like it since the Porsche 928, one of my all time favorites. You might think the F-Type Coupe looks like a catfish. Either way, Jaguar faithful like our own Kim Reynolds quickly point out that the car's not as pretty as an E-Type. How do you win that argument? As for efficiency, do you really care? Really? Value's an interesting one. The R Coupe starts life at $99,925, making it the priciest F-Type you can buy. For comparison's sake, the F-Type V8 S (which is a convertible Jaguar's backed themselves up into a weird naming corner. F-Types are soft tops, F-Type Coupes have hard roofs) starts life at $92,925. However, this is not a bizzaro Porsche situation where the hard topper (Cayman) costs more than the convertible version of the same car (Boxster). The V8 S has an engine that makes 488 hp and 461 pound-feet of torque. The R Coupe's motivator produces a big boy 550 hp and 502 pound-feet of twisting force. There will eventually (most probably) be a convertible R version of the F-Type, and it will cost even more. Back to Porsche, the 911 Carrera S starts out at $99,895, thirty bucks less than the R Coupe. The 911 adds two vestigial seats, but it's down 150 hp. That's 27 percent less power. Of course you could go for the 911 Turbo S because that car makes 560 hp and 516 lb-ft of torque. Only issue is, the big dog 911 starts life at $183,695, nearly double the price of the Jag R Coupe. Now of course, these are all base prices. The red and shiny Porsche Turbo S I drove across country was a few dollars shy of $200K. We haven't laid our hands on a 911 Carrera S since we named it our 2012 Best Driver's Car, but that blue beauty cost $123,840 in two-years ago money. This here Italian Red F-Type R Coupe stickers at $117,475. I should mention that $12,000 of that total pays for the Carbon Ceramic Matrix Braking System, also know as plain old carbon ceramic Brembos. An option you totally do not need. Also, I know that half of you are already typing, "Why not Corvette, lol?" That's a great question that will no doubt get explored in much more detail in an upcoming something or other. Hint, hint. As for performance, that's a very good reason to purchase the F-Type R Coupe because she's a bruiser. The classic American test of a car's metal 0-60 mph happens in just 3.6 seconds, exceptionally quick for a rear-wheel drive machine. The quarter-mile takes 11.8 seconds with a trap speed of 122.3 mph. That 911 CS from our 2012 BDC competition hit 60 mph in 3.7 seconds and ran the quarter in 12 seconds flat at 117.1 mph. Very close to what the much more powerful Jaguar did, in fact. I must point out though, that that particular 911 is something of an outlier, as the last 911 we tested, the 430 hp (30 more ponies thanks to the included power kit), rwd, 50th Anniversary Edition 911 took 3.9 seconds to hit 60 mph and 12.2 seconds to run the quarter at 115.4 mph, a much more substantial difference. All three cars are close in our figure eight, with the heavier Jag requiring 24.4 seconds, the 50th Anniversary car needing 24.3 seconds and the Carrera S needing only 24.2. As for braking from 60 mph, the Jag and the Carrera S required only 94 feet, which is world class (best number we've ever recorded is 92 feet Corvette Z06 with the Z07 package). For whatever reason, the 50th Anniversary 911 needed 106 feet to stop from 60 mph. As for an incomplete list of other cars, the 911 Turbo S is one of the quickest accelerating cars in the history of earth. 60 mile per hour is dealt with in a nearly unbelievable 2.6 seconds and it eats the quarter-mile up in 10.9 seconds at 123.7 mph. Even with carbon ceramic stoppers, the lighter Porsche (3610 pounds, versus 3873 pounds for the Jag) needs 100 feet to stop from 60 mph. The Turbo S's figure eight time is primal, however, doing the deed in 23 seconds flat. A Ferrari 458 Italia requires 23.6 seconds. What about the Corvette? The last Stingray we tested cost $70,770 (base price: $54,795), hit 60 mph in 3.7 seconds, ran the quarter-mile in 12 seconds flat at 118.4 mph, required 95 feet to stop from 60 mph and ran around the figure eight in 23.9 seconds. Meaning you get almost the same performance as the F-Type R Coupe even better when you focus on the figure eight for about $50K less than the 400 pounds heavier Jaguar. That said, I'd rather have the R Coupe for many reasons, but especially because of the way it sounds. "I've always said the two cars I'd have are a Range Rover and a Porsche 911 Carrera," Angus MacKenzie tells me as I'm standing in my familiar spot just inside his doorway, discussing the new hard top Jaguar F-Type R Coupe. "I still might have the 911," he continues. "But Jaguar now has a compelling argument." I went a step further stating that not only would I take a G63 AMG over the Range Rover, but that I straight prefer the Jag as a street machine. And I love the 991, but the R Coupe is plain more fun. Caveats and personal peccadillos abound, of course, but I think it's quite telling that car guys talking sports cars are already putting the R Coupe on, or at least near, the pedestal. As to why my heart tilts towards Britain for sports cars, it's because of what I've been rambling on about, the wicked sounds this car makes. A few months ago I had the chance to try and beat up on a bunch of Jaguar Coupes near Barcelona, Spain. I had driven my long term F-Type S (380 hp convertible) to the airport, and had gotten right into a F-Type S Coupe (same supercharged 3.0-liter V-6, but a hard top) in Espania. The immediate apparent difference was the steering. So much so that I asked the Jaguar engineers if the hard tops had different racks (or whatever) than the convertibles. Nope, was the answer. Same everything underneath. The coupes are 80 percent stiffer than the open top cars, so the steering feels much more direct and precise. We then took to the track in some R Coupes and I was pretty disappointed. A surprising amount of understeer into corners turned into absolutely tail out oversteer when exiting. Was it just me? No, and here's what our race car driver friend Randy Pobst had to say a few months later after driving the R Coupe around the Streets of Willow, "Even these most gorgeous haunches still don't put the prodigious supercharged V-8 power to the ground very well. But the sleek roofline adds rigidity, resulting in greater steering accuracy. A three on my understeer scale becomes an eight on oversteer as soon as the pedal goes down. That's in the same manner as all recent Jags I've driven, save for the exceptional XKRS-GT." As for the R Coupe's time, Randy popped off a 1:24.93 around Streets. To give you some context, Randy did a 1:24.85 in a 565 hp Aston Martin V12 Vantage S that weighs about 200 pounds less than the sonically stonking Jaguar. However, Mr. Pobst was able to the take the aforementioned XKRS-GT around the Streets of Willow in a sprightly 1:22.53. That big cat outweighs its smaller sibling by almost 100 pounds, yet makes the same power. For a bit more perspective, Randy also muscled and hustled the lardy, 4500-pound, 520 hp Porsche Panamera Turbo around Streets in 1:22.68. So, the F-Type R Coupe isn't exactly a track day special. Back to Lleida, Spain if I may. The next morning we saddled up to head out on the road portion of the F-Type R Coupe drive. If you'd scanned my brain just before I buckled my seatbelt you'd have seen a thought that read roughly like this, "While fast as hell, the 550 hp V-8 simply isn't the hard top F-Type to get. The thinking man's sexy coupe is the S Coupe." After about 5 minutes of blasting across the Spanish countryside over some of the most outstanding roads I've ever driven, my thought morphed to, "You'd have to be a f*cking idiot to buy the V-6. God bless this rocket car and all those who dwell within it! YEE-HA!!!!" I was behind the wheel for another two hours and I laughed the entire time. I wish you all could have heard the noises escaping from the quad, possessed bassoons that double as tailpipes. Seriously friends, this sucker is righteous. At least that's how I felt in Spain. Climbing back into the R Coupe months later I was a tad trepidatious, a little nervous that perhaps my feelings towards the snarling beast were being conflated with the Lord's own road? Nope! After mere moments rocketing around the office, my old feelings were confirmed. The F-Type R Coupe is a constant sense of occasion, as well as one of the most thrilling to drive, sonically stupefying, and flat out alluring road cars ever created. It might also be historic, as it's the only car I can think of that could rightfully be purchased for the sounds it makes alone. Should you? Hey, life is short. Might as well enjoy the stuffing out of it. This particular Jaguar will help you accomplish exactly that. For more than 200 additional photos of the 2015 Jaguar F-Type Coupe, head to the second page of this review. 2015 Jaguar F-Type R Coupe BASE PRICE $99,925 PRICE AS TESTED $117,475 VEHICLE LAYOUT Front-engine, RWD, 2-pass, 2-door coupe ENGINE 5.0L/550-hp/502-lb-ft supercharged DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3873 lb (52/48%) WHEELBASE 103.2 in LENGTH x WIDTH x HEIGHT 176.0 x 75.7 x 52.0 0-60 MPH 3.6 sec QUARTER MILE 11.8 sec @ 122.3 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 0.94 g (avg) MT FIGURE EIGHT 24.4 sec @ 0.82 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/23/18 mpg ENERGY CONS., CITY/HWY 211/147 kW-hrs/100 miles CO2 EMISSIONS 1.05 lb/mile	9	532	autos
Volvo has slowly been divulging details regarding the completely redesigned 2015 XC90, first revealing photos of its infotainment system and interior. Now the Swedish automaker has announced that the redesigned SUV will be available with a Bowers & Wilkins premium audio system, which uses the same audio tech as one of the world's most famous recording studios. The Bowers & Wilkins system in the 2015 XC90 will use a combination of high-performance, low-distortion speaker designs. In addition, the XC90 will also feature a center speaker with Bowers & Wilkins' "tweeter-on-top technology," which will be the first time that configuration has been used in a car. The center speaker will reportedly produce exceptional sound quality, with a more open, spacious sound. In all, the sound system in the Volvo will utilize a total of 19 speakers, including seven tweeters, seven midrange speakers, four cone woofers, and a new air-ventilated subwoofer. That type of sub increases capacity to pulse more air, enabling extremely low bass tones and essentially turning the entire cabin of the car into a "giant subwoofer." The Swedish automaker claims the acoustic technology featured in the Bowers & Wilkins sound system is the same type used in "some of the world's most demanding acoustic environments," which just so happens to include London's famous Abbey Road Studios. The recording studio is most famous for its ties to the Beatles, though other famous artists including Pink Floyd have also recorded albums there. The sound-processing software developed by Dirac Research is also supposed to be top-notch, as Volvo says it has been used to recreate the "exact acoustic qualities of Gothenburg Concert Hall." The Bowers & Wilkins system will be available on the XC90, which will be fully unveiled later this summer in August. Source: Volvo	9	533	autos
When I decided to sample a set of OE-size (8 x 18-in) aftermarket wheels for the Accord Sport, I went online to buy a set of TPMS sensors. After about 30 minutes of searching to no avail, I began to wonder: How is it possible that no one carries a common part for one of the bestselling cars in the country? So, I emailed Honda, detailed my plight, and begged for a set of sensors. Surprise, surprise, Honda HQ didn't have any either. But, as my PR contact informed me, there was a sensible explanation: "The Parts Catalog isn't missing the TPMS sensors. We went to a new system to detect tire deflation using the VSA (Vehicle Stability Assist) wheel speed sensors. It's called 'Indirect TPMS.' So, the good news is that you don't need to worry about the sensors on the new wheels. Just follow this calibration procedure when you've got the new wheels/tires in place." And, in case you're wondering, here's that simple procedure: 1. Make sure the tire pressure is properly adjusted to the specified tire pressure listed on the doorjamb label before doing the TPMS calibration. 2. The calibration begins when TPMS is selected through the Multi-information display. 3. The calibration is completed after driving in an ideal driving condition (31 to 62 mph, steadily without much acceleration or deceleration) for about 18 minutes. Step 2 is an easy four-step process that requires 1) pressing the Settings button on the center stack, 2) spinning the Select knob to Vehicle Settings, 3) selecting TPMS Calibration, and 4) selecting Calibrate. No fussing with pricey in-wheel sensors. If you like the idea of swapping wheels/tires, especially if you're dealing with the annual ordeal of putting on winter tires, the Accord's TPMS approach is a welcome one. Unlike most sedans in its segment, the Accord Sport is available with a manual transmission. Our long-termer obviously has the CVT, which boasts slightly higher fuel economy of 26/35 city/highway versus 24/34, but I've driven the six-speed manual in the Accord Coupe four-cylinder, and it's a stellar gearbox. So, if you like shifting, and feel that a Sport badge requires a manual, the Accord's got you covered. More on our long-term 2013 Honda Accord Sport: Arrival Update 1: Handful of Cons Update 2: A1 Service Update 3: Grippy, Sporty, and Entertaining Update 4: Performance Testing	9	534	autos
A little over a year ago, I was returning home on a walk when I noticed a long, squiggly set of skidmarks on a four-lane surface street near my house that culminated in a mangled tree trunk. From following the path of the tires, it was clear the front-left quarter of the car had taken the brunt of the immovable pine. The next day, driving down the same stretch of road, I slowed down to trace the skids and imagine my car on this harrowing course. I stopped imagining when I saw bouquets set around the base of the tree. Whoever was at the wheel had died. Around this time, testing director Kim Reynolds began working on a story -- " The 25% Solution " -- for our May 2013 issue, an enlightening piece that documented a Volvo XC60 acing the IIHS' then-new small overlap frontal crash test (SOL), which mimics the driver-side front 25 percent of a vehicle striking another car, a pole, or yes, a tree by ramming it against a 5-foot-tall rigid barrier at 40 mph. Per IIHS data, of the roughly 10,000 fatalities that stemmed from frontal crashes in 2012, about 25 percent (there's that number again) were the result of this small overlap phenomenon. (Data by Prasad Engineering at a January 2014 SAE meeting suggests that number is closer to 8 percent.) As Kim detailed: "A 25-percent overlap crash misses both frame rails. A tree trunk, for instance, can butter-knife through the superficial sheetmetal. It's the sort of horror show they used to scare the hell out of you with in Driver's Ed." It scared me. As the father of two, I began paying close attention to which vehicles were receiving the IIHS' Top Safety Pick+ score, with the "+" signaling at least an Acceptable rating in the SOL. After all, I want my kids to be safe, and I want to be around to see them grow up. That's why, on a winter trip to Oregon, I borrowed a pair of Recaro child seats and had a set of Dunlop Winter Maxx tires installed on a loaner Subaru. But that's just me. It's interesting that for our recent compact car Big Test , a majority of our editors voted the Kia Forte ahead of the Honda Civic, despite the Forte being "the worst performer for both restraints and structure of all of the small cars evaluated," according to IIHS, and the Civic earning "good ratings for restraints and kinematics and structure." Safety is paramount to some, but not all. Back to the Civic. Knowing that its oft-criticized 2012 model wouldn't have passed the SOL, Honda made myriad structural enhancements to the '13, including extending the front bumper beam -- it comes longer outboard of the front side frame -- and changing the construction so the upper front structure connects directly to the bumper's outer edge, giving the Civic "early engagement" with the crash partner, to absorb energy quickly. Similar revisions made 2014 Mazda CX-5s built after October 2013 improve from a Marginal to Good score. Per Chuck Thomas, chief safety engineer at Honda: "Hondas aren't designed to do well in these tests; they're designed to be safe. The tests are a reflection of that design." Subaru, whose Forester was the first small SUV to sail through the SOL, practices a similar approach. According to a brand spokesperson in Japan, "'Enjoyment and Peace of Mind' are core brand values of Subaru, and we regard 'Safety Performance' as the most important aspect of the car since it is directly connected to peace of mind." I don't ever plan to hit a tree at 40 mph. But stuff happens, often in the blink of an eye. I'd rather pay heed to the SOL test than suffer the consequences and be relegated to the other SOL. More from The Kiinote: Geneva Fires Five Fastballs Five Questions for Lexus RC F, BMW M4 Engineers 2015 Chevrolet Colorado Aims Rocky Mountain High	9	535	autos
The MT staff has consistently held the Passat in high regard, so much so that we named it our 2012 Car of the Year . The engines on that Passat were an adequate 2.5-liter I-5 and a turbodiesel we adored, and we noted that we were looking forward to a new direct injected and/or turbocharged four-cylinder replacement in the near future. Well, the future has arrived. Our new long-term Passat revs a 1.8L turbocharged direct-injection four-cylinder making 170 hp and 184 lb-ft of torque, and we're eager to put it to a year's test in all sorts of driving. The Sport Edition is a new trim for the Passat and slots below the 1.8T SEL Premium. Sporty bits include foglights with low-speed corner illumination, brushed aluminum-look pedal covers (they're actually stainless steel), V-Tex leatherette seating surfaces, a rearview mirror, a rear spoiler, and 19-inch Luxor alloy wheels with all-season tires. (I won't have much use for the heated side mirrors and heated windshield washer nozzles in sunny SoCal.) The two available transmissions are a five-speed manual and a six-speed auto with Tiptronic paddle shifters and Sport mode, and that's the one we got. Our only add-on was a set of four heavy-duty MojoMats and a heavy-duty trunk liner with CarGo blocks ($235). Those will be appreciated on road trips, as will the 18.5-gallon fuel and the EPA rated 24 city/34 highway/28 combined mpg. Bonus: It takes regular gas. Inside, there's no navigation system, but the Passat is VW Car-Net equipped the system is like OnStar, with roadside assistance, live navigation, accident response, and emergency calling and it's free for six months. There's also no sunroof or pushbutton start; you'll need to option those if you want 'em, or step up to SEL Premium. So far the touchscreen radio with available XM/Sirius Satellite Radio (free for three months) and is easy to use and see. It comes with an MDI iPod cable connector compatible with the iPhone 5, and guess who has an iPhone 4. Luckily my sister's Audi had a 4 cable she wasn't using, so I swiped it. The interior design is clean and modern, and the two-tone upholstery complements the Candy White exterior with a black roof. There are heated front seats, and the eight-way power adjustable driver's seat has lumbar support. Three 12V power outlets keep electronics charged. The Candy White paint looks great against the black top, and the alloy wheels say "Notice Me!" So far, multiple staffers have complimented the exterior looks and been wowed by the 39.1 inches of rear legroom. "It's HUGE back here!" one passenger said. "It feels like I'm in a front seat." That's good news for a year full of road trips and other assorted fun. Our Car Base Price $28,495 Price as Tested $28,730 Service life 1 mo/1505 mi Average fuel economy 27.9 mpg CO2 emissions 0.70 lb/mi EPA City/Hwy/Comb Fuel Econ 24/34/28 mpg Energy consumption 121 kW-hr/100mi Unresolved problems None Maintenance cost $0 Normal-wear cost $0	9	536	autos
When the Kia Sedona minivan was put on hiatus for the 2013 model year, there was speculation that the Korean automaker was no longer in the minivan business. Although an unchanged Kia Sedona returned in 2014 , the automaker had been working on a redesigned model for 2015, which debuted in New York earlier this year. Today we want to know if you think the 2015 Kia Sedona is an improvement over its predecessor. The most noticeable change is up front, where the 2015 Kia Sedona gets a bold interpretation of the automaker's Tiger Nose grille. The outgoing model's large bulbous headlights are replaced by sleek rectangular projector headlights that wrap back around the fenders. The fog lights have moved from the edges of the lower intake to their own bumper cutouts. From the side, the 2015 Kia Sedona appears longer and more aggressive thanks to longer rear door and quarter windows, and more body creases. The beltline also kicks upwards at the C-pillar. Around back, the wide rectangular taillights replace the outgoing model's vertical taillights and the rear roof spoiler is also bolder. The rear bumper features an aluminum-look lower valance. Inside, a full color information screen sits in the center of the dual-binnacle gauge cluster, while an available infotainment screen dominates the center stack. Infotainment buttons, climate controls, and materials have been updated for a more premium look, and the center stack now flows into the center console. The 2015 model is available in seven- or eight-passenger configurations. In seven-passenger models, "First Class" second-row seats feature a reclining function as well as retractable leg rests. Nappa leather is standard on the top-of-the-line SXL trim. Last week, we took a look at the redesigned 2015 BMW X6 and the responses were polarized: ckone72 said, "As hideous and useless as the first one. Sloping CUVs are contradictory to the function of a CUV. Call it what it really is, a jacked up station wagon with less functionality." Aapp_macaca agreed saying, "As revolting as ever." Some comments were positive: "Refreshing as far as X6s go, but the value of this car over the X5 escapes me," said Land Rovers , while oliverrojas said, "I cannot say why but unlike the earlier versions, I find this version truly refreshing. The nips and tucks it underwent bring about a sense of proportion, balance, and stateliness. I am loving this model and dig that brown toned paint."	9	537	autos
GM is getting back into the midsize pickup segment with the new 2015 Chevrolet Colorado and 2015 GMC Canyon . As expected, the new midsize GM pickup twins will feature the most powerful gas engines in the class. The 2015 Chevrolet Colorado and 2015 GMC Canyon pickups' base 2.5-liter I-4 is rated 200 hp and 191 lb-ft of torque, while the available 3.6-liter V-6 is rated 305 hp and 269 lb-ft. Both engines are mated to a six-speed automatic transmission with auto grade braking and a tow/haul mode. A six-speed manual is available on certain extended-cab two-wheel-drive models. The midsize GM twins can tow up to 7000 pounds when properly equipped, according to the automaker. In comparison, the Toyota Tacoma 's 2.7-liter I-4 is rated 159 hp and 180 lb-ft. An available 4.0-liter V-6 is rated 236 hp and 266 lb-ft. A five-speed manual or four-speed auto backs the Tacoma's 2.7-liter, while the 4.0-liter is available with a six-speed manual or five-speed auto. The Nissan Frontier is powered by a 152-hp 2.5-liter I-4 with 171 lb-ft or a 261-hp 4.0-liter V-6 with 281 lb-ft. A five-speed auto is available on both engines, but for those who like to row their own, a five-speed manual backs the 2.5-liter, while a six-speed manual backs the 4.0-liter. GM's 2.5-liter I-4 and 3.6-liter V-6 feature dual-overhead camshafts with variable valve timing, direct injection, jet-spray piston cooling, aluminum blocks, and forged-steel crankshafts. A 2.8-liter Duramax turbodiesel I-4 will also be available for the 2016 model year. While power figures haven't been released, that engine makes 197 hp and 369 lb-ft of torque in other markets. Source: GM	9	538	autos
Each year the connected-car crowd convenes in suburban Detroit to show off the latest and greatest ways of plumbing ones and zeroes into and out of your car. This year the tech was a bit less epic than some years, but there were a few ideas that perked up my ears. Here are the highlights: 2014 Telematics for your 1996 or newer car. VerizonTelematics won the Best Aftermarket Device award at this year's show for its In-Drive product, which can be added to virtually any OBD-equipped car to provide safety and security features including crisis assistance, stolen vehicle location, roadside assistance, and incident alerts, for example if your teen leaves a designated area, or a valet drives away from the premises with your car. Data services include miles driven, MPG (with varying accuracy depending on OBD level), acceleration/deceleration rates, driver behavior ranking, and risk category comparison. It can even remind you when service should be scheduled, provide enhanced diagnostic alerts, notify you of recall information, and size your carbon footprint. Another interesting tidbit picked up from Kevin Link, SVP of Verizon Telematics: The automotive telematics community is facing and addressing the very same security challenges that will face the rest of the industry as the "Internet of things" rolls toward the 2020s, when he says the average family of four will have 50 connected devices, with 31 billion connected devices in use. Trouble for Carfax? A fully connected car can let "the cloud" know all your dirty driving secrets: How many wide-open-throttle accelerations and panic braking events you've enjoyed, the high-g spike when you ran over that curb and pranged the engine cradle, how long you procrastinated about those oil changes the works. Way more than Carfax can tell you from just the reported service and accident history. Several vendors offer products that can make this information available, including connected-car experts Intelligent Mechatronic Systems (IMS), which offers aftermarket and built-in connectivity solutions, and Scandinavian cellular infrastructure supplier Ericsson. Magnus Lundgren of the latter reckons that manufacturers could use this information to extend warranty offers to second or even third owners, with greater protection being offered to cars that have been demonstrably babied. Roam Delivery. Say you're spending the day making multiple stops at numerous destinations, and you need something delivered to you, but you're not certain where you'll be when the delivery is made. In the bold new connected-car world, you can give the delivery service your car nav system's ID number, and the service can track the car. Your car can even authorize the service to unlock the trunk to accept the delivery. As soon as the delivery is made, the access is withdrawn so nobody can open the trunk again except you. Ericsson demonstrated the Roam Delivery service on a Volvo XC60 as just one of a suite of cloud-based services being investigated with Volvo Cars and AT&T Drive. CD-Quality Streaming. Did you realize that most in-car receivers currently capable of streaming music from your brought-in device are doing so at a lower, MP3-or-worse level of quality? That's because they use an SBC codec. This low-complexity Sub-Band Coding or (SBC) was specified by the Bluetooth Special Interest Group. British-based CSR plc has developed a different compression coding called aptX that delivers greatly improved frequency response for near-lossless stereo audio quality. PC and Mac computers and Android devices all use aptX today, so the last step is to get the receivers to recognize and employ it for better car-audio sound quality, and that will happen soon. Mandatory OnStar? OK, it's not OnStar per se, but did you know that an accident reporting service like that provided by OnStar will soon become mandatory? These systems will not tolerate a "brought in" connection via your cellphone that might not be present when you crash. Providing different SIM card-type devices for the many various cellular networks available around the world is a headache for manufacturers, but Germany's Gemalto M2M GmbH offers a Cinturion chip set that works with all cellular protocols, so that one part number/SKU can be used for all markets, greatly simplifying the bill of materials for a manufacturer. Good news for consumers: After the complimentary service period of however many years, your car can be added as an extension to any cellular or data plan you have for your own phone, regardless of which provider you use. It's already in use in the Audi A3. SmartGPS. Hertz NeverLost patrons are getting a taste of Magellan's latest SmartGPS Eco version 2.0 as you read this. This cloud-based system sends relevant, personalized, localized content directly to your GPS screen, including: Easy location searches Valuable content such as restaurant reviews from Yelp and Foursquare RedBox movies and locations iHeartRadio Internet radio The lowest gas prices from preferred stations IP traffic Weather forecast and alerts Map overlays and much more Twitter and Facebook feeds are disallowed when the vehicle is in motion, and users can choose to show either eight icons on the screen, or four icons and a map screen. OE fitments are coming, as are aftermarket devices priced at $229 MRSP. There's no subscription. The device relies on the user's smartphone for Internet connectivity Improved Insurance? When European insurers first approached companies such as Italy's Octo Telematics, they used the connected-car technology like a combination of LoJack and OnStar, for crash notification, the expediting of claims, stolen vehicle recovery, etc. It was the North American insurance industry that simply wanted to find out how the prospective clients used their cars as a basis for rate discounts (or surcharges). Hence, a lot of "user-based insurance" (UBI) setups give clients an OBD-port device for six months, establish a rate, and then stop using the device. Octo plans to bring the European features to North American drivers, leaving the device switched on all the time, to summon help, start the claims process immediately upon notification of an accident, and even to monitor the health of the car. Different features are offered among the 12 devices currently offered by Octo.	9	539	autos
As I aimed my iPhone's flashlight at the main circuit breaker once again the shadows it produced moved drunkenly around the backyard. Ah, there it is -- I put my thumb on the breaker's stubby black lever and pushed. Snap! The lights in the house popped on for a few seconds great! … and then quickly off again frig! Making matters worse, the next thing I heard was eight-year-old Christopher inside the house, crying as he walked sheepishly out of his room. "What's going on?" he sobbed. "Why are the lights going on and off?" Suddenly I pictured what all this must be looking like: reflected under his door, the blinking lights were giving the effect of a horror movie. "Sorry! Everything's okay. Go back to bed!" My dad, who was an electrician when he was young, is spinning in his grave like a starter motor about now. At last I'd finally gotten 100 feet of 240-volt, 50-amp-capable copper cable threaded all the way to our garage to charge the Model S at home. But with the car plugged-in and most everything in the house turned-off, the ancient main circuit breaker was snapping like sizzling bacon. Four words of advice for any future, half-idiot Tesla drivers hoping to set-up home charging: Listen. To. Your. Electrician. The electrical panels in many old houses like mine offer 100-amps total. 100 amps. And from the get-go I should have listened to our wary electrician and thrown my old, rusty panel away and upgraded to a shiny new one enlarged to 200 amps heck, a proper Tesla charger demands a 100-amp circuit all by itself. But what with actually owning a Model S being unimaginable on a journalist's wages anyway, and affordable EVs hardly needing 30 amps, I decided to Cut Corners! Forty amps would be plenty, I figured. Making the project even cheaper, I also eschewed the nice Tesla wall unit for the car's mobile charge cord plugged into a common Nema 14-50 wall receptacle. As you might now detect, I was painting myself into this particular corner so slowly that I didn't realize it until I was painting my shoes as well. You see, six months prior we had some rewiring done in the kitchen, and our electrician suggested starting over with a new panel for no other reason than that the old one was ugly and worse, haphazardly crammed with ancient, and as I soon learned, much-dreaded Federal Pacific stab-lock circuit breakers. "You're the boss" he complied, shrugging his shoulders. Of course, soon, one of these worn-out Federal Pacific Stab-Loc it's a trademark breakers needed to be replaced. Then another, and another until I found myself with a tidy little investment in them. In fact, eventually only one hadn't been replaced the main. And now, with the copper wiring finally threaded through the eves (with big holes drilled into them to pull the cable along) and a nasty gash across the brick walkway between the house and garage (the conduit had to traverse underneath) our long-term Model S's inaugural charging … was being prevented by a balky main breaker. Now, a nice, new, modern main 100-amp main breaker costs about twenty bucks. Off I went then, to Home Depot to pick-up its dreaded Federal Pacific Stab-Lok equivalent. The nice orange-aproned associate in the electrical aisle climbed down from his ladder and handed me a box with a pitying expression "Gosh, these little guys are expensive." Gulp, he's right $190 bucks. Still, the next day I proudly handed it to our electrician who handed it right back "As I figured. They gave you the wrong type. This won't work at all." So it was back to the Home Depot for a refund, and then off to a specialty electrical shop in completely the opposite direction. I set the old, worn-out Federal Pacific Stab-Lok main on the counter. The guy stared at it then walked back into a very dark aisle lined with thousands of little half-opened boxes, returning with an especially yellowed and dirty example. "Only one we've got. $230." Fully cognizant that a new 200-amp panel would have cost less, I handed him my credit card. In the backyard again, I passed the $230 Federal Pacific stab-lock main circuit breaker to the electrician as if it were a Faberge Egg. "Yeah, that's the right one" I noted, though without any enthusiasm. It turns out that when the old one was pried off, it cracked. "Doesn't matter. Going to throw it away anyway." However, once we studied the new new Federal Pacific circuit breaker, we realized that was actually broken, too. I drove back to the specialty electrical store. "Will have to order that. Bout three weeks," they indifferent guy said. "Three weeks!" I blurted. "Now the house will have no power at all!" I was getting panicky. "We'll have to move into a hotel. No TempurPedic bed!" To my relief, the electrician calmed me by reinserting the cracked original in an operation as tense and delicate as a human heart transplant. But during the following three weeks I frantically rushed around the house turning-off lights left on the minute somebody left a room anything, anything to preserve that wounded main breaker. Finally, the second, new-new Stab-Loc main breaker arrived. The electrician carefully installed it. Everything was finally in place. The moment had come. But for weeks I was nevertheless lowering the Tesla's charging rate down to an easy-as-she-goes 20 amps anyway, too rattled by the whole episode to summon the courage to fully challenge my $230 main breaker's fortitude. What if this new, Faberge egg/Federal Pacific stab-lock main also popped? I'd need therapy. I'd need more money. But as they say, once you've been thrown, you've got to get back on that horse. No, this Stab-Loc breaker would not defeat me. So the other night I confidently plugged the car into the NEMA 14-50 plug mounted on the wall, and started tapping the car's charge rate screen. 21 amps, 22, 23…36, 37, 38, 39… and after a long pause…40. I closed my eyes. The lights stayed on. The episode of River Monsters continued to play in the house. I even strutted over to the clothes dryer and turned it on although it was empty. Not a flicker from the garage lights. Life is really a series of small milestones like this, isn't it? All told, installing this whole set-up has cost me $1000 plus $230 for that dreaded main breaker. And I haven't figured out how to disguise the wrecked brickwork yet. But when I'm asked "Do you charge it at home?" I can now answer "Yes, of course! I'm a guy who lives in the modern world!" Ah, just don't tell them about the details, okay? More on our long-term 2013 Tesla Model S P85+: Arrival Update 1: Long-Distance Travels With Tesla Update 2: The Unfinished Car Update 3: Oh, and it got a new motor. A New Motor! Update 4: The Ice Tesla Lappeth Our Car Service life 7 mo/20,060 mi Average fuel economy 86.2 MPGE CO2 emissions N/A EPA City/Hwy/Comb Fuel Econ 88/90/89 MPG Energy consumption 39 kW-hr/100 mi Unresolved problems none Maintenance cost $0 Normal-wear cost $0	9	540	autos
When Volkswagen unveiled its Beetle GRC rallycross racer in Chicago , it only had a stock Beetle GSR dressed up in graphics and a body kit and a rewrapped Super Beetle SEMA car to show . Now, the automaker is giving us the real deal. Though the Beetle GRC rallycross racer will eventually wear Rockstar Energy Drink and 7 UP liveries for Tanner Foust and Scott Speed, respectively, when they compete in this weekend's Global Rallycross Championship race in Washington D.C., the car is shown here in plain white. The lack of graphics gives us a better look at the car's bodywork, which includes widened fenders, a unique front fascia, and massive rear wing. Below that wing is a large vent at the base of the hatch. More vents are placed in front of the rear wheel wells, likely feeding air to the 11.8-inch rear disc brakes. The race car is powered by a turbocharged 1.6-liter TSI four-cylinder making 544 hp, a mill that has proven its worth in the Polo R WRC cars during the first half of the season. That number isn't quite the 560 hp promised in Chicago, but should be plenty to move the race car's 2668-pound frame. The engine is backed by a six-speed sequential transmission, and puts power to the ground through a fixed-ratio all-wheel drive system with multi-plate limited-slip differentials on each axle. A strut-type suspension is used all around, comprised of ZF dampers with about 9.1 inches of travel. A set of 17-inch wheels wrapped in 240/640R17-size Yokohama racing tires underpins the Beetle race car. With that kind of equipment, VW estimates the car can accelerate from 0-60 mph in 2.1 seconds. You can catch the two Beetle GRC cars, campaigned by the Volkswagen Andretti Rallycross team, at the series' third round in Washingon D.C. this Sunday, June 22. Source: Volkswagen	9	541	autos
Long-time fans of the Dodge Viper , prepare to get nostalgic. SRT Motorsports announced that its Dodge Viper GTS-R racers competing in the Tudor United SportsCar Championship Series will sport classic Viper racing livery for the remainder of the 2014 season. Both Vipers will feature "Viper Red" and "Race White" color schemes, a throwback to the classic Viper racing liveries of the early 2000s. In 2000, Vipers wearing the same colors took the overall win at the Rolex 24 at Daytona, as well as a class win at the 24 Hours of Le Mans . Additionally, the colors were flown when Vipers took home American Le Mans Series championships in 1999 and 2000. "We are honoring the racing history of the Dodge Viper by returning to its classic colors, as we are in the midst of celebrating the Dodge brand's 100th anniversary and 100 years of American performance," said Ralph Gilles, President and CEO of SRT Motorsports and Senior Vice President of Product Design for Chrysler Group LLC. The Vipers will also feature a unique 100th anniversary logo, honoring the company's storied history. The classic color scheme will make its debut on Friday, June 27 for a practice session, ahead of the Sahlen's Six Hours of the Glen. Look for it once again at the third endurance race of the 2014 IMSA Tudor series at Watkins Glen International Raceway on Sunday, June 29. Photos of SRT Viper GTS-R in previous racing livery shown below. Source: Chrysler	9	542	autos
After two generations of the Ford F-150 SVT Lightning , the automaker discontinued the high-performance sport truck. After skipping nearly two generations, Ford has returned to the sport truck market with the 2014 Ford F-150 Tremor , which we consider a lukewarm effort. That said, we want to know if you think Ford should consider a proper F-150 SVT Lightning successor. In our 2014 Ford F-150 Tremor FX2 and FX4 First Test , we noted that the last F-150 SVT Lightning we tested was faster and better handling than either Tremor model. With a supercharged 5.4-liter V-8 with 380 hp and 450 lb-ft of torque, the last F-150 SVT Lightning we tested reached 60 mph in 5.1 seconds and finished the quarter-mile in 13.6 seconds at 102.2 mph. Powered by a 365-hp, 420 lb-ft 2.5-liter EcoBoost V-6, the F-150 Tremor 4x4 was slightly faster than the F-150 Tremor 4x2 posting 5.8 seconds to 60 mph and 14.3 seconds at 94.4 mph and 5.9 seconds to 60 mph and 14.4 seconds at 95.7 mph in the quarter-mile, respectively. "Out in the real world, the Tremors feel about as sporty as their numbers suggest," we said in our First Test. "With EcoBoost power on tap, both trucks quickly and easily blast out of the hole, but the fun of mashing the long, skinny pedal to the floor at each stoplight wears thin quickly. Those hoping the Tremor can handle some corners ought to look elsewhere in the Ford lineup." We concluded: "The Tremor isn't only marred by aesthetics that write checks the truck can't cash, but it is also let down by a pretty steep sticker price for what you get… The 2014 Ford F-150 Tremor may be an excellent pickup truck, but it doesn't quite live up to the sport truck reputation the last F-150 SVT Lightning had. For its price, and given its performance, I suspect most buyers would be happier with the truck the SVT team has been spending most of its time with lately, the [F-150 SVT] Raptor ." Should Ford consider a proper F-150 SVT Lightning successor? Share your thoughts on today's Thread of the Day below.	9	543	autos
While building millions of pickups with aluminum bodies certainly signals a good-faith effort at boosting fuel economy, that ambitious program alone won't achieve Ford's total CO2-reduction goal. So the company has teamed up with Magna and, with the assistance of some U.S. Department of Energy grant money, embarked on a project to reduce the weight of a midsize family sedan by 25 percent using technologies that are production feasible today (so no 3D-printed carbon-fiber birdcage unibodies). The resulting Multi-Material Lightweight Vehicle (MMLV) Concept achieves a 23 percent overall reduction to roughly the mass of a Fiesta sedan, with all areas of the car participating in the diet (body exterior 23 percent, interior and climate controls 22 percent, chassis 28 percent, powertrain 21 percent, and electrical 14 percent). Magna's contribution was primarily lightening the body exterior and closure panels, prototyping, and CAD/CAE work with Ford handling most of the rest of the project. Below are highlights of the more innovative reductions, many of which could see production in the relatively near term. Body and Closure Panels The 2014 Fusion already employs a great deal of high-strength steel, and the front crash structure, A-pillar and side roof rails are retained. The B-pillars and the roof crossmember connecting them are made of high-boron press-hardened steel. Advanced vacuum die-cast aluminum castings and aluminum extrusions comprise much of the rest of the unibody structure. It's all joined using a combination of welding, adhesives, and self-piercing rivets. Body structure savings: 76 kg, 24 percent. The doors incorporate boron-steel intrusion beams, extruded aluminum hinge-pillar reinforcements, high-pressure vacuum die-cast magnesium nodes joining the A-pillar to the lower door, and stamped aluminum inner and outer skins. Closure Panel savings: 29 kg, 30 percent. Changing to chemically hardened "Gorilla glass" for the side windows would realize a further 35% savings. Note that the Transit Connect's rear cargo door glass is being replaced by polycarbonate, for an even greater savings, but that material isn't ready for side windows yet. Finally, switching from steel to cast and extruded aluminum in the front and rear suspension cradles saved 27 kg, 48 percent. Interior Switching from steel and plastic to a carbon composite material for the instrument panel and cross-car beam saves 5.2 kg, 17 percent in mass and also trims the parts count from 71 parts to 21, realizing further cost savings. Doing the same for the front seat frames saves 0.8 kg, 17 percent, and it should be noted that these seat frames are made somewhat like the chassis tub of a Lamborghini Aventador, with dry fabric laid in a mold and then injected with resin. Note that Ford is working with Dow Chemical to lower the price of the carbon fibers themselves. Chassis Lighten up the body and you can lighten the chassis components, and reducing unsprung weight generally improves ride and handling. Lightening things that rotate add yet another contribution to fuel economy/performance improvement in reduced rotational inertia. Chassis highlights include tall, thin 155/70R19 tires (3.6 kg, 31 percent each) riding on 5.0 x 19-inch carbon-fiber wheels (4.5 kg, 42 percent each). The wheels may be the least production-ready cost-feasible parts on the concept car. Aluminum brake rotors get a stainless steel thermal coating that is machined to 1mm thick. Rather than grinding them at service intervals, a new coating might be applied. Front rotors save 3.5 kg, 39 percent each, rear rotors save 1.9 kg, 37 percent each. Composite front coil springs save 1.6 kg, 57 percent and have been subjected to extreme tests like soaking them in water for hours, then deep freezing them, and torture testing them. So far so good, but trials on test cars have yet to begin. Hollow steel tubes form the rear springs save 1.6 kg, 37 percent each. Not enough? Titanium rear coil springs save 2.3 kg, 54 percent each. Powertrain With all the other weight savings onboard, less engine is needed to motivate a family Fusion, so the 1.0-liter EcoBoost I-3 is fitted, but with a bunch of further upgrades. The biggie is swapping cast iron for aluminum with compacted-graphite iron inserts to help tie the head bolts to the crankshaft bearings, so the engine block saves 45 percent. The cylinders themselves get an iron coating sprayed on. Forged aluminum connecting rods save 0.45 kg, 40 percent total, and permits hollowing out and lightening the crankshaft, saving 1 kg, 17 percent. Aluminum castings are currently used for the structural front engine cover (to which an engine mount bolts), and the oil pan. Making these of injection-molded carbon fiber drops the weight of the engine cover by 1 kg, 24 percent and the oil pan by 1.2 kg, 40 percent. Note that this is an injection process that includes chopped carbon fibers not a hand-laid, or fabric-in-mold injection process. Switching from aluminum to magnesium for the transmission case and bell-housing saves 5 kg, 33 percent; doing the same for the valve body saves 0.9 kg, 34 percent; ditching cast iron for 390 aluminum on the pump support saves 2.5 kg, 60 percent. Another two-fer comes from swapping steel for 7000-series aluminum (still with a steel gear at the center) on the clutch hub, saving 0.4 kg, 55 percent, and getting a dramatic drop in rotational inertia.	9	544	autos
British racing ace Mark Higgins and the Subaru make quite the team. After shattering a 21-year record in a 2010 Subaru Impreza WRX STI at the Isle of Man in 2011, the man has done it again, this time in the new 2015 Subaru WRX STI. At an average speed of 116.470 mph and a time of 19 minutes, 26 seconds, Higgins managed to shave 30 seconds off his previous record. UPDATE: After attempting another record-breaking run on Friday, Mark Higgins has once again bested the time he just set two days ago. At the helm of the 2015 Subaru WRX STI, Higgins completed the lap in 19 minutes and 15 seconds with an average speed of 117.510 mph. It's no surprise that the pro racer was able to improve his time, since he expressed earlier this week that he knew he could do better. "This was a great run when everything came together and I was able to do a much cleaner lap as I am still learning where I can go flat in this car," said Higgins in a release. "It was quite a lap we did today and I am really happy to have another record in the bank. The chassis on this new car is so much better it really allowed me to pick up time in each sector in the more technical parts of the course," Higgins said in a release. The U.S.-spec 2015 WRX STI that Higgins blasted around the 37.72-mile long course was equipped with the usual safety equipment including a roll-cage, racing seat and harness, and a fire suppression system, plus a straight exhaust to allow the WRX STI to be heard better by spectators. The Subie also wore Dunlop Direzza tires, and unlike the last bone-stock 2010 WRX STI Higgins raced in, this one's suspension was slightly modified with retuned springs and dampers to better absorb bumps and ruts on the course. Otherwise, the 2015 WRX STI is just like any other, with a 2.5-liter turbocharged F-4 that makes 305 hp and 290 lb-ft of torque paired with a six-speed manual. The new benchmark improves on Higgins' record set in 2011 in a previous-gen WRX STI , in which he averaged 115.36 mph and completed the lap in 19 minutes and 56 seconds. The 2011 attempt broke a long-standing record set in 1990 by Tony Pond, who averaged about 22 minutes and 102 mph in a Rover827 Vitesse.Subaru reports that it's considering running another lap on Friday to try and break its most recent record, or if it's considering just calling it a day. Either way, check out a cool video of the 2015 Subaru WRX STI in action at the Isle of Mann on MT's Instagram page. Source: Subaru	9	545	autos
The Subaru WRX Concept unveiled at the 2013 New York International Auto Show was the most radical, aggressive looking Rex we've ever seen from Subaru. After decades of designs in which functionality prevailed over form, here was a WRX that was pretty to look at. Journalists raved about its coupe-like profile, wide stance, stylish front end and high hip line. In fact, we all expected to see significant design hints in the new production WRX. However, as we witnessed when the car was revealed last year, those seductive WRX lines were replaced with surfaces and edges that could have come from the outgoing model . Yes, most of us were disappointed. Don't get us wrong: We're thrilled with the new car's handling and performance . We just wanted a little more inspiration on the styling side. Providing a glimmer of hope that all of the concept's style was not lost, Subaru's WRX Project General Manager, Masuo Takatsu, told us at the launch of the subsequent WRX STI that the main design theme of the WRX Concept could yet be applied to a production car. Now, chief Subaru designer Mamoru Ishii has indicated that definitive design hints from the lauded concept's sporty, aggressive stance will indeed reach the Impreza due in 2016, and the WRX that will follow. "Yes, we have taken the next-generation Impreza's design in a new direction that we are sure will excite the marketplace," Ishii told us, adding that some of the WRX Concept's key proportions will transfer to the next WRX. "We are planning to give the lower section below the hip line a wider, more substantial stance and narrow up the roof section," he said, suggesting a much bolder lower body and a more tapered greenhouse, as seen on the WRX Concept. Subaru's existing Impreza was launched two years ago and is now well into its current model cycle, but while Subaru plans to spruce up its game with the next Impreza and WRX, it will also focus more of its R&D efforts on a family of new SUVs as previewed by the Viziv 2 concept at this year's Geneva Motor Show. As we've reported, two new SUVs are on the agenda , in addition to eventual replacements for the XV, Forester and just-revealed Outback. That includes a Tribeca successor with plug-in diesel hybrid technology which could emerge within two years. Subaru's next new models will be the 2015 Legacy and Outback , both of which go on sale early next year. But the Japanese brand's strong global sales, higher share price and newly appointed CEO Yasuyuki Yoshinaga, who has decades of experience in sales, marketing and strategy, has given the company a whole new product attitude. Three weeks ago, when he presented the company's Prominence 2020 business plan and with it record earnings for the last Japanese financial year, Yoshinaga announced that a new modular chassis architecture dubbed Subaru Global Platform will underpin Subaru's entire line starting from 2016. The next Impreza will emerge as one of the first of these all-new offerings late that year.	9	546	autos
Every morning on my way to work there's a happy place where I can let it all hang out in the Cadillac CTS Vsport. You might have a favorite expanse of asphalt, hairpin onramp, or twisty section on your daily route where you can really open your car up and let it fly. Mine starts with a wide sweeper on entry. Then it's hard on the Vsport's go-pedal, V-6 wailing as I explode down the long, dogleg left ramp that pours me onto the freeway at speed. Barreling out of the short chute, it's duck, dodge, brake, accelerate, and shoot the gap. Some days I can just power past everyone; on others I have to wait a beat or two until a sliver of daylight emerges and I can pour more gas on the Cadillac's twin-turbo fire. Then I settle into the left lane, throttle back, and let the traffic wash over me. Such is the life in L.A. with the Vsport. Short bursts of unbridled joy followed by long stretches of stop-and-go pain. One thing that wasn't painful at all was my trip to Symes Cadillac in Pasadena for the Vsport's first service, at 7000 miles. I was in and out in less than an hour, and the total was $0.00 thanks to Cadillac's free initial maintenance program. I've been able to stretch the CTS out during recent blasts to Las Vegas and Phoenix, and what really stands out after a few hours sawing on the Vsport's wonderfully meaty, right-sized helm is how it deftly straddles the line between hardcore sport and luxury sedan. I've spent a few days in Cadillac V Series cars over the years and they are intense and massively entertaining machines. While there is slightly less of an edge to the Vsport -- namely the lack of the Janet Jackson-nasty, 556-hp supercharged V-8 under the hood and a row-your-own option -- it is just about as ferocious and furious as its V-Series patriarchs in most every performance metric. But when you just want to roll steady on the highway, simply set the cruise (alas, adaptive cruise is only available on the Vsport Premium) to the maximum speed allowed by law, crank up Queens of the Stone Age on the solid, 13-speaker Bose system, and just breeze along. Cabin noise isn't intrusive; the suspension isn't remotely punishing, especially in Tour mode; and you can actually get some halfway decent gas mileage. My best tankful during my two trips was right around 24.5 mpg with close to a 400-mile range, which is in line with the 24 mpg EPA number. The CTS Vsport we have in the MT fleet doesn't come with adaptive cruise, or a slick reconfigurable instrument panel, or the 20-way seats of the Premium model, but as Han Solo said of the Millennium Falcon, this baby's got it where it counts. The ZF-sourced electric steering rack is on the heavy side, which is how I like it, and you can really feel it firm up as you dial up the fun factor from Tour to Sport to Track. Its wheel feel is par with any sport sedan in its class. When you push hard into a corner, the electronic limited-slip diff and GM's vaunted Magnetic Ride Control do a fantastic job of keeping the Vsport planted and tracking true. And the Brembo calipers up front scrub the speed in panic stops, although I'd prefer a bit more bite at the outset. When the sea of sheetmetal in L.A. occasionally parts, I've also taken some time to play around in Track mode with the M button pressed the on the gear shift and work the paddles. The responsiveness is as impressive as any automatic-transmission-based setup out there including that of the Jaguar F-Type. You can run it hard up to redline, again and again and again. It all adds up to a dynamic experience that can get me to a happy place on most any road, as long as it's open. More on our long-term 2014 Cadillac CTS VSport: Arrival Update 1: A Second Opinion	9	547	autos
Mazda will build a successor to the famed RX-7 and RX-8 complete with a rotary engine, according to Auto Express . The new rotary-powered sports car, expected in 2017, will be based on an extended and reinforced variant of the upcoming fourth-generation Mazda MX-5 Miata 's chassis, the report says. While Mazda is the only manufacturer to actively pursue Felix Wankel's rotary design, the automaker has its work cut out to find solutions to the engine's inherent flaws of high fuel and oil consumption and low torque output. The new engine is said to be being developed with the automaker's Skyactiv approach to efficiency used on its piston engines such as natural aspiration, weight reduction, and high compression ratios. The report suggests the new naturally aspirated rotary engine could produce as much as 300 hp a substantial jump over the RX-8 's 238 hp. While Auto Express suggested the a six-speed manual or five-speed automatic would back the new rotary engine, we expect the new sports coupe to use the Miata's six-speed auto. For optimal performance, it was also suggested the new sports car would be a lighter two-seater like the RX-7 rather than a heavier four-door RX-8 type vehicle. Source: Auto Express	9	548	autos
Sometimes it all boils down to the little details. While we may be attracted to a given car due to its performance, fuel economy, or curb appeal, sometimes a car is missing that one little must-have feature, with the end result being its dismissal from consideration. Forum member 11Chrysler300Kidd almost bought himself a pre-refresh Dodge Durango . He would have purchased it, but the fact that it had an outdated version of Chrysler's Uconnect infotainment system pushed him to walk away from the deal. We're talking about missing features for today's Thread of the Day -- more specifically, missing features that resulted in you not purchasing a car. NeedBailMoney had an experience like our other forum member. He test-drove a 2013 BMW 328i xDrive, and while it had navigation and a head-up display, it didn't have HID headlights, so he passed on the deal. What missing features are a deal-breaker for you? Sound off on today's Thread of the Day below.	9	549	autos
When I drove the 2014 Jaguar XJR Long Wheelbase at Ridge Motorsports Park (an hour outside of Tacoma, Washington) last year, I was impressed with the big cat's strong acceleration and nimble chassis. At the time, we weren't able to put the 550-hp premium sedan through our standard battery of tests, but now we have test numbers on the standard-wheelbase 2014 Jaguar XJR. After driving the XJR Long Wheelbase on the track, we suspected Jaguar's estimate of 4.4 seconds to 60 mph was a bit conservative. Not just because of its strong acceleration, but also because a 470-hp 2013 XJL Supercharged on all-season tires reached 60 mph in just 4.5 seconds (12.8 seconds at 115.0 mph), while an older XJL Supercharged with the six-speed automatic and summer tires reached 60 mph in 4 seconds flat (12.3 seconds at 116.3 mph). Jaguar's supercharged 5.0-liter V-8 makes an additional 80 hp and 78 lb-ft of torque than the XJL Supercharged. With 550 hp and 502 lb-ft, the rear-drive XJR reached 60 mph in just 3.8 seconds and cleared the quarter mile in 12.1 seconds at 117.5 mph. Although only a few ticks quicker than the XJL Supercharged, the XJR can run free up to its electronically limited top speed of 174 mph -- 19 mph higher than less-powerful supercharged V-8 models. Not only quicker than its lesser brethren, the XJR is also comparable to its German competitors. The 520-hp 2014 Audi S8 ($113,395) and all-wheel-drive 577-hp 2015 Mercedes-Benz S63 AMG 4MATIC sedan ($140,425) hit 60 mph in 3.5 seconds(11.8 seconds at 118.3 mph) and 3.7 seconds (12.1 seconds at 115.5 mph), respectively, while the 540-hp 2013 BMW Alpina B7 ($133,125) hit 60 mph in 4.3 seconds (12.6 seconds at 113.6 mph). The Jaguar XJR also impressed on the handling course. Fitted with 20-inch Pirelli P Zero tires (265/35 front, 295/30 rear), the 550-hp Jag lapped the figure eight in 24.8 seconds at 0.79 g average and pulled 0.91 g average around the skidpad. For comparison, the 2013 XJL Supercharged went around our figure-eight test in 26.0 seconds at 0.76 g average. That's the same time as the summer-tire-equipped car, but with a 0.05 g higher average. In comparison, the S63 AMG 4MATIC lapped the figure eight in 25.0 seconds at 0.79 g average and pulled 0.91 g on the skidpad, while the S8 completed the figure eight in 25.1 seconds at 0.79 g average and pulled 0.90 g on the skidpad, and the Alpina B7 did it in 25.8 seconds at 0.75 g average and 0.89 g average. Braking from 60 mph takes just 99 feet, thanks to the wide Pirelli tires and 15-inch front and 14.6-inch rear discs. That's 21 feet shorter than the 2013 XJL Supercharged on all-season tires and 11 feet shorter than the XJL Supercharged with summer tires. The E63 AMG 4MATIC took 100 feet to stop from 60 mph, while the Alpina B7 and S8 took 104 feet and 107 feet, respectively. In order to achieve those numbers, Jaguar has fitted the XJR with more than just extra power. Although the F-Type's Quickshift technology is reserved for R-S models, the XJR's eight-speed automatic transmission gets a sportier tune than the 470-hp (Supercharged) and 510-hp (Supersport, Ultimate) models. In automatic mode, the transmission uses acceleration, braking, and steering inputs to determine shift speed, shift points, and how long to hold a gear. A manual mode with paddle shifters gives the driver more control over shifts. Automatic start/stop is standard. Jaguar didn't neglect the suspension tuning, either. The revised springs and dampers increase high-speed handling and stability without sacrificing ride comfort, even with the lightweight 20-inch Farallon gray-finished forged alloy wheels and low-profile tires. The F-Type roadster's custom valving was used to quicken the steering. Jaguar also revised the active electronic differential and Dynamic Stability Control systems to work with the retuned suspension and steering. Other performance pieces include subtle aerodynamic bits such as hood louvers that also aid in cooling, unique side sills, and a functional rear lip spoiler. While the 550-hp sedan's track performance and test numbers look good on paper, most XJRs will spend most of their time on the street. With its quiet ride and a tamer exhaust than the machine gunfire of the F-Type, the XJR is easy to creep above posted limits: 60 mph feels like 25 mph. A 190-mph speedometer with 110 mph straight up also throws off your general sense of speed. Fortunately, the 12.3-inch high-definition virtual instrument cluster features a speedometer spotlight that highlights the numbers closest to the needle to quickly keep tabs on road speed. Partial throttle is all that is required for quickly passing slower traffic. On back roads, the 550-hp Jaguar XJR can hold its own against classic and modern musclecars. With an as-tested price of $118,585 ($116,895 base price), our XJR tester is competitively priced against its German counterparts. (The XJR Long Wheelbase model is $3000 more.) EPA-rated fuel economy is also competitive: The 550-hp Jaguar XJR is rated 15/23 mpg city/highway, which matches the S63 AMG 4MATIC's, but trails the S8's highway rating by 3 mpg and the Alpina B7's 16/25 mpg rating. Our XJR's Osmium paint (a light silver blue) is offset by the dark gray finish wheels. Inside, London Tan stitching contrasts with the Jet Black leather and Piano Black trim. Standard features include HID headlights and LED taillights; panoramic roof, soft close doors, 18-way front seats and heated and cooled front and rear seats; 825-watt Meridian audio system with navigation, Bluetooth, and rearview camera; and alarm with engine immobilizer, keyless entry, and remote start. The Illumination Package ($1700), which consists of lighted door and trunk sills and illuminated air vents, was the only option. A few small complaints: The heated and cooled seats can't be used simultaneously (as on the S-Class) and the XJ Supercharged model's five-setting massage seats ($800) aren't available on the XJR. The touch-screen navigation/infotainment system is easy to use, but requires more eyes-off-the-road attention than a simple iDrive-style controller would. On the other hand, the Meridian audio system provides rich, full sound regardless of music genre. While the Jaguar XJR isn't available with as much of the latest gee-whiz technology as the S-Class (or S8), it offers competitive performance and a finely crafted Old World interior wrapped in a sleek and sexy body. That's something its German rivals can't match. The Jaguar XJR is for the driver who wants to be coddled blasting down the autobahn at triple-digit speeds. 2014 Jaguar XJR BASE PRICE $116,895 PRICE AS TESTED $118,595 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 5.0L/550-hp/502-lb-ft supercharged DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4298 lb (51/49%) WHEELBASE 119.4 in LENGTH x WIDTH x HEIGHT 201.9 x 74.6 x 57.3 in 0-60 MPH 3.8 sec QUARTER MILE 12.1 sec @ 117.5 mph BRAKING, 60-0 MPH 99 ft LATERAL ACCELERATION 0.91 g (avg) MT FIGURE EIGHT 24.8 sec @ 0.79 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/23/18 mpg ENERGY CONS., CITY/HWY 225/147 kW-hrs/100 miles CO2 EMISSIONS 1.09 lb/mile	9	550	autos
I'm a newlywed who plans on starting a family in the near future, but I don't fancy crossovers or SUVs, and I wouldn't be caught dead hauling my kiddies around in a minivan. Because I'm usually lugging camping gear, snow gear, skimboards, skateboards, etc., larger sedans won't do, and I don't prefer trucks because I love feeling like I'm in my very own Mach 5. That leaves me with wagons. So far, the 2015 Volvo V60 seems like a pretty sweet deal. That's exactly what it was upon first entry. There's something incredibly refreshing about the interior of a Volvo. The leather is always so supple and silky soft, and the V60's cabin isn't any different. Slipping into our Premium Plus tester's black leather seats is like the sensation of diving into the softest Egyptian cotton sheets. The seats look absolutely beautiful with the contrasting white stitching, while brushed aluminum elements give the interior a touch of class. Although it's simply elegant inside, some might consider it little too simple. For an all-new car, it's a little disappointing to find the same center stack layout (Volvo will debut a highly touted one in future models), though the instrument cluster is a completely new design with a configurable digital gauge cluster. The gauge features an efficiency indicator with a simple mark that makes it easy to read. If you're below it, you aren't at your most efficient. Go above it and you're doing just great. There's no need to decipher a glowing color-coded display. It's straightforward and simple, like the V60's design language. The V60 has been EPA-rated at 25/37 mpg city/highway, and although we weren't able to get Real MPG numbers, the wagon appeared to sip fuel even after a mixture of mountain, city, and highway driving. This is all thanks to Volvo's new family of Drive-E engines, which in the V60 T5 is a 2.0-liter turbocharged I-4 making a healthy 240-hp and 258 lb-ft of torque. There's also a turbocharged and supercharged 2.0-liter making 302 hp and 295 lb-ft, but that engine hasn't found its way underneath the hood just yet. Unfortunately, the Drive-E engine isn't available on T5 AWD models yet either, so it wouldn't be fair to compare fuel economy figures to those of the Audi Allroad and the BMW's 328i Xdrive Sports Wagon. Start/stop technology is part of the Drive-E package, and although it doesn't shake the car as much as BMW's tech does, it's not nearly as smooth as Mercedes-Benz's version. Either way, power delivery is smooth and surprisingly quick, and turbo lag is nonexistent. Accelerating from 0-60 mph took just 6.3 seconds, while getting to the quarter-mile took 14.9 seconds at 92.4 mph. For comparison, the 211-hp Allroad was a hair slower, completing the 0-60-mph-sprint in 6.5 seconds and the quarter-mile in 15.0 seconds at the same trap speed as the V60. Do keep an eye on the speedometer, though, because the hearty engine and the wagon's quiet cabin can be a dangerous combination -- 82 mph feels like 65 mph. Our Sport package-equipped tester exhibited a bit more sportiness than expected on the jaunt up to Big Bear Lake. "The 19-inch wheels and lowered ride height, along with stiffer spring, dampers and anti-roll bars, add up to ride and handling equivalent to a sports sedan's," we previously said of the V60. The wagon effortlessly hugged every kink in the road with very little lean. On our figure-eight course, the V60 managed a 26.5-second time averaging 0.66 g. The Allroad does the same lap in 27.1 seconds at an average of 0.64 g, but the V60 really shows the Allroad up in the braking test. The V60 needed 103 feet to stop from 60 mph versus the Allroad's 120 feet, but that's probably partially because the Allroad is 156 pounds heavier than the 3721-pound Swede. The Sport package also adds sport seats that feel like they mold around you, plus paddle shifters for the eight-speed automatic that shuffles quickly through gears. I couldn't agree more with associate editor Mike Febbo on the V60's steering: "The steering is smooth, with on-center resistance that builds as soon as you add input." Impressive performance, but will it fulfill the needs of those with families and for those that haul around lots of stuff? The V60's cabin felt spacious both up front and in the back. The V60 boasts the same 37.4 inches of headroom for rear passengers as the Audi. Shoulder room is greater all around in the Volvo, as is front legroom (41.9 inches versus 41.3). Rear passengers will appreciate more legroom in the Audi (35.2 inches versus 33.5). All dimensions are comparable, but because the Audi is a bit longer, it wins by a margin when it comes to cargo capacity, with 50.5 cubic feet of space compared to the V60's 43.1 cubic feet. Boiling it down to cost, the base price of a 2015 V60 will run you $36,225, while the base price of an Audi Allroad is $41,595. How you option your wagon is at your discretion. Our tester with the $2500 Premier Plus package and a $900 blind-spot monitoring system run the cost up to $42,225. The 2015 V60 proved to be an honest and simple package. What you see is what you get, and that seems like a pretty sweet deal. While Febbo will take his in Chrystal White, I'll wait until the Drive-E engine is available with all-wheel drive before I take mine in Flamenco Red Metallic. 2015 Volvo V60 T5 Drive-E BASE PRICE $36,225 PRICE AS TESTED $42,225 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door wagon ENGINE 2.0L/240-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3721 lb (60/40%) WHEELBASE 109.3 in LENGTH x WIDTH x HEIGHT 182.5 x 73.4 x 58.4 in 0-60 MPH 6.3 sec QUARTER MILE 14.9 sec @ 92.4 mph BRAKING, 60-0 MPH 103 ft LATERAL ACCELERATION 0.89 g (avg) MT FIGURE EIGHT 26.5 sec @ 0.66 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/37/29 mpg ENERGY CONS., CITY/HWY 135/91 kW-hrs/100 miles CO2 EMISSIONS 0.66 lb/mile	9	551	autos
For the 2015 model year, the Chevrolet Impala adds a new feature on one engine and eliminates a different engine. The 2015 Impala's base 196-hp, 2.5-liter inline-four engine adds a standard stop/start function, while the optional mild-hybrid eAssist powertrain has been discontinued. Adding the stop/start feature as standard means the four-cylinder 2015 Chevrolet Impala returns 1 mpg more in the city, now boasting fuel economy of 22/31 mpg (city/highway). Chevrolet says that engineers carefully tuned the car's engine mounts to reduce shudder when the engine restarts, fitted a heavy-duty starter motor, and designed an algorithm that requires the car travels at 6 mph between engine shutdowns, preventing frequent starts and stops in heavy traffic. For 2014, Chevrolet also added a stop/start feature to the Malibu sedan. At the same time, the 2015 Chevrolet Impala will drop its optional eAssist mild-hybrid system. Previously, the eAssist powertrain returned 25/35 mpg thanks to its combination of a 2.4-liter inline-four gas engine and a 15 hp electric motor. A Chevrolet spokesman said the powertrain had been discontinued because it was chosen by fewer than one percent of Impala customers, and attributed that low take rate in part due to the eAssist powertrain's higher cost. However, he said that in general GM will continue to explore using eAssist or other hybrid technologies in future vehicles. The 2014 Chevrolet Malibu also ditched its eAssist option last year. The 2015 Chevrolet Impala's 3.6-liter V-6 engine is unchanged, with 305 hp and fuel economy ratings of 19/29 mpg. Pricing for the base model starts at $27,735 including destination, while the V-6 version starts at $30,960.	9	552	autos
The next time you're in a car dealership, hang out near the manager's office and look for &quot;The Big Board.&quot; The Big Board is a scoreboard that shows how many cars the dealership has sold that month. It might be a small dry-erase board, or a big grid etched on a glass wall of the sales office -- it might even be an old fashioned blackboard at the back of the room. Down one side of The Big Board you'll see all the salespeople's names, and across the board from left to right you'll see a bunch of boxes with Xs in them, indicating how many cars each salesman has sold. The guys at the top of The Big Board are the ones with the most cars out; the guys at the bottom are the ones with the least. Some dealerships hide these boards so the customers can't see them; others put them right out front so the customers can get involved in the competition. Either way, The Big Board is there for two simple reasons. One is to track sales. The other is to motivate salespeople to sell more cars. Want to know what it takes to get to the top of The Big Board, month after month? Well, obviously, you have to sell a lot of cars. And in order to sell a lot of cars you have to be willing to put in a lot of hours. You have to get there early, when the Service Drive opens its doors at 7:30 a.m., and stay there late, until 11 p.m. if need be, to complete a delivery. Absolutely crucial are &quot;people skills&quot; -- that is, the ability to talk to, and get along with, a wide variety of people. You need to have knowledge of the product you're selling, and the ability to think on your feet. Finally, you have to have a great deal of confidence, an even temperament, and a lot of perserverance. A loooot of perserverance. Or, you can just skip all that and do it the way some do it, which is by cultivating the fine art of sucking up. So while you're hanging around the sales tower, or the sales desk, or whatever they're calling it at that particular dealership, take a look and see who's sitting closest to the general sales manager. You might notice that this fellow doesn't seem to be doing much . . . except laughing at the general sales manager's jokes, and talking trash. Or maybe he's just gotten his bosses lunch and now he's sitting there, happily munching away on a sub with all the managers, while all the other salesmen eat their lunches in their cubicles, or the employee break room. &quot;Who is this guy?&quot; you might ask yourself. Well, chances are, that guy's one of the top salesmen on The Big Board, and most likely the resident House Mouse. In order to explain what a &quot;House Mouse&quot; is, I need to back up a bit. The lifeblood of every dealership are its leads, or customers who might buy a car. Some leads might be &quot;fresh ups,&quot; or new customers who have just walked onto the lot, where they were greeted by salespeople. Or they might be &quot;be backs,&quot; customers who came in a short time ago and have returned to buy a car. Or they might be &quot;phone ups&quot; -- customers who call in on the phone or &quot;internet leads&quot; -- customers who visited a website, expressing interest in buying a car. These last two categories are often called &quot;house deals,&quot; because the &quot;house&quot;-- the dealership-- owns these leads until a manager divies them up to individual salespeople to work. House deals are referred to by a variety of names, like &quot;bones,&quot; &quot;tit deals,&quot; or &quot;cheese.&quot; The House Mouse is a salesperson whose specialty is getting management to give him the &quot;cheese&quot; -- the best house deals. So while other salespeople are standing outside on the asphalt, braving the 90-degree heat and 99 percent humidity, waiting for a customer to drive onto the lot and make their day, the House Mouse is chillin' inside the air conditioned sales office, sitting as close as he can to the source of the cheese -- the sales managers. Of course, if you ask any sales manager what the secret to success in the car business is, they'll recite the standard party line and tell you that it depends on a proper &quot;Meet &amp; Greet,&quot; following &quot;The Steps of the Sale,&quot; using whatever processes the dealership wants you to use, following up with your customers, watching the lot, and a lot of &quot;hard work.&quot; All that is BS. You need those things to be a successful car salesman, it's true . . . but all those things on their own will not bring you success without one crucial ingredient. And that ingredient is relationships. All success in the car business depends on relationships. It depends on the relationships you build with your customers in the short time you're with them, and it depends on the relationships you build with the people you work for on a daily basis. Namely, the ones in power: the sales managers. Though they will never acknowledge it, sales managers play a huge role in determining who makes it and who doesn't in a car dealership. If they don't like you, they can literally starve you out -- deprive you of leads to the point that you're not making any money, give you insufficient help when you need it, and generally keep you so frustrated and angry that, finally, you quit. Or, they can make you a superstar. If they like you. Take a mediocre salesman or a &quot;green pea&quot; with so-so skills, little product knowledge, and a tight relationship with a manager, and put him up against an experienced salesman with great skills and excellent product knowledge, but poor relationships with managers, and the guy with the strong relationship with a manager will outsell the seasoned pro every time. The House Mouse recognizes this. And that's why, early on in their careers, they pick someone in a key position at their dealership and make it their goal to become that guy's Best Buddy for Life. They'll fetch 'em biscuits in the morning, Chinese food at lunch, and iced tea or Starbucks in the afternoon. They'll pick up their dry cleaning, take them to the strip club and buy them lap dances -- even chaffeur them around town if the manager gets a D.U.I. and loses his license. And after hours, who is there to commiserate with the manager over a beer as he complains about his failed marriage? You guessed it -- the House Mouse. In return, their &quot;friend&quot; -- the sales manager -- rewards them with car deals. Let me give you an example of how bad it can get. At one place I worked there was a guy whose last name was unpronounceable so he went by the nickname of &quot;C.C.&quot; Month after month C.C. was top of the board-- Number One in sales. And he didn't just beat everybody by a few units-- he'd sell twice the number of cars as anyone else. When we left work each night, someone would clean off the smaller &quot;daily board,&quot; the one we used to record that day's sales. But the next morning when we all came in around 8:30, there would be C.C.'s name on the board -- with 3 car deals. The guy was so good he had managed to sell 3 cars while he was sleeping! In reality, what had happened was, the sales manager who was C.C.'s buddy had come in around 8, looked at all the leads that had come in overnight, contacted the most promising prospects, set up the deals, and put them all in C.C.'s name. In many cases, C.C. hadn't even met the people he'd &quot;sold&quot; until they walked through the door -- the entire negotiation had been handled by the sales manager before they even arrived. At this point you must be wondering, why would anybody put up with this? Why would anyone endure such blatant favortism and unfairness in the workplace? Well, in part it's accepted because it's done in secret, and some people never catch on. If someone does catch on, and has the temerity to confront a House Mouse -- as I have -- the Mouse immediately runs to his sales manager and tells them what happened, and the manager threatens to fire the offending salesman. Or, if you confront a sales manager about it, they deny it. If you were somehow able to get a manager to admit they were &quot;feeding&quot; a particular salesperson, they would defend it this way: &quot;That guy got those deals because he's a good salesman.&quot; Because they believe their guy is a better salesperson than anyone else, they give him more leads, and as a result he sells more cars. And then the manager points to the Big Board and says &quot;See? I told you he was a good salesman.&quot; That's the kind of circular logic you get. And that's the way it goes at most car dealerships. So, after awhile, everyone realizes there's no point in fighting it. The salespeople see what's happening and everyone grumbles -- yet no one does anything about it. And the strange caravan that is car sales keeps rolling along, with everyone on board pretending their success is all based on merit and hard work. More Car Salesman Confidential: The Bahamas Prize Caper How to Complain to a Dealership Top 17 Fibs Told By Buyers	9	553	autos
If a vehicle has wheels and some means of propulsion, you can bet someone's tried to race it. But not all cars are given the chance to compete in the big leagues, with automakers usually choosing race cars based on how competitive or how marketable they might be. The latter reason explains why Volkswagen is racing a Beetle in the Global Rallycross Championship . That car has gotten its chance to shine, but what other unlikely race cars also deserve a shot? The Nissan Juke is one oddball that might make an attractive race car. The road-going Juke's styling is a love-it-or-hate-it affair, but add some stickers, a lower stance, and some of the bodywork of the Juke R , and you might end up with something a bit easier on the eyes. There are plenty of oddballs that have gone racing, including the Volvo 850 wagon, Mercedes-Benz 300SEL AMG , and most recently the Bentley Continental GT3. But what unlikely cars would you like to see get the racing treatment? Tell us in the comments below.	9	554	autos
Unless a luxury sedan is woefully underpowered or has some other Achilles heel, sales in the segment are won and lost not under the hood, but in the driver's seat, where automakers are raising the bar considerably for confidence-inspiring safety-and-convenience electronics. And there our long-term 2014 Infiniti Q50S is quite competitive. Are the Q's systems perfect? No. In fact they come with some annoyances I'll relay below. But I can't wait to tell you about the awe-inspiring magic within. Jonny Lieberman can hardly mention a Mercedes-Benz these days without excitedly -- and justifiably -- blurting &quot;This thing can practically drive itself!&quot; Well, Mercedes isn't alone. Acura, Subaru, and others all have street versions of early self-driving tech. Our Q50S includes the $3500 Technology Package that pretty much amounts to an autopilot checkbox: It's got intelligent cruise control, forward emergency braking paired with advanced forward-collision warning, lane departure prevention, and active lane control. The whole setup is controlled by just a few buttons. One selects whether active lane assist is on. You know it's running by looking at a simple graphic on the dash that, when all features are on, shows the car surrounded by a green border. The follow distance on the intelligent cruise control comes in three settings, the closest distance of which still appears to allow for the old 2-second rule. The magic &quot;self-driving&quot; is triggered when active lane assist is on and the cruise control has a speed set, and it's remarkable. On long, straight stretches of freeway, it does an absolutely great job of staying in the lane and slowing or speeding up for traffic ahead. The adjustments are so smooth, you can't help but have an increasing sense of confidence. The Nervous Nellie hands that hovered above the wheel during the first few tests now are free to perform stretches and knuckle pops without worry that emergency human interaction will be necessary. Gentle curves are a little more difficult for the system, as it seems to take the nose getting just past the turn-in point before correcting. But the car never drifts into another lane and there isn't the feeling of a panic correction despite the lane-departure alarm occasionally going off. (Sharp curves require driver intervention.) The system -- at least so far (liability attorneys, please stop reading now) does not prompt you to place your hands back on the wheel after a set time, as Acura's system does. It'll go for miles if you let it. It also does not appear to have problems with direct sunlight, something we've noticed on other brands. Obviously, the self-driving aspect of all these systems must be used judiciously. Nobody should break out the iPhone to play JellyCar or anything. But for brief breaks and for glimpses into the future it's invaluable. The safety systems have had a few hiccups. For instance, associate online editor Alex Nishimoto had automatic braking kick in when he was backing up, despite there being no obstacles present. More seriously, the forward collision prevention system can trigger alarms and braking under some normal, if slightly aggressive, driving situations. I've had it activate twice when quickly approaching a stopped car in my lane. My intention was to quickly switch lanes (yes, at sort of the last few seconds). But the system can't know my intention, so it triggered the start of braking as I began my switch. That's potentially a problem if you're moving to get in front of someone in the other lane. Coming next time: A closer look at the InTouch infotainment system, and general vehicle settings that have me scratching my head. More on our long-term 2014 Infiniti Q50S 3.7: Arrival Update 1: Glorious Options in Dispatching Traffic Annoyances Our Car Service life 4 mo/4843 mi Average fuel economy 18.5 mpg CO2 emissions 1.05 lb/mi EPA City/Hwy/Comb Fuel Econ 20/29/23 mpg Energy consumption 182 kW-hr/100mi Unresolved problems None Maintenance cost $0 Normal-wear cost $0	9	555	autos
For years, the Mercedes-Benz S-Class has been the standard for opulence, technology, and performance in the luxo-barge segment, and the bar is always set pretty high. So whenever AMG unleashes a new S63 variant, you can expect all that and more. The 2014 S63 AMG is no exception. I should begin by saying our tester rang up at nearly $160,000, and for that kind of money I would expect nothing less than a rolling palace with warp drive capability. But the S63 AMG goes above and beyond the expected in terms of refinement and performance. Let's talk about the latter first. For 2014, the S63 AMG gets a version of the familiar M157 twin-turbo 5.5-liter V-8 found tuned to 577 hp and a whopping 664 lb-ft of torque. That represents a bump of 14 hp and 74 lb-ft over the previous S63. Helping to manage all that extra torque is standard 4Matic all-wheel drive, as all S63 AMG models sold in the U.S. are higher-spec S-Models by default. Those enhancements proved their worth in testing. The S63 AMG scooted its 4914-pound bulk to 60 mph in 3.7 seconds -- beating Mercedes' estimate of 3.9 seconds and crushing the time of the last S63 we tested, a 2012 model that posted a 4.3-second result. That's a full second faster than the 2014 S550 4Matic, which isn't surprising given the S63's 122-hp, 144-lb-ft advantage. The 2014 S63 also completed the quarter-mile in 12.1 seconds at 115.5 mph, besting its rear-drive predecessor by 0.4 seconds and more than a whole second quicker than the S550 4Matic. The lighter, less powerful 2014 Jaguar XJR matched the AMG in the quarter, but was a tenth slower to 60 mph. Compared to the 7 Series-based BMW Alpina B7, the S63 was 0.6 seconds faster to 60 mph and half a second faster in the quarter. But the monstrously fast Audi S8, with its twin-turbo 4.0-liter V-8 claimed to produce 520 hp and 481 lb-ft, is still the one to beat in terms of outright speed, posting a 3.5-second 0-60 time and 11.8-second quarter. The S63 AMG matched or beat the competition in almost every other performance measurement. Braking from 60-0 mph occurs in 100 feet, a foot more than the XJR but 4 feet and 7 feet less than the B7 and S8, respectively. The AMG's max lateral acceleration was par for the course at 0.91 g on average, matching the XJR and just barely edging out the S8's 0.90 g, and the B7's 0.89 g. A figure-eight time of 25.0 seconds at 0.79 g average puts the S63 right on the pace of the S8, which completed the course in 25.1 seconds at 0.79 g. The Jag is slightly quicker at 24.8 seconds at 0.79 g, while the BMW is nearly a second slower at 25.9 seconds and 0.75 g on average. Naturally, everything has improved since the last rear-drive S63 we tested, which stopped from 60-0 mph in 116 feet, held 0.89 g on the skidpad, and completed the figure-eight in 26.0 seconds at 0.73 g. But what can't be expressed through numbers is how smoothly the all-wheel-drive S63 AMG carried out these tasks. You might expect flinging a nearly 5000-pound luxury car around a handling course to feel somewhat nautical, but the experience got only raves from the testing crew. The car's AMG-tuned, 4Matic-specific adaptive air suspension can take a good chunk of the credit, as it continuously adjusts damping to reduce body roll. Also helping are stiffer bushings and a larger rear stabilizer bar compared to the standard S-Class. The adaptive suspension features two selectable modes, including "Sport," which stiffens the dampers and tightens the steering (or more accurately, increases effort). That steering can feel a bit numb at times, but not nearly as disconnected as you'd expect a flagship luxury sedan -- even a sporty variant -- to feel. In "Comfort" mode, the S63 makes use of the front-mounted stereo camera also found on the standard S-Class, which can scan the road ahead and tell the suspension how to compensate for bumps and other rough surfaces. The result is a glass-smooth ride that has no equal even in the world of ultra-luxe sedans. Though its time was fast, the S63 couldn't easily be coaxed into a slide on the figure-eight. This can be chalked up to the all-wheel drive as well as the stability control system, which didn't seem to be fully defeatable. The S63 has more power than most people will ever need, and it certainly had enough for my purposes of tooling around L.A. Taking off from a stop is pretty uneventful, as traction control puts a stop to any antics that could get you cited for "gross display of horsepower," but once you're going you're really going. I've never used the word "effortless" so many times in the span of one week. Just a stab of the accelerator is all it takes to achieve extra-legal speeds. Just as power is ample, the standard AMG steel brakes are also more than enough for most mere mortals, though carbon-ceramic brakes measuring 16.5 inches in the front -- the largest production ceramic rotors in the world -- are available if you want bragging rights. Although the hefty Benz has no problem coming to a stop, I felt an uncharacteristic vibration that seemed to come from the driveline upon deceleration. One other editor also noticed the roughness, but neither of us could pinpoint the source. If you can afford an S63, conserving fuel probably isn't among your chief concerns. But if you do want to stretch your fill-ups to the max -- or simply want to spare the environment a few grams of CO2 every now and then -- the standard start-stop feature works pretty well. If it weren't for the growl from the AMG's quad-tipped exhaust, you'd probably barely notice the engine kicking back on. For those who prefer to hear the hand-built twin-turbo V-8's sweet music all day, every day, start-stop can be switched off. The first thing you notice when you step inside the S63 is that it feels very much like its S550 sibling. The additions from Affalterbach are subtle -- nothing is in your face. Inside, the S63 is an S-Class first, and an AMG second. That said, the touches that are unique to the S63 are well executed. Accents like the AMG crest embossed on the leather center armrest, IWC-designed analog clock with milled metal hands and bezel, and unique instrument cluster featuring the "V8 Biturbo" logo all serve as pleasant reminders that you're driving something even more special than the guy next door with his S550. The S63 gets AMG sport seats with a hot stone massage function, which feels great on colder days. During the early days of May when Southern California was starting to warm up, however, I wished you could turn off the heat. Our tester had the $800 Designo Brown Sunburst Myrtle Wood trim option, along with the $950 Executive Trim package, which added even more class to the interior. It also had the $6400 Burmester 3D audio system, which pumps out crystal-clear sound, but more importantly adds ring radiator tweeters that twirl magnificently out of the door panels in order to find the optimal acoustic position -- and delight first-time passengers. Everything just feels high-quality. From the Alcantara headliner to the COMAND control knob that operates the bright, clear, and spectacularly wide central display, the S63's interior just makes you want to touch every surface of the cabin. Speaking of the S-Class' double-wide screen, virtually every one of the car's functions is customizable through the infotainment system. Everything from ambient interior light color and intensity to massage program and seat support to air system fragrance (our car came with the $350 Air Balance package with ionizer and perfumer) can be adjusted easily using the COMAND knob. It took awhile to become familiar with the system's many menus, but after a few days it was easy to navigate. Driving the S63 AMG has its rewards, but arguably the best seats in the house are behind the driver. A $2600 Warmth and Comfort package granted our tester heated and ventilated rear seats, a heated center armrest, and the cushiest headrests I've ever experienced. They might as well call it the "have a nice nap" package. And being that this is an S-Class, rear legroom is more than adequate. With its starting price of $140,425, the S63 is out of reach for most -- and our car's as-tested price of $159,895 puts it even farther into the realm of fantasy. That also places it more than $40,000 above the base price of an S550 4Matic. But if you want a very fast S-Class, you probably won't be disappointed after paying that premium. And compared to a Bentley Flying Spur or Rolls-Royce Ghost, that's a relative bargain -- especially considering that the new S63 can run circles around both those luxury heavyweights. The S63 AMG may not be the very last word in excess, but it's one that carries enough prestige to fit right in at the country club -- and get you there quickly and in plenty of style. AMG's latest take on the Mercedes S-Class has improved the breed, and will ensure that the car remains the standard in its class for years to come. 2014 Mercedes-Benz S63 AMG BASE PRICE $140,425 PRICE AS TESTED $159,895 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 5.5L/577-hp/664-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 4914 lb (53/47%) WHEELBASE 124.6 in LENGTH x WIDTH x HEIGHT 208.1 x 80.0 x 59.0 in 0-60 MPH 3.7 sec QUARTER MILE 12.1 sec @ 115.5 mph BRAKING, 60-0 MPH 100 ft LATERAL ACCELERATION 0.91 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.79 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/23/18 mpg ENERGY CONS., CITY/HWY 225/147 kW-hrs/100 miles CO2 EMISSIONS 1.09 lb/mile	9	556	autos
Detroit Electric has revealed the production location and on-sale date for its Lotus Elise-based SP:01 electric roadster . The Detroit Electric SP:01 will first be built at a dedicated production facility in Leamington Spa, U.K., and will go on sale in Europe and Asia in the fourth quarter of this year. U.S. sales are said to follow shortly. Since its reveal just over a year ago, the SP:01 has "undergone extensive further development" in regards to aerodynamics and interior comfort and quality, and is " currently undergoing engineering sign-off tests ," according to the EV maker. The SP:01's final styling will be revealed in a few weeks. With an estimated 0-60 mph time of 3.7 seconds and top speed of 155 mph, Detroit Electric says the SP:01 will be the quickest and fastest EV to date. The quickest Tesla Model S we've tested reached 60 mph in 3.9 seconds, while the quickest Tesla Roadster did the deed in 3.7 seconds. While the SP:01 is expected to match the Tesla Roadster to 60 mph, its 155-mph top speed trumps the Tesla Roadster's 125-mph top speed and the Model S' 135 mph capability. While Detroit Electric's global headquarters remains in the Fisher Building in downtown Detroit, the EV maker has also opened a new EMEA headquarters in Houten, Netherlands that will handle the automaker's sales, marketing, and customer service. Initially, the Detroit office will house the company's finances and oversee North and South American sales. Eventually, development, engineering, and assembly will take place in Michigan. While the automaker initially planned to produce its first cars in Detroit , Albert Lam, Chairman and CEO of Detroit Electric, said in a release, "the regulatory process for the production and sale of the SP:01 in the U.S. has taken longer than expected." Given that, European production would help the company meet its on-sale target. Detroit Electric also plans to develop and build an electric 2+2 supercar and a sedan in the Detroit area. Source: Detroit Electric	9	557	autos
This month Ford opened a brand-spanking-new Racing Tech center in Concord, North Carolina, near Charlotte and virtually next door to NASCAR's own R&D center. Ford spends a bit less than GM and Toyota and makes a similar business case for it, as 36 percent of purchase intenders self-identify as racing fans, of which 83 percent follow NASCAR. Race fans following sports Ford participates in hold the brand in higher esteem than the average buyer; young people are engaging with motorsports, etc. But when this new Tech Center is fully up and running later this year, Ford will begin cycling new engineers down to experience firsthand the lightning-quick pace of racing development programs in hopes that they'll help imbue Dearborn with these team-oriented problem-solving skills. But the main purpose of this state-of-the-art 33,000-square-foot facility is to support teams competing in NASCAR, TUDOR United Sports Car Championship, IMSA, Rally and Global RallyCross, NHRA, and other series. It replaces an older facility lovingly referred to as "the shack," and it bristles with modern technology and tools, including a "K-rig" to quantify and assess chassis and suspension kinematics, a tilt-table to determine a race car's center of gravity, a torsion rig to assess chassis torsional rigidity, a coordinate-measuring machine, and the piece de resistance: a full-motion platform simulator capable of allowing drivers to compare various chassis setup options on the next weekend's track while there's plenty of time to make changes. That rig is the first to be used in NASCAR, but they're in widespread use in Formula 1. It is of the "sled type," rather than the "hexapod type," in which the vehicle cockpit and view screens are located in a sphere perched up on big hydraulic rams. Those systems are fine for passenger car simulation, but the sled-type is better suited to the ultra-fast inputs of racing, which are in the 10-50 Hz (events per second) range with response rates on the order of 20 milliseconds. Of course, the sled type can't simulate sustained g loading, but quick inputs give the driver the feedback needed to determine "touch down points" when the chassis takes a set in a turn, for example. Drivers must learn to correlate the simulator feel with the car feel, but apparently the learning curve is steep. So far Ford has mapped 10 of the 18 NASCAR tracks, and plans to map the IMSA tracks next. During our visit we also toured three of the client facilities Ford's Racing Tech center will be supporting: race-car prep companies Penske Racing and Roush-Fenway Racing (each of which supports several Ford-powered individual teams), and Roush-Yates, which supplies the Ford engines to those companies and teams (as well as others, and for crate-engine sales) to support a variety of racing efforts. Penske Racing, by the numbers: 424,697 square feet on 105 acres, built in 1990 300 employees supporting 3 teams, 12 cars/team 4 days to build a chassis; 10 employees build 50 of them per year 2000 miles is as far as a chassis can go before the 2.5-3.0-g loading takes them out of spec 3200 pounds of downforce at 200 mph, 600 of which comes from the underbody 1 gallon of coolant is allowed on most tracks; 2 on the superspeedways 6 pounds is the weight of the driver air-conditioning system used in longer races to cool the helmet (the head makes a great radiator) $236,000: price of a 2015 Freightliner team transport tractor, which now gets 6.0 mpg -- 1.5 mpg better economy than before, for huge annual savings $400,000: price of the team trailer, empty, which now weighs 1800 pounds less, meaning it can carry that much more useful gear without going over the 80,000 GCWR 24: total number of tractors in the Penske Racing fleet, half of which are the new model Roush Fenway Racing by the numbers: 250,000 square feet on 25 acres, built in 1988 2 microns: accuracy measured to in the optical metrology blue-light scanning department that ensures bodywork conforms to NASCAR specs while optimizing aerodynamics. Fun quote: "It's harder to build a legal car now than it was to build a cheater back in the day," said operator Chris Hunley. 8-post rig: This torture tester holds the car down with four rams, pummeling the tires with four more as it replicates a particular driver's run around a particular track (we witnessed Dover) to test new settings and verify durability. 2 inches front, 3-4 inches rear: typical suspension/body travel on the worst tracks 10.89 seconds: the time it takes a Roush Fenway pit crew to execute a no-fuel four-tire-change pit stop while we watch them practice for the All Star pit qualifying round the following weekend. The team studies and optimizes 45 segments of time during a typical pit stop. 315: the number of victories in NASCAR's top three series achieved by Roush Fenway teams, making this the winningest organization in the sport's history Roush Yates Engines, by the numbers: 2004: year that longtime Ford racer Robert Yates teamed with Jack Roush to build engines 1000/year: engine build rate, including 750 V-8s for NASCAR and 250 twin-turbo EcoBoost V-6s for IMSA 45: percentage of parts Roush Yates builds on-site for its engines 10,000 miles: distance a typical engine block will last in racing; the heads last 5000 miles 900 hp: typical rating at the crank of the RY9 NASCAR V-8, with 850 at the wheels (both figures are consistently measured to check for changes in driveline losses) 11: number of dynamometers used -- 8 water-brake type for durability testing, and 3 more AVL full-range climate-controlled dynos for development (4 more dynos are located at the road-race facility) 6: number of Spintron machines used to test and develop the valvetrain. 600 hp: typical output rating of the EcoBoost V-6 race engine, which consists of 80 percent production parts 436 cubic inches: the displacement of the RY45 engine built for dirt-track, drift, and aftermarket applications, using an aluminum version of the RY9 NASCAR block	9	558	autos
Nissan has pulled the veil off the pickup it teased on its Instagram page last week. The pickup is the redesigned global 12th-generation Nissan NP300 Navara, which has been sold as the Nissan Frontier in the U.S. since 1998, and could hint at the next-generation Frontier pickup. With the redesign, the new Nissan NP300 Navara appears to be an evolution of the current Nissan Frontier . Up front, the NP300 Navara features the automaker's "V-motion" grille design that flows through the hood, which is flanked by bold front fenders. The headlights feature "boomerang-shaped" LED daytime running lights, a styling element we've seen on some U.S.-market Nissans. The current Frontier 's slab sides have been replaced by swooping body lines and a shallower greenhouse. The B-pillar is also blacked out. Nissan says the new NP300 Navara has more ground clearance, a lower roof height, and larger loading area. Underneath the new body, the NP300 Navara features "a more rigid and durable frame" and is said to be lighter overall. Like the upcoming 2015 Chevrolet Colorado and GMC Canyon , the NP300 Navara will be available in king (extra) and double (crew) cab models, as well as rear-drive and four-wheel-drive variants. The four-wheel drive system can be engaged while the vehicle is in motion. Four-wheel-drive models also feature Vehicle Dynamic Control (VDC), Active Brake Limited Slip (ABLS), Hill Start Assist (HAS), and Hill Descent Control (HDC). The NP300 Navara will be available in narrow- and wide-body configurations, according to Nissan. Influenced by the automaker's SUVs, the NP300 Navara features a higher-quality, more stylish, and more ergonomic interior compared to the current Navara. Material quality, aluminum-like trim, and double stitching lend to the pickup's premium feel. The instrument cluster now features a TFT information screen that can display navigation, audio, fuel economy info, and more. The NP300 Navara is offered with a choice of a 2.5-liter I-4 gas engine or a 2.5-liter turbodiesel I-4. While power ratings for the gas engine weren't revealed, the turbodiesel engine is rated at 188 hp and 332 lb-ft of torque peak output, with 297 lb-ft available at 2000 rpm. While those powertrains will do well in most global markets, we expect the next Nissan Frontier to also offer a V-6 engine and possibly the Nissan Frontier Diesel Runner concept 's 2.8-liter Cummins turbodiesel I-4 to compete against the Colorado and Canyon twins' available 3.6-liter V-6 and 2.8-liter Duramax turbodiesel engines. A six-speed manual or seven-speed manual transmission, which should aid acceleration, will back the engines. Fuel economy is said to improve around 11 percent with the revised powertrains. Nissan says the new NP300 Navara has a smaller turning radius than before. Does the Nissan NP300 Navara preview the next U.S.-spec Frontier ? We'll have to wait and see. Source: Nissan	9	559	autos
As promised, Tesla Motors CEO Elon Musk today released details regarding his company's patents. In a blog titled "All Our Patent Are Belong To You," Musk explains how his handling of patents has evolved throughout his career, to a point where he's convinced that open-sourced info is not only good for Tesla , but for the future and viability of electric vehicles as a whole. "Tesla Motors was created to accelerate the advent of sustainable transport," Musk wrote, stating that his company "will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology." He then recounts his first company, Zip2, and his obsession to obtain patents. Now, he feels patents "stifle progress" and considers them a "lottery ticket to a lawsuit." Musk says he once saw larger carmakers as a threat, paranoid that they would copy Tesla's technology to bring his company down. That fear, he claims, has never materialized. In fact, Musk calls out the bigger carmakers stating that their EV programs are "small to non-existent," consisting of less than 1 percent of their sales. Additionally, he says Tesla's current competition is producing cars with "limited range" compared to the Model S, which is capable of going over 300 miles between charging. According to Musk, Tesla's true competition is gas-powered cars. This is Musk's call for companies to step up their EV game to help reduce carbon emissions and reliance on gasoline. Source: Tesla	9	560	autos
BMW is about to make recording your track days much easier, as the automaker has announced it will integrate GoPro camera controls into the infotainment systems of newer BMW and Mini models. The Bavarian brand claims this will be the first factory integration of the compact video camera in a mass-produced car. The feature will allow owners of BMW and Mini models from 2012 and up to control their GoPros remotely using the infotainment control knob. Through iDrive or Mini Connected, users can start or stop recording and see vital camera stats on the central screen. Six pre-set camera modes, including Leisure Drive Facing Out, Night Driving, Sport Drive Facing Out, Drive Camera Facing In, Winding Road Time-Lapse, and Straight Road Time-Lapse, let the driver choose the setting best suited for the type of video being recorded. Drivers can also set their GoPro's "sleep mode." To get the GoPro capability, you must have a 2012 or newer BMW model with the BMW Apps feature (or Mini Connect, if you have a Mini). You also need an iPhone 4 or newer and a wifi-enabled GoPro camera. The BMW-compatible app can be downloaded for free from the Apple App Store. So if you have all those things, it's time to start filming your on-track antics (or your trips to the grocery store). Source: BMW	9	561	autos
Full disclosure: My engineering past as an interior packaging guy predisposes me against this whole goofball X6/X4 (and the late, unlamented Acura ZDX) all-road coupe micro-niche. Take a vehicle with functionality and practicality baked into its DNA, and strip it of both in the name of "style?" No thanks. That having been said, the X4 loses less in the coupe-ification process than its predecessors. To wit: Only 5 percent of the X3's passenger space is sacrificed, while the X6 trimmed the X5's by 7 percent and the ZDX measured 22 percent smaller inside than its MDX counterpart. The big losers are rear-seat heads and legs, which are cramped by 1.7 and 2.0 inches the X4. Cargo capacity nosedives 36 percent with the seats up, 22 percent with them down (17.7 and 49.4 cubic feet). That's poor compared with the X6 (which curiously measures larger with the seats up, and just 10 percent smaller with them down) and the ZDX (39 and 8 percent). The price premium mirrors the X6's 10 percent ($4300) with the smaller engine, and 6 percent ($2900) with the big one, most of which is accounted for by added standard equipment (18-inch wheels, xenon lamps, sport steering/transmission/performance control systems, etc.). To accentuate the swooping roofline, the stylists stretched the overall length by 1.3 inches along with lowering the roof 1.5 inches. Does this visual trickery make your knees wobbly and your pulse rate quicken? It doesn't mine, though I do find the unique dash styling to be pleasing, and my inner nerd loves the new full-color head-up display. I also appreciate the integration of the various driver assistance gizmos like adaptive cruise with stop-and-go, and the discrete steering-wheel buzz of the lane-departure warning system. There isn't much else to differentiate the X4 and X3. Its suspenders are slightly starchier in terms of spring, damping, and anti-roll bar rates. The throttle and steering-rack tuning are also unique to the X4, its center of gravity is slightly lower, and the seating position is 0.8 inch lower in front (1.1 inch lower in back), all of which combines to make the X4 feel less top-heavy and slightly more eager to attack a byway especially in xDrive35i with M Sport trim ($1900, for sport trim, seats, suspension, wheels, and a higher speed limiter), which is how all the available test-drive cars were outfitted. The car is exceptionally fun to flog on twists and switchbacks. The staggered fitment 19-inch Michelin Primacy 3 tires grip hard with little complaint, and body motion control is admirable. The I-6 makes lovely music while blasting between heavy braking zones, and repeated abuse of the left pedal provoked no fade, even on long, steep downhill stretches. I could whine and lament the lack of steering feel, but I'm getting the impression this is as good as electric assist gets, so never mind. The X4 is a ball to hoon around, but it's not as fun as a proper 3 or 4 Series car, and the wagon carries more stuff. So unless this shape just melts your heart, you may be better served with one of the other myriad 3 and 4 Series-based variants. Then again, while the ZDX flopped, global X6 demand has outpaced supply for three years, so don't bet against X4 success and an eventual X2 (and X8, X10, X12...). 2015 BMW X4 BASE PRICE $45,625-$48,925 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINES 2.0L/240-hp/258-lb-ft turbocharged DOHC 16-valve I-4; 3.0L/300-hp/300-lb-ft turbocharged DOHC 24-valve I-6 TRANSMISSION 8-speed automatic CURB WEIGHT 4150-4250 lb (mfr) WHEELBASE 110.6 in LENGTH X WIDTH X HEIGHT 184.3 x 74.1 x 63.9 in 0-60 MPH 5.2-6.0 sec (mfr est) EPA CITY/HWY FUEL ECON 19-21/26-28/21-24 mpg (est) ENERGY CONSUMPTION, CITY/HWY 160-177 / 120-130 kW-hrs/100 miles (est) CO2 EMISSIONS 0.82-0.90 lb/mile (est) ON SALE IN U.S. July 2014	9	562	autos
We Yanks have demonstrated very little love for hatchback cars, despite their willingness to swallow large loads in an aero-slick body. We've drubbed most examples of the breed out of our national neighborhood as if they were sex offenders. Ah, but sometimes we make exceptions for particularly pretty ones -- Aston Martin Rapide? Audi A7? Yes please! Might this latest riff on the BMW 3/4 Series architecture enjoy the same warm reception, or is ritual shunning more likely? There's lots of lipstick on this liftgate, based as it is on the lower, wider, infinitely more sensual 4 Series coupe. Indeed, it shares all its key dimensions with the "real" two-door coupe except height (up 0.5 inch), which means it measures 0.4 inch longer, 1.8 inches lower, and 0.6 inch wider than the solid-citizen 3 Series sedan. There's sexy frameless glass on the four doors, and the wider, lower, slightly squintier front and rear graphics. Get someone looking at those voluptuous rear hips, and they'll be amply distracted from the scant visual evidence that this fastback opens from the top. Functionally, reinforcing the rear of this new F36 bodywork to compensate for the lack of a bulkhead and to support the hatch hinge structure and adding two doors increases weight by about 140 pounds. The body structure remains less rigid than the coupe's, which the suspension tuning takes into account. No manual transmission option is offered, but the rest of the engine and driveline choices are available (428i, 435i, and 428i xDrive). Space-wise, the Gran Coupe's interior measures slightly larger because the rear doors carve out 2.6 additional inches of shoulder room, but the hatch hinge header structure erases 1.1 inch of rear headroom, so it feels tighter in back. And of course the cargo area is way more versatile. Fold the seats down and there's 45.9 cubic feet of room enough to accommodate two bicycles without removing the front wheels. And the 40/20/40 split-folding rear seatback easily accommodates rear passengers and four sets of skis. So how does it drive? Just as well as the other 4 Series variants. Any loss in total body rigidity did not make itself apparent while jinking through the many curves tracing the Rio Ebro in northeast Spain. Naturally BMW took the precaution of equipping every press vehicle at the launch as a 428i with the $3500 M Sport package (aero-tuned front and rear fascias, 19-inch wheels shod in Bridgestone Potenza S001 tires, sport suspension, sport seats, and other trim), dynamic handling package (Adaptive M Suspension, sport steering, $1000), and four-piston front/two-piston rear fixed-caliper M Sport brakes ($650). So equipped, the latest Gran Coupe inspires the exact same level of confidence that has made this chassis such a formidable competitor in our comparison tests. And don't feel compelled to spring for the six; the four makes terrific noises and acquits itself admirably in the dash from corner to corner. Just make sure you secure whatever you're carrying in all that newfound luggage space. We're inclined to recommend the 4 Gran Coupe over its myriad platform siblings if for no other reason than the success of this (for now) peerless offering may lure Audi's similarly fetching A5 Sportback hatch to our shores. So to summarize your BMW entry-level luxury decision tree, decide first on your preferred cargo access method: hinged above or below the rear window? If below, then 3 Series sedan, 4 series coupe/convertible. Top hinged options include the X3 sports activity vehicle, the X4 sports activity "coupe," the 3 Series Gran Tourismo (based on China's longer wheelbase, this one is slightly longer and lower but similar in shape to the X4), the 3 Series Touring wagon, and now the 4 Series Gran Coupe. Color us skeptical of BMW product specialists' assurances that these vehicles all behave so differently that buyers won't be conflicted or confused. We suggest you save time in the dealership by first employing a dart board at home. 2015 BMW 4 Series Gran Coupe BASE PRICE $41,225-$46,725* VEHICLE LAYOUT Front-engine, RWD/AWD, 5-pass, 4-door hatchback ENGINES 2.0L/240-hp/255-lb-ft turbocharged DOHC 16-valve I-4; 3.0L/300-hp/300-lb-ft turbocharged DOHC 24-valve I-6 TRANSMISSION 8-speed automatic CURB WEIGHT 3600-3750 lb (mfr) WHEELBASE 110.6 in LENGTH X WIDTH X HEIGHT 182.6 x 71.9 x 54.7 in 0-60 MPH 4.9-5.7 sec (mfr est) EPA CITY/HWY FUEL ECON 22-23 / 32-33 mpg ENERGY CONSUMPTION, CITY/HWY 147-153 / 102-105 kW-hrs/100 miles CO2 EMISSIONS 0.73-0.76 lb/mile ON SALE IN U.S. June 2014 (xDrive September 2014) *$38,455-$43,570 with tourist delivery in Munich	9	563	autos
Certain 2014 BMW X5 crossovers are being recalled for an issue with the Soft Close Automatic (SCA) feature. The NHTSA has also launched a probe into 2013 and 2014 Sentra and Versa models for a potential brake issue. 2014 BMW X5 The Problem: In certain 2014 BMW X5 models equipped with the optional SCA feature, the rear side door lock mechanisms may have not been built to proper tolerances. If that happens, the child safety lock might disengage and the door could open on the second pull of the inside door handle while the vehicle is in motion, which could increase the risk of injury. The Fix: BMW will notify owners of potentially affected vehicles to bring their vehicle to a dealer to be inspected and have affected door locks replaced for free. Concerned owners can contact the automaker at 1-800-525-7417. Number of Vehicles Potentially Affected: Potentially affected vehicles include 2014 BMW X5 models built from December 12, 2013 through March 10, 2014. The automaker didn't specify the number of vehicles included in the recall. 2013-2014 Nissan Sentra, Versa The NHTSA has launched a probe into certain 2013-2014 Nissan Sentra and Versa models for a potential brake issue, according to Reuters . The government agency has received eight owner complaints alleging the cars continued moving after the driver had pressed the brake pedal. The NHTSA is calling the issue excessive brake pedal travel. No accidents or injuries related to the issue have been reported. After the initial probe, the NHTSA will determine whether the automaker must issue a recall. Nissan is working with the NHTSA regarding the complaints and answering questions, the automaker told Reuters in a statement. The automaker also said it was reviewing the issue. Source: NHTSA, Reuters	9	564	autos
Car thieves really are a practical bunch. Despite the fact that there are tons of sporty cars out there to steal , they seem to flock to the Honda Accord in droves. According to USA Today, the most stolen LoJack-equipped vehicle in the United States is far and away the Accord midsize sedan, which is one of three Honda products on the LoJack list. When bad guys aren't busy stealing Honda Accords, apparently they're jacking Honda Civics, as the Civic is the second-most stolen LoJack-equipped vehicle. Following the Civic on the most-stolen list is the Toyota Camry in third place, with the Toyota Corolla in fourth. Like I said, car thieves are practical. Fifth on LoJack's list is the Chevrolet Silverado, while sixth place goes to the Acura Integra, furthering my belief that every Integra has been stolen at least once. The Cadillac Escalade earns the seventh-place spot on the list, though thieves will likely have more trouble breaking into the more secure 2015 model . Despite the fact that the Ford F-150 is the best-selling vehicle in the U.S., the heavy duty Ford F-350 wins the thieves choice award, with its eighth place finish. LoJack's most-stolen list is rounded out by the Nissan Altima in ninth, and the Chevrolet Tahoe in 10th. Other interesting facts via LoJack: the most expensive vehicle stolen last year was a 2011 Porsche Panamera with a $103,400 sticker price, while a 1963 Cadillac convertible was the oldest vehicle stolen. Car thieves steal more black cars than any other, with turquoise being the least-favorite hue for bad guys. I guess thieves are just as conservative as they are practical. Source: LoJack via USA Today	9	565	autos
Diesel power is new to the refreshed 2015 BMW X3 , which translates to a huge boost in fuel economy. The oil-burning crossover achieves 27/34 mpg city/highway, which could help it stand apart from the crowded BMW crossover lineup that includes the entry-level X1, the larger X5, and the coupe-like X4 and X6. The 2.0-liter I-4 turbodiesel we've seen in the 328d is a huge welcome underneath the hood of the X3. With 180 hp and 280 lb-ft of torque on tap, the turbodiesel is mated to an eight-speed automatic transmission. Power is driven to all four wheels, as the diesel-powered 2015 X3 is only offered with xDrive. That means the diesel X3 gets the new xDrive display, which shows details about the crossover's body roll and pitch. BMW says acceleration from 0-60 mph will take under eight seconds, and even though those numbers aren't that impressive, its fuel economy figures are. Even with all-wheel drive, the diesel X3 surpasses the 30 mpg highway mark thanks in part to the coasting feature disengages the engine at speeds of about 30-100 mph after the driver lifts off the accelerator. For comparison, the X3 328d bests the Audi Q5 TDI, which achieves 24/31 mpg. The V-6-powered Audi, however, is much quicker running to 60 mph, completing the deed in just 5.7 seconds. Other revisions to the X3 include new headlights (LEDs are optional) that are now connected to the updated grille. The rear bumpers have also been tweaked, and the side mirrors now have turn-signal indicators. Inside, the 2015 X3 has new cup holders with a sliding cover for the center console and a wider range of exterior/interior design combinations. The iDrive controller now has touchpad functionality, front collision and pedestrian warning systems, a City Collision Mitigation system, a power liftgate that can open with a movement of the foot below the rear bumper, as well as adaptive cruise control and a head-up display. Source: fueleconomy.gov	9	566	autos
The Motor Trend card catalog indicates we've yet to have the, er, pleasure of testing a production Honda Civic Si weighing an honest to goodness 3000 pounds. That won't change today, but we wonder what our reaction will be if and when Honda's most dedicated sporty car crests the 1.5-ton mark. It probably wouldn't be as severe as if an automatic transmission option were announced. We've tested six different Si coupes and sedans since the 2012 model year began and you can tack on another five for 11 total when reaching back to 2006. The pudgiest to sit on our scales was the very first four-door Si offered ('07) at 2938 lbs, still svelte by modern standards. Next is the 2936-lb Rallye Red coupe seen here. Sandwiching it is another sedan ('09), weighing 2930 lbs. The rest managed to retain less than 2900 lbs of curb poundage. What we're documenting is the heaviest Si coupe so far. But only one of the 11 can lay claim to having the most powerful Si engine ever. For 2014, the 2.4-liter I-4 gains another 4 hp and 4 lb-ft of torque to produce 205 hp at 7000 rpm and 174 lb-ft at 4400 rpm, compliments of a freer-flowing exhaust system (piping shape and path were modified but diameter is the same) and refined powertrain control module data. Each peak output is achieved at the same engine speeds as last year's Si. Paired with one of the, if not the, most engaging six-speed manual shifters on the market, the car bursts through the 60-mph barricade in 6.5 seconds before finishing the quarter mile in 15 seconds flat and trapping 93.5 mph. The times and speed nearly sync up with the first K24-equipped coupe we got our hands on and place the '14 near the straight average of the 2006-2013 Si group. It runs great around town on a commuter route too, where the short 4.76:1 final-drive ratio and close gearing mean you can row deep into the gear count without excessively and noisily winding up the smooth-running, fast-revving engine. The extra power doesn't leave an impression in the spec box, but remember when it used to be a big deal if a naturally aspirated four-cylinder pulled low 15s? One day, you'll be croaking to your grandkids about non-turbocharged, port fuel-injected, driver-shifted cars like these as they whiz around on their hoverboards while wearing fashionable-again acid-wash jeans. But an engine does not an Si make, and, in a very subtle, Honda kind of way, numerous revisions were made to the rest of the car to further burnish its performance credibility. Eighteen-inch wheels and wider 225/40 Continental ContiSportContact 5s (a $200 upgrade for the summer tires) seize the corners, upping rim size an inch, increasing front track by 0.2 inch, and completely displacing the former Michelin factory fitments with Contis. Honda opted for bigger wheels on the back of customer and dealer feedback. The '14's front springs are 4.3 percent stiffer, moving from a rate of 160 pounds per inch to 167. To help maintain the desired handling balance, the rear anti-roll bar was sized up in conjunction, from an 18-mm diameter to 20. The front anti-roll bar and rear springs stay pat at 21 mm and 254 lb/in, respectively. Engineers also targeted more responsive damping, especially at low shock-shaft speeds. Honestly, the car's natural ride frequency feels harmonious enough that it doesn't need a lot of damping to help control it. The touch of old school elegance in the suspension tuning is a nice throwback nowadays, with more Lotus and less Porsche in the feel of the motions and manners. The car will ride firmly if you're stepping out of a Civic EX coupe, but is very soft if you've been looking at other hot alternatives like a Ford Focus ST or Volkswagen GTI. As always, engine and road noise make themselves at home, as we've become familiar with in many an Si. As always, the seats look good and hold you in place without beating you up. As always, there's a sense of lightness throughout the car, whether you're measuring up a corner with the light-but-accurate steering, using the new Display Audio 7-inch touch screen without a volume knob (finger-swipe with a light touch for best volume-setting results), enjoying the light and easy driver controls provided by the foot pedals and shifter, or rotating the car through a (track) turn. Driver's driver Randy Pobst definitely thought highly of the Civic Si after lapping it at the Streets of Willow, calling it "a real playground ride of a FWD car, a lot of fun" in spite of its obviously soft shock setup. He had much to praise: the shifter, the helical limited slip, the brakes, the optional oversteer. Pobst: "There's a fair amount of power understeer, like you'd expect from a FWD car. But if we take it in that context, it is not bad at all. It's a well-behaved FWD under power and it doesn't detract from the experience much. The only place you're ever going to get oversteer is with a light trail-brake on the way in, before you go to power. What a great thing to have, that limited slip, a wonderful feature. Thank you Honda. The car really needs it. It has enough torque in the mid-range that it would be liquefying that inside tire." Contrary to what you might perceive when the 2.4-liter is singing to 7000 rpm, this is a car driven capably with a calm sense of mind. It might be outclassed on many performance fronts by its contemporaries -- by this point in time, it's hard to fend off anything with an exhaust-spun snail -- but that knowledge doesn't make this $23,780 coupe any less fun. Like its acceleration, the '14 Civic Si yielded no quantifiable improvement in average lateral acceleration (0.86 g is fine but not spectacular) or around the figure eight (it's near but not at the bottom of the modern Si time table), although the 60-0 mph braking in 110 feet is always welcome. But we know what you really want to learn: Would Randy Pobst recommend it for a novice performance car enthusiast? His answer: "Absolutely, it's fabulous. The only thing wrong with it is it'll spoil them because it shifts so well. What's neat is it shifts. It still has a manual -- a real, live manual -- and a very good one. I enjoy that so much. I miss it when I drive cars with the modern versions of different automatics. Although, I'll tell you the shifts are still so much slower than a modern automatic. That has to cost time (lap time)." No matter how heavy the next Civic Si is, no matter whichever engine and transmission ends up beneath its hood, we'll keep looking for it to inject fun sportiness into our lives. Want more on the 2014 Honda Civic Si? Stay tuned - the sporty compact competes in a Motor Trend comparison coming July 7. 2014 Honda Civic Si Coupe BASE PRICE $23,580 PRICE AS TESTED $23,780 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 2-door coupe ENGINE 2.4L/205-hp/174-lb-ft DOHC 16-valve I-4 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 2936 lb (61/39%) WHEELBASE 103.2 in LENGTH x WIDTH x HEIGHT 178.8 x 69.0 x 55.0 in 0-60 MPH 6.5 sec QUARTER MILE 15.0 sec @ 93.5 mph BRAKING, 60-0 MPH 110 ft LATERAL ACCELERATION 0.86 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.66 g (avg) REAL MPG, CITY/HWY/COMB 25/32/28 mpg EPA CITY/HWY/COMB FUEL ECON 22/31/25 mpg ENERGY CONS., CITY/HWY/COMB 153/109/135 kW-hrs/100 miles* CO2 EMISSIONS, COMB 0.77 lb/mile* *Derived from EPA estimates	9	567	autos
Boeing completed the first unmanned flight of its QF-16 aircraft at Tyndall Air Force Base in Panama City, Florida on September 19th. A pilot completed all normal preflight safety checks before leaving the cockpit. (Sept. 25)	8	568	video
Mazda will bring a version of the Mazda2 RE (rotary engine) Range Extender PHEV concept to production sometime after the gas (and Euro diesel) variants of the subcompact hatchback go on sale this fall, according to a report from Australia s Motoring.com.au . The Mazda2 RE Range Extender concept featured a 0.33-liter single rotor engine and 2.6-gallon fuel tank under the rear cargo area. Although not coupled to the drive wheels, the range-extending rotary engine doubles the Japanese-market Mazda Demio PHEV s 124-mile range. The 38-hp rotary engine charges the prototype s 20-kWh lithium-ion battery pack, which in turn powers the electric motor rated at 101 hp and 111 lb-ft of torque. Motoring.com.au says that drivetrain will be offered in the Japanese-market version of the next-gen Mazda2 , called the Demio. In addition to the RE Range Extender, the next-gen Mazda2 will be available with a pair of 1.5-liter Skyactiv I-4 gas engines. European models will also be available with a new 1.5-liter Skyactiv-D turbodiesel four-cylinder. No word yet whether the Skyactiv-D or RE Range Extender powertrains will make it to the U.S.	9	569	autos
Many dogs and humans share the same problem: They're overweight. So why not work out together? That's the strategy at the K9 Fit Club, a new business in Illinois that promises healthy rewards	5	570	news
Less than a month after the first Bentley SUV prototype was spotted , the automaker has hinted at the base price for the new model. With a base price north of $223,000, the Bentley SUV will start well above other luxury SUVs without encroaching on the Mulsanne as the automaker's halo model, Autocar reports. &quot;All of the current luxury SUVs, the BMW X5s, the AMG-powered Mercedes, the Range Rovers, they all end at around €160,000 ($218,435),&quot; Wolfgang Dürheimer, Bentley CEO, told Autocar during the Goodwood Festival of Speed. &quot;We aim to solve this problem.&quot; While the Bentley SUV 's exact starting price hasn't been revealed, it will be less than that of the automaker's flagship Mulsanne, which starts at $306,425 before options. The Bentley SUV will be built at the automaker's factory in Crewe and is said to have a top speed of around 200 mph. In other Bentley news, the British automaker may be bringing a sportier version of the Mulsanne sedan to the Paris Motor Show this fall. The high-performance model is inspired by the Bentley GT3 racer 's success in the Blancpain series as well, as the positive reception of the production Bentley GT3-R shown at Goodwood. "We will see Mulsanne developments at motor shows in 2014," Dürheimer told Auto Express at Goodwood. "Bentley is on the move, the product is stronger than ever and there's a new spirit around the company." Tweaks to the Mulsanne's twin-turbo 6.75-liter V-8 will bring power up from 505 hp to around 550 hp, according to the report. No word on whether the current 725 lb-ft of torque will also get a boost. In our testing, a 5984-pound 505-hp 2011 Bentley Mulsanne reached 60 mph in just 4.8 seconds. In addition to a power bump, the sportier Mulsanne is also expected to drop some weight and receive revised chassis and suspension tuning. Dürheimer also told Auto Express that the new Bentley SUV "feels 100 percent like a Bentley from behind the steering wheel with a really powerful feeling." The Bentley SUV will create around 1000 jobs -- 400 at the factory at Crewe and the rest among U.K. suppliers. Source: Autocar , Auto Express	9	571	autos
Not content to tease us with forbidden fruit from afar, European automakers including Volkswagen occasionally ship said fruit over to our shores just long enough to get us hooked on the sweet, sweet taste of it. Such is the case before us, wherein Volkswagen USA phoned us one day to say its engineering team had a Euro-spec Golf R in for some testing, and would we like to test it? The answer to that question is always yes. Never mind we'd have the car for only two days. Never mind that in that time we'd need to test it, photograph it, and oh yeah, drive it a bit. You just don't say no when you get an offer like this. It's a good thing we didn't say no, because we'd have been missing out. As you read in our First Drive, during which Rory Jurnecka walked you through driving a 2015 Volkswagen Golf R on ice, the new king of the Golf course is a riot. It has a ton more power, all-wheel drive, a brake-based torque vectoring system, and you can buy one with three pedals. And did I mention you can turn the stability control off? That's a big deal for a Volkswagen. In fact, it was one of the chief complaints against the last Golf R. That car was smaller in length and height (by several inches in the former), but weighed 103 pounds more than the new Golf R, with an ever-so-slightly more forward-biased weight distribution (60 percent to 59 percent). The old car didn't have torque vectoring, either, and it made do with 256 hp and 243 lb-ft of torque. The new car rocks 290 hp and 280 lb-ft, officially. It'll probably cost more, too, but we don't know how much yet. The old car stickered at just under $35,000. More power and less weight make for a quicker car, but you'd be surprised how much quicker. The new Golf R, with manual transmission, needed just 4.9 seconds to hit 60 mph from a standing start. The old car needed a comparatively lazy 5.8 seconds. The old R needed 14.2 seconds to finish a standing quarter-mile and crossed the line at 97.9 mph. The new R does it in 13.5 seconds at 101.3 mph. The new R does other things better than the old car, too. Stopping, for example. The new car stops from 60 mph in just 104 feet. The old car needed 128. The old car pulled 0.89 g average on the skid pad. The new car pulled 0.97 g average. The old car took 26.5 seconds to lap our figure-eight course and average 0.69 g doing it. The new car took just 25.0 seconds to do the same and pulled 0.77 g average all the while. Some of those numbers the new car put down would've been supercar numbers earlier this century. The new R isn't just better than the old R, either. It is, as you would expect, better than the new 2015 Golf GTI as well, though not by as much. In a straight line, the R has it, no contest. The manual transmission GTI needed 5.7 seconds to hit 60 mph and 14.2 seconds to run the quarter-mile, trapping at 99.9 mph. Stopping, though, was the 199-pound lighter GTI's game. It needed just 100 feet to stop from 60 mph. The GTI was also nearly as good as the R going around curves, pulling 0.96 g average on the skid pad and running the figure eight track in 25.1 seconds at 0.76 g average. How does it drive, though? Unfortunately, a thorough and proper real-world driving evaluation is going to have to wait until we get the car back, as the short schedule left virtually no time for spirited driving. From the test track, we can tell you that the Golf R shows tremendous grip and, at the handling limit, will begin to understeer slightly. Lifting off the throttle will bring the nose back inline rather than send the tail out. The car rewards a bit of patience, waiting to apply throttle until the right moment as the steering wheel begins to unwind. Then you get maximum corner exit speed. Around town, we can tell you that the Golf R's heavily turbocharged engine lags noticeably under 2000 rpm as you laze along, conserving gas. Once peak torque comes on at around 1800 rpm, though, it's on. The Golf R has tremendous power for such a small, practical car. Passing just about anything is a breeze. Power remains strong through the midrange, then tapers off above 5000 rpm. Short-shifting is encouraged to keep it in the thick of the power band, especially if you're at the drag strip. Also quick is the steering, which turns the car into the corner crisply with no slop in the wheel. Slow hands and deliberate movements reign here. Same goes for the throttle and brake, the former of which can be made quite sensitive by putting the car in "Race" mode. Doing so also stiffens-up the dampers -- if you've opted for the Dynamic Chassis Control system -- and uncorks the growling exhaust pipes. Like the GTI, the Golf R feels rock solid on the road, unfazed by bumps and responding instantly to steering inputs. It's great fun to drive just around a parking lot, let alone the street. If we could fix one thing about the Golf R, though, it would be the pedal spacing. The manual transmission model's brake and gas pedals are too far apart to easily employ heel-toe downshifting, and that's half the fun of driving a manual. Thankfully, the manual shifter itself is a peach. Throws are short and spacing is tight, allowing you to hit the right gear every time with a pleasant click as the cog engages. That leaves only two big questions, then: how does it drive on a proper road, and is it better than its sworn enemy, the Subaru WRX STI? The former will have to wait, though bench racers will no doubt enjoy comparing the nearly identical test track performance of the Golf R Euro-spec and WRX STI (0-to-60 mph in 4.6 seconds, quarter-mile in 13.1 seconds at 104.4 mph, 108 feet to stop from 60 mph, 0.97 g average on the skid pad, and 24.9 seconds around the figure eight at 0.79 g average). We can't wait to find out, either. 2015 Volkswagen Golf R Euro-Spec VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door hatchback ENGINE 2.0L/290-hp/280-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 3287 lb (59/41%) WHEELBASE 103.6 in LENGTH x WIDTH x HEIGHT 168.4 x 70.5 x 56.5 in 0-60 MPH 4.9 sec QUARTER MILE 13.5 sec @ 101.3 mph BRAKING, 60-0 MPH 104 ft LATERAL ACCELERATION 0.97 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.77 g (avg)	9	572	autos
A total of 10 cars from the famous Maranello Rosso Collection are to be sold at the upcoming Bonhams Quail Lodge auction, but there's one in particular that's receiving a lot of attention. All talk has been about the 1962 Ferrari 250 GTO, and that's because it could take the title for world's most expensive after it goes under the hammer at the Bonhams Quail Lodge Auction next month. The rare beauty is a Ferrari 250 GTO Berlinetta that's been in one family's care since 1965, making it the world's longest single-ownership example. Before that though, the Ferrari had a very storied past. The Ferrari sits on chassis number "3851 GT" and was the 19th 250 GTO Berlinetta built. We even know its exact birth date -- September 11, 1962. The Ferrari competed in the 1962 Tour de France helmed by French racer Jo Schlesser and his co-pilot, French ski champ Henri Oreiller, who together finished in second place overall. Later, during another race at the Montlhery Autodrome, the Ferrari GTO wasn't as successful, as it was involved in a crash. The Italian automaker immediately repaired the red coupe and sold it to driver Paolo Colombo, who had a very successful 1963 season participating in hillclimb events. The car was then sold off to Ernesto Prinoth for 1964, who piloted the car in more hillclimb events and circuit races. It then ended up in the hands of Frabrizio Violati in 1965, who reportedly hid the car from his parents and only drove it at night to ensure nobody saw him. Violati then went on to compete in historic racing events with his Ferrari. Violati passed away in 2010. With such a storied past, it's no wonder the Ferrari is expected to fetch a record amount when it hits the auction block on August 15. The current record price for a road car sold at auction stands at $27.5 million, set by a Ferrari 275 GTB/4S NART Spider last year in Monterey. However, a 250 GTO once driven by Sir Stirling Moss was reported to have sold privately for $52 million last year. The price was confirmed by three experts, though the buyer remains unknown. So to capture the at-auction record, the 250 GTO hitting the block next month "just" has to beat $27.5 million. For the overall record, though, the number to beat is $52 million. Other examples of the 1962 Ferrari 250 GTO are shown in the photos below. Source: Bonhams	9	573	autos
Tesla aims to capture a new section of the luxury car market with competitive, "realistic" pricing for its upcoming sedan, which will take on the BMW 3 Series and Mercedes C-Class. To keep the price down, the new Tesla, previously named the Model E , may not be as aluminum-intensive as the Model S. Initially, the pricing and development of the new model hinged on the availability and cost of the all-electric sedan's batteries. Speaking to Autocar , Tesla's vice president of engineering Chris Porritt said the new model will not be based on the current Model S premium sedan , as the affordable model is expected to be 20 percent smaller than the Tesla flagship. While the majority of the parts and components on the Model S are comprised of aluminum, the new model will be composed of only partly aluminum, with the rest constructed of "appropriate materials," most likely steel. "I expect there will be very little carry-over. We've got to be cost-effective. We can't use aluminum for all the [small car's] components," Porritt told the British publication. Tesla currently produces 600 Model S sedans a week, and expects that number to rise significantly with the debut of both the upcoming Model X SUV and the affordable luxury sedan in 2016. Photos of Tesla Model S shown Source: Autocar	9	574	autos
With BMW CEO Norbert Reithofer hinting that the German automaker needs another production facility in North America, rumors over the past few months suggested the plant could be built in Mexico . Now, BMW has officially confirmed a new plant just outside of the city of San Luis Potosí, Mexico. The move enables the automaker to build vehicles closer to their intended market as well as help reduce issues with currency fluctuations. "Mexico is an ideal location for the BMW Group and will be another important plant within our production network," said Harald Krueger, member of the BMW AG Board of Management, responsible for Production, in a release. Over the next few years, BMW will invest approximately $1 billion building the new plant, which is expected to begin producing vehicles in 2019. Initially, the plant is expected to create around 1500 jobs. Later, more jobs at the plant and in the surrounding area are expected to follow. While the San Luis Potosí plant will have a planned capacity of 150,000 units per year, BMW hasn't revealed which models will be built there. An earlier report suggested the automaker could build 1 Series, 3 Series, and even some Mini models in Mexico . "This decision underscores our commitment to the NAFTA region. We have been building BMW cars at our US plant in Spartanburg for the past 20 years," said Krueger. "The Americas are among the most important growth markets for the BMW Group. We are continuing our strategy of 'production follows the market.'" BMW joins other automakers that have invested in future or existing production sites in Mexico, including Audi, Volkswagen, Nissan, Honda, and Mazda. In May, BMW announced an additional $200 million investment in Moses Lake, Wash.-based carbon fiber supplier SGL Automotive Carbon Fibers, where the automaker sources carbon fiber for the i3 and i8 EVs. That investment will add 120 jobs to the 80 existing jobs at the facility. BMW also announced an investment of close to $1 billion to expand its Spartanburg, S.C. plant to build the new X4 SUV . A three-row X7 was also confirmed for production at Spartanburg . Annual production at that plant will expand to 450,000 vehicles per year by the end of 2016 making Spartanburg the automaker's largest production facility. BMW plans to invest $2.2 billion in the NAFTA region between now and 2019. A production plant currently under construction in Santa Catarina, Brazil is expected to go online by the end of this year. Source: BMW	9	575	autos
"Divergent' is the latest YA bestseller to try to replicate its success in film -- a movie based on the novel will try to follow in the footsteps of Katniss and Peeta at the box office this spring.	5	576	news
Jonah Hill and Channing Tatum are back as a crime-fighting duo in "22 Jump Street." The sequel to the movie remake has the two posing as college students instead of high school.	5	577	news
The sequel to "The Amazing Spiderman," starring Andrew Garfield and Emma Stone, hits theaters May 4.	5	578	news
There's good news for "50 Shades of Grey" fans - there will be two versions of the film.	5	579	news
Some fans aren't happy with the new "Fantastic Four" movie's casting. "Fruitvale Station" star Michael B. Jordan is set to play Johnny Storm (aka The Human Torch) and diehard Marvel fans argue the character should have blonde hair and blue eyes.	5	580	news
An anonymous uploaded leaked three of JD Salinger's short stories to the web. But they were not supposed to be released until 50 years after his death in 2060.	5	581	news
Dying breed can only mate once a year.	5	582	news
The Chicago Blackhawks defended their Stanley Cup by trouncing the Winnipeg Jets 4-1 last night. But perhaps the biggest thumping of the night came when Brandon Bollig smashed Adam Pardy through the glass... and then a fan stole his helmet.	1	583	sports
Both coaches from the Ducks-Avalanche hockey game on Wednesday had trouble leaving the rivalry on the ice. Patrick Roy, from Hall of Fame goalie and the new coach of the Colorado Avalanche, used his first game out of the net to fight with Anaheim Ducks coach Bruce Boudreau. Let's just say, you won't need volume to understand what they're saying to each other.	1	584	sports
With the series coming to a close, some "Breaking Bad" fans don't know what to do with their newfound free time/ space in their heart. The Emmy-winning cast and crew have already made their own plans including a much-anticipated spinoff.	5	585	news
Harry Reems starred in the world's first mainstream skin flick.	5	586	news
The 60-watt "Centennial" light bulb has never been turned off... even though it did flick off.	5	587	news
CEO Tim Cook responds to aggressive state criticism.	5	588	news
Director Adam McKay talks to LeeAnn Trotter about "Anchorman 2" and says, "At any point, literally anything can happen."	5	589	news
Marking the 12th anniversary of the 9/11 attacks, webcam company EarthCam has released a timelapse video showing the nine year construction of One World Trade Center in lower Manhattan. The company says the video is made up of hundreds of thousands of images captured from 35 different angles by high definition cameras.	8	590	video
Pricing for the 2015 Hyundai Elantra sedan has been revealed. The base Elantra SE with manual transmission starts at $18,060 (including $810 destination), while the top-of-the-line Elantra Limited with automatic transmission starts at $22,510. The 2015 Hyundai Elantra SE and Limited are powered by a 145-hp 1.8-liter I-4 with 130 lb-ft of torque, while the Elantra Sport is powered by a 173-hp, 154-lb-ft 2.0-liter I-4. Elantra SE and Sport come with a six-speed manual transmission, while the Elantra Limited has a six-speed automatic only. The automatic is a $1000 option on the Elantra SE and Sport. While content for the 2015 Hyundai Elantra SE is unchanged, available option packages have been revised. The 2014 SE automatic's Preferred Package becomes the Popular Equipment Package ($900) and includes 16-inch alloy wheels, fog lights, a 4.3-inch color touchscreen, rearview camera, sliding center armrest, automatic headlights, steering wheel audio controls, Bluetooth phone, cloth door inserts, illuminated vanity mirrors, illuminated ignition, and auto-up driver's window. An Elantra SE with automatic Style Package ($750) is new for 2015. The Style Package requires the Popular Equipment Package and includes power sunroof, leather-wrapped steering wheel and shift knob, black cloth seats, projector headlights with LED accents, chrome belt line molding, and aluminum front door sills. Starting at $22,410, the 2015 Hyundai Elantra Sport with manual transmission includes much of the content in the SE Popular Equipment Package as well as 17-inch alloy wheels and sport-tuned suspension and steering systems. Other features include a proximity key with push-button start, leather seats, power driver's seat, aluminum pedals, black chrome grille, power sunroof, and side mirrors with integrated turn signals. For 2015, the Sport model rises by $900. A new Sport Tech Package ($1200) is available for the Elantra Sport with automatic transmission and includes navigation with 7.0-inch screen, 360-watt premium audio system with amplifier, and Hyundai Blue Link telematics system with trial period. Other than the 2.0-liter Engine and sport-tuned suspension and steering, the $22,510 2015 Hyundai Elantra Limited sedan comes with many of the Elantra Sport's features as well as a Limited badge, chrome door handles, and Hyundai Blue Link telematics system with trial period. Last year's Limited Tech Package becomes the Limited Ultimate Package ($2400) and includes all of the same content (navigation with 7.0-inch screen, 360-watt audio system, power sunroof, dual automatic temperature control with air ionizer and auto-defogger system, and proximity key with push-button start), for $350 less than before. New exterior colors for the Elantra SE and Limited include Quartz White Pearl, Symphony Silver, Lakeside Blue, and Shale Gray Metallic, while the Elantra Sport is available in Monaco White. Source: Hyundai Images of the 2014 Hyundai Elantra are shown.	9	591	autos
Wildlife officials release endangered condors back into the wild high up in Chile's Andes after falling from the sky from apparent toxin poisoning. Rough Cut (no reporter narration)	8	592	video
Now, even the life behind you can be viewed in high definition. Nissan has already begun selling its Smart Rearview Mirror on two vehicles in Japan and has plans to offer it in America next year. We had a chance to drive a Nissan Rogue equipped with the system around the Detroit office and found it much better than a regular mirror. It offered a wider angle of view, 17 degrees instead of 14 degrees, and a much clearer picture. The degree difference doesn't sound like much, but feels like a lot when you compare the two views side by side. The system is ingenious in its simplicity. A high-resolution camera mounted at the top of the liftgate connects to an LCD screen that sits in place of the traditional rearview mirror. It looks bulky now, but engineers said the final system would have cleaner lines. Its original intent was to offer drivers a way to see what the rearview mirror would typically show if the back is filled with items obstructing the view. This would be an ideal piece of equipment if you were driving a fully loaded NV2500 . Of course to fill up the back of the Rogue, Nissan just put a bunch of blue balloons back there. The digital view on the LCD screen was clear with only the tiniest bit of digital blur when the view moved quickly horizontally when you were making a turn. But, honestly, you shouldn't be using any rearview mirror if you're making a turn. The wider angle allows you to see more behind you and engineers said they have already worked through problems such as headlights beaming on the camera. If you want to use a regular mirror, the LCD screen is covered with a special film that allows it to reflect like a traditional mirror. This might be used when you need to look at the people in the second row more than looking at traffic. But the difference in view is remarkable. The video view feels much cleaner and the regular mirror view has some of the view obstructed by the second row and lift gate. Switching between the camera and mirror is simple, just toggle the mirror the same way you would change it to adjust it from daytime to nighttime driving. It takes about two seconds for the video feed to get rolling. Nissan says that the camera provides a clear view even in bad weather, though we have noticed that some backup cameras can get covered with grime and the view becomes blurry. However, the mirror was recently tested during Le Mans on Nissan's ZEOD RC and did not have any problems. When the Smart Rearview Mirror arrives, Nissan plans to offer it as a stand-alone feature and will likely be available for most vehicles. Final details have not been announced. The price for the option in Japan is 60,000 yen, roughly $600 but pricing has not been announced for American vehicles.	9	593	autos
The Mercedes-Benz CLS-Class received a face-lift for 2015 , and now details on the more potent CLS63 AMG have emerged. The AMG version, available in five models for Europe (including the not-for-U.S. shooting brake), gets interior and exterior updates similar to the standard 2015 CLS, along with subtly revised equipment. Mercedes has said that all U.S. AMG models will be higher-performance S Models, so that means the CLS63 for our market gets a power bump by default -- from 550 hp and 531 lb-ft of torque to 585 hp and 590 lb-ft . The standard-tune twin-turbo 5.5-liter V-8 will still be available in Europe, available with 4Matic all-wheel drive. Being an S Model, the U.S. version will come standard with all-wheel drive. Mercedes estimates the CLS63 S Model will accelerate from 0-60 mph in 3.6 seconds, which is three tenths faster than the last 2012 CLS63 we tested. However, a 2014 E63 AMG S Model wagon clocked a 3.4-second result in our testing , so expect the Affalterbach-tuned CLS to be around there as well. The seven-speed AMG Speedshift automatic has been revised for faster response. As for looks, the 2015 CLS63 gets AMG's new "twin-blade" grille, along with its A-Wing front valance design theme finished in high-gloss black. The car's side skirts are finished in silver chrome, while the brake calipers are painted red and stamped with the AMG logo. That logo also graces the trunk, joined by a black "S" badge on S models. A set of 19-inch triple-spoke AMG wheels comes standard on the CLS63 in Europe, with exclusive 10-spoke matte titanium gray-finished wheels standard on S models. Additionally, three appearance packages are available. The AMG Night package adds gloss black-painted side skirts, window frames, exterior mirrors, and front A-Wing, while two levels of AMG Carbon Fiber package add accents made of the composite material in varying amounts. Inside, the CLS63 benefits from the same interior updates made to the standard 2015 CLS with a few added touches, including a new AMG performance steering wheel with shift paddles and free-standing 8.0-inch central display. S models receive gray contrast stitching on the AMG sport seats, door panels, and armrests, which complements the silver seat belts. Source: Mercedes-Benz	9	594	autos
A pad of paper and a pen might very well save your marriage. According to new research from Northwestern University, a few minutes spent writing about marital strife can protect your union from discord. The NU study team recruited 120 married couples--ranging from newlyweds to longterm partners--and split them into two groups. Every four months, each person completed a questionnaire about their marital satisfaction and spent a few minutes writing about their most recent marital argument. One of the groups also completed a separate writing exercise related to that spat. After two years, the results of the study were surprising: While marriage quality dropped roughly 6 percent annually among couples in the first group, those who completed the additional writing exercise experienced no declines in marriage quality. Key relationship features, including love, intimacy, trust, passion, and commitment, all remained stable, says study author Eli Finkel, PhD, a professor of social psychology at Northwestern. Why? That extra writing exercise asked each spouse to think about his or her recent argument from a neutral third party's point of view, Finkel explains. By doing that, participants put psychological distance between themselves and the argument, and started to contemplate the spat in the context of what would be best for everyone involved. Finkel says both of these benefits reduce the amount of distress individuals feel about both past and future arguments. "These benefits held whether the couple had been together for five months or 50 years." To keep your marriage going strong--in good times and in bad--answer these key questions in writing every four months (and get your partner to do so, too). Ask yourself... 1. What's the biggest argument you two have had during the past four months? Focus on the behavior of you and your partner, not on thoughts or feelings. 2. Write about the disagreement from the perspective of a neutral third party who wants the best for all involved. How might she think about the disagreement? How might she find the good that could come from it? 3. What obstacles have you faced in trying to take this third partner perspective, especially when you're having a disagreement with your partner? Write it out to remind yourself. While some people find it helpful to assume this third party perspective during interactions with their partner, most find it challenging to take this perspective at all times. 4. How has it helped to take this perspective during disagreements? Emphasize the positives of being neutral during arguments, and consider what will help you be most successful in continuing to take it.	4	595	lifestyle
Everybody (e.g., NASCAR) is always on the lookout for the Car of Tomorrow. This enlightened car (tube-frame chassis and driver safety cell in NASCAR) is supposed to further "tomorrow's" technology and (hopefully) coolness into all that follow it. Unless you immersed yourself in alternative propulsion well before the "70 mpg" Honda Insight or General Motors' Impact concept, I'd totally understand if you think the new Honda Accord Hybrid was some futurist's fanciful doing. But don't, because apart from the blue tinge splashed onto the front grille and head- and taillights, it's a pretty normal car. Exhibit A: The Accord has more seats (five) than the original Insight and EV1 (evolved from the Impact) put together (2+2). Everyday folk like you and I are snatching up more and more hybrid vehicles -- thank you, greater model availability, and Toyota Prius -- with 2013 seeing nearly half a million sold (495,685 total and up 14.1 percent over 2012, as tallied by HybridCars.com). The whittling away of communal trepidation about hybrids continues. Our Car of Today is a $35,695 Touring, a full $5750 or $3000 more than the base and EX-L trims. Big bucks bring LED headlights matching the standard LED daytime runners, navigation, a 16-gigabyte hard drive for my whale song collection, and adaptive cruise control on top of helpful items extant including keyless entry and a multi-angle backup camera. Honda, conspicuously one of the first (and apparently few) automakers to take the Insurance Institute for Highway Safety's small-overlap front crash test seriously from the get-go, proudly plugs the Accord Hybrid's 2014 Top Safety Pick+ rating. The "+" is earned by virtue of the car's not-subtle-at-all Forward Collision Warning. The Accord's two-motor hybrid system leans on an alliance forged by a 2.0-liter Atkinson-cycle I-4, 1.3-kW-hr lithium-ion battery, and what the company engineers call an electric-coupled CVT (featuring the two e-motors). EPA numbers of 50/45/47 mpg city/highway/combined command headlines for this size of vehicle and I've already dreamt up almost certainly overly tedious experiments to learn more about the car's fuel-consuming character with assistance from Emissions Analytics. A closing note: Our straight outta Marysville, Ohio, Accord follows in the long-term tire tracks of two highly regarded gas-electric family sedans, the 2007 Toyota Camry Hybrid and 2010 Ford Fusion Hybrid (both Car of the Year delegates during their stays). No pressure come tomorrow, of course. 2014 Honda Accord Hybrid Touring BASE PRICE $35,695 PRICE AS TESTED $35,695 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 2.0L/141-hp/122-lb-ft Atkinson-cycle DOHC 16-valve I-4 plus 166-hp/226-lb-ft electric motor; 196 hp comb TRANSMISSION Cont. variable auto CURB WEIGHT (F/R DIST) 3569 lb (60/40%) WHEELBASE 109.3 in LENGTH x WIDTH x HEIGHT 192.2 x 72.8 x 57.5 in 0-60 MPH 7.0 sec QUARTER MILE 15.7 sec @ 85.9 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.0 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 50/45/47 mpg ENERGY CONS., CITY/HWY 67/75 kW-hrs/100 mi CO2 EMISSIONS, COMB 0.41 lb/mile	9	596	autos
Maserati has been on a full product offensive, coming out with new offerings like the Ghibli and Levante all while leaving room for more enticing future vehicles including the Alfieri and next-gen GranTurismo. But even though the Italian automaker plans on having a more complete lineup, it plans on maintaining its exclusivity by capping annual global sales at 75,000 units by 2018. That figure doesn't seem too ambitious since Maserati is already on track to hit its previous target of 50,000 global units a year by 2015. The significantly redesigned Quattroporte and Ghibli have both helped in reaching that goal, but the three upcoming Trident-badged vehicles will help carry that number to 75,000 units. The Levante luxury SUV is slated for a 2015 arrival, and will be based on the same architecture as the Quattroporte. The SUV was previously thought to be Jeep Grand Cherokee-based. The Levante will boast the same all-wheel drive system used in the Quattroporte S Q4 and Ghibli S Q4, and although powertrain details haven't been revealed, we can expect U.S.-spec models to be offered with a 404-hp, 406-lb-ft twin-turbo 3.0-liter V-6 and 523-hp, 524-lb-ft twin-turbo 3.8-liter V-8 matched to an eight-speed automatic. As for the Alfieri, the we can expect the 2+2 sports car to incorporate design cues that hearken back to the 1954 A6 GCS and power to come from a Ferrari-sourced 4.7-liter V-8 making 454 hp and 384 lb-ft of torque, mated to a six-speed single-clutch automated-manual transmission. A new GranTurismo is also in the books for 2018, but since it's still quite a ways away, no further details have been given. But considering the GT hasn't undergone any major changes for a while, we expect the update to be pretty significant. Maserati currently sells in 65 markets, including South Korea, where the automaker aims to boost sales from 120 units to five times that number. Source: Reuters	9	597	autos
In a few months, many Mustang and Camaro owners will feel woefully inadequate. That's when the 2015 Dodge Challenger SRT Hellcat will start hitting the streets, and, just in case you've been living under a rock, here's why it's such a big deal: The supercharged Hellcat is the most powerful musclecar ever, pushing the horsepower war into the insane territory of 700-plus hp. With a 6.2-liter supercharged V-8 making 707 hp and 650 lb-ft of torque, the Hellcat finally gives Mopar fans something to brag about in the upper echelons of the musclecar battle, which has essentially been a two-man show featuring Mustang and Camaro. The Hellcat is more powerful than almost everything on the market today, even SRT's own halo car, the Viper. Sure, there are cars that make more power, but those are limited to a handful of exotics such as the Porsche 918 Spyder and McLaren P1 hyper-hybrids that cost up to 18 times as much. Dodge has priced its new musclecar at $60,990 (including destination and gas guzzler tax), which caused a bit of sticker shock for many, but in a good way. If you're obsessed horsepower and prefer your cars out-of-the-box stock, you'll agree that it is an absolute steal. The Hellcat doubles the Challenger's SRT choices to two offerings. The non-Hellcat Challenger SRT 392 still gets the 6.4-liter Hemi V-8, though power increased a bit for the 2015 model-year refresh, which notably includes a tweaked front fascia, a drastically improved interior, and impressive amounts of content. That said, the Hellcat still handles like a Challenger. Navigating the Challenger through curvy parts of the road or track is, ahem, challenging, while straightaways are a breeze. The Hellcat just does the latter much, much faster. We had our first go in the Hellcat at the Portland International Raceway (PIR). Before that, we hopped into a non-Hellcat Challenger SRT 392 (more on that later) for a scenic drive from downtown Portland to the track, but were restricted to a mostly leisurely pace thanks to roads packed with summer tourists. Once we arrived at the raceway, there was no opportunity for warm warm-up laps in docile Challengers like such as the V-8 R/T or the Pentastar V-6-powered SXT. It was straight into the fire, accompanied by a brave chaperone in the Hellcat's passenger seat. After the requisite lap to get familiar with the track, it was time unleash the Hellcat's fury. PIR's main straight, which is a little more than three-quarters of a mile, was a walk in the park for Hellcat. In a few seconds we were at triple-digit speeds and reaching that velocity was accompanied by glorious sounds. The supercharger whine could double as an air raid siren. Louder still is the exhaust, which produces a never-ending sequence of barks and pops. The Hellcat's drive mode was set to "Track," which switches the adaptive suspension system to its firmest setting and programs the new eight-speed auto to shift quickly and deliberately. As we approached the first turn, my chaperone reminded me to brake. The Hellcat's new Brembo brake set quickly scrubbed off speed. Up front are six-piston calipers and 15.4-inch slotted rotors, while the rear gets four-piston clampers and 13.8-inch rotors. I took the first chicane very slowly, but was a bit overzealous with the right foot on a subsequent turn. Not surprisingly, the Hellcat's tail end started to wag. Smooth brake and throttle inputs are a must. PIR's back straight provided another opportunity to let loose. Again, my chaperone encouraged me to go all out, and again the braking zone came quick, with the Hellcat still eager to pull. Fun (and expensive) fact: SRT says the Hellcat at wide-open throttle will drink 1.5 gallons of gas per minute. The Hellcat's upgraded fuel system includes half-inch fuel lines. The engine, according to SRT, contains 91 percent new parts compared with the 392, including a forged-steel crankshaft, forged alloy pistons, and aluminum-alloy cylinder heads. The 2.4-liter supercharger provides 11.6 psi of boost and includes two air/coolant heat exchangers to keep things cool. That said, the Hellcat's engine required SRT to up its development and testing game significantly. The Hellcat loves straight lines. No surprises there. And Dodge provided the opportunity to solidify this fact with one run on the dragstrip. Activating the Hellcat's launch control system is wonderfully simple. Push the "launch" button on the center stack, step on the brake pedal with your left foot, mash the gas with the right, let go of brake, and voilà. Better yet, pulling up the SRT Performance Pages app in the Uconnect infotainment system will automatically time your run. After our run, the app revealed a 0-60 mph time of 4.1 seconds and a quarter-mile time of 12 seconds at 117 mph. Dodge says the best time it achieved was 11.2 seconds on the quarter mile with street tires (Pirelli P Zero), so we'll see if how close we can get to that time once we snag a Hellcat for testing. We rounded off our Hellcat experience with a quick drive in a car equipped with a six-speed manual. Here, the SRT team snagged the Viper's robust gearbox to handle the Hellcat's 650 lb-ft of torque. That said, the clutch is heavy, but the shifter is fine. Aggressive shifts from first to second had the tires holding on for dear life. Thankfully, Dodge has equipped the Hellcat with a few tricks to ensure valets and fearless teens don't get into too much trouble. A valet mode, for example, does a number of things such as limiting the engine to 4000 rpm, locking out first gear, and setting the SRT drive mode to Street. Furthermore, a special key fob limits the engine to 500 hp. Of course, 500 hp is more than enough to get into trouble. In fact, it's still more than the Challenger SRT 392's output of 485 hp and 475 lb-ft, which is up 15 horses and 5 lb-ft from the 2014 model. The SRT 392 is also offered with the new eight-speed auto that helps improve acceleration. Better yet, it'll also improve fuel economy, returning an estimated 25 mpg on the highway, 2 mpg more than the 2014 model and its five-speed auto gearbox. Hellcat buyers will undoubtedly be happy campers when it comes to performance. They might, however, wish for more when it comes to distinguishable visual treatments that set the car apart from the 392. Hellcat models feature subtle "supercharged" badges on the front fenders, while the grille lacks the dual bar treatment of the 392. Look closely at the driver's side inner headlamp unit and you'll notice that it's actually a functional air intake. Aside from that, the 392 and Hellcat are almost indistinguishable. Still, Dodge has created a furious powerhouse, and there's no doubt that Ford and Chevy will feel the need to pull their claws out. 2015 Dodge Challenger SRT Hellcat BASE PRICE $60,990 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 2-door coupe ENGINE 6.2L/707-hp/650-lb-ft s'charged, OHV 16-valve V-8 TRANSMISSION 6-speed manual; 8-speed auto CURB WEIGHT 4200-4400 lb (mfr est) WHEELBASE 116.2 in LENGTH X WIDTH X HEIGHT 197.9 x 75.7 x 55.7 in 0-60 MPH 3.9-4.5 sec (MT est) EPA CITY/HWY FUEL ECON Not yet rated ON SALE IN U.S. Third Quarter 2014	9	598	autos
If you follow actress Nina Dobrev on Instagram, you know that she s traveled everywhere from Monaco to Bali to Paris this summer for a mix of work and pleasure. Everyday Health caught up with the jet setting star of The Vampire Diaries during a recent press event in New York City for Air Optix Colors, a new line of colored contact lenses she s partnered with. At the event, Dobrev spilled her best tips for staying healthy while traveling, favorite workout options, and more. 1. How she survives a long flight: I ll figure out the time of the destination I m going to and I ll sleep at their nighttime or stay up if it s their daytime to try and beat the jet lag, Dobrev says. Also, the dry air on a plane is horrible, so I immediately wash my makeup off [after a flight] and I apply a moisturizing face mask as many times as I can [during a flight] if I m not asleep. 2. The super-fun ways she stays active: Another thing you ll soon realize from looking at Dobrev s Instagram feed is just how fit she is. The Bulgarian-born beauty says yoga is one of her favorite workouts and that she manages to squeeze in activity when she s on vacation or visiting another city for work. If I m in Paris, I m not going to the gym I m going to have a croissant, she says. But then I ll walk around the city all day, so bye bye goes the croissant. And on a recent beach vacation, Dobrev says she swam every day and played volleyball. RELATED: 6 Stick-to-It Secrets a Top Fitness Instructor Swears By 3. Her secret to gorgeous, shiny hair: Dobrev, a natural brunette, went ombre for a movie role earlier this summer. I never knew how to take care of blonde hair because I ve been a brunette my entire life, she says. During her short stint as a blonde (she s now back to a chocolatey brown shade for The Vampire Diaries ), Dobrev kept her color vibrant by using a lavender shampoo to prevent brassiness. 4. Her favorite no-fuss hairstyle: In the summer, Dobrev, who has wavy hair, has a relatively low-maintenance routine. I just hop out of the shower and put a bunch of mousse in my hair, she reveals. I love Wen because you can scrunch it in your hair and let it air dry. 5. What she does to boost her confidence: Dobrev, who s nominated for a Teen Choice Award (the show airs August 10), says she always surrounds herself with a group of friends, including her stylist, Ilaria Urbanati, and hairstylist, Riawna Capri, before red carpet events. We all get together early maybe earlier than we even need to and just sit around and talk, she says. That s how you boost your confidence surround yourself with positivity. And the morning before a big event, Dobrev says she visits a steam room. It opens up your pores and gives you a glow, she explains. Plus, it s super-relaxing.	7	599	health

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