2013 VW Golf Mk7 Bluemotion CAR

The new VW Golf Bluemotion represents several milestones for Volkswagen. Not only did a Bluemotion model recently became the 30-millionth Golf ever produced, but it’s also the most fuel-efficient, eco-friendly Golf ever.

VW actually claims it's the most frugal non-hybrid car in the world, but away from the test laboratory does this economy biased Bluemotion model compromise the latest Mk7 Golf in the real world? Read on for the full CAR verdict.

Just how eco-friendly is the new VW Golf Bluemotion?

The latest model has some spectacular figures: 88.3mpg on the combined fuel economy cycle, and CO2 emissions of 85g/km – 15% better than the old version. That means this road-tax exempt hatchback could theoretically run for 970 miles between fills of its 50-litre tank of diesel.

VW reckons that over an average year (an estimated 10,000 miles) a Bluemotion owner would only have to visit a fuel station ten times. Not something for the Nectar point hoarders among you, then... If you need more load capacity, a Bluemotion estate with up to 1620 litres of cargo space, will go on sale in the UK this autumn.

Is there much radical fuel-saving tech under the skin?

No, and there's not even any carryover from the VW XL1 hybrid, according to Golf product chief Stefan Jung. 'The XL1 and Golf Bluemotion are separate projects with separate approaches,' Jung told CAR, keen to promote that the Golf scores big economy numbers with no electric motors or carbonfibre in sight. Likewise, the engine’s short warm-up phase and reduced internal friction aren’t related to the XL1’s on-board tech.
Instead, you get low-rolling resistance tyres, better aerodynamics thanks to a blanked-off front grille, underfloor panels and a wraparound rear spoiler, and a regular 1.6-litre TDI engine. The four-cylinder diesel hasn't been detuned: it actually produces 5bhp more than the regular 1.6 TDI model, at 109bhp. Why? To offset the effect of longer gear ratios in the only transmission available, a six-speed manual. VW admits there's a market for a DSG automatic, but won't build it on account of the dual-clutch gearbox's 30kg weight penalty.

So buying a Golf Bluemotion saves me a fortune then!

In running costs, yes, but be aware that the Bluemotion starts at £1215 more than a regular 1.6 TDI Golf, which itself will achieve a claimed 74.3mpg, and is available with a DSG gearbox. It's also worth noting UK Bluemotions are based on lowly 'S' spec models, and you can't spec bigger than 16in alloys (15s are standard) or the smart LED headlights pictured in our European-market test car.

Does this eco-special make the driver feel Blue when in motion?

Most of the standard Mk7 Golf impressions remain, so this is a refined, mature car to drive. But the engine is noticeably grumblier at low revs, and the over-eager gearshift indicator requests changes that make the motor labour in the taller gears. The car never feels like it'll stall, only that it's chuntering somewhat while spinning the longer ratios. The gearshift itself is the same light throw we're familiar with, but one that's not quite as satisfying as the Golf's Audi A3 cousin, which shares its clever MQB platform (the lightweight chassis is 37kg than the old Bluemotion’s, and the drivetrain has shed a further 26kg).
Despite a 15mm ride height drop to cut drag, the Golf Bluemotion's ride doesn't suffer – it's still compliant enough to make a Mercedes A-class driver weep into their chiropractor's invoice. (Mind you, the car’s launch took place in Holland, blessed with roads so smooth they could’ve been hand surfaced with a lathe.) The steering does feel lighter however: VW confirms the Bluemotion shares all steering components with a standard Golf, so the difference must be down to low-resistance tyres.
Plus, Bluemotions do without VW's Dynamic Chassis Control interface, which lets the driver chose from Comfort, Normal, Sport, Eco, and Individual modes. Basically, you're in Eco all the time instead, and save for some sixth-gear sluggishness and the sacrificing of some low-rev refinement, that's alright by us.

How economical is the Bluemotion in real life?

During a test drive period mixing town crawling with medium- and higher-speed main roads, our test car averaged an indicated 64.2mpg. That's a highly impressive figure for a car driven at a normal rather than hypermiling pace, and a long motorway run might make 80mpg a possibility, but we think you’ll struggle to see the official 88.3mpg outside of an EU test lab.

Verdict

If you're a motorway mile-muncher, the Golf Bluemotion offers obvious and easy-to-reap economy benefits versus the already highly competent standard car, with only small margin of refinement and performance compromises. It's also an undeniably impressive demonstration of just how much can be done with the humble old internal combustion engine when it's invested in, rather than chasing off down the exotic material, hybrid propulsion alleys.
If you're a private buyer though, a regular Golf with 'Bluemotion Technology' rather than the flagship eco model will do the trick in almost all cases. The clever 1.4TSI model even makes a decent case for petrol over diesel, thanks to decent punch and cylinder deactivation under light loads. Either way, the Golf has you covered, for the next 30 million examples and beyond.

BMW M3 2013 six secrets BMW

BMW M3 (2013) six secrets BMW doesn't want you to know

Lighter, brawnier and sporting a new staight-six, this year's BMW M3 looks set to join the greats. Here's the top six need-to-know facts about the new M3

1. We'll see the M3 in autumn 2013

Chances are, you’re an M3 kinda driver. BMW’s fast family car has always sat plump on the arc where exotica meets attainability. It’s something many of us could just about afford; if not the £54,720 for a new one, then more likely the £3k that’ll bag a 20-year-old E36.
All of which means that the car you see here is one of the most eagerly awaited of 2013. We’ve deployed CAR’s nosey news-gathering machine to bring you the most up-to-date and detailed scoop story yet on the new M3. Everything we know – and much of what BMW does – is in this special report.
Munich plans to show a Concept M3 at this autumn’s Frankfurt motor show, as it did with the current E92. It’ll be a thinly disguised preview of the new model, and the production version follows at the 2014 Geneva motor show, with UK sales due in the summer of next year.
But you don’t have to wait for the details. A year ahead of schedule, CAR has the full story right now.

2. It's the Daniel Craig of sport saloons

BMW IS THE past master of creating deliciously understated sports saloons: ever since 1979’s M535i, we’ve become accustomed to slick execs being packed off to the gym and returning with muscular bulges and more powerful hearts. The 2014 M3 won’t stray far from this recipe, as CAR’s exclusive images show. These pictures are no mere flights of fancy, either; they’re based on two design drawings smuggled out of Munich’s styling studio.
Based on the bodywork of the regular F30 3-series, BMW head of design Adrian van Hooydonk’s team has sprinkled some of the restrained muscle M’s famous for. The car is lower and squatter, with a widened track and chunky 19in wheels to fill the wheelarches.
The front spoiler is new, the bonnet has a power dome (more for cosmetic effect than to squash in a V8, this time) and carbonfibre will be visible where used, like on the roof. All future M cars will have the M designation on the front grille as well as the boot rump.
There’ll be no mistaking this for a 316d, promises van Hooydonk. ‘M will always stand for extreme sportiness,’ he tells CAR. ‘The sub-brand is in a very strong place, but we want to develop it further as the pinnacle of BMW’s range.
‘We are making subtle changes already: all future M cars will have blue brake callipers, or gold when carbon discs are fitted. We’re looking at graphite door mirrors and wheel finishes, and black chrome exhaust tips too.’
What about inside the new M3? While we can’t bring you a look at the cabin yet, we have had a few hints from the design chief. ‘We are working hard to make the interiors of our M cars feel more distinct. We are developing new fabrics for use in our top-end cabins, and you’ll see more aluminium and blue strips inside M cars.’
The days of adapted steering wheels are over, too. The M3, and all future Ms, will have bespoke wheels with an open-spoke design like in the M6, backed by slimline paddles to run up and down the M-DCT twin-clutch ’box.

3. There'll be an M3 and an M4

As BMW expands the 3-series family, expect a slew of fast Threes. There'll be an M4 coupe, M4 four-door Gran Coupe and M4 convertible all on sale by summer 2015. The only bodystyles missing the M treatment? The Touring and Gran Turismo.

4. The straight-six is back!

The first M3, 1986’s E30, started with a high-revving four-cylinder engine, but subsequent M3s have risen from six (E36, E46) to eight cylinders (E92). Now it’s back to the format BMW’s most famous for: a straight six.
Some will lament the short life cycle of the outgoing, naturally aspirated V8, its innings stumped by the current obsession with downsizing and cleaner emissions. In its place, the relentless spread of forced induction blows into the heartland of high-performance BMWs.
The M3 will launch with a brand new engine, part of the next-gen B58 family. It’s a range of modular motors, sharing a common cylinder capacity of the optimum 500cc. In three-cylinder guise, it’s therefore the 1.5 you’ll spot in the i8 range-extender supercar or next-gen Mini; add a cylinder and it’s the future 2.0-litre four-pot executive workhorse. Sling on two more and you get the M3’s new 3.0-litre six.
A pair of turbochargers will raise peak power to some 450 pferdestärke (ps), or 444bhp, but its tunable nature means that power can swell easily for forthcoming special editions and facelifts; 500bhp is but an ECU re-chip away for a future M3 GTS.
Result? BMW predicts that the next M3/M4 twins should shave 0.3sec off the benchmark 0-62mph time. Expect a 4.5sec effort, with top speed pegged to 155mph. To put things in perspective, the first M3 managed 6.9sec and 146mph.

5. It's the highest tech M3 yet

Modern M cars pack a considerable microchip punch alongside the fireworks under the bonnet. The new F30 M is a far cry from the E30 original, whose only concession to electronics was the fag lighter.
Drivers can pick a manual six-speeder, according to CAR’s sources, but most are likely to pick the dual-clutch transmission (M-DCT) for its thumpingly instant gearchanges and finger-tapping race-car aura. BMW plans to add an eighth ratio in this ’box later in the car’s life.
And the M diff, which has been used to such success in the M3 and M5 since the E46, will make an appearance on the next M3. It’s a mechanical differential at the back axle, whose behaviour is controlled by a computer which apportions torque to the wheel with most grip. It’s one of the key tricks responsible for the M3’s duality of nature: a smooth exec cruiser by day, a rubber-smearing oversteer king if you have the urge to show off at a track day.

6. The secrets of carbon dieting

Expect to see this M3 appear on Mastermind in future: its confection of exotic materials drawn from the extremes of the periodic table will surely be used to test chemists’ knowledge. All car manufacturers are investing in lightweight materials, and few more so than BMW. It’s only months away from launching the first mainstream, high-volume family car built from carbonfibre-reinforced plastic (CFRP) – the i3 electric car.
Munich plans to transfer its learnings from that EV project across the rest of the range. And with a price nudging £60,000, the new M3 is an ideal place to start. The roof of the fast Three will be baked from CFRP, and BMW is developing the first ceramic brakes seen on an M3. These should answer criticisms of previous M anchors, but will likely remain a cost option.
It doesn’t end with posh plastic. The doors, bootlid and bonnet of the M3 will be skinned in aluminium and the classy five-spoke alloys will be forged items to remove heft. As well as lowering the overall kerbweight, these dieting tips will lower the centre of gravity, helping the M3 feel more hunkered down in corners.
End result? M division’s internal target is to push the kerbweight of the next M3 under the magical 1500 kilo mark. As a reference point, the current 335i auto saloon weighs 1595kg.
Removing weight creates a virtuous circle: performance, handling, braking, economy – just about everything, really – all improve... It’s a big ask, though. Merc’s rival C63 AMG tips in at 1655kg.

2014 Range Rover Sport Motoramic Drives

“Compromise is but the sacrifice of one right or good in the hope of retaining another – too often ending in the loss of both” -- Tyron Edwards.

So when Land Rover announced the 2014 Range Rover Sport would be the “fastest, most agile and responsive Land Rover ever,” dueling with the BMW X5 and, now, venturing towards the Porsche Cayenne GTS, while still maintaining its Land Rover heritage and “all-terrain capability,” you can excuse me for being a tad dubious.

Land Rover are well aware that its name remains synonymous with off-road proficiency, therefore the compromise made when blending sporty on-road dynamics with muddy, rock-infested trails clearly stands to err on the side of caution.

How can you possibly achieve both?
Even the design, while plenty attractive, looks like a blend of the 2013 Range Rover at the front and the highly successful Range Rover Evoque at the rear. There’s no sporty identity – just a good-looking car that mimics its siblings.

Inside, too, you’d be hard-pressed to dissect the difference between the big Range and the Sport. That’s not meant as a negative; the interior is one of the best on the market, meshing luxury with a unique style that’s all but lost amongst many luxury carmakers. The only real difference is the optional third row seating that exists for tiny people. Or for drunks in need of a ride home. One of Land Rover's engineers said, “I’d rather get in it than walk.” Me too. And with an additional inch of legroom in the second row, most passengers will roll in pristine comfort, something that lacked with the outgoing model.

One fact aiding Land Rover’s quest in achieving the ultimate compromise, is the brand’s use of aluminum for the body. This first debuted in the big Range Rover and is now making an appearance on the Range Rover Sport, saving the car around 800 lbs. when compared to the outgoing model. That certainly stands to make a huge difference dynamically.

But when driving the V-6 Range Rover Sport, featuring a new 3.0-liter supercharged motor delivering 340 hp and improved fuel efficiency over the outgoing car, the promised sportiness seemed vague. You can feel the compromise, sensing a lack of power while displaying handling akin to its big brother; it’s like you’re driving a slightly smaller version of the 2013 Range Rover. That’s not a bad thing at all, and with the price of the new Sport starting at $63,494, considering what you get, that’s actually not a bad deal.

But those that buy a Range Rover Sport, probably care somewhat about its “sportiness.”

The V-8 Sport boast a 5.0-liter supercharged motor, good for 510 hp and 461 lb-ft of torque. With the hefty weight loss, it sprints to 60 mph almost a second faster than the outgoing model, now at 5.0 seconds. That’s seriously quick. It’s 0.4 seconds faster than the Porsche Cayenne GTS, for Pete’s sake. It also sounds like a true V-8, offering a deep bellow and a few faint pops and gurgles.

Pressing the Dynamic mode livens the throttle, increases steering feel, and sharpens gearshifts from the 8-speed automatic with paddles shifters. When going straight, there’s little doubt the V-8 Sport lives up to its name. But what about through the corners?

Starting at $79,995 for the Supercharged model, the V-8 Sport offers a host of technical improvements, such as adaptive dampers. The two best qualities are the electronically locking center and rear differentials, featuring torque vectoring and, most notably, active roll control. The latter maintains the platform of the car during hard cornering, keeping the body flat and solid. To me, it made the car come alive, like it donned entirely new, stiffer springs, but yet the ride felt entirely unchanged. It also musters a 50/50 weight distribution, and with the third row seating, that might end up becoming slightly rearward – unbelievable for a comfy off-road SUV.

Despite this, it isn’t quite a match on-road for the Cayenne GTS, but nor is it supposed to be. For starters, the Cayenne sports summer performance tires, while the Range comes with all-weather rubber capable of the most incredible off-road driving imaginable. The fact the 2014 V-8 Range Rover Sport is even mentioned in the same breath as the Cayenne GTS on-road, given its tire limitations, remains simply wild.

Of course, when you take the Sport off-road, whether in a V-6 or V-8, the Range simply crucifies its opposition. Like with the big Range Rover, automatic terrain response now comes equipped, allowing drivers to concentrate on driving rather than deciphering the correct vehicle settings, based on conditions faced. It handled deep, thick mud. It handled steep, slippery slopes. It even let me drive through a river – yes, a river – without pause for concern.

All this performance comes with better fuel economy, up to 27-percent in the V-6 model – although EPA numbers are not yet released. In the V-8, the compromise was achieved with seemingly minimal compromise. And while the V-6 felt more at ends, it did feel spookily like its big brother, only $20,000 cheaper.

Winston Churchill once said, “The English never draw a line without blurring it.” But in the case of the V-8 Range Rover Sport, that statement has finally been defied.

Jaguar XKR’s engine salvaged an otherwise miserable day

I couldn’t have been more fed up. Even if a meteorite landed directly in front of me, I wouldn’t have cared. In fact, I’d barely of noticed, such was my mental awareness. Unicorns could have pranced alongside my car, singing Justin Bieber’s “As Long As You Love Me,” and it wouldn’t have resonated. This day was simply a bust.

But as my right foot, like my eyelids, became heavier, I discovered something quite potent: A 5.0-liter V-8 engine, so ferocious it roused me out of a near coma, and salvaged an otherwise miserable day.

Let’s rewind: Earlier that morning, I was sat on a plane travelling from Indianapolis to Newark on route to drive a McLaren 12C Spider. I was excited to wrestle a 616 hp supercar on the Monticello racetrack, a venue I had yet to see and a machine I had yet to pilot. I’d planned to arrive early, perhaps going for a short run prior to imbibing beers with a fellow journalist who was there too. But as I boarded my connecting flight in Charlotte, those aforementioned plans took a decided change.

For two hours I sat at the gate as a bunch of incompetent halfwits attempted to fix the plane. Eventually, after realizing they could not, we were told to deplane. “That’s my run out the window,” I thought, annoyed at loading my carry-on with heavy running shoes I’d needn't of brought.

With a new gate and a new plane, the aircrew, the mostly content passengers, and myself, tried again. The monotone pilot repeated his foreword, and the airhostesses did their best at smiling amicably as a wealth of creative passengers said, “fancy seeing you here. AGAIN,” laughing uncontrollably at their uniquely not-so-amusing joke.

As we taxied to the runway, the pilot cued up the radio: “We’re number two for takeoff, please prepare the cabin for…. Wait, no. We’re heading back to the gate.” The cabin let out a piercing groan.

So there we sat, for another two hours, as weather in Newark had apparently grounded all flights, and the pilot feared that if we left the plane, we'd lose our spot in line. Eventually, we deplaned anyway, and we were told to seek alternative arrangements. “Not only are my beers going warm, my whole trip is likely ruined,” I mused.

I did, however, manage to get on a later flight, one that was already delayed an hour for maintenance, presumably in the same capable hands as my first flight. No sooner had I switched, however, the gate agent announced they were actually not canceling my original flight after all, and we were ready to board. “Hoorah,” I thought, only to find the airline had already given up my seat and could no longer accommodate me. This happened to a number of now very angry passengers.

So, I eventually took off on my heavily delayed alternate flight, arriving at Newark around midnight—over 12-hours since I first left Indianapolis. I took a bus to a parking lot where I was told a pre-arranged vehicle would be waiting. I still had a 90-minute drive to the hotel. By this point, the will to live was all but gone.

The car in question was a 2013 Jaguar XKR Convertible, a machine I expected to be great, although not as great as the available XKR-S. Just as the man at the parking lot yawned and threw me the keys, I got a glimpse of the British cat. “Very nice,” I thought, “Although the convertible aspect is rather useless.”

It was useless because it was raining. And it was cold, too, given that it was now 12:30am.

The start of my journey was bland, navigating out of Newark and onto the highway. I was beyond tired. Beyond miserable. I actually wanted to go home and forget about the quarter-million dollar McLaren that awaited my arrival.

I’d been driving the Jaguar XKR in Comfort mode, and the car, excuse the obvious analogy, behaved like a pussycat. The interior was nice, but felt dated, unlike the latest XF and XJ models. The navigation proved almost illegible, and after missing several turns, watching my estimated time of arrival getting later and later as my blood boiled hotter than lava, I switched to my iPhone’s navigation instead. I was enjoying the car, but my day had been so painful, I found myself not particularly caring.

That is, until I switched to dynamic mode:
The throttle sharpened, the suspension stiffened and the steering wheel pulsated through my fingertips, as if life was returned to the dead following vigorous resuscitation. That life seeped through my blood, and I immediately felt like I'd been slapped in the face by Alec Baldwin. I hit the gas on a slow on-ramp and all 510 hp burst into action. Despite traction control, the rear tires spun in fury, requiring lightning reactions to correct the intoxicating slide.

The noise exuded was something special: it sounded like a massive lion playing the world’s largest bass drum, deep in a canyon somewhere in Utah. The boom from the V-8 excited, but it reverberated, growled, popped and spluttered; yet screamed like someone’s flesh being torn by a 14-foot Grizzly. It was everything I needed in that dark, dark moment to entirely change my outlook.

The active differential, offering torque vectoring in both the XKR and XKR-S models, did its best at taming the beast. In the rain, however, it could not. The 6-speed automatic’s ratios are so short that, in the first few gears, you can’t help but get sideways, exactly the combination I enjoy. 0-60 mph should, if you can get the power down, occur in 4.6 seconds.

As I neared the hotel, tiredness, once again, returned. I parked up and glanced at the clock, reading 2am. As I grabbed my overfilled bags and wandered into the hotel, I couldn’t help but take a parting glance. While the handling, even when dry, remains solid, and the interior, too, plenty pleasant, there’s nothing that truly spoke to me. Except that motor. And what a motor it is. It can get better, too, if you opt for the 550 hp XKR-S.

But could you really pay over $100,000 for an XKR that, while externally beautiful, remains primarily all engine? If you'd asked me that night, I’d say absolutely. And even now, rested and primed, it’d be high on my list. After all, it turned a truly crappy day into something of a wild adventure.

Stance Movement Lamborghini

Traditional art is all about the ideals of balance, symmetry, and correct proportions. For millennia, these principles have defined how westerners conceive beauty. They’re reflected in artwork like The Last Supper and the Renaissance sculpture known simply as David. Plato believed they expressed divine truths. Michelangelo, Da Vinci, and Mozart felt that way as well, and incorporated them into everything they created.

None of those gentlemen would have thought much of stanced cars, then. In fact, a lot of people don’t think much of “stance,” or, as it’s also known, “slammed,” or “hellaflush.” These terms refer to the practice of taking lowered cars to an absurd extreme. Here are some of the ways its aficionados apply this style to their vehicles:

Sebastien Loeb and the Peugeot 208 T16 Pikes Peak set new course record

When we first reported that rally ace Sébastien Loeb would be driving Peugeot's 875 hp monster up the treacherous Pikes Peak hill climb, it was clear that a record breaking time was on the cards. But what actually transpired was more than just record breaking: it was total annihilation, as Loeb completed his run in 8:13.878, over a minute and a half faster than the previous best.

Loeb is more than a nine-time consecutive World Rally Champion, as mind-blowing as that feat remains. He's also a second place finisher in the 24 Hours of Le Mans. He's won the Race of Champions three times, competing against the world's best drivers from NASCAR, IndyCar, Formula One, sports cars, and more. He also won an X-Games Gold Medal in Rallycross at his first attempt. And now, with his incredible record at Pikes Peak, helped in part by the Peugeot 208 T16 Pikes Peak race car, Sébastien Loeb marks his place as the greatest all-round racer of our generation, if not the greatest of all-time.

Rhys Millen's previous record time set in 2012 was a 9:46.164. Millen himself improved 44 seconds on that record in this year's race, but was still shy of Loeb's run by 49 seconds. That's a staggering separation in an event that runs on a mere 12.72 mile course, similar in length to the legendary Nordschleife, where auto manufactures fight for every second in an effort to one-up their competitors.

Now the nine-minute barrier has been thoroughly obliterated, the target sits squarely at mustering a sub eight. And with the way things are progressing, that milestone stands as being close to reality--at least for Peugeot and Loeb, that is. For now, the French brigade can celebrate as outright victors, destroying the field in the race to the clouds.

2014 Corvette Stingray for Kids

This 2014 Corvette Stingray costs just $275

We're told the future of automobiles is electric, lead by environmental concerns and rising fuel costs. For the enthusiast, there's always cars like the SRT Viper and Chevrolet Corvette that defy the curve by offering a huge powerplant that isn't particularly efficient and remains meshed to an "old school" manual gearbox. It's refreshing - and necessary - in a time where car culture gets lost amongst Priuses and Altimas.

Now, even the 2014 Corvette Stingray is going electric. But before you smash your computer screen in fury, this is an electric Corvette Stingray for your three year old, boasting a top speed of 6 mph and a price-tag of just $275.

When it goes on sale in September, the kiddy Corvette promises to be the fastest Power Wheels car available, ensuring every child gets bitten by the speed bug at this impressionable age. It'll also look brilliant alongside its $51,995 big brother, allowing daddy to convince mommy that buying a red Corvette isn't actually a mid-life crisis at all, rather it'll looks "cute" next to their precious child's matching sports car.

Of course, if you can't afford the real thing, this may be your only option to own a red (or Barbie pink) Corvette. And let's not pretend any parent - or human - doesn't want a Power Wheels 'Vette, regardless of whether they actually possess any children. The only negative stands to be its cramped cabin, and its unanimous use of plastic. Plus, the lack of a V-8 roar would be a shame. But if you ask Elon Musk, engine noise is overrated. No word yet on range or estimated charge time.

Road tripping the 2013 Mazda CX-9 Motoramic Family Drive

Full disclosure: We own a 2003 Mazda MPV, a minivan in which the company no longer sells in America. While there is a new version of this people hauler called the Mazda8 sold in Japan, in the US, the CX-9 is deemed more viable as a replacement due to the popularity of crossover sport utes. Additionally, full-size minivans like the Honda Odyssey and Toyota Sienna are favored because they have more room, in contrast to the smaller-statured MPV. For our family, we actually prefer Mazda’s nimble size and handling performance, plus its flexibility to meet our family's utility needs. But as our much-loved family shuttle is nearing its retirement, we need to start looking for our next car. Over a long holiday weekend, we decided to give the CX-9 a try. After stocking the CX-9 full of snacks, water, camera, jackets, books, two razors and helmets, we piled into the SUV on a city-park-hopping day-trip across Southern California.

With no need to bring our two dogs Wallace and Gromit on this road trip, the CX-9 has plenty of room to store everything we needed, especially with the 3^rd-row seat folded flat—a feature my wife Elise and I debate about all that time if that is something we still need on our next car. On the way to our first destination, a dinosaur-themed park in Laguna Hills, Calif., it is apparent that our 10 and 8-year old kids miss the optional rear seat DVD entertainment package. Luckily, the stacks of books, the quiet ride plus a competent satellite radio and Bose 10-speaker sound system kept us entertained during our drive.

Sitting in back, our 8-year old son likes the all-black interior. The perforated leather seats give the car a comfortable, classy look and feel. However, he did complain that after the car is parked under the sun for awhile, the back seats can use dedicated air vents behind the center console to cool the leather quicker. And while there is plenty of storage in the back, including the fold-flat trunk space and the fold-down center armrest, our youngest also wishes the side door pockets would be deeper, to not only hold water bottles, but also other items like books so they can be easily accessible while on the move.

After spending sometime at the Dinosaur Park, we key in our next destination, the Blue Bird Park in Laguna Beach, Calif., into the onboard TomTom-powered in-dash navigation system. Being somewhat of a techno-geek, I take pride that I could learn fairly quickly and adapt to most car infotainment systems. The one in the CX-9, however, stumped me. The touchscreen interface is slow to react. After trying to input and search for the park by hand, I give the voice-recognition a try. Time and time again the navigation system keeps directing us to the nearest airport—John Wayne. Even our 10-year old son, who usually blames me for incompetence, agrees that the small touchscreen is not easy to manipulate, and the voice guidance does not work well. He diplomatically writes in his notes that he is “really concerned about the technology.”

Upfront in the driver's seat, the Mazda CX-9 gives a commanding view of the road. The wrapped-around dash and high center console make you feel like you are nestled safely inside the car. However, on the passenger side, Elise actually feels a little cramped, especially when we can’t help but keep looking at the CX-9 through the lens of our MPV. She comments that the “interior roominess doesn’t match its larger sport ute exterior stature.”

Gripes on the interior roominess aside, the entire family do very much like the CX-9’s sporty styling, especially the new for 2013 revised front(and back)end. On the road, the 273 horsepower V-6 provides good power. The 6-speed automatic transmission is responsive to throttle demands, either for passing or at the start of a climb around the hills of Laguna Beach. And on the mostly Interstate ride to our final city park, the historic Vincent Lugo Park in San Gabriel, Calif., the CX-9 soaks up the concrete gaps nicely and cruises effortlessly. And while the steering has too much power-assist for my taste, it still directs the crossover sport ute through the corners with confidence.

Our nicely equipped, top-of-the-line 2013 Mazda CX-9 Grand Touring all-wheel-drive model stickers around $39,600, a pretty good value for all the features you get. Will we replace our MPV with it? Still not a clear-cut decision. That said, in the crossover sport ute category, we still think the 2013 Mazda CX-9 is worth the money.

   

	2013 Mazda CX-9 AWD
CLASS	7-Passenger Crossover Sport Utility
ENGINE	3.7-liter V-6
TRANSMISSION	6-speed automatic
POWER	273 hp
TORQUE	270 ft.-lb.
WEIGHT	4,552 lbs.
EPA MILEAGE	16 City / 22 Highway
STARTING PRICE	$29,785
PROS	Sporty styling and quiet ride
CONS	Hard-to-use TomTom navigation and tight interior

Audi R8 V10 Plus vs. 2014 Nissan GT-R Track Pack

The Audi R8 and Nissan GT-R tear relentlessly at the pavement with four driven wheels and an uninterrupted supply of thrust courtesy of twin-clutch transmissions. Want a quicker all-wheel-drive car? Your options are the Lamborghini Aventador ($400,000) and Bugatti Veyron.

The GT-R, then, with its 545 hp and $116,710 price, would seem a bargain. A Track Pack adds brake cooling ducts, retuned shocks, higher spring rates, and a rear seat delete, on top of the forged wheels borrowed from the Black Edition. New for the R8 this year is a twin-clutch transmission and a V10 Plus model. The latter hones the car with ceramic rotors, a smaller fuel tank, fixed rate shocks, manual seats, and carbon-fiber trim pieces. That's a total weight savings of 130 pounds. Oh, and it makes 25 hp more.

The engines sit at different ends and the price difference is substantial, but we couldn't resist the temptation of pitting these two AWD juggernauts against each other. So, a drag race? Quick, after all, is easy for these two -- spookily so. Both have launch control procedures, but the gist of it is this: brake, gas, disappear. At a blink over 11 seconds, the race is over. The Nissan wins by 0.3 second with nary a chirp from its Dunlops. Its 2.7-second 0-60-mph time ties it with the fastest production vehicles we've ever tested -- Veyron, 911 Turbo.Which one's quicker? Done. But which is better? That will take a drive on our favorite mountain roads and a lapping session at Willow Springs to determine.

On an empty mountain highway, editor-in-chief Edward Loh and I attempted, fruitlessly, to stay under the speed limit. These cars sucker you in: the R8 innocently urging you to push incrementally harder through each corner; the GT-R never feeling satisfied going slow and chiding you for it.

One seldom escapes the other. "I think only on boost and exiting a tricky corner -- maybe in third, planted -- will the GT-R surprise the R8. The big tell was seeing dual puffs of gray exhaust shoot from the GT-R," Loh says. Its Dunlops permit high entry speeds and constantly seem ready for more. You can always get on the gas sooner than you think -- the challenge is finding how early. The reward is a barrage of frenetic acceleration backed by a cacophony of rising engine noise and gear whine. Rinse and repeat. The GT-R generates an onslaught of g-forces, so the firm grip of the blue and gray Pep Boys-inspired seats is welcome. The ride, even with the Bilsteins set to Comfort mode, seems to transmit every road imperfection to your head ("'COMF' is a lie!" is a frequent refrain). The darn machine is just so capable that it's the humans who wear out.

Plop down into the Audi, and you find a pervasive sense of refinement. It's a finely crafted timepiece to the GT-R's (hugely successful) physics experiment. With no engine blocking the front axle, your outward view and sense of control seem greater and more direct. You get a feel for the weight balance and how you can bend it with steering inputs and pedal control. Part of it is the fixed shocks, which provide comfort once unfathomable in a supercar, but also a better sense of the road. The ride doesn't isolate you; you still feel what the car's doing, but the unwanted noise is damped out. "The Audi feels much more special, much more premium, and roughly 2 feet lower than the GT-R," Loh notes.In the battle of transmissions, the R8 has the edge. Its gear changes feel quicker and smoother, and it brings out the best of the V-10's song -- a 7000-rpm downshift will make your neck tingle. The GT-R's box is no less effective, but its shifts are more pronounced.We meet MT hot-shoe Randy Pobst at the Streets of Willow Springs early, eager to experience these two without the unjust restrictions of speed limits. He sets out in the R8 first, and the V-10 howl is audible even after he disappears into the far end of the track. Afterward, he exits adoring the powertrain but complaining about late entry oversteer. "Really didn't think the car would do that," he says. "Everything felt good, and then the tail would just start to come and keep going. It took a lot of steering to stop."

Mercedes-Benz S-Class

No honest man needs a $100,000 luxury sedan, but after learning more about the 2014 Mercedes-Benz S-Class, we're drawn in by the astoundingly long list of new technology offered on the German automaker's latest flagship car. The 2014 Mercedes S-Class sedan has the technology to make even the most jaded luxury consumer take notice, and we can't wait to evaluate everything from the advanced automated parking system to the active perfuming system, and -- oh yeah -- the twin-turbocharged 4.7-liter V-8 with 516 lb-ft of torque.

The 2014 S550 hits 60 mph in a Mercedes-estimated 4.8 seconds, down from the outgoing all-wheel-drive S550's estimated time of 5.4 seconds. Power is up 26 hp, but more important, the 2014 S550 will make more power than full-size flagship V-8 luxury sedans from BMW, Audi, and Lexus. The S550 still uses a seven-speed automatic transmission, but drag coefficient is down to 0.24 -- 0.02 better than its predecessor and 0.01 better than the 2012 Toyota Prius. While we don't expect significantly improved EPA-rated fuel economy compared to the 2013 S550's 15/24-25 mpg city/highway, the new Mercedes should offer a longer driving range and, like its predecessor, will not be subject to a gas guzzler tax. What may really blow away consumers, though, is the incredible array of new technologies and customization options the 2014 S-Class offers.

The S-Class has always been the car on which Mercedes introduces new technologies that tend to trickle down not only to less expensive models, but also across the industry. While it's unclear how easy it will be to repair all the 2014 S-Class' newly available technology down the road, the cars' first owners should delight in first-class features everywhere. For starters, loaded S-Class sedans will feature lighting from nearly 500 LEDs, including about 300 LEDs in the interior. The LEDs can be lit in seven colors with five dimming levels and four dimming zones.

Mercedes is particularly proud of the Magic Body Control system. With help from Road Surface Scan, if the car's stereo camera detects unevenness ahead (like a speed bump), the car can prepare the standard air suspension for the roughness ahead. The automaker calls it the first suspension system with eyes. On the subject of technology with sight, the updated automated parking system can recognize parking spaces nearby. We've seen plenty of parking systems that help drivers parallel park, but are just starting to see systems that can pull into end-on spaces, too. Mercedes claims the S-Class' system can also get the car out of a previously auto-parked space by controlling the steering and brakes.

As much as we love driving anything with 455 hp and 516 lb-ft of torque, we'll gladly take a back seat in the 2014 S-Class. Splurge on the luxury or reclining seat options and the rear seat has what Mercedes says is unrestricted legroom even in the full resting position. (The backrest angle is adjustable up to 43.5 degrees.) Mercedes claims the 2014 S-Class will be the quietest vehicle in its segment, a quality we welcome in all S-Class variants except future AMGs.For Chinese customers who'll never spend a minute behind the wheel of their new S-Class, the back seats can be ordered in a two-passenger configuration with a business center console in the middle. The hot-stone-style massaging seat functions can be ordered on the rear seats. Mercedes consulted physiotherapists and psychologists to develop its massaging seats, which in front have an integrated warming function and six massage programs. Seats with ventilation have four fans in the seat cushion and two fans in the backrest. The S-Class also offers heated armrests, and the rear seat belt buckles only appear when the rear doors are opened.

Once your chauffeur gets on the highway, he shouldn't have an issue staying in his lane. The latest version of Mercedes' Distronic cruise control works in stop-and-go traffic and can now keep drivers centered in their lane on straightaways and gentle curves, thanks in part to the stereo camera in the front of the car. The camera can recognize lane markings, or, when those aren't clearly discernable in traffic, the vehicle ahead, then apply the appropriate steering torque and stay in the middle of the lane.

Two 12.3-inch displays keep the driver informed; one is an instrument cluster while the other is the central display screen. While some features may not make it to the U.S.-spec model, the screen can be equipped with Splitview, which shows the driver and passenger different content at the same time. The driver and passenger each get two circular air vents below the central dash screen, and there's no shortage of wood trim. All passengers might benefit from the adjustable active perfuming system, which Mercedes notes will not deposit perfume molecules on fabric surfaces or clothes.

There's nothing coupe-like about a 206.5-inch four-door sedan, but that hasn't stopped Mercedes from referencing "coupe-style intentions" with the S-Class' revised exterior design. The 2014 S-Class' larger front grille is more upright, and the horizontal strakes stop just short of the chrome frame. From the front or the side, this is a design that current S-Class owners will easily recognize as similar yet different. From behind, a long strip of chrome lines the top of the license plate area and artfully lit LED taillights stretch the length of the car. The rear windshield's upper edges are rounded off for more "coupe-like" appeal, though two-door fans might simply wait for the anticipated CL-replacing S-Class coupe.With so much available safety, comfort, and luxury features, the 2014 Mercedes-Benz S-Class has more than enough in its technology arsenal to impress anyone who walks into a dealership. We wonder whether more moderately equipped models will have the same effect on drivers, but one thing is clear: The S-Class is back in the front of its class with plenty of wow factor
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2014 Toyota Corolla

Despite criticism for being plain and appliance-like basic, the Toyota Corolla continues to sell in extraordinary volumes, always landing at or near the top of its class in monthly sales. The current generation is hardly distinguishable from the model that came before it, seemingly providing only the bare minimum needed to satisfy compact buyers. It doesn't move the needle, but it certainly moves metal off dealer lots. With the new 2014 Corolla, which just made its debut in Los Angeles, can Toyota silence its critics while still appeasing the masses?

 Even Toyota admits the Corolla doesn't have the best reputation for style, saying the new car's exterior and interior styling will "challenge the pre-conceptions about Corolla." That is no exaggeration, as the 2014 Corolla draws heavily from the aggressive-looking Furia concept, sporting its sleeker lines and sharp, eye-catching details. Toyota dubs the concept's look "Iconic Dynamism," and the design language looks like it translated well for the production version. Helping to improve the Corolla's proportions is a wheelbase stretched by 3.93 inches, with overall length growing by nearly as much. Overall width increases by 0.63 inch, while height is raised by 0.39 inch.

Like the Furia concept, the 2014 Corolla receives short overhangs and a more tapered profile with an elongated, sloping C-pillar that flows into the trunk. This shape helps reduce the Corolla's drag coefficient to a slippery 0.28, which works with other aerodynamic upgrades including an under-cover below the front bumper to smooth airflow and improve efficiency. The Furia is also seen in the Corolla's front end, which is highlighted by a slender grille, an Avalon-like reverse-trapezoidal valance opening, and small headlights. Among the biggest surprises in the 2014 Corolla are LED headlights. Normally reserved for much pricier cars, they are standard across the lineup -- a first for the C segment. Those headlights feature LED low-beam lamps and LED daytime running lights, and were developed to reduce mass at the corners and lend a unique look to the front end. In back, things are again similar to the Furia, with wide taillights that taper near the center of the trunk, and an optional small decklid spoiler.

The all-aluminum, variable valve timing-equipped 1.8-liter four-cylinder carries over from the previous model, but a new version with Valvematic valvetrain technology appears for the new LE Eco trim. Valvematic makes its North American debut in the Corolla, offering a wider range of continuously variable valve timing on the intake side. Toyota says this results in a 5 percent improvement in fuel economy and engine output, and accounts for the LE Eco model's 140 hp and 126 lb-ft of torque, up from the L, LE, and S model's 132-hp rating, and nearly matching maximum torque, which is achieved at lower rpm on the LE Eco. The LE Eco model is aimed squarely at other hypermiling compacts such as the Ford Focus SFE and Chevrolet Cruze Eco, and Toyota estimates that fuel economy will be between 40 and 45 mpg.

Base 2014 Corolla L models will be offered with either a carryover four-speed automatic or a six-speed manual transmission, which is also an option on S models. The 2014 Corolla will be the first Toyota model to offer a pulley-style CVT in North America--its CVTi-S unit ("i" standing for intelligent, and the "S" standing for shift) offered on LE, S, and LE Eco models. Toyota says it aimed to reduce the "rubber band" driving feel that plagues most CVTs. To do this, engineers integrated seven simulated shift points into the transmission to mimic the characteristics of traditional automatics. The shift points can be manually controlled through the gear selector's manual setting or the S model's optional paddle shifters. Toyota says offering good feel was a top priority, so engineers looked at how traditional automatics drive and tuned the CVT-equipped Corolla accordingly.

CVTs typically need high levels of hydraulic pressure to operate, but many designs rely on engine-driven pumps, which means energy is wasted over-lubricating the transmission at higher rpms. To address this, Toyota developed a two-port coaxial oil pump that requires 25 percent less torque to operate compared to other designs. Hydraulic pressure was also reduced to an optimal level to prevent belt slippage and conserve drive effort. Toyota says these changes result in less parasitic loss and greater efficiency. A transmission fluid warmer is standard, helping the CVTi-S reach operating temperature faster. The transmission casing is designed to be compact, while still offering room within the housing for the pulleys to have a wide gear ratio spread. That range of gear ratios spans 0.396 to 2.480, with a final drive ratio of 4.761. This gives CVT-equipped Corollas a balanced blend of acceleration and cruising performance. An Eco mode is selectable on non-S models equipped with the CVTi-S, tailoring accelerator inputs to reduce fuel consumption and dialing back AC compressor power. S models get a Sport mode meant to deliver a sportier driving experience by altering shift points and retuning the electric power steering system, which is standard for all 2014 Corollas. That system has been tuned for feel and weight, and other steering components such as the tilt/telescopic structure have been designed to enhance steering rigidity and reduce vibration. Lock to lock, the Corolla's steering measures 3.19 turns.

The 2014 Corolla utilizes a more rigid unibody comprised extensively of high-strength steel that helps maintain a curb weight of less than 2900 pounds across the lineup. High tensile-strength steel is also used, allowing for reduced thickness of structural pieces and improved strength in a collision. Additional chassis bracing can be found around the transmission tunnel and in the rear floor to further increase rigidity. The 11th-generation Corolla rides on a Macpherson front strut and torsion beam rear suspension, and features an improved control arm design compared to the outgoing model. Spring rates are optimized for ride comfort on most models, though S models equipped with 17-inch wheels get specially tuned springs, dampers, and bushings to enhance sportiness. The rear torsion beam is attached to the body at a slanted angle, which Toyota says helps improve handling, stability, and grip.Bringing the 2014 Corolla to a stop are standard 10.82-inch ventilated front rotors, with either 10.19-inch solid discs (S model) or 9-inch drums (all others) in the rear. Toyota's Star Safety System comes standard, and includes anti-lock brakes, Electronic Brake-Force Distribution, Brake Assist, and Vehicle Stability Control systems. A brake override system is also standard, as is a tire pressure monitoring system. L and LE Eco models receive standard 15-inch steel wheels with covers, while LE and S models get 16-inch steel units. A set of 16-inch alloy wheels is available on the LE, and an exclusive 16-inch alloy design is offered on the LE Eco. The S model can be upgraded with 17-inch alloy wheels wrapped in 215/45-size rubber.Toyota listened to consumer feedback when it styled the new Corolla. The dash is meant to give off a more premium vibe with its piano-black gloss trim and metallic accents. The gauge cluster comes in one of two designs: a traditional three-binnacle layout with chrome rings on S, LE, and LE Eco models, or a two-dial gauge cluster with central 3.5-inch TFT display on S models. Blue, black, or amber pinstripes accent the cabin depending on interior color, along with color-matched dash and door panel ornamentation.With the wheelbase stretched by nearly four inches, the Corolla's interior also grows. Rear legroom is increased thanks to a slimmer front seat back and the rear seat hip point moving back almost three inches. Rerouting the exhaust plumbing allowed the floor to be flattened, eliminating the center hump. Meanwhile, thicker urethane pads and foam inserts help improve seat comfort for rear occupants. In front, seat bottoms have been made more supportive and side bolstering is also improved. The front seat's adjustment range increases by 0.59 inch to accommodate a broader range of body types (we'll spare you the fat American jokes this time). Seats are upholstered in either cloth or upgraded SofTex material, depending on trim. Cabin noise is reduced thanks to an acoustic glass windshield, improved carpet insulation, an instrument panel seal adjoining the cowl and the windshield, a fender sound insulator, and a silencer pad located within the dash.

As evidenced by the car's standard LED headlights, Toyota designed the 2014 Corolla with a high level of standard and available equipment in mind. All models receive an in-glass AM/FM radio antenna, body-color door handles and mirrors, 60/40 split-folding rear seat, power door locks with automatic locking feature, power windows with driver-side one-touch up/down function, air conditioning with pollen filter, Bluetooth connectivity, and eight airbags as standard. Other features such as hands-free keyless entry with push-button start, automatic climate control, leather-trimmed steering wheel, Multi-Information Display, and voice-command phone controls are available. A wide range of audio systems including navigation and Entune infotainment options will also be offered.With its impressive list of features and vastly improved styling, the 2014 Toyota Corolla seems to be on the right track to turn the nameplate's image around. To find out if it's truly a threat to the rest of the segment, however, we'll have to wait until we can slip behind the wheel.

2014 Mercedes Benz CLA45 AMG

I almost feel bad for any manufacturer that has a turbocharged four-cylinder-powered small car scheduled to be released within the next few years. 

Not only is the new 2014 Mercedes CLA45 AMG breaking new ground in small performance sedans, it will likely be the benchmark for the next generation. I say "almost" because with a base price of $48,350 and an expected transaction price closer to $55,000, other manufacturers might not see AMG's latest and greatest as direct competition.The previous generation of A-Class would never have worked in the U.S. It wasn't much more than an average commuter car with a Mercedes interior. This new CLA is inspired, not to mention sexy, and will likely be a hit on our side of the Atlantic. It was these sexy lines that first attracted AMG to the idea of taking on the CLA. Once it became clear that the car would deliver in the driving department, the deal was set.

To begin with, AMG decided sticking with a four-cylinder was the only option. Although the architecture between the standard Mercedes and AMG is similar, the two share few parts. AMG starts with a proprietary block, head, and most hardware. Obviously the turbo, which provides 26 pounds of boost, is larger than the standard unit and requires an AMG-specific water-to-air charge-cooler. The pistons and crank are forged, with balancing and weight optimization said to be near racing level.

 The result is 355 hp and 332 lb-ft of torque. Although this will be the most powerful I-4 for sale in the U.S., the numbers aren't the most impressive part.Through careful and near-obsessive engineering, the team at AMG has produced a turbocharged engine that delivers 177.5 hp per liter and develops full torque from 2250 to 5000 rpm. In practical terms, not only can it deliver a mountain of torque on demand, it can deliver the exact level of torque the driver requires. High-strung turbocharged engines generally supply torque as an all-or-nothing proposition, but this engine delivers levels of throttle modulation and response more fitting of a naturally aspirated mill, and it does it all while providing a ripping, GT race car-like sound track. Full-throttle acceleration opens up a valve in the exhaust, creating an angry, growling roar that crescendos with a load brap at every shift.