LATEST NEW CAR INFORMATION AND EXPORT NEWS
02/03/2014 - Nicolas Popov wrote:
2014 Jeep Wrangler
he Jeep Wrangler is arguably older than anything beyond pickup trucks, tracing its roots to military duty 70 years ago. Wrangler has been modernized with a contemporary engine, electronics inside and underneath, and the body panels are now artfully curved for stiffness while appearing flat. The current-generation Wrangler was introduced as a 2007 model.
However, the Wrangler remains the most maneuverable and trail-capable vehicle from a showroom, and will go places most owners don't dare drive. Or hike. If you're not used to hanging in your seatbelt like a puppet, you have no idea what one can do.
Still trail-capable but not so maneuverable is the four-door Wrangler Unlimited. There are enough differences between Wrangler and Wrangler Unlimited that a mere two- or four-door reference wouldn't do it justice. The delta in wheelbase (the distance from front wheel center to rear) is similar to that between a regular cab and crew cab pickup.
A new limited-production Wrangler Unlimited Dragon Edition joins the lineup for 2014, featuring black and bronze satin-gloss exterior and interior treatments. Jeep has reissued the Freedom Edition as a value-priced model.
Also new, the 2014 Jeep Wrangler Rubicon X promises added off-road capability, including a winch-capable bumper and wider rock rails. A newly available Trail Kit features two D-rings, a tow strap, gloves, and storage bag. Parking lamps and turn-signal indicators are now clear rather than amber. Sport models may now be equipped with a Uconnect touchscreen radio with hard-drive storage.
Heated leather upholstery is available for Wranglers. You can swap the doors to half-size and fold down the windshield (though it's quite a chore), or power up the windows to indulge in climate control.
All Wranglers are powered by Chrysler's 24-valve 3.6-liter V6, here rated at 285 horsepower and 260 pound-feet of torque. There's a choice of 6-speed manual or 5-speed automatic transmission. A Wrangler gets away from a stop with no problem, but falls off the acceleration curve as it runs into aerodynamic resistance at highway speeds.
But if you buy a Wrangler for highway cruising, you've missed the point. Indeed, they will travel the Interstate with a modicum of comfort and civility, but that's not what they're built for. Wranglers are better suited to all-weather urban runabouts, for folks living on a beach or off the grid or beaten path, or for those whose idea of a freeway is a fast section of dry wash or graded dirt run.
The standard soft top slides and folds horizontally on the roof, leaving the occupants further protected by door and window frames, augmented by a rollbar. The removable hardtop comes off in three pieces: a pair of T-tops, with a sunroof over the rear seat. With T-tops removed, at 65 mph the buffeting grates on you; but with the top on, it feels smooth.
In the popular two-door Wrangler, there's very little storage space behind the rear seat, so four people with four medium backpacks fills it to overflowing. But the rear seat can be removed, creating a voluminous 61.2 cubic feet of cargo space. That's the setup we like.
Less likely, the rear seat can be removed from the four-door Wrangler Unlimited making 87 cubic feet. But that doesn't make much sense, either. Wrangler Unlimited is best for parties of four. Our recommendation: Remove the rear seats in the two-door Wrangler, leave the rear seats in place in the four-door Unlimited.
Wranglers are available with all the electronic trimmings, including touch-screen navigation, but sunlight plays havoc with display readability and on a trail you're moving around too much to touch the screen accurately.
Wrangler is not built for gas-mileage. Typically, it averages in the teens and doesn't change much between daily driving and long highway runs.
Wrangler has little direct competition. A Mercedes G-Class has off-highway ability of an Unlimited, a more luxurious cabin, and costs three times as much. The only factory trail vehicles approaching a Wrangler are the Toyota FJ Cruiser or a Land Rover Defender 90.
2014 Jeep Wrangler
he Jeep Wrangler is arguably older than anything beyond pickup trucks, tracing its roots to military duty 70 years ago. Wrangler has been modernized with a contemporary engine, electronics inside and underneath, and the body panels are now artfully curved for stiffness while appearing flat. The current-generation Wrangler was introduced as a 2007 model.
However, the Wrangler remains the most maneuverable and trail-capable vehicle from a showroom, and will go places most owners don't dare drive. Or hike. If you're not used to hanging in your seatbelt like a puppet, you have no idea what one can do.
Still trail-capable but not so maneuverable is the four-door Wrangler Unlimited. There are enough differences between Wrangler and Wrangler Unlimited that a mere two- or four-door reference wouldn't do it justice. The delta in wheelbase (the distance from front wheel center to rear) is similar to that between a regular cab and crew cab pickup.
A new limited-production Wrangler Unlimited Dragon Edition joins the lineup for 2014, featuring black and bronze satin-gloss exterior and interior treatments. Jeep has reissued the Freedom Edition as a value-priced model.
Also new, the 2014 Jeep Wrangler Rubicon X promises added off-road capability, including a winch-capable bumper and wider rock rails. A newly available Trail Kit features two D-rings, a tow strap, gloves, and storage bag. Parking lamps and turn-signal indicators are now clear rather than amber. Sport models may now be equipped with a Uconnect touchscreen radio with hard-drive storage.
Heated leather upholstery is available for Wranglers. You can swap the doors to half-size and fold down the windshield (though it's quite a chore), or power up the windows to indulge in climate control.
All Wranglers are powered by Chrysler's 24-valve 3.6-liter V6, here rated at 285 horsepower and 260 pound-feet of torque. There's a choice of 6-speed manual or 5-speed automatic transmission. A Wrangler gets away from a stop with no problem, but falls off the acceleration curve as it runs into aerodynamic resistance at highway speeds.
But if you buy a Wrangler for highway cruising, you've missed the point. Indeed, they will travel the Interstate with a modicum of comfort and civility, but that's not what they're built for. Wranglers are better suited to all-weather urban runabouts, for folks living on a beach or off the grid or beaten path, or for those whose idea of a freeway is a fast section of dry wash or graded dirt run.
The standard soft top slides and folds horizontally on the roof, leaving the occupants further protected by door and window frames, augmented by a rollbar. The removable hardtop comes off in three pieces: a pair of T-tops, with a sunroof over the rear seat. With T-tops removed, at 65 mph the buffeting grates on you; but with the top on, it feels smooth.
In the popular two-door Wrangler, there's very little storage space behind the rear seat, so four people with four medium backpacks fills it to overflowing. But the rear seat can be removed, creating a voluminous 61.2 cubic feet of cargo space. That's the setup we like.
Less likely, the rear seat can be removed from the four-door Wrangler Unlimited making 87 cubic feet. But that doesn't make much sense, either. Wrangler Unlimited is best for parties of four. Our recommendation: Remove the rear seats in the two-door Wrangler, leave the rear seats in place in the four-door Unlimited.
Wranglers are available with all the electronic trimmings, including touch-screen navigation, but sunlight plays havoc with display readability and on a trail you're moving around too much to touch the screen accurately.
Wrangler is not built for gas-mileage. Typically, it averages in the teens and doesn't change much between daily driving and long highway runs.
Wrangler has little direct competition. A Mercedes G-Class has off-highway ability of an Unlimited, a more luxurious cabin, and costs three times as much. The only factory trail vehicles approaching a Wrangler are the Toyota FJ Cruiser or a Land Rover Defender 90.
01/28/2014 - Nicolas Popov wrote:
2014 Mercedes-Benz S-Class
The Mercedes-Benz S-Class has been completely redesigned for the 2014 model year. The 2014 Mercedes-Benz S-Class has a soft-spoken style but boasts technology unheard of when the previous S-Class arrived as a 2007 model.
Essentially, the new 2014 S-Class has more of everything. Leaving alone for a moment the sumptuous perforated-leather seats, the rear-seat legroom that would accommodate a stretched-out LeBron James, the illusion that the windshield actually seems to widen out toward the top, well, there's the extraordinary safety systems and sophisticated electronics built into this iconic automobile.
The 2014 S-Class deserves a doctorate as a study in automotive technology and safety features. It is stuffed with sensors, surrounded by cameras and radar, and it can sense rough roads, pedestrians and other cars in its path, predict collisions and initiate braking. Data are collected by a stereoscopic camera able to see a 3D view of the environment up to 50 meters ahead and sense the spatial position and movements of objects ahead of the vehicle.
Mercedes calls all of these sci-fy-ish systems Intelligent Drive. Some of the components are standard, such as Collision Prevent Assist and Magic Vision Control. Others, while others such as the Driver Assistance Package and Magic Body Control are options.
The latter is worth a special mention. While the standard S-Class receives a pretty good air suspension, Magic Body Control employs the stereo camera to detect irregularities in the road surface ahead, and to automatically adjust the hydraulic suspension damping to a softer mode in a fraction of a second. The system works at speeds of up to 80 MPH. Goodbye, bumps.
The curvaceous interior is welcoming to all occupants, with fine leather and threads and a wraparound sweep to the cockpit. This is no cabin to cozy up to, but this is no sports car either.
The 2014 S-Class arrives in the U.S. in its long-wheelbase iteration (124.6-inch wheelbase, 206.5-inch overall length), making it ideal for a chauffeur-driven sedan, where it's possible to stretch out in the expansive rear seat, and on the passenger's side to recline much as in the first-class cabin of an international jet.
The all-new S-Class begins in the U.S. market with the 2014 Mercedes-Benz S550 and S550 4MATIC and the 2014 Mercedes-Benz S63 AMG 4MATIC.
The 2014 S550 and S550 4MATIC are propelled by a V8 that displaces 4.6 liters and outputs 455 horsepower at 5250 rpm and 516 pound-feet of torque from 1800 to 3500 rpm. Zero-to-60 acceleration performance is 4.8 seconds, according to the manufacturer. Top speed is limited to 130 mph. All 2014 S550 models come with a 7-speed automatic. The S550 uses rear-wheel drive, while the S550 4MATIC is all-wheel drive.
The 2014 S63 AMG 4MATIC is powered by a 5.5-liter V8 biturbo engine hand-built by Mercedes-AMG rated at 577 horsepower and 664 pound-feet of torque. All-wheel drive is standard as is a 7-speed AMG Speedshift sports transmission and an AMG ADAPTIVE sports suspension. The new S63 AMG is 220 pounds lighter than a comparable previous-generation version. This high-performance sedan is capable of 0-60 mph in a very quick 3.9 seconds, according to Mercedes-Benz USA.
Options are plentiful for those who wish to extend their car payments. How many makes offer heated armrests?
Competition in this autobahn-blaster segment is robust. There are the usual suspects from Germany, including the Audi A8 and the BMW 7 Series, but they lack the cachet of the Mercedes brand (although they maintain a fashionable cachets of their own). Lexus also presents an appealing luxe alternative with its top of the line LS series.
2014 Mercedes-Benz S-Class
The Mercedes-Benz S-Class has been completely redesigned for the 2014 model year. The 2014 Mercedes-Benz S-Class has a soft-spoken style but boasts technology unheard of when the previous S-Class arrived as a 2007 model.
Essentially, the new 2014 S-Class has more of everything. Leaving alone for a moment the sumptuous perforated-leather seats, the rear-seat legroom that would accommodate a stretched-out LeBron James, the illusion that the windshield actually seems to widen out toward the top, well, there's the extraordinary safety systems and sophisticated electronics built into this iconic automobile.
The 2014 S-Class deserves a doctorate as a study in automotive technology and safety features. It is stuffed with sensors, surrounded by cameras and radar, and it can sense rough roads, pedestrians and other cars in its path, predict collisions and initiate braking. Data are collected by a stereoscopic camera able to see a 3D view of the environment up to 50 meters ahead and sense the spatial position and movements of objects ahead of the vehicle.
Mercedes calls all of these sci-fy-ish systems Intelligent Drive. Some of the components are standard, such as Collision Prevent Assist and Magic Vision Control. Others, while others such as the Driver Assistance Package and Magic Body Control are options.
The latter is worth a special mention. While the standard S-Class receives a pretty good air suspension, Magic Body Control employs the stereo camera to detect irregularities in the road surface ahead, and to automatically adjust the hydraulic suspension damping to a softer mode in a fraction of a second. The system works at speeds of up to 80 MPH. Goodbye, bumps.
The curvaceous interior is welcoming to all occupants, with fine leather and threads and a wraparound sweep to the cockpit. This is no cabin to cozy up to, but this is no sports car either.
The 2014 S-Class arrives in the U.S. in its long-wheelbase iteration (124.6-inch wheelbase, 206.5-inch overall length), making it ideal for a chauffeur-driven sedan, where it's possible to stretch out in the expansive rear seat, and on the passenger's side to recline much as in the first-class cabin of an international jet.
The all-new S-Class begins in the U.S. market with the 2014 Mercedes-Benz S550 and S550 4MATIC and the 2014 Mercedes-Benz S63 AMG 4MATIC.
The 2014 S550 and S550 4MATIC are propelled by a V8 that displaces 4.6 liters and outputs 455 horsepower at 5250 rpm and 516 pound-feet of torque from 1800 to 3500 rpm. Zero-to-60 acceleration performance is 4.8 seconds, according to the manufacturer. Top speed is limited to 130 mph. All 2014 S550 models come with a 7-speed automatic. The S550 uses rear-wheel drive, while the S550 4MATIC is all-wheel drive.
The 2014 S63 AMG 4MATIC is powered by a 5.5-liter V8 biturbo engine hand-built by Mercedes-AMG rated at 577 horsepower and 664 pound-feet of torque. All-wheel drive is standard as is a 7-speed AMG Speedshift sports transmission and an AMG ADAPTIVE sports suspension. The new S63 AMG is 220 pounds lighter than a comparable previous-generation version. This high-performance sedan is capable of 0-60 mph in a very quick 3.9 seconds, according to Mercedes-Benz USA.
Options are plentiful for those who wish to extend their car payments. How many makes offer heated armrests?
Competition in this autobahn-blaster segment is robust. There are the usual suspects from Germany, including the Audi A8 and the BMW 7 Series, but they lack the cachet of the Mercedes brand (although they maintain a fashionable cachets of their own). Lexus also presents an appealing luxe alternative with its top of the line LS series.
01/26/2014 - Nicolas Popov wrote:
2014 Honda CR-Z
n a world of ho-hum looking hybrids, the Honda CR-Z attempts to infuse panache into an otherwise bland segment. Dubbed a hybrid sport coupe, the CR-Z is a compact hatchback that seats two. CR-Z is the only hybrid available with a manual transmission.
The 2014 Honda CR-Z carries over unchanged from 2013, when the CR-Z got an updated look with a revised front fascia, new rear diffuser and new 16-inch alloy wheels, as well as some extra standard features. Underneath, a new lithium-ion battery pack and more powerful electric motor helped to bump up horsepower and torque for 2013.
The CR-Z is what's called a mild hybrid, pairing Honda's 1.5-liter four-cylinder engine with a 15-kilowatt electric motor. The electric motor is used to make the car go faster, but the CR-Z will not operate on purely electric power at low speeds, like full-hybrid vehicles will. On the CR-Z, the electrification serves to boost acceleration almost like a turbocharger. This allows the use of a smaller, more-efficient engine.
Combined with the 144-volt battery pack, the CR-Z is good for a combined power output of 130 horsepower. Torque is 140 pound-feet on models equipped with the six-speed manual transmission, and 127 pound-feet on models that use the continuously variable transmission, or CVT.
CR-Z models come with a Plus Sport system, which gives the driver what's essentially a push-to-pass button. Pressing the S+ button will give the CR-Z an acceleration boost for five seconds, provided the car is going 20 mph or more and the battery is more than 50 percent charged.
Cars equipped with the manual transmission get an EPA fuel-economy estimate of 31/38 mpg City/Highway. With the CVT, fuel economy is greatly improved around town, with an EPA rating of 36/39 mpg City/Highway.
The Honda CR-Z is about the same length and width as a Honda Fit, but CR-Z lacks the Fit's function and practicality. Fit seats five. Cargo space in the CR-Z is vast, but storage space within arm's length of the driver is lacking. The CR-Z doesn't feel like a hybrid, especially not with the standard 6-speed manual transmission, and that's either a good thing or bad thing depending on your point of view.
The CR-Z can be set in Sport, Normal or Econ modes, which adjust throttle sensitivity, steering assist, air-conditioning usage and transmission programming on cars with the CVT. You can also get additional electric-motor assist on cars with the manual transmission.
Inside, the instrument panel is busy, with a dominant light-ring changing colors from green to blue to red, depending on how hard you're driving. The dashboard is sculpted to be futuristic, but we wish more design time had been spent on being practical rather than cool. The cloth mesh seats are supportive with good bolstering, and the HID headlamps on the CR-Z EX are excellent. There's a blind spot caused by the roofline, and visibility in the rearview mirror is restricted, due to the nearly flat roofline.
Competitors have sprung up since the CR-Z launched in 2011, which best the Honda hatch in spaciousness and efficiency. The Toyota Prius C seats four, gets an impressive 53/46 mpg City/Highway, and starts at about a thousand bucks less. Ford has C-MAX, which is larger and a few thousand dollars more, but offers tons more space and is available in either a hybrid or a plug-in version.
Non-hybrid hatches like Honda Fit and Mazda3 are also worth considering. If style and performance are your main concerns, there are the Fiat Abarth, Hyundai Veloster or Mini Cooper, which all offer distinct designs and good gas mileage. The CR-Z is a good choice if you like its sporty looks, but for practicality and value, we'd look elsewhere.
2014 Honda CR-Z
n a world of ho-hum looking hybrids, the Honda CR-Z attempts to infuse panache into an otherwise bland segment. Dubbed a hybrid sport coupe, the CR-Z is a compact hatchback that seats two. CR-Z is the only hybrid available with a manual transmission.
The 2014 Honda CR-Z carries over unchanged from 2013, when the CR-Z got an updated look with a revised front fascia, new rear diffuser and new 16-inch alloy wheels, as well as some extra standard features. Underneath, a new lithium-ion battery pack and more powerful electric motor helped to bump up horsepower and torque for 2013.
The CR-Z is what's called a mild hybrid, pairing Honda's 1.5-liter four-cylinder engine with a 15-kilowatt electric motor. The electric motor is used to make the car go faster, but the CR-Z will not operate on purely electric power at low speeds, like full-hybrid vehicles will. On the CR-Z, the electrification serves to boost acceleration almost like a turbocharger. This allows the use of a smaller, more-efficient engine.
Combined with the 144-volt battery pack, the CR-Z is good for a combined power output of 130 horsepower. Torque is 140 pound-feet on models equipped with the six-speed manual transmission, and 127 pound-feet on models that use the continuously variable transmission, or CVT.
CR-Z models come with a Plus Sport system, which gives the driver what's essentially a push-to-pass button. Pressing the S+ button will give the CR-Z an acceleration boost for five seconds, provided the car is going 20 mph or more and the battery is more than 50 percent charged.
Cars equipped with the manual transmission get an EPA fuel-economy estimate of 31/38 mpg City/Highway. With the CVT, fuel economy is greatly improved around town, with an EPA rating of 36/39 mpg City/Highway.
The Honda CR-Z is about the same length and width as a Honda Fit, but CR-Z lacks the Fit's function and practicality. Fit seats five. Cargo space in the CR-Z is vast, but storage space within arm's length of the driver is lacking. The CR-Z doesn't feel like a hybrid, especially not with the standard 6-speed manual transmission, and that's either a good thing or bad thing depending on your point of view.
The CR-Z can be set in Sport, Normal or Econ modes, which adjust throttle sensitivity, steering assist, air-conditioning usage and transmission programming on cars with the CVT. You can also get additional electric-motor assist on cars with the manual transmission.
Inside, the instrument panel is busy, with a dominant light-ring changing colors from green to blue to red, depending on how hard you're driving. The dashboard is sculpted to be futuristic, but we wish more design time had been spent on being practical rather than cool. The cloth mesh seats are supportive with good bolstering, and the HID headlamps on the CR-Z EX are excellent. There's a blind spot caused by the roofline, and visibility in the rearview mirror is restricted, due to the nearly flat roofline.
Competitors have sprung up since the CR-Z launched in 2011, which best the Honda hatch in spaciousness and efficiency. The Toyota Prius C seats four, gets an impressive 53/46 mpg City/Highway, and starts at about a thousand bucks less. Ford has C-MAX, which is larger and a few thousand dollars more, but offers tons more space and is available in either a hybrid or a plug-in version.
Non-hybrid hatches like Honda Fit and Mazda3 are also worth considering. If style and performance are your main concerns, there are the Fiat Abarth, Hyundai Veloster or Mini Cooper, which all offer distinct designs and good gas mileage. The CR-Z is a good choice if you like its sporty looks, but for practicality and value, we'd look elsewhere.
01/19/2014 - Nicolas Popov wrote:
2014 Jaguar XJ
The Jaguar XJ is a full-size luxury sedan with a harmonious balance of spirited performance, smooth operation and poise. It's available in both regular and long-wheelbase variants, making it superb for whisking away passengers in style. As with most world-class luxury sedans, the XJ is rear-wheel drive, but all-wheel drive is available.
For 2014, Jaguar XJ gets a number of upgrades. Long-wheelbase models get new reclining airline-style rear seats complete with a fold-down tray in back of the front seat, a new rear center armrest, and a massage feature for both front and rear seats. Jaguar XJL long-wheelbase models also ride on a revised rear suspension aimed at delivering a more comfortable ride.
2014 Jaguar XJ models are available with a new rear-seat entertainment package that uses two 10-inch high-resolution screens mounted on the back of the front seat headrests and comes with wireless headphones. An optional Meridian sound system is available for 2014, which features a conversation enhancing technology that picks up occupants' voices via microphones in the cabin and pipes the sound through the audio system's speakers. And an automatic stop/start feature comes on all 2014 XJ models.
A new, performance-oriented Jaguar XJR joins the lineup for 2014, after a five-year hiatus. Powered by a 5.0-liter supercharged V8 that cranks out 550 horsepower and 502 pound-feet of torque, the 2014 Jaguar XJR will rocket from 0-60 mph in just 4.4 seconds, according to Jaguar. The 2014 XJR models are available in standard and long-wheelbase variants. Fuel economy for the 2014 XJR is rated by the EPA at 15/23 mpg City/Highway, the same rating as some of the XJ's less powerful models.
A new 8-speed automatic transmission comes on all 2014 Jaguar XJ models.
The 2014 XJ lineup offers a choice of engines: a 340-hp 3.0-liter V6, a 385-hp 5.0-liter V8, a 470-hp supercharged 5.0-liter V8, a 510-hp supercharged V8, and the new 550-hp V8. All but the 550-hp engine carry over from last year.
The supercharged V6 comes standard with the Jaguar XJ and is used for the two all-wheel-drive models: XJ AWD and XJL Portfolio. Rated at 340 horsepower and 332 pound-feet of torque, the V6 gets an EPA fuel economy rating of 18/27 mpg City/Highway in XJ, 16/24 mpg in the two all-wheel-drive models.
The XJL Portfolio is the only model that comes with a normally aspirated 5.0-liter V8. Smooth and powerful, it's a superb powerplant, rated at 385 horsepower and capable of thrusting the XJL to 60 mph in a very quick 5.4 seconds, according to Jaguar. It also delivers an EPA-rated 25 mpg Highway. It's the only engine that isn't supercharged.
XJ Supercharged models are fitted with a 5.0-liter supercharged V8 that makes 470 horsepower and 424 pound-feet of torque, and launch from 0 to 60 mph in just 4.9 seconds. Fuel economy is estimated at 15/23 mpg City/Highway for both wheelbase lengths.
XJ Supersport and XJL Ultimate variants use a 510-hp supercharged V8 with 461 lb.-ft. of torque, and can catapult to 60 mph in a scant 4.7 seconds. Like the more powerful XKR, these models achieve an EPA-estimated 15/23 mpg City/Highway.
All XJ models boast an exquisite cabin, with rich leather upholstery and a variety of luxury trims. In the past, Jaguar has fallen short of tech-savvy Audi and BMW when it comes to in-car connectivity. The good news is, Jaguar says 2014 XJ models will come with a new smartphone integration system, called InControl Apps, which promises seamless connectivity with iPhone and Android handsets.
Competitors of the XJ include Audi A8, the BMW 7 Series, and the Mercedes-Benz S-Class, the latter all-new for 2014. The XJR has fewer rivals, but goes up against the Audi S8, less expensive and less powerful, and the BMW 760Li, which offers plenty of power with its twin-turbocharged V12 but is $20,000 more than the XKR's long wheelbase model.
2014 Jaguar XJ
The Jaguar XJ is a full-size luxury sedan with a harmonious balance of spirited performance, smooth operation and poise. It's available in both regular and long-wheelbase variants, making it superb for whisking away passengers in style. As with most world-class luxury sedans, the XJ is rear-wheel drive, but all-wheel drive is available.
For 2014, Jaguar XJ gets a number of upgrades. Long-wheelbase models get new reclining airline-style rear seats complete with a fold-down tray in back of the front seat, a new rear center armrest, and a massage feature for both front and rear seats. Jaguar XJL long-wheelbase models also ride on a revised rear suspension aimed at delivering a more comfortable ride.
2014 Jaguar XJ models are available with a new rear-seat entertainment package that uses two 10-inch high-resolution screens mounted on the back of the front seat headrests and comes with wireless headphones. An optional Meridian sound system is available for 2014, which features a conversation enhancing technology that picks up occupants' voices via microphones in the cabin and pipes the sound through the audio system's speakers. And an automatic stop/start feature comes on all 2014 XJ models.
A new, performance-oriented Jaguar XJR joins the lineup for 2014, after a five-year hiatus. Powered by a 5.0-liter supercharged V8 that cranks out 550 horsepower and 502 pound-feet of torque, the 2014 Jaguar XJR will rocket from 0-60 mph in just 4.4 seconds, according to Jaguar. The 2014 XJR models are available in standard and long-wheelbase variants. Fuel economy for the 2014 XJR is rated by the EPA at 15/23 mpg City/Highway, the same rating as some of the XJ's less powerful models.
A new 8-speed automatic transmission comes on all 2014 Jaguar XJ models.
The 2014 XJ lineup offers a choice of engines: a 340-hp 3.0-liter V6, a 385-hp 5.0-liter V8, a 470-hp supercharged 5.0-liter V8, a 510-hp supercharged V8, and the new 550-hp V8. All but the 550-hp engine carry over from last year.
The supercharged V6 comes standard with the Jaguar XJ and is used for the two all-wheel-drive models: XJ AWD and XJL Portfolio. Rated at 340 horsepower and 332 pound-feet of torque, the V6 gets an EPA fuel economy rating of 18/27 mpg City/Highway in XJ, 16/24 mpg in the two all-wheel-drive models.
The XJL Portfolio is the only model that comes with a normally aspirated 5.0-liter V8. Smooth and powerful, it's a superb powerplant, rated at 385 horsepower and capable of thrusting the XJL to 60 mph in a very quick 5.4 seconds, according to Jaguar. It also delivers an EPA-rated 25 mpg Highway. It's the only engine that isn't supercharged.
XJ Supercharged models are fitted with a 5.0-liter supercharged V8 that makes 470 horsepower and 424 pound-feet of torque, and launch from 0 to 60 mph in just 4.9 seconds. Fuel economy is estimated at 15/23 mpg City/Highway for both wheelbase lengths.
XJ Supersport and XJL Ultimate variants use a 510-hp supercharged V8 with 461 lb.-ft. of torque, and can catapult to 60 mph in a scant 4.7 seconds. Like the more powerful XKR, these models achieve an EPA-estimated 15/23 mpg City/Highway.
All XJ models boast an exquisite cabin, with rich leather upholstery and a variety of luxury trims. In the past, Jaguar has fallen short of tech-savvy Audi and BMW when it comes to in-car connectivity. The good news is, Jaguar says 2014 XJ models will come with a new smartphone integration system, called InControl Apps, which promises seamless connectivity with iPhone and Android handsets.
Competitors of the XJ include Audi A8, the BMW 7 Series, and the Mercedes-Benz S-Class, the latter all-new for 2014. The XJR has fewer rivals, but goes up against the Audi S8, less expensive and less powerful, and the BMW 760Li, which offers plenty of power with its twin-turbocharged V12 but is $20,000 more than the XKR's long wheelbase model.
01/18/2014 - Nicolas Popov wrote:
2013 Audi allroad
The 2013 Audi allroad is all new, after hiding for the past seven years under the skin of the A4 Avant wagon, which now goes away. The 2013 allroad comes with one powertrain, the brilliant and venerable 2.0-liter turbocharged engine mated to a Tiptronic 8-speed automatic transmission with quattro all-wheel drive. The powertrain is solid, proven, versatile and efficiently powerful enough at 211 horsepower. However, premium fuel is recommended.
Direct competitors for the Audi allroad are slim, if you don't count crossover utility vehicles (CUVs). The allroad has never crossed over from anywhere; it's always been a wagon. The Subaru Outback and Volkswagen Jetta TDI SportWagen are cars that might be cross-shopped, when considering a comfortable and capable all-wheel-drive wagon of this size. Although you couldn't get the price of either to match the allroad, and with the Subaru you'd get a 3.6-liter 6-cylinder engine that makes 45 more horsepower than the allroad. The Cadillac SRX AWD moves beyond the allroad in price, power and size (while being the same wheelbase as the allroad), but it's an option that a possible allroad buyer might consider.
If you were to pick one CUV to compare, it might be the Ford Edge, with its new 2.0-liter EcoBoost engine making 240 horsepower and using a new 6-speed automatic transmission. It's about the same wheelbase, weight and fuel mileage, and it's most comparable to the Edge Limited edition with panoramic sunroof and all-wheel drive, things that are standard equipment on the allroad.
Obviously the 2013 allroad can't be compared to the 2006 allroad, because everything is better, and a bit bigger, too. And when you compare the allroad to the 2012 A4 Avant wagon, it doesn't seem so all-new, just revised a bit.
The allroad is built on the same chassis as the A4 sedan, and the size differences are insignificant, except for the height, as the allroad is 1.8 inches taller. It's got a slightly wider track because of its larger 18-inch wheels, and 3.0 more inches of ground clearance, which accounts for the height. It weighs 300 pounds more. It still manages to accelerate from zero to 60 in 6.5 seconds, a time that's plenty quick for staying out of trouble on the freeway.
The engine is super smooth, and for years has been the smoothest 2.0-liter four-cylinder in the world. Ninety miles per hour remains silent and effortless. Its 258 pound-feet of torque comes at a low 1500 rpm, so it pulls up to speed sharply.
Fuel economy is an EPA-estimated 20/27 mpg City/Highway. It's heavier and less aerodynamic than the A4, with a not-too-slim 0.36 coefficient of drag. And the range won't be as far, as the fuel tank holds .3 gallons less. Its need for premium fuel is one downside to the turbocharged engine that makes 211 strong horsepower. Premium is recommended, not required, but it's a recommendation to follow.
Audi sedans have a fresh look for 2013, and the allroad borrows the sedan face but looks even better. It's especially bold on the allroad, because of its black front fascia with no-nonsense small round foglamps and air intakes, wider track from tires, and lips on the fender flares. Roof rails add to the rugged utility, including stainless steel skidplates. Unfortunately neither the standard 18-inch wheels nor optional 19s add to the car's good looks.
The interior is very appealing, with Nappa leather and a choice of walnut, ash, oak or aluminum trim. Controls are easy to reach. The Multi Media Interface (MMI) knob is used to control navigation and Google.
There's good cargo space, with 27.6 cubic feet behind the rear seats and 50.5 cubic feet with the rear seatbacks folded. As for rear seat legroom, the allroad has the same as the A4 sedan, 35.2 inches. The Subaru Outback offers 37.8 inches and the Ford Edge 39.6 inches.
We drove the allroad at the launch in Colorado, and got good seat time on freeways and mountain two-lanes. The ride is pleasing and smooth, with no rough moments transmitted to the occupants over patchy pavement.
The little engine performs out of its league, with strong torque translating to effortless acceleration even on uphill two-lanes. The Tiptronic 8-speed automatic is fast-shifting and obedient with the paddle shifters, and has rev-matching downshifting. The brakes felt good when we used them on downhill curves. They're not quite bomb-proof, because we did hit the point of fade, but until then the pedal gave good feedback.
2013 Audi allroad
The 2013 Audi allroad is all new, after hiding for the past seven years under the skin of the A4 Avant wagon, which now goes away. The 2013 allroad comes with one powertrain, the brilliant and venerable 2.0-liter turbocharged engine mated to a Tiptronic 8-speed automatic transmission with quattro all-wheel drive. The powertrain is solid, proven, versatile and efficiently powerful enough at 211 horsepower. However, premium fuel is recommended.
Direct competitors for the Audi allroad are slim, if you don't count crossover utility vehicles (CUVs). The allroad has never crossed over from anywhere; it's always been a wagon. The Subaru Outback and Volkswagen Jetta TDI SportWagen are cars that might be cross-shopped, when considering a comfortable and capable all-wheel-drive wagon of this size. Although you couldn't get the price of either to match the allroad, and with the Subaru you'd get a 3.6-liter 6-cylinder engine that makes 45 more horsepower than the allroad. The Cadillac SRX AWD moves beyond the allroad in price, power and size (while being the same wheelbase as the allroad), but it's an option that a possible allroad buyer might consider.
If you were to pick one CUV to compare, it might be the Ford Edge, with its new 2.0-liter EcoBoost engine making 240 horsepower and using a new 6-speed automatic transmission. It's about the same wheelbase, weight and fuel mileage, and it's most comparable to the Edge Limited edition with panoramic sunroof and all-wheel drive, things that are standard equipment on the allroad.
Obviously the 2013 allroad can't be compared to the 2006 allroad, because everything is better, and a bit bigger, too. And when you compare the allroad to the 2012 A4 Avant wagon, it doesn't seem so all-new, just revised a bit.
The allroad is built on the same chassis as the A4 sedan, and the size differences are insignificant, except for the height, as the allroad is 1.8 inches taller. It's got a slightly wider track because of its larger 18-inch wheels, and 3.0 more inches of ground clearance, which accounts for the height. It weighs 300 pounds more. It still manages to accelerate from zero to 60 in 6.5 seconds, a time that's plenty quick for staying out of trouble on the freeway.
The engine is super smooth, and for years has been the smoothest 2.0-liter four-cylinder in the world. Ninety miles per hour remains silent and effortless. Its 258 pound-feet of torque comes at a low 1500 rpm, so it pulls up to speed sharply.
Fuel economy is an EPA-estimated 20/27 mpg City/Highway. It's heavier and less aerodynamic than the A4, with a not-too-slim 0.36 coefficient of drag. And the range won't be as far, as the fuel tank holds .3 gallons less. Its need for premium fuel is one downside to the turbocharged engine that makes 211 strong horsepower. Premium is recommended, not required, but it's a recommendation to follow.
Audi sedans have a fresh look for 2013, and the allroad borrows the sedan face but looks even better. It's especially bold on the allroad, because of its black front fascia with no-nonsense small round foglamps and air intakes, wider track from tires, and lips on the fender flares. Roof rails add to the rugged utility, including stainless steel skidplates. Unfortunately neither the standard 18-inch wheels nor optional 19s add to the car's good looks.
The interior is very appealing, with Nappa leather and a choice of walnut, ash, oak or aluminum trim. Controls are easy to reach. The Multi Media Interface (MMI) knob is used to control navigation and Google.
There's good cargo space, with 27.6 cubic feet behind the rear seats and 50.5 cubic feet with the rear seatbacks folded. As for rear seat legroom, the allroad has the same as the A4 sedan, 35.2 inches. The Subaru Outback offers 37.8 inches and the Ford Edge 39.6 inches.
We drove the allroad at the launch in Colorado, and got good seat time on freeways and mountain two-lanes. The ride is pleasing and smooth, with no rough moments transmitted to the occupants over patchy pavement.
The little engine performs out of its league, with strong torque translating to effortless acceleration even on uphill two-lanes. The Tiptronic 8-speed automatic is fast-shifting and obedient with the paddle shifters, and has rev-matching downshifting. The brakes felt good when we used them on downhill curves. They're not quite bomb-proof, because we did hit the point of fade, but until then the pedal gave good feedback.
01/16/2014 - Nicolas Popov wrote:
2014 Jaguar F-TYPE Coupe
Where celebrities hanker to be seen in Los Angeles, Jaguar introduced the new Coupe version of the F-TYPE so they can't be seen as easily as in a convertible. The spiritual successor to the E-Type and C-X16 concept-inspired Jaguar F-TYPE Coupe is lighter, faster, $4,000 less, has more cargo area and looks better than the F-TYPE Roadster top-up. We're guessing the F-TYPE Roadster will likely remain the better seller, based on the XK going about 9:1 the last time we looked.
With a seductive sleek roofline, Aston-like side windows and haunches, and tailpipes upswept like a boxer's jaw, the Jaguar F-TYPE Coupe certainly looks an English sports GT car. The roof panel is aluminum or glass, and the vertical-opening hatch conceals a lifting spoiler at the trailing end. Front fender vents echo those on the hood, and the Roadster.
Like the Roadster, the F-TYPE Coupe structure is all-aluminum and quite rigid. Although the Coupe is about 45 pounds lighter than the Roadster it is still heavier than competitors such as Porsche's Cayman and 911 and the Corvette Stingray.
The sloping roofline of the F-TYPE Coupe hides surprising headroom and luggage capacity, 50-percent more than the Roadster. Remove the parcel shelf, and the Coupe can carry twice as much cargo as the Roadster.
In other respects, the driver-centric cockpit mirrors the Roadster's. The Coupe has a nicer headliner and, of course, has no power-top switch. Leather and suede cover sport seats; R versions add inflatable side bolsters and two-tone leather options.
Engine choices for the Jaguar F-TYPE Coupe are similar to those of the Roadster, with a 340-hp supercharged 3.0-liter V6, 380-hp version of the same engine in the V6 S, and a supercharged 5.0-liter V8. Each is coupled to an 8-speed automatic transmission (with manual sequential control) driving the rear wheels.
However, in the F-TYPE Coupe the V8 carries the R badge rather than V8 S, and gets 550 hp rather than 495. Jaguar claims 0-60 mph in 4 seconds. Top speed is electronically limited to 161, 171 and 186 mph, respectively. S and R models may be equipped with carbon ceramic brakes.
The F-TYPE R also gets some slinky wheels, active exhaust, recalibration of its adaptive dynamics system, stiffer springs, torque vectoring braking electronic active differential, flat-bottom sports steering wheel (round is available), and additional leather cabin trim.
Most Roadster features migrate to the Coupe. Standards include bi-xenon headlamps, automatic start/stop, flush door handles, 10-speaker 380-watt Meridian sound system, and navigation. Wheel sizes and features grow with horsepower, adding dual-zone climate control, keyless entry/start, power folding mirrors, configurable ambient lighting, blind-spot warning, glass roof with shade, and 12-speaker 770-watt sound system.
Prices had not been announced when this was written, but we are guessing the F-TYPE Coupe will retail between $66,000 and $110,000, depending on the model. The F-TYPE Coupe is expected to go on sale late spring 2014 as a 2014 model.
2014 Jaguar F-TYPE Coupe
Where celebrities hanker to be seen in Los Angeles, Jaguar introduced the new Coupe version of the F-TYPE so they can't be seen as easily as in a convertible. The spiritual successor to the E-Type and C-X16 concept-inspired Jaguar F-TYPE Coupe is lighter, faster, $4,000 less, has more cargo area and looks better than the F-TYPE Roadster top-up. We're guessing the F-TYPE Roadster will likely remain the better seller, based on the XK going about 9:1 the last time we looked.
With a seductive sleek roofline, Aston-like side windows and haunches, and tailpipes upswept like a boxer's jaw, the Jaguar F-TYPE Coupe certainly looks an English sports GT car. The roof panel is aluminum or glass, and the vertical-opening hatch conceals a lifting spoiler at the trailing end. Front fender vents echo those on the hood, and the Roadster.
Like the Roadster, the F-TYPE Coupe structure is all-aluminum and quite rigid. Although the Coupe is about 45 pounds lighter than the Roadster it is still heavier than competitors such as Porsche's Cayman and 911 and the Corvette Stingray.
The sloping roofline of the F-TYPE Coupe hides surprising headroom and luggage capacity, 50-percent more than the Roadster. Remove the parcel shelf, and the Coupe can carry twice as much cargo as the Roadster.
In other respects, the driver-centric cockpit mirrors the Roadster's. The Coupe has a nicer headliner and, of course, has no power-top switch. Leather and suede cover sport seats; R versions add inflatable side bolsters and two-tone leather options.
Engine choices for the Jaguar F-TYPE Coupe are similar to those of the Roadster, with a 340-hp supercharged 3.0-liter V6, 380-hp version of the same engine in the V6 S, and a supercharged 5.0-liter V8. Each is coupled to an 8-speed automatic transmission (with manual sequential control) driving the rear wheels.
However, in the F-TYPE Coupe the V8 carries the R badge rather than V8 S, and gets 550 hp rather than 495. Jaguar claims 0-60 mph in 4 seconds. Top speed is electronically limited to 161, 171 and 186 mph, respectively. S and R models may be equipped with carbon ceramic brakes.
The F-TYPE R also gets some slinky wheels, active exhaust, recalibration of its adaptive dynamics system, stiffer springs, torque vectoring braking electronic active differential, flat-bottom sports steering wheel (round is available), and additional leather cabin trim.
Most Roadster features migrate to the Coupe. Standards include bi-xenon headlamps, automatic start/stop, flush door handles, 10-speaker 380-watt Meridian sound system, and navigation. Wheel sizes and features grow with horsepower, adding dual-zone climate control, keyless entry/start, power folding mirrors, configurable ambient lighting, blind-spot warning, glass roof with shade, and 12-speaker 770-watt sound system.
Prices had not been announced when this was written, but we are guessing the F-TYPE Coupe will retail between $66,000 and $110,000, depending on the model. The F-TYPE Coupe is expected to go on sale late spring 2014 as a 2014 model.
01/14/2014 - Nicolas Popov wrote:
2014 Land Rover Range Rover LWB
A long-wheelbase version of the Range Rover goes on sale early this year, including a luxurious and exclusive Autobiography Black model.
Eight inches is the magic number at Range Rover, that added to the wheelbase to make every LWB derivative from the 1993 to this 2014. The rear doors are now nearly as long as the front fenders. The rear seat is the primary beneficiary of this extension with more than seven inches additional legroom and a minor increase in cargo area.
The LWB choice will be offered on Range Rover Supercharged and Range Rover Autobiography models, with the 510-hp V8 engine and 8-speed automatic. In either you can get a three-person rear seat or individual reclining seats and a center console. Every LWB will include powered window shades, a panoramic sunroof and an L badge low on the front doors.
In other respects the features, systems and mechanicals are similar to the standard 115-inch wheelbase Range Rover.
Range Rover's new flagship is the Autobiography Black. At $50,000 more than a regular-wheelbase Autobiography, the Black is the most expensive luxury utility in the U.S. market (though a loaded Cayenne Turbo S can reach the base price of the Autobiography Black). It's also the most exclusive: Land Rover anticipates building only 100 Autobiography Black models for the U.S. market. The first 25 will be painted pearl Valloire White, adding $14,500 to the $185,000 tariff.
Black gets a unique grille and side vents with chrome edges, chrome detailing, and unique 21-inch polished wheels. The interior upgrades are much less subtle.
Autobiography Black is four-seat only with unique upholstery design, and memory, climate control and massage for all four seats. The right-rear seat has a powered extendable calf rest. Material upgrades include leather for all the roof pillars and cargo area, seat backs and ski pass-through, perforated leather door panels, brushed stainless tailgate trim and illuminated door sills with Autobiography Black script.
Designed for German-limo-like comfort with a better view, the Black's rear center console houses a pair of metal framed black leather tables with USB charging and cupholders, which open and stow electrically. Dual 10.2-inch screens handle entertainment and offer navigation tracking, and the headphone storage conceals the ski hatch until needed. There's also a chiller box for beverages.
As with the door handles, stowage compartments and so on the rear console lighting is LED, owner-adjustable for ten colors in varying intensity. Three cabin color schemes, including a two-tone palette, are unique to the Black.
The Range Rover LWB versions are expected to go on sale at Land Rover dealerships sometime in the first quarter of 2014.
2014 Land Rover Range Rover LWB
A long-wheelbase version of the Range Rover goes on sale early this year, including a luxurious and exclusive Autobiography Black model.
Eight inches is the magic number at Range Rover, that added to the wheelbase to make every LWB derivative from the 1993 to this 2014. The rear doors are now nearly as long as the front fenders. The rear seat is the primary beneficiary of this extension with more than seven inches additional legroom and a minor increase in cargo area.
The LWB choice will be offered on Range Rover Supercharged and Range Rover Autobiography models, with the 510-hp V8 engine and 8-speed automatic. In either you can get a three-person rear seat or individual reclining seats and a center console. Every LWB will include powered window shades, a panoramic sunroof and an L badge low on the front doors.
In other respects the features, systems and mechanicals are similar to the standard 115-inch wheelbase Range Rover.
Range Rover's new flagship is the Autobiography Black. At $50,000 more than a regular-wheelbase Autobiography, the Black is the most expensive luxury utility in the U.S. market (though a loaded Cayenne Turbo S can reach the base price of the Autobiography Black). It's also the most exclusive: Land Rover anticipates building only 100 Autobiography Black models for the U.S. market. The first 25 will be painted pearl Valloire White, adding $14,500 to the $185,000 tariff.
Black gets a unique grille and side vents with chrome edges, chrome detailing, and unique 21-inch polished wheels. The interior upgrades are much less subtle.
Autobiography Black is four-seat only with unique upholstery design, and memory, climate control and massage for all four seats. The right-rear seat has a powered extendable calf rest. Material upgrades include leather for all the roof pillars and cargo area, seat backs and ski pass-through, perforated leather door panels, brushed stainless tailgate trim and illuminated door sills with Autobiography Black script.
Designed for German-limo-like comfort with a better view, the Black's rear center console houses a pair of metal framed black leather tables with USB charging and cupholders, which open and stow electrically. Dual 10.2-inch screens handle entertainment and offer navigation tracking, and the headphone storage conceals the ski hatch until needed. There's also a chiller box for beverages.
As with the door handles, stowage compartments and so on the rear console lighting is LED, owner-adjustable for ten colors in varying intensity. Three cabin color schemes, including a two-tone palette, are unique to the Black.
The Range Rover LWB versions are expected to go on sale at Land Rover dealerships sometime in the first quarter of 2014.
01/12/2014 - Nicolas Popov wrote:
2015 Porsche Macan
Porsche unveiled the much-anticipated Macan SUV at November's LA Auto Show, an unveiling that produced generally positive responses, followed a few days later by widespread surprise when it became clear that the company was raising the ante in more ways than one.
While Porsche Macan's Los Angeles debut presentation was well attended to the point of overflow, it contained few if any surprises. When the new five-passenger SUV rolls into showrooms next year as a 2015 model, we anticipate it will be the sportiest and fastest vehicle in its class, "the first compact SUV that is also a sports car," according to Porsche.
That's been Porsche's approach as the company has broadened its range offerings, bringing Porsche performance virtues to vehicles new to the company, and the Macan promises to be consistent with that ethic.
Porsche Macan shares architectural elements with the Audi Q5, as well as the same basic suspension system: multilinks front and rear, though the tuning differs and the Porsche offers the option of auto-adjusting shock absorbers in the form of Porsche Active Suspension Management (PASM). There's also a pneumatic system that allows the suspension to be adjusted to three different levels of ride height, as well lowered two inches below normal to facilitate loading.
Macan will also offer the option of torque vectoring, which apportions power from side to side at the rear axle depending on traction. And pressing the dashboard Sport button will alter throttle and transmission shift mapping, as well as more aggressive suspension tuning on PASM-equipped models.
At 184.3 inches, the Porsche Macan is 2.1 inches longer than the Audi Q5, on a wheelbase (110.5 inches) stretched by a modest 0.2 inches. It's also a smidge lower and an inch wider (75.7 inches). Q5 similarities, such as they are, end with the structure. There is no shared sheetmetal. Visually a scaled down version of Porsche's Cayenne SUV, the Macan's sloping tailgate, flared fenders, muscular haunches, and wide track (65.2 inches front, 65.0 inches rear) suggest power and purpose.
Power will be plentiful. The 3.0-liter twin-turbo V6 propelling the basic (a term we use advisedly) Macan S is rated for 340 horsepower and 339 pound-feet of torque from 1500 to 5000 rpm, a veritable plateau. Porsche predicts 0-to-100 kilometers per hour (62 mph) in 5.4 seconds. If that's not quick enough, the 3.6-liter twin-turbo V6 in the uplevel Macan Turbo generates 400 horsepower at 6000 rpm, and will achieve 62 mph in 4.8 seconds. Opting for the $1290 Chrono system, which includes launch control, will knock a couple tenths off acceleration numbers for both models, according to Porsche.
Both engines are mated to Porsche's PDK dual-clutch automatic transmission, and all Macans will come equipped with all-wheel drive.
A 3.0-liter turbodiesel V6 engine will join the powertrain inventory at some later date, but at launch the engine options will be the two gasoline turbos.
Porsche has not yet finalized U.S. fuel economy projections for the Macan. On the European cycle, Macan S is rated for a range of 20.3 to 20.8 mpg in urban traffic and 30.9 to 32.2 on the highway. The Macan Turbo is forecast to achieve 19.9 to 20.5 city, 30.2 to 31.4 highway.
There are no surprises inside the Macan. The beautifully appointed interior is overtly sporty, with a set of bucket seats that are just this side of raceworthy, and a center dash with multiple buttons and knobs rather than the touch screens so common elsewhere.
But prospective buyers are likely to be startled by the Macan's window stickers. According to Porsche, Macan S will start at $49,900 MSRP, about the same as an Audi SQ5, which offers comparable performance. Macan Turbo will retail for $72,300. That's more than the price of the bigger Cayenne. Add $995 destination charge to those figures.
Porsche has never been shy about option prices, and that's true here. Adding a premium audio system to the Macan S, for example, will set you back about $5700. A set of 21-inch wheels (18-inch alloys standard) will cost $3300. Leather upholstery: $3470. Panoramic moonroof: $1670.
Basically, the lower end of the Macan price ladder overlaps the upper end of all its competitors: Audi Q5 and SQ5, BMW X3, Lexus RX 350, Mercedes GLK, and Range Rover Evoque. So the Macan raises the ante for this class in more ways than one. We expect it to be exactly what Porsche proclaims: the sports car of compact SUVs. But if you want to wear a superior smile as you guide your Macan Turbo past the lesser machines out there, be prepared to pay.
Porsche Macan is expected to begin arriving at Porsche dealerships May 2014.
2015 Porsche Macan
Porsche unveiled the much-anticipated Macan SUV at November's LA Auto Show, an unveiling that produced generally positive responses, followed a few days later by widespread surprise when it became clear that the company was raising the ante in more ways than one.
While Porsche Macan's Los Angeles debut presentation was well attended to the point of overflow, it contained few if any surprises. When the new five-passenger SUV rolls into showrooms next year as a 2015 model, we anticipate it will be the sportiest and fastest vehicle in its class, "the first compact SUV that is also a sports car," according to Porsche.
That's been Porsche's approach as the company has broadened its range offerings, bringing Porsche performance virtues to vehicles new to the company, and the Macan promises to be consistent with that ethic.
Porsche Macan shares architectural elements with the Audi Q5, as well as the same basic suspension system: multilinks front and rear, though the tuning differs and the Porsche offers the option of auto-adjusting shock absorbers in the form of Porsche Active Suspension Management (PASM). There's also a pneumatic system that allows the suspension to be adjusted to three different levels of ride height, as well lowered two inches below normal to facilitate loading.
Macan will also offer the option of torque vectoring, which apportions power from side to side at the rear axle depending on traction. And pressing the dashboard Sport button will alter throttle and transmission shift mapping, as well as more aggressive suspension tuning on PASM-equipped models.
At 184.3 inches, the Porsche Macan is 2.1 inches longer than the Audi Q5, on a wheelbase (110.5 inches) stretched by a modest 0.2 inches. It's also a smidge lower and an inch wider (75.7 inches). Q5 similarities, such as they are, end with the structure. There is no shared sheetmetal. Visually a scaled down version of Porsche's Cayenne SUV, the Macan's sloping tailgate, flared fenders, muscular haunches, and wide track (65.2 inches front, 65.0 inches rear) suggest power and purpose.
Power will be plentiful. The 3.0-liter twin-turbo V6 propelling the basic (a term we use advisedly) Macan S is rated for 340 horsepower and 339 pound-feet of torque from 1500 to 5000 rpm, a veritable plateau. Porsche predicts 0-to-100 kilometers per hour (62 mph) in 5.4 seconds. If that's not quick enough, the 3.6-liter twin-turbo V6 in the uplevel Macan Turbo generates 400 horsepower at 6000 rpm, and will achieve 62 mph in 4.8 seconds. Opting for the $1290 Chrono system, which includes launch control, will knock a couple tenths off acceleration numbers for both models, according to Porsche.
Both engines are mated to Porsche's PDK dual-clutch automatic transmission, and all Macans will come equipped with all-wheel drive.
A 3.0-liter turbodiesel V6 engine will join the powertrain inventory at some later date, but at launch the engine options will be the two gasoline turbos.
Porsche has not yet finalized U.S. fuel economy projections for the Macan. On the European cycle, Macan S is rated for a range of 20.3 to 20.8 mpg in urban traffic and 30.9 to 32.2 on the highway. The Macan Turbo is forecast to achieve 19.9 to 20.5 city, 30.2 to 31.4 highway.
There are no surprises inside the Macan. The beautifully appointed interior is overtly sporty, with a set of bucket seats that are just this side of raceworthy, and a center dash with multiple buttons and knobs rather than the touch screens so common elsewhere.
But prospective buyers are likely to be startled by the Macan's window stickers. According to Porsche, Macan S will start at $49,900 MSRP, about the same as an Audi SQ5, which offers comparable performance. Macan Turbo will retail for $72,300. That's more than the price of the bigger Cayenne. Add $995 destination charge to those figures.
Porsche has never been shy about option prices, and that's true here. Adding a premium audio system to the Macan S, for example, will set you back about $5700. A set of 21-inch wheels (18-inch alloys standard) will cost $3300. Leather upholstery: $3470. Panoramic moonroof: $1670.
Basically, the lower end of the Macan price ladder overlaps the upper end of all its competitors: Audi Q5 and SQ5, BMW X3, Lexus RX 350, Mercedes GLK, and Range Rover Evoque. So the Macan raises the ante for this class in more ways than one. We expect it to be exactly what Porsche proclaims: the sports car of compact SUVs. But if you want to wear a superior smile as you guide your Macan Turbo past the lesser machines out there, be prepared to pay.
Porsche Macan is expected to begin arriving at Porsche dealerships May 2014.
01/10/2014 - Nicolas Popov wrote:
2013 Acura ILX
he Acura ILX is a new nameplate for Honda's upscale division, a front-wheel-drive compact sedan conceived to give potential buyers an entry into the premium car class at sub-luxury prices. The 2013 ILX essentially replaces the slightly larger TSX as the division's most affordable offering, the first Acura with a sub-$30,000 base price since the 2009 model year.
While it's all-new to Acura, there is much about the new ILX that is adapted from the Honda inventory. Specifically, the basic platform, model lineup, and powertrains all began with the latest Honda Civic sedans.
But this is not to say the ILX is basically a rebadged Civic: there are as many hardware distinctions as there are similarities. For example, while the basic ILX shares the standard 5-speed automatic transmission employed by its humbler Honda cousin, the transmission is paired with a 2.0-liter four-cylinder version of the engine, generating 150 horsepower, versus the 140-horsepower 1.8-liter in the mainstream Civic.
More important, while the fundamental architecture is shared, the chassis and bodyshell dimensions differ between Civic and ILX. The ILX rides a shorter wheelbase (105.1 inches versus 106.3), and is longer, lower, and wider than the Civic sedan: The ILX measures 179.1 inches overall, 70.6 inches wide, and 55.6 inches tall. Also, the ILX is distinguished by its own front suspension setup. Instead of adopting the Civic's front struts, the compact Acura employs a more sophisticated, more expensive, double wishbone system.
There is no shared sheetmetal between the Honda and the Acura. The Acura ILX cabin is furnished with high grade materials, with no sign of the interior cost-cutting that diminishes the latest Civics, and the ILX benefits from more sound-deadening measures. Acura also claims higher rigidity for the ILX's unibody, although the company refrains from furnishing specifics on this score.
The ILX is reasonably roomy by compact car standards. Two average size adults can ride comfortably in the rear with only minimal cooperation from front seat occupants. Like almost all sedans in this premium compact class, the ILX is rated for five passengers and, like almost all of them, that center rear position is only suitable for someone of diminutive stature, or someone you don't like, or someone who answers both descriptions. From a practical standpoint, it's a four-seat car.
While the ILX bears little physical resemblance to the Civic, there are a couple of identical elements under its hood. Make that hoods. The entry-level Acura ILX 2.0L comes with a 150-horsepower 2.0-liter four-cylinder engine and a 5-speed automatic with Sequential SportShift and Grade Logic Control.
The ILX 2.4L is motivated by a 201-horsepower 2.4-liter four-cylinder engine paired with a 6-speed manual gearbox (no automatic option); this same powertrain is employed in the Civic Si, the hottest member of the Honda compacts.
There's also a gasoline-electric ILX hybrid, a first for the Acura division, with a 111-horsepower 1.5-liter four-cylinder engine augmented by a 23-horsepower electric motor sandwiched between the engine and the continuously variable automatic transmission. The basic combination is identical with the one used in the Civic Hybrid, but with an intriguing distinction. In the ILX, the hybrid's computer management is programmed for a little more punch when the driver tramps hard on the throttle.
That extra punch, which is all but intangible, comes at the expense of fuel economy. The Civic Hybrid carries EPA ratings of 44/44 mpg City/Highway. The ILX is rated for 39/38 mpg. But like the Civic, the ILX hybrid includes a little dashboard button marked Eco. Punch the button, and the system computer adjusts its mapping to make the hybrid more miserly.
Pricing for the ILX starts below the $30,000 threshold, but close enough to put the ILX in a competitive arena, call it compact premium, that is thinly populated. Acura sees key ILX competitors as the Audi A3, BMW 1-series, Buick Verano, and Volkswagen CC.
2013 Acura ILX
he Acura ILX is a new nameplate for Honda's upscale division, a front-wheel-drive compact sedan conceived to give potential buyers an entry into the premium car class at sub-luxury prices. The 2013 ILX essentially replaces the slightly larger TSX as the division's most affordable offering, the first Acura with a sub-$30,000 base price since the 2009 model year.
While it's all-new to Acura, there is much about the new ILX that is adapted from the Honda inventory. Specifically, the basic platform, model lineup, and powertrains all began with the latest Honda Civic sedans.
But this is not to say the ILX is basically a rebadged Civic: there are as many hardware distinctions as there are similarities. For example, while the basic ILX shares the standard 5-speed automatic transmission employed by its humbler Honda cousin, the transmission is paired with a 2.0-liter four-cylinder version of the engine, generating 150 horsepower, versus the 140-horsepower 1.8-liter in the mainstream Civic.
More important, while the fundamental architecture is shared, the chassis and bodyshell dimensions differ between Civic and ILX. The ILX rides a shorter wheelbase (105.1 inches versus 106.3), and is longer, lower, and wider than the Civic sedan: The ILX measures 179.1 inches overall, 70.6 inches wide, and 55.6 inches tall. Also, the ILX is distinguished by its own front suspension setup. Instead of adopting the Civic's front struts, the compact Acura employs a more sophisticated, more expensive, double wishbone system.
There is no shared sheetmetal between the Honda and the Acura. The Acura ILX cabin is furnished with high grade materials, with no sign of the interior cost-cutting that diminishes the latest Civics, and the ILX benefits from more sound-deadening measures. Acura also claims higher rigidity for the ILX's unibody, although the company refrains from furnishing specifics on this score.
The ILX is reasonably roomy by compact car standards. Two average size adults can ride comfortably in the rear with only minimal cooperation from front seat occupants. Like almost all sedans in this premium compact class, the ILX is rated for five passengers and, like almost all of them, that center rear position is only suitable for someone of diminutive stature, or someone you don't like, or someone who answers both descriptions. From a practical standpoint, it's a four-seat car.
While the ILX bears little physical resemblance to the Civic, there are a couple of identical elements under its hood. Make that hoods. The entry-level Acura ILX 2.0L comes with a 150-horsepower 2.0-liter four-cylinder engine and a 5-speed automatic with Sequential SportShift and Grade Logic Control.
The ILX 2.4L is motivated by a 201-horsepower 2.4-liter four-cylinder engine paired with a 6-speed manual gearbox (no automatic option); this same powertrain is employed in the Civic Si, the hottest member of the Honda compacts.
There's also a gasoline-electric ILX hybrid, a first for the Acura division, with a 111-horsepower 1.5-liter four-cylinder engine augmented by a 23-horsepower electric motor sandwiched between the engine and the continuously variable automatic transmission. The basic combination is identical with the one used in the Civic Hybrid, but with an intriguing distinction. In the ILX, the hybrid's computer management is programmed for a little more punch when the driver tramps hard on the throttle.
That extra punch, which is all but intangible, comes at the expense of fuel economy. The Civic Hybrid carries EPA ratings of 44/44 mpg City/Highway. The ILX is rated for 39/38 mpg. But like the Civic, the ILX hybrid includes a little dashboard button marked Eco. Punch the button, and the system computer adjusts its mapping to make the hybrid more miserly.
Pricing for the ILX starts below the $30,000 threshold, but close enough to put the ILX in a competitive arena, call it compact premium, that is thinly populated. Acura sees key ILX competitors as the Audi A3, BMW 1-series, Buick Verano, and Volkswagen CC.
12/15/2013 - Nicolas Popov wrote:
2014 BMW 6 Series
The BMW 6 Series is a range of stylish, sporty luxury cars in three body styles: two-door 6 Series Convertible, two-door 6 Series Coupe, and four-door 6 Series Gran Coupe. Each offers a choice of two engines, a turbocharged six-cylinder for BMW 640i models, a twin-turbocharged V8 for BMW 650i versions, plus a high-performance V8 for the M6 Convertible, M6 Coupe, M6 Gran Coupe. The BMW 6 Series models are based on rear-wheel drive, and xDrive all-wheel drive is available for BMW 640i and BMW 650i models.
This third-generation 6 Series began with BMW 640i and 650i coupes and convertibles, which launched as 2012 models. Gran Coupes, M6 models, and xDrive versions followed for 2013. For 2014, the BMW M6 Gran Coupe and 640i Gran Coupe xDrive fill out a broad lineup that now covers every combination of engine and body style.
New on all 2014 BMW 6 Series models is iDrive 4.2, the latest version of the system that controls navigation and vehicle functions.
Our test drives have shown all the 6 Series models to be refined, sharp, well-engineered machines, smooth and powerful, enjoyable to drive. We found this to be true of all three body styles, all three engines, rear-wheel drive or all-wheel drive. No lightweights, these are grand touring cars more than they are sports cars. They deliver exceptional performance and handling. Chassis balance is excellent, the car responds as expected, feeling in every situation as if it is on the driver's side. Drive one of these cars too fast into a corner and it does not get flustered.
Driving the three body styles revealed more similarities than differences among them. Gran Coupes are the best for rear-seat passengers, Coupes are the sportiest, Convertibles offer top-down motoring. Longer than the coupes and convertibles, the Gran Coupes offer four doors instead of two, along with more comfortable back seats. We hardly noticed the extra length of a Gran Coupe while driving, though its wheelbase is a significant 4.5 inches longer than that of a 6 Series coupe or convertible.
Choosing among the three engines is a matter of how much power you want versus what you are willing to spend. We found the BMW 640i models deliver plenty of power and are relatively agile due to their lighter weight. BMW 650i models deliver more power and are more responsive at all engine speeds. M6 versions feature raceworthy performance yet suffer surprisingly little in terms of comfort.
BMW 640i Convertible, 640i Coupe, and 640i Gran Coupe come with a turbocharged 3.0-liter inline 6-cylinder engine and 8-speed automatic transmission. We found the BMW 640i engine brilliant, silky and fast-revving. Its inline-6 uses direct injection and variable valve timing to generate 315 horsepower and 330 foot-pounds of torque from 1400 to 4500 rpm. BMW claims the BMW 640i Coupe can accelerate from 0 to 60 mph in 5.4 seconds. The 2014 BMW 640i Convertible and Convertible are rated at 20/30 miles per gallon City/Highway by the Environmental Protection Agency, as is the 2014 BMW 640i Gran Coupe. The 2014 BMW 640i Coupe is EPA-rated 22/32 mpg. Premium gasoline is required for all 6 Series.
BMW 650i Convertible, 650i Coupe, 650i Gran Coupe feature a more powerful twin-turbocharged 4.4-liter V8 engine and 8-speed automatic transmission. The 4.4-liter V8 in BMW 650i models produces 400 horsepower and 450 pound-feet of torque over a wide powerband, with peak torque available from 1750 to 4500 rpm. Zero to 60 mph comes in 4.9 seconds. Fuel economy ratings for 2014 BMW 650i models regardless of body style are 17/25 mpg.
BMW M6 Convertible, M6 Coupe, M6 Gran Coupe boast a raceworthy 4.4-liter twin-turbocharged V8 that serves up a stress-free 560 horsepower at 6000 rpm and 500 foot-pounds of torque from 1500 to 5750 rpm. M6 models offer a choice of 7-speed twin-clutch automated manual transmission or 6-speed manual gearbox, both of which demand a little more from the driver than do the other 6 Series model. EPA fuel economy figures are 15/22 mpg for 2014 BMW M6 Convertible, M6 Coupe, M6 Gran Coupe with 6-speed manual gearbox, 14/20 mpg with 7-speed auto-manual.
All-wheel drive, which BMW calls xDrive, brings winter capability in the form of the BMW 640i xDrive Convertible, 640i xDrive Coupe, 640i xDrive Gran Coupe; 650i xDrive Convertible, 650i xDrive Coupe, 650i xDrive Gran Coupe. Rear-wheel drive is standard.
The BMW 6 Series Gran Coupe competes with the Mercedes-Benz CLS-Class. The M6 Gran Coupe competes with the Mercedes-Benz CLS63 AMG, Jaguar XJR, and Audi RS 7. All four are new for the 2014 model year, and all four are superb.
Model Lineup 2014 BMW 6 Series
BMW 640i models are equipped with a turbocharged 3.0-liter inline 6-cylinder engine and 8-speed automatic transmission. BMW 650i models come with a twin-turbocharged 4.4-liter V8 engine and 8-speed automatic transmission. M6 versions feature a high-performance 4.4-liter twin-turbocharged V8.
The 2014 BMW 640i Coupe ($74,900), 640i Gran Coupe ($77,100), and 640i Convertible ($82,400) come standard with Dakota leather, two-zone automatic climate control with micro-filter ventilation system with replaceable active-charcoal filters, 10-way power front seats with four-way lumbar support, memory system for driver's seat, steering wheel and mirrors, gray poplar wood trim, floor mats, Comfort Access keyless entry, tilting glass panel roof with power sliding roofliner, power tilt and telescope steering wheel with automatic tilt-up, power windows with opening from remote and closing from exterior lock, Park Distance Control, electric park brake, ambiance interior lighting, heated driver's door lock, three-stage heated front seats, universal garage door opener, 205-watt nine-speaker AM/FM/CD MP3 audio with Sirius Satellite Radio and HD Radio, three-spoke multi-function steering wheel, USB, Bluetooth, rearview camera, exterior temperature display, Dynamic Cruise Control, navigation system with 10.2-inch screen, 3-D maps, 200 GB hard drive, advanced Real Time Traffic Information, BMW Online with MyInfo, BMW Apps, BMW TeleService, engine Start/Stop, xenon headlights. Gran Coupe gets split-folding rear seats. Convertible gets a black soft top and Sun-Reflective Technology in the upholstery. The BMW 640i xDrive Coupe ($77,900), 640i xDrive Gran Coupe ($80,100), 640i xDrive Convertible ($85,400) include all-wheel drive.
BMW 650i Coupe ($86,200), 650i xDrive Coupe ($89,200), 650i Gran Coupe ($88,400), 650i xDrive Gran Coupe ($91,400), 650i Convertible ($93,700), 650i xDrive Convertible ($96,700) upgrade further with 20-way multi-contour seats and Active Head Restraints in addition to their V8 engines.
BMW M6 Coupe ($106,100) and Convertible ($113,100) come with Merino leather upholstery, carbon-fiber trim, leather-wrapped steering wheel, auto start-stop function, rearview camera, xenon headlamps with adaptive light control, 19-inch alloy wheels, dynamic damper control, dynamic cruise control, LED foglamps, navigation system, Bluetooth, HD radio. M6 models offer an optional 6-speed manual gearbox (no cost) and M Carbon Ceramic Brakes (expensive).
Safety equipment standard on all 6 Series includes frontal airbags, front-seat side-impact airbags, active knee protection, front safety belts with automatic pretensioners, LATCH child-restraint system, automatic disconnect of fuel pump, starter and alternator in an accident with activation of hazard lights, interior lights and door unlock, BMW Assist eCall with SOS button and automatic collision notification, rearview camera, adaptive brake lights. Coupes and Gran Coupes come with curtain airbags for rollover protection; Convertibles come with rollbars that extend when sensors detect a possible rollover. Active safety features on all models: Dynamic Stability Control, ABS, Dynamic Traction Control, Cornering Brake Control, Dynamic Brake Control, Start-off Assistant, automatic Brake Drying. All-wheel drive is optional. Optional safety features: Active Head Restraints, Night Vision with pedestrian recognition, Lane Departure Warning System, Active Blind Spot Detection are optional. (Note: All prices are Manufacturer's Suggested Retail Prices, which can change at any time without notice, and do not include $925 destination charge.)
2014 BMW 6 Series
The BMW 6 Series is a range of stylish, sporty luxury cars in three body styles: two-door 6 Series Convertible, two-door 6 Series Coupe, and four-door 6 Series Gran Coupe. Each offers a choice of two engines, a turbocharged six-cylinder for BMW 640i models, a twin-turbocharged V8 for BMW 650i versions, plus a high-performance V8 for the M6 Convertible, M6 Coupe, M6 Gran Coupe. The BMW 6 Series models are based on rear-wheel drive, and xDrive all-wheel drive is available for BMW 640i and BMW 650i models.
This third-generation 6 Series began with BMW 640i and 650i coupes and convertibles, which launched as 2012 models. Gran Coupes, M6 models, and xDrive versions followed for 2013. For 2014, the BMW M6 Gran Coupe and 640i Gran Coupe xDrive fill out a broad lineup that now covers every combination of engine and body style.
New on all 2014 BMW 6 Series models is iDrive 4.2, the latest version of the system that controls navigation and vehicle functions.
Our test drives have shown all the 6 Series models to be refined, sharp, well-engineered machines, smooth and powerful, enjoyable to drive. We found this to be true of all three body styles, all three engines, rear-wheel drive or all-wheel drive. No lightweights, these are grand touring cars more than they are sports cars. They deliver exceptional performance and handling. Chassis balance is excellent, the car responds as expected, feeling in every situation as if it is on the driver's side. Drive one of these cars too fast into a corner and it does not get flustered.
Driving the three body styles revealed more similarities than differences among them. Gran Coupes are the best for rear-seat passengers, Coupes are the sportiest, Convertibles offer top-down motoring. Longer than the coupes and convertibles, the Gran Coupes offer four doors instead of two, along with more comfortable back seats. We hardly noticed the extra length of a Gran Coupe while driving, though its wheelbase is a significant 4.5 inches longer than that of a 6 Series coupe or convertible.
Choosing among the three engines is a matter of how much power you want versus what you are willing to spend. We found the BMW 640i models deliver plenty of power and are relatively agile due to their lighter weight. BMW 650i models deliver more power and are more responsive at all engine speeds. M6 versions feature raceworthy performance yet suffer surprisingly little in terms of comfort.
BMW 640i Convertible, 640i Coupe, and 640i Gran Coupe come with a turbocharged 3.0-liter inline 6-cylinder engine and 8-speed automatic transmission. We found the BMW 640i engine brilliant, silky and fast-revving. Its inline-6 uses direct injection and variable valve timing to generate 315 horsepower and 330 foot-pounds of torque from 1400 to 4500 rpm. BMW claims the BMW 640i Coupe can accelerate from 0 to 60 mph in 5.4 seconds. The 2014 BMW 640i Convertible and Convertible are rated at 20/30 miles per gallon City/Highway by the Environmental Protection Agency, as is the 2014 BMW 640i Gran Coupe. The 2014 BMW 640i Coupe is EPA-rated 22/32 mpg. Premium gasoline is required for all 6 Series.
BMW 650i Convertible, 650i Coupe, 650i Gran Coupe feature a more powerful twin-turbocharged 4.4-liter V8 engine and 8-speed automatic transmission. The 4.4-liter V8 in BMW 650i models produces 400 horsepower and 450 pound-feet of torque over a wide powerband, with peak torque available from 1750 to 4500 rpm. Zero to 60 mph comes in 4.9 seconds. Fuel economy ratings for 2014 BMW 650i models regardless of body style are 17/25 mpg.
BMW M6 Convertible, M6 Coupe, M6 Gran Coupe boast a raceworthy 4.4-liter twin-turbocharged V8 that serves up a stress-free 560 horsepower at 6000 rpm and 500 foot-pounds of torque from 1500 to 5750 rpm. M6 models offer a choice of 7-speed twin-clutch automated manual transmission or 6-speed manual gearbox, both of which demand a little more from the driver than do the other 6 Series model. EPA fuel economy figures are 15/22 mpg for 2014 BMW M6 Convertible, M6 Coupe, M6 Gran Coupe with 6-speed manual gearbox, 14/20 mpg with 7-speed auto-manual.
All-wheel drive, which BMW calls xDrive, brings winter capability in the form of the BMW 640i xDrive Convertible, 640i xDrive Coupe, 640i xDrive Gran Coupe; 650i xDrive Convertible, 650i xDrive Coupe, 650i xDrive Gran Coupe. Rear-wheel drive is standard.
The BMW 6 Series Gran Coupe competes with the Mercedes-Benz CLS-Class. The M6 Gran Coupe competes with the Mercedes-Benz CLS63 AMG, Jaguar XJR, and Audi RS 7. All four are new for the 2014 model year, and all four are superb.
Model Lineup 2014 BMW 6 Series
BMW 640i models are equipped with a turbocharged 3.0-liter inline 6-cylinder engine and 8-speed automatic transmission. BMW 650i models come with a twin-turbocharged 4.4-liter V8 engine and 8-speed automatic transmission. M6 versions feature a high-performance 4.4-liter twin-turbocharged V8.
The 2014 BMW 640i Coupe ($74,900), 640i Gran Coupe ($77,100), and 640i Convertible ($82,400) come standard with Dakota leather, two-zone automatic climate control with micro-filter ventilation system with replaceable active-charcoal filters, 10-way power front seats with four-way lumbar support, memory system for driver's seat, steering wheel and mirrors, gray poplar wood trim, floor mats, Comfort Access keyless entry, tilting glass panel roof with power sliding roofliner, power tilt and telescope steering wheel with automatic tilt-up, power windows with opening from remote and closing from exterior lock, Park Distance Control, electric park brake, ambiance interior lighting, heated driver's door lock, three-stage heated front seats, universal garage door opener, 205-watt nine-speaker AM/FM/CD MP3 audio with Sirius Satellite Radio and HD Radio, three-spoke multi-function steering wheel, USB, Bluetooth, rearview camera, exterior temperature display, Dynamic Cruise Control, navigation system with 10.2-inch screen, 3-D maps, 200 GB hard drive, advanced Real Time Traffic Information, BMW Online with MyInfo, BMW Apps, BMW TeleService, engine Start/Stop, xenon headlights. Gran Coupe gets split-folding rear seats. Convertible gets a black soft top and Sun-Reflective Technology in the upholstery. The BMW 640i xDrive Coupe ($77,900), 640i xDrive Gran Coupe ($80,100), 640i xDrive Convertible ($85,400) include all-wheel drive.
BMW 650i Coupe ($86,200), 650i xDrive Coupe ($89,200), 650i Gran Coupe ($88,400), 650i xDrive Gran Coupe ($91,400), 650i Convertible ($93,700), 650i xDrive Convertible ($96,700) upgrade further with 20-way multi-contour seats and Active Head Restraints in addition to their V8 engines.
BMW M6 Coupe ($106,100) and Convertible ($113,100) come with Merino leather upholstery, carbon-fiber trim, leather-wrapped steering wheel, auto start-stop function, rearview camera, xenon headlamps with adaptive light control, 19-inch alloy wheels, dynamic damper control, dynamic cruise control, LED foglamps, navigation system, Bluetooth, HD radio. M6 models offer an optional 6-speed manual gearbox (no cost) and M Carbon Ceramic Brakes (expensive).
Safety equipment standard on all 6 Series includes frontal airbags, front-seat side-impact airbags, active knee protection, front safety belts with automatic pretensioners, LATCH child-restraint system, automatic disconnect of fuel pump, starter and alternator in an accident with activation of hazard lights, interior lights and door unlock, BMW Assist eCall with SOS button and automatic collision notification, rearview camera, adaptive brake lights. Coupes and Gran Coupes come with curtain airbags for rollover protection; Convertibles come with rollbars that extend when sensors detect a possible rollover. Active safety features on all models: Dynamic Stability Control, ABS, Dynamic Traction Control, Cornering Brake Control, Dynamic Brake Control, Start-off Assistant, automatic Brake Drying. All-wheel drive is optional. Optional safety features: Active Head Restraints, Night Vision with pedestrian recognition, Lane Departure Warning System, Active Blind Spot Detection are optional. (Note: All prices are Manufacturer's Suggested Retail Prices, which can change at any time without notice, and do not include $925 destination charge.)
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Website property of Global Export Motors™
Website design by Invigorating Media