The luxury car segment is a field where many vehicles play. Commonly recognized luxury features are not hard to find in the current auto climate. These days, you can get leather seating in a Ford Fiesta. For this reason, a premium carmaker must define their cars with innovation in making the luxury riding experience unique and fulfilling. When it comes to a flagship vehicle, luxury brands can be forgiven for pulling out the stops. Creating the updated version to their S-Class large sedan, Mercedes-Benz has readied a comprehensive level of high-end luxury.

Described by Mercedes-Benz as “The Essence of Luxury”, the German automaker has set lofty ambitions for what is the newly revealed S-Class. Radiating with a meaningful styling and new technology, the refreshed styling of the Mercedes-Benz S-Class makes the car a bolder executive ride. “Stylish sportiness and sensual forms in synthesis with timeless clarity and effortless superiority make the S-Class a true design icon”, says design chief Gorden Wagener. The new S-Class’ exterior sports a more characterized physique. Front bodywork wraps around the car’s headlamps and larger chrome grille. A pair of side contours etches out a “convex-concave effect” creating a three-dimensional appearance along the door panels. From front to rear, the S-Class luxury sedan structure projects maturity with a playful sense of performance. It will be available in a short and long wheelbase variant.

One of Mercedes-Benz’s first begging points about the new S-Class is their use of LED technology throughout the sedan. Headlamps, taillights and interior illumination are made solely possible with around 500 LEDs in place. The S-Class is billed as the first ever car without a single light bulb. Adaptive Highbeam Assist Plus and Night View Assist Plus have been enhanced.

High performance lighting is only one of the active driving features found on the new S-Class. Deeply entering the technological realm of untouched luxury territory, electronic aids create a driving sensation unlike anything else in the automotive marketplace. Adaptive Damping System ADS PLUS as well as the AIRMATIC air suspension system is in place to keep the wheels steady on the road and the ride is solid. An optional system said to offer “the world’s first suspension with eyes”, ROAD SURFACE SCAN uses a stereo camera to regulate the S-Class’ ride. Under an extended PRE-SAFE protection array, the S-Class will electronically assist in collision avoidance. Autonomous emergency braking at speeds up to 50 kilometers per hour, rear collision warning and protection as well as smart seatbelt control are components to the PRE-SAFE technology.

Driving the new Mercedes-Benz S-Class sedan, more headroom and additional shoulder space will provide front section riders with roomier accommodations over the previous model. Dashboard information is provided through two high-resolution TFT displays. One screen serves as the instrument cluster for the S-Class while the display on the right-hand side relays infotainment and other comfort control information. A telephone keypad found on the center console and LINGUATRONIC powered Speech Dialog System allows the driver to exact easeful control of the infotainment features. A ten-speaker stereo system is standard with two options for upgrading the audio system. Both available audio setups are surround sound speaker systems provided by Burmester. A Frontbass system added to the S-Class involves mounting the woofers in the car’s firewall for better sound performance.

An ENERGIZING massage function for the seating uses 14 actuated air cushions in the seat back to supply the occupant with one of six message programs. One of the available cabin technologies on the new S-Class is the AIR-BALANCE package incorporating an “active perfuming system”. Fragrance choices with the AIR-BALANCE package include Freeside Mood, Nightlife Mood, Downtown Mood and Sports Mood is provided to the occupants.

Unlike the case with most automobiles, the riding experience for passengers receives almost more focus on the Mercedes-Benz S-Class than the driver. Borrowing some of the luxury engineering that resided in the now-defunct Maybach brand, the Mercedes-Benz S-Class offers super premium backseat comfort. An Executive seat option on the S-Class permits the rear rider to recline at a 43.5-degree angle. A “First Class Rear” option can also be ordered on the S-Class fitting a rear center console between two backseat occupants. Fold-out tables are available with the First Class Rear seating package suited for riders partaking in business transactions or a power lunch.

For a vehicle presenting so much luxury innovation, the new S-Class delivers a powertrain choice showcasing some of the vehicle’s more impressive technology. A 455-horsepower V8 biturbo engine on the S 500 model is 20 horsepower more potent its predecessor. The S 500 model is the powerhouse version of the new sedan with acceleration from 0 to 60 mph capable in 4.8 seconds. Continuing to tout a 3-liter diesel V6 engine, the S 350 BlueTEC version delivers exceptionally low fuel consumption. Two hybrid versions of the S-Class will also be made available. A gasoline-powered S 400 Hybrid will combine a 20-kilowatt electric motor with a 306-horsepower V6 engine. Integrating hybrid and diesel engine technology together, the S 300 BlueTec Hybrid is propelled by a diesel-powered 2.2 liter four-cylinder engine married to an electric motor. According to Mercedes’s data, the S 300 BlueTec Hybrid can potential go nearly twice the distance of an S 500 model on the same volume of fuel. An S 500 plug-in hybrid model is also expected in the near future. A responsive 7G-Tronic PLUS automatic transmission with a DIRECT SELECT lever is included on all S-Class vehicles.

Preparing to challenge the Audi A8 and BMW 7 Series, the release of the new Mercedes-Benz S-Class sedan should arrive in North America by the end of this year. At a later date, customers in the United States will gain knowledge for what models and powertrains will be available.

Information source: Daimler AG

A blessing and a curse of this connected world is there are fewer secrets remaining in the world. Decades ago, following motorsports relied on finding a source or publication highlighting a specific form of racing. In the United States, NASCAR Sprint Cup blossomed from a regional level into a national force with media sources deciding to profile the stock car series. Through the 1990s with expanded television sport coverage and later through the Internet other forms of regional motorsport around the world can be fully appreciated. The German DTM Series has been a recent organization observed to be booming worldwide with growing race coverage. The impact of DTM has led to the commitment for a similar series in the United States by as early as 2015. While there is a two-year wait for the DTM Series, Another international import is preparing for a maiden stop at the new Circuit of the Americas track in Texas this upcoming weekend.

From May 17th to the 19th, the American race fans will be offered the first chance to witness the Australian V8 Supercars Series in person. The 3.427-mile (5.515 kilometer) Circuit of the Americas hosting of the V8 Supercars comes a six months after a Formula 1 race christened the track.

For the inaugural Austin 400 event, spectators can expect a race weekend differing from what we would see in NASCAR or the IZOD INDYCAR Series. Four practice sessions will be held on the Friday for the V8 Supercars ahead of a series of qualifying races. Saturday and Sunday will each consist of two qualifying races followed by a pair of 27-lap feature events. Each sprint race is expected to take approximately 40 minutes to complete.

A derivative of the Australian Touring Car Championship that ran from 1960 to 1998, passion for racing high-performance V8 engines are richly observed Down Under. Australian classic cars competing in the touring car includes the Holden Monaro GTS350 and the Ford Falcon XB. Action movie fans would recall a black “Pursuit Special” Ford Falcon XB in the Mad Max movies. Since 1998, the Australian Touring Car Championship has operated as the V8 Supercars organization. For a long time limited to the Oceania region of the world, the Australian V8 Supercars Series has actively branching out to other world audiences. The Australian V8 Supercars Series first venture to other markets consisted of a stop at the Shanghai International Circuit in 2005. Trips to the Bahrain International Circuit and the Yas Marina Circuit in the United Arab Emirates have also sit on the V8 Supercars calendar in recent years. Operating under the Federation Internationale de l’Automobile (FIA), the track that proved more than capable of hosting the 2012 United States Grand Prix should serve ideally for the first North American race for the V-8 powered machines.

The first year for a new set of rules designed to foster greater on-track competition, improved driver safety and lower costs for teams, the V8 Supercars grid has doubled from two to four car makes in 2013. Returning to the series is the Ford FG Falcon and the Holden VF Commodore. For motorsport audiences in the United States, the Holden VF Commodore is recognized thanks to a General Motors relative currently racing on the NASCAR circuit. The limited production 2014 Chevy SS sedan and the Chevrolet Caprice PPV share the General Motors Zeta platform with the Australian sold Holden VF Commodore. Making a high profile arrival in Australian Touring V8 Supercars for 2013, Nissan enlisted the experience of 2006 V8 Supercar champion Rick Kelly and brother Todd as part of a new Altima race effort. Michael Caruso and James Moffat are also campaigning a pair of Nissan Altima race cars in 2013 powered by a custom V-8 engine. The fourth competing make in 2013 Australian V8 Supercars is the Mercedes-Benz E63 AMG campaigned by three competitors this season. 28 cars total are set to part of the 2013 Austin 400 race event.

Several teams involved in the Australian V8 Supercars circuit have prepared special paint schemes for their inaugural North American event. Normally running a black and red paint scheme with Australian auto part retailer Supercheap Auto prominently displayed, the 2005 championship driver Russell Ingall will don a yellow and black colour on his #17 Holden VF Commodore for the Austin race weekend. Jonathon Webb’s Team TEKNO has also chosen to debut a new livery promoting Darrell Lea soft liquorice for the Austin 400 race.

Having over $100 millions of cars and equipment flown overseas by two Boeing 747 airplanes, a lot is being invested in the V8 Supercars’ first United States event. With less than a week before the various V-8 powerplants will be revving at the Circuit of the Americas, the prelude to the event has already involved a driver swap between NASCAR Sprint Cup driver Kurt Busch and Holden Racing Team pilot James Courtney.

Information, photo and video source: Circuit of the Americas, NASCAR, Nissan North America, V8 Supercars

Another racing series starts engines for the first time this 2013 motorsport season. Combining produced-based vehicles of Audi, BMW, and Mercedes-Benz with some of the greatest road course in Europe, the DTM Series is set to receive a 24-car field at the Hockenheimring. Ready for a fresh tour, the cast and characters of the 2013 DTM Series will stand on an all-new stage with the off-season announcement of several changes.

Beyond the 42-lap race at the Hockenheimring opening the 2013 11-race schedule, the DTM championship will present a fair assortment of familiar and new tracks. The Eurospeedway Lausitzring round was moved from the 2^nd to 4^th event on the 2013 DTM Series calendar. The 2013 season will open with trips to three countries. A series long accepted as German-based, the DTM Series continues to branch out across Europe and beyond. The biggest addition to the 2013 DTM Series schedule is an inaugural Moscow Raceway round at a 2.555-kilometer on August 8^th. A Spanish round held last year in Valencia has been dropped from the calendar, as has a non-points event that operated at Munich, Germany’s Olympic Stadium.

Winning four races in 2012, long-time DTM Series mainstay Mercedes-Benz suffered an overall unstable outing last season. The HWA Team competing with the AMG Mercedes-Benz C-Coupe was a potent organization throughout the 2012 season with Gary Paffett and Christian Vietoris. The HWA Team’s lead driver Paffett fell short of the 2012 driver’s title. Gary Paffett returns to the HWA Team driving Euronics colours. I can’t wait to finally get started in Hockenheim and intend to be back on the attack once again in my EURONICS Mercedes AMG C-Coupé. My goal is clear: to fight for the championship and not be pipped at the post again in the finale at Hockenheim.” said Paffett. Canadian driver Robert Wickens transfers to the HWA Team in 2013 driving a STIHL sponsored car. “My orange and white STIHL Mercedes AMG C-Coupé is definitely one of the coolest designs seen on the DTM grid this year. In my whole racing career, I’ve certainly never seen a paint job that I liked better. Our goal now is to make sure that we don’t just look cool but are also fast.” said Wickens. Female driver Susie Wolff left Mercedes-Benz and the DTM Series in favour of a Formula 1 test driver post with the Williams F1 team.

Enjoying a big reintroduction to the DTM Series last season, BMW quickly came up to speed with their M3 DTM race car. Finding victory lane in only the second race of the season, the return of BMW to DTM was led by series veteran Bruno Spengler. After an opening race mishap, the Canadian driver went on a tear winning four of ten 2012 DTM events. A late season retirement by Gary Paffett gave Bruno Spengler a window of opportunity to pursue the series title, with an important victory in the 2012 series finale, Spengler won his first-ever DTM championship in 2012. Bruno Spengler returns as the defending champion in the #1 BMW M3. Valencia round winner Dirk Werner, 2011 DTM champion Martin Tomczyk, Dirk Werner and American Joey Hand return to a series. Two additional M3 race cars will be included in 2013 DTM competition as BMW Team MTEK fields Marco Wittmann and former Formula 1 driver Timo Glock.

Audi is looking for redemption in 2013 DTM Series. Winning only two regular series DTM Series events in 2012 (both at the hands of Italian Edoardo Mortara, Audi Sport was seen lagging behind the Mercedes-Benz and newcomer BMW. Audi team’s top star Mattias Ekstrom driving a Red Bull sponsored Audi A5 found victory in the non-point scoring knockout race held at Munich’s Olympic Stadium. This year, Audi adopts the RS5 name for their race vehicles in 2013 eager to discover a change in attitude for the new season. Audi Sport Team Abt Sportsline organization pouched former Mercedes-Benz driver and last season’s third place finisher in the driver standings Jamie Green. “For me, the race at Hockenheim not only is a great challenge but the beginning of a new chapter in my life”, said Green. An eight-car contingent of Audi RS5 DTM cars is intent take full honours this season.

The only mechanical change to the cars in 2013 is with the adaptation of a Formula 1-style Drag Reduction System (DRS). During approved periods of the race, the movable DRS rear wing element on DTM machine cars adjust to allow five to ten kilometers per hour addition speed down a straightaway. The DRS will be enabled for drivers within two seconds behind another vehicle. A meaningful contribution to overtaking in Formula 1, DRS inclusion in the 2013 DTM Series could put race leaders under considerable more pressure in events.

Other changes to the 2013 DTM Series revolves around racing procedure. Fixed pit windows used last year have been abolished for this season’s events. Instead, teams are permitted to pit for tires beyond the third lap until three laps remaining in a main event. Tire supplier Hankook has also thrown in a unique variable with the inclusion of an option tire at 2013 DTM races. Good for producing lap times up to 1.5 seconds faster than the regular racing tire, the optional Hankook tire’s softer compound will wear quicker. Unlike last season, work on the DTM between qualifying and the main race is strictly limited.

The DTM Series has been a globally accepted auto racing organization that is winning influence with every passing year. By 2014, the Japanese Super GT series will unify with the DTM regulations. Plans to operate a DTM style tour in the United States has also been brought back to focus. Originally intended through the Grand-Am Road Racing body, the initiative has been reaffirmed recently following the announcement of the United SportsCar Racing. An American-based DTM Series is suggested to start by 2015 at the earliest.

Information and photo source: Audi AG, BMW AG, DTM, Daimler AG

The mid-to-late 1990s was a glorious renaissance period for performance cars. Formula 1 inspiration created the McLaren F1 using a BMW V-12 engine to become the then-fastest production car in the world. The Dodge Viper introduced in 1992 refined itself into a formidable performance coupe. The C5 version of the Chevrolet Corvette brought world-class speed and refinement back to the American sports car. At the very top, supercars took center stage in sports car racing as rules allowed super-limited production vehicles to compete in top classes at races such as the 24 Hours of Le Mans and the Mobil 1 Twelve Hours of Sebring. In 1997, the Mercedes-Benz CLK-GTR presided as one of those exceptionally developed racecars of the time.

Shortly after the original DTM Series folded in 1996, Mercedes-Benz devoted their motorsports resources to building a race vehicle to compete in the FIA GT Championship. In preparations for a 1997 championship starting in mid-April, Mercedes-Benz engaged in a rather swift development for what would be the CLK-GTR. Using computer aided design and clay modeling, AMG needed just 128 days to allow the Mercedes-Benz CLK-GTR to evolve from concept to race track-ready. Mercedes-Benz and AMG may have leapfrogged the construction of their racecar by studying the competitor of the time. Reports have indicated Mercedes-Benz secretly reverse-engineered a McLaren F1 in the creation of their speed machine. A picture of a modified test mule has confirmed this to be the case.

Presenting the Mercedes-Benz CLK-GTR in racing trim as well as a street version, the FIA granted entrance of the German supercar ahead of a four-hour event at the Hockenheimring. Wearing the badging and characteristics of a production coupe (even a hood ornament), the CLK-GTR racecar shared few Mercedes CLK parts. A purebred racecar featuring the earth-shaking power of a mid-mounted V-12, the Mercedes-Benz CLK-GTR was exclusively shaped with carbon fiber bodywork (more common today but considered highly exotic in the 1990s). Butterfly-style doors on the vehicle allowed easier driver changes during the course of a FIA GT Championship event. The headlamps and the front grille remain the only carryover pieces from the more conventional Mercedes-Benz CLK in the creation of their GT1 racecar.

Campaigned within the GT1 category through AMG-Mercedes in 1997, the McLaren F1 fielded by BMW Motorsport would not concede superiority. It was not until the fourth race at the Nurburgring that a Mercedes-Benz CLK-GTR piloted by Bernd Schneider and Klaus Ludwig would be at the top of the podium. However, after that initial win, the Mercedes-Benz CLK-GTR cruised to victory in five of the final seven races of the 1997 FIA GT Championship. Resulting in a driver’s championship for Bernd Schneider, the Mercedes-Benz CLK-GTR GT1 car late season dominance gave the AMG-Mercedes organization the team championship.

In 1998, the pace of motorsports development relegated the Mercedes-Benz CLK-GTR out-of-date. Competing in two races (sailing to victory in both cases), Mercedes-AMG would replace the Mercedes-Benz CLK-GTR with the CLK-LM (an upgraded variant of the previous racecar). Bernd Schneider partnered with future Red Bull Racing Formula 1 driver Mark Webber recorded the CLK-GTR’s last FIA GT Championship win. Privateer organization Persson Motorsport respectably ran the Mercedes-Benz CLK-GTR through the remainder of the 1998 FIA GT Championship but didn’t capture a victory. Unlike the McLaren F1 or its corporate successor the CLK-LM, the Mercedes-Benz CLK-GTR would never race at the 24 Hours of Le Mans.

In respect to homologation rules of the 1997 GT1 class cars, Mercedes-Benz needed to produce a minimum of 25 street legal versions of the CLK-GTR. That was fulfilled the following year. Buyers of the road-going version of the Mercedes-Benz CLK-GTR enjoyed almost all the styling and performance characteristics of the FIA GT Championship winning variant. 20 of the Mercedes-Benz CLK-GTRs were coupes while the remaining five were produced as convertibles by H.W.A. GmbH (a motorsport company created Hans-Werner Aufrecht in 1998 after Mercedes-Benz wholly acquired AMG). The only major difference is a body-integrated rear wing replaced the race vehicle’s tail. Two-piece luggage set, battery charger and a first aid kit would come with the CLK-GTR road car.

The 25 Mercedes-Benz CLK-GTR models actually featured a larger displacement engine than the racecar. Fitted with a 6.9 liter version of the M120 V-12 powerplant, the Mercedes-Benz CLK-GTR street car pumped out roughly the same horsepower as the 1997 GT1 racing sports car. An exception to this performance equality is an ultra-rare SuperSport model was given a larger 7.3 liter V-12 engine capable of 720-horsepower. Only two Mercedes-Benz CLK-GTR SuperSport models are known to exist with the horsepower upgrade. August of 2012, a 1998 Mercedes-Benz CLK-GTR SuperSport road car fetched $1,100,000 at the RM Auction in Monterey.

An impressive machine constructed during a very brief period where GT1 racing resulted from extreme supercars, the Mercedes-Benz CLK-GTR risks being one of those forgotten vehicles. Not enjoying the fanfare of the Mercedes-Benz SLR McLaren or the current SLS AMG, the CLK-GTR short sports car racing career is still a legendary feat.

Information and photo source: Daimler AG, RM Auctions

Let’s be honest, this is the main reason I took the journey from London to Surrey for this Mercedes Media event where I also drove the SL 63 AMG and rode the smart ebike. The Mercedes SLS AMG Roadster is one of those cars that us gearheads long to check off our “to drive” bucket lists.

Frankly, Mercedes had some balls coming out with this car in the first place, back in 2011, considering that it competes almost directly with heavy hitters like the Ferrari 458 Italia, Lamborghini LP560-4, and Audi R8 GT. With the overall meh-factor of its predecessor – the Mercedes-McLaren SLR – the SLS AMG had to be good.

Having been wanting to see how it competes with the Lambo and Ferrari first-hand for some time now, the last drive of the day was in the SLS Roadster.

Note: This “Quick Drive” series is when we get to drive a car, but don’t have it for long enough to provide an in-depth review. Any opinions or observations with the car are based on a limited time driving (usually anywhere from a half hour to a few hours) and normally only in one situation (either in-city or country, or on a track, etc.)

The first thing I noticed after stepping into the SLS AMG Roadster and putting it into Drive is how much it didn’t feel like a competitor to the 458 Italia or R8 GT. The gearbox didn’t jerk around between gears, it didn’t feel like it was pissed off to be going under 30 mph, and it didn’t make me cringe every time I approached a speed hump. It doesn’t feel like the supercar I was expecting – it’s more of a GT car like the Ferrari California or Aston Martin DB9. At least on the slow and busy English roads I was driving it on.

But maybe that’s the point. It certainly sounds like it could go crazy at any moment. At low RPMs it sounds like a dragon is warning you to stop poking it with a stick. Get on the throttle a bit more and now it’s getting angry. I love the sound this car makes. Sadly, I never had the chance to hear it scream. The speed camera-riddled A3 motorway made sure I kept it under 100 mph, although the lack of effort the 6.3-liter 571 hp V8 needed to get to 100 mph made it easy to blast up to speed in no time at all.

Most of my hour or so in the SLS AMG was top-down, despite the bitterly cold weather. Not because I prefer convertible driving, but so I could hear the car’s exhaust note more clearly. Dropping down a couple of the car’s seven gears with the paddle shifters and punching the throttle while going through a tunnel is one of life’s greatest joys.

Top up, visibility is a bit limited anyway. Not something I want to risk in a £201,475 car, especially when I’m used to being on the other side of the car (and road.) Luckily, not much of the bone-chilling wind got in at any speed; the wind deflector along with the windows rolled up (yes, I know it looks stupid) kept it pretty warm inside.

The rotating knob to the driver’s left selects between Comfort, Sport, Sport+, and Manual mode. With my limited time I decided to trust the MB engineers and threw it into Sport+ most of the time, and although the difference in modes is noticeable, it still never felt like a track monster. Perhaps that’s what the big “AMG” button is for…and a track. I still would have expected more excitement in Sport+ when punching the throttle though – there’s some hesitation between depressing the pedal and the car taking off. I wasn’t able to get that “throw you into your seat” acceleration unless I downshifted a few gears at higher speeds, then stepped on it.

The fact that I kept setting the cruise control every time I wanted to turn right wasn’t great. For some reason, Merc engineers decided to place the cruise control lever in the same place the blinker lever normally resides. The blinker is lower than I’m used to. It never became a safety hazard, luckily – I always knew I hit the wrong lever as soon as I did it, and tapped the brake as needed.

If you’re looking for the Roadster, prices start at £176,950 on-the-road. My tester was loaded up with quite a few options including some £1,025 carbon fiber side mirrors and £2,995 CF trim, a special leather and Alcantara-lined £340 steering wheel, an upgraded brake system worth £8,140 (and they work,) a £5,055 sound system, and a few other bits that made the total price for this car £201,475.

But of course, if you do get the roadster instead of the coupe, you lose out on the best conversation starter: the gullwing doors, created as a throwback to the much-loved 300SL Gullwing.

I really enjoyed driving this car, although not for the reasons I expected to. It’s a good car to cruise around in, has massive power when you need it, and I can see how on the track it could be a beast. And the sound…oh that wonderful sound.

I haven’t driven the coupe yet, and I only drove the Roadster on the streets, but I’m struggling to find the connection between the SLS AMG and its given competitors apart from on paper. It doesn’t feel like a Ferrari 458, R8 GT or Gallardo LP560-4 in practice, despite the horsepower numbers being nearly identical. It wasn’t scary to drive, it was comfortable the whole time, and never even hinted at getting out of hand, even when the traction control decided to kick in. Interestingly, the SLS is cheaper than any of the other options, and has significantly more torque. Pretty typical for any vehicle with an AMG badge.

I’d love to get this car out on the track to see how its personality changes when pushed to the limit. Rest assured, if that happens, you’ll be reading about it here. Check out some more pictures from my drive below.

See how much this car should cost you. Hint: It's not MSRP - get Free Price Quotes at Edmunds.com

A few days ago, I jumped on a train in London to head down to Weybridge, Surrey to Mercedes Benz World about a half hour southeast of town. When I got there, I found a facility far bigger than I expected, along with a lineup of Mercedes-Benz vehicles lined up ranging from Smart’s electric cabrio car to the Lego-like Mercedes G 350 SUV, and from the Smart ebike to the monstrous Mercedes SLS AMG Roadster. It’s all part of a media event many manufacturers hold regularly to get press familiar with their cars, and this is my first time at one with Mercedes.

The SL-Class is the Benz that’s always interested me the most, so it wasn’t a stretch to pick the Mercedes-Benz SL 63 AMG Roadster to take for a spin. After all, with the “V8 Biturbo” badge on the side, who could resist?

Note: This “Quick Drive” series is when we get to drive a car, but don’t have it for long enough to provide an in-depth review. Any opinions or observations with the car are based on a limited time driving (usually anywhere from a half hour to a few hours) and normally only in one situation (either in-city or country, or on a track, etc.)

Sometimes on these events, we team up with a driving partner, and at lunch I met up with a young editor named James Taylor (no not that one,) from a local car reviews website, parkers.co.uk so we teamed up and took a matte gray (£1,255 paint option) SL 63 AMG Roadster out after filling up on sandwiches and pudding. He was the first to drive.

In the passenger seat, I was a bit short of legroom, but mainly because we put our gear in the passenger footwell since there wasn’t much room to put it in the boot when the hard top was folded down and we couldn’t be bothered to fold it up just to put our stuff back there.

When we took off and started turning around some corners, I was pleasantly surprised by a feature I hadn’t experienced before – active bolsters. The seats otherwise held you in place pretty well, but when going through turns, the passenger seat’s bolsters move in accordance with the g-forces created by the car’s going around corners. When turning a hard right, the left bolster folded in toward me to hold me in place. Necessary? Probably not, but a cool feature to make sitting in the passive seat more tolerable, and a nice conversation piece at the pub.

While tinkering around with some buttons inside, we also came across the “air scarf” (£575 option) – a feature that surpasses heated and cooled seats and blows cool or warm air across the back of your neck from the seats. Especially useful in a convertible, and although it didn’t work at the start (and nobody could figure out why,) it suddenly decided to start working mid-drive. Along with the electronic wind deflector (a £525 option, otherwise it’s a manual fabric standard deflector) we were able to drive with the top down on a nippy day and stay warm.

When I eventually got in the driver’s seat, I was a bit surprised at how tame the car was considering its dual-turbo 5.5-liter AMG V8 producing 530 hp and 590 lb-ft of torque. It didn’t let you forget it though; at low- to mid-throttle, the car’s AMG exhaust emits a healthy, low pitched purr to let you know it can spring into action if you so desire. But it’s not too rough; lay down into the throttle and the healthy purr gradually turns into a growl, but it’s not an explosive action.

This car isn’t about embedding your spinal cord into the upholstery – it’s a comfortable drive that can get sporty when you want it to. Even in Sport or Sport+ mode, which we stayed in most of the time, the ride is smooth and comfortable. Acceleration and suspension change noticeably when switching modes, but it doesn’t change the character of the car, at least while traveling at normal speed on normal roads.

I think with AMG mode selected (which we didn’t activate this time since we didn’t want to tempt ourselves with so much traffic around) and on a track, this comfy GT car could turn into something more aggressive and lively.

I have to admit, I’m not crazy about the styling of the newest generation SL-Series. It looks like the front-end is trying to jump out of the car. The AMG package on this SL 63 is welcome though, and I like the matte gray paint. With the AMG styling, you get AMG-specific front apron with the cross strut and side vents painted in silver chrome, the rear apron and side sill panels in the vehicle color, but our car had the £2,510 carbon fiber exterior package fitted, which adds (real) carbon fiber to front apron cross strut, exterior mirrors, and adds the slick CF boot lip spoiler you see in the photo above.

Inside, you get all the stuff you’d expect from Mercedes like auto-dimming mirrors, rain-sensing, heated-adaptive wipers (they call it “Magic Vision,”) three-color ambient lighting, memory seats/steering wheel/mirrors, and an internet-connected multimedia system with nav, while selecting the AMG package adds a branded clock, floor mats, sport seats, a sport steering wheel, instrument cluster, plus a load of performance features like 27 more hp, bigger brakes, more dynamic suspension and steering, 19-inch AMG wheels, and a special AMG 7-speed automatic transmission.

The on-the-road price for the Mercedes SL 63 AMG Roadster is a whopping £110,760 in the UK, and our car, with all its options, adds up to a surprisingly high £147,200 (that’s about $225,290 USD, but it’s not fair to compare currencies in a different market.) Yes, that’s too much money for this car, but it does have its market, and I see them on the road regularly.

Mercedes cars are unique in that they provide features that no other competitor has, are always on the edge of technology (even if nobody understands it,) and has so many variations in model, trim, and packages, there’s always a car for any niche. This one is for the middle-aged gentleman that wants a comfortable GT convertible that has power, but not so much to get him into trouble or surpass his reaction time, and adds the AMG package to have some fun when he really wants to. But not too often.

Check out below for some more photos of the SL 63 AMG Roadster we drove.

See how much this car should cost you. Hint: It's not MSRP - get Free Price Quotes at Edmunds.com

photos: Chris Burdick

Easter eggs related to automobiles consist of unique features making the ownership experience just a little more special. Like a uniquely painted Easter egg, the features define a single model or an isolated assortment of vehicles. However, past Easter egg features in motoring have hitched and multiplied. Ford SYNC, OnStar and even stop-start technology have grown to be widespread hatchlings in modern vehicles.

In 2013, a new batch of Easter egg features will delight motorists in current or soon-to-be released vehicles.

2014 Honda Odyssey HondaVac

The minivan sector has a habit of adding Easter Egg-type features in order to define otherwise boxy, difficult to define shapes. Rear passenger DVD entertainment and unique seating options are some features auto companies have used to triumph over each other in the minivan class. A low-tech Easter egg, the Honda Odyssey gained notoriety for its coin holder. At the 2013 New York International Auto Show, Honda’s upgraded version of the Odyssey minivan really sucks (in a positive way).

The first of its kind on-board vacuum unit, HondaVac the most sanitary motorist will not need to fret over dirty shoes or cookie crumbs. Integrated into the 2014 model year Honda Odyssey with cooperation between the auto company and Shop-Vac, the on-board vacuum is a powerful electric unit. A full-function vacuum installed along on the driver-side portion of the rear cargo area, the HondaVac includes several nozzle attachments.

The HondaVac will be standard on the 2014 Honda Odyssey Touring Elite model.

Mercedes-Benz SLK Magic Sky Control Roof

The thrill of purchasing a convertible is having the beaming of natural light surrounding you as you drive. Having just left winter, most of us in North America have not been thinking of acquiring a drop-top. Sunroofs can serve the need for sunlight often creates an oven-like experience in a vehicle’s cabin. In 2011, Mercedes-Benz recognized the dilemma by creating an intelligent sunroof system for their retractable hardtop SLK Roadster.

Using nano particles charged by an electrical current, the Mercedes-Benz SLK Roadster’s Magic Sky Control Roof could alter the illumination level. Controlled either by the driver or through an automated system, the Mercedes-Benz Magic Sky Control Roof allows maximum brightness on cooler days. Under scorching sun, Magic Sky Control Roof can automatically adjust to a darker shade to aid the climate control system in preserving a cool temperature. As of 2012, Magic Sky Control Roof system is added to the Mercedes-Benz SL model.

Jeep Patriot Boston Acoustics Liftgate Speakers

On the now-discontinued Dodge Caliber, a Chill-Zone beverage cooler in the dash panel could keep up to four drinks at a refreshing temperature. The Caliber and platform-mate the Jeep Patriot also offered a unique sound system feature. Originally called Magic Gate on the Dodge Caliber, a pair of Boston Acoustics audio speakers mount on the vehicle’s liftgate. Designed for camping or other social gatherings, the liftgate speakers can be folded down to create a party-like sound system.

Unfortunately, the unique features were surrounded by uninspired interior designs that for years haunted many Chrysler products. The Dodge Caliber has made way to the 2013 Dart but the Jeep Patriot remains for the 2014 model year.

2013 Toyota Avalon QI Wireless Phone Charging

Making vehicles connected has been the latest ambition of automakers. Adding Apple iPod jacks and USB connections, Bluetooth has also become a regular on new vehicles. The next trend is to integrate a special type of wireless device charger into new cars. General Motors and equipment provider Powermat announced early in 2011 intentions of putting wireless inductive charging units on vehicles for mid-2012. As of 2013, the Powermat based charging equipment has yet to be included on any Buick, Cadillac, Chevrolet or GMC vehicle. With General Motors delaying in-car inductive charging, Toyota has decided to be the auto company to bring near effortless to operate hardware to motorists.

Included in the 2013 Toyota Avalon Limited model, the wireless charger technology employs Qi interfaces. Unlike the Powermat system that requires a special accessory to be retrofitted to a phone, the QI system is built into devices. The LG Google Nexus 4 and Nokia Lumia 920 are early adopters of a promising charging standard. Attachments are available for other smartphone devices.

Rolls-Royce Wraith’s Satellite Aided Transmission

When you spend $320,000 for a vehicle, it’s easy to say you have high expectations the vehicle. When Rolls-Royce introduced the two-door Wraith at the 2013 Geneva Motor Show, the super luxury carmaker was required to explore the heights yet unattained by current vehicles. A personal luxury car providing impressive performance and comfort, the Rolls-Royce Wraith’s 624-horsepower momentum will be funnelled through an eight-speed automatic transmission is guided by an additional influence.

The Rolls-Royce Wraith is the first-ever vehicle to have a transmission that uses GPS (global positioning system) data in the electronic decision making when shifting gears. Rolls-Royce’s Satellite Aided Transmission of the Wraith employment of navigational information not only adjusts precisely to the current road position but also has the power to plan gear selections for the road ahead. Maybe it is a bunch of over-engineering, but the Satellite Aided Transmission will permit the Rolls-Royce Wraith to roll smoother than almost any Easter egg.

Information and photo source: American Honda Motor Company, Chrysler Group, Daimler AG, Rolls-Royce Motor Cars, Toyota Motor Corporation

As many are aware, the gasoline engine dominated the past century-worth of motoring. Steam power disappeared in the 1920s while electric cars lost early 20th century momentum. Throughout the time gasoline power has held a stranglehold of the automobile marketplace, there had been one other propulsion choice making a small but effective impact. It was February 23rd of 1893 when a German inventor named Rudolf Diesel received the patent for his unique engine. Through a combination of trial and error (including one error that almost cost the life of the creator) as well as luck, Diesel discovered the principles that led to the engine and fuel that continues to carry the inventor’s name.

Specifically using high compression to force an air/fuel mixture to combust, diesel is known for several superior performance attributes. Impressive low-end torque development, high overall torque and robust fuel economy have been obtained with diesel engines. However, several downsides of diesel powerplants have been hurtful to fairly competing with gasoline on a global scale. History of diesel-powered cars defines a colourful automotive story.

Unlike the case with numerous powerplant options staking a claim to the horseless carriage, diesel engines was not immediately accepted as an automotive powerplant choice. Diesel powerplants were first developed for stationary and naval applications. In 1897, Adolphus Busch (known best as the co-founder of brewing giant Anheuser-Busch) obtained the first rights for use of diesel technology. It wasn’t until the mid 1920s that diesel engines would be considered for cars and trucks. Marketed initially to commercial truck operators, several early attempts to test diesel engines in passenger cars were performed by Stoewer and Citroen. The 1936 Mercedes-Benz 260 D would become one of the earliest production vehicles to tout diesel technology.

In 1929, Clessie Cummins spotlighted diesel power to North American audiences when he drove a modified Packard limousine 600 miles to an auto show in New York on what was said to be $1.38 worth of fuel. Struggling for years in selling diesel engines to the United States public, Cummins and his company set out to prove redeeming the powerplant as capable and reliable. More than a decade later, Cummins obtained headlines in the motorsport world when they fielded diesel power at the Indianapolis 500. First appearing in 1950, the Cummins Diesel Special in 1952 would be driven to pole position by Fred Agabashian. The 1952 Cummins Diesel Special was particularly notable for the incorporation of turbocharging. A heavy, unproven race vehicle, the Cummins Diesel Special retired after 71 laps due to mechanical issues. While Cummins never captured the Indy 500, the publicity work of the American diesel engine builder would ultimately cement the company as a future leader in the marketplace that would include involvement with Chrysler. The all-new Ram HD pickup truck contains the latest iteration of Cummins diesel power.

Though diesel power had achieved acceptance in commercial vehicles by the 1970s, the efforts to move the technology into passenger vehicles took center stage when the oil crisis caused drivers to place great emphasis on fuel economy. Volkswagen began testing diesel power and Mercedes-Benz became the first automaker to sell a turbo diesel engine in their vehicles. In the United States, the world’s largest auto company at the time (General Motors) would engage in a widespread effort that would have seen the automaker dominate the diesel passenger car market. Introducing the LF9 diesel V-8 engine in Oldsmobiles during 1978, General Motors proliferated the use of diesel during the 1980s across almost every vehicle they manufactured. An ambitious effort, the first major attempt for an automaker to embrace resulted in ultimate disaster. Widespread reliability issues and terrible performance characteristics resulted in General Motors humiliatingly ending the experiment in diesel passenger car technology in 1985. It would not be until the recent introduction of the Chevrolet Cruze Clean Diesel that General Motors has committed to sell a diesel-powered car in North America.

While American automakers resisted the development of diesel technology in a global scale indirectly stained by the failure of General Motors, the European marketplace began embracing diesel engines with better results. Near the end of the 1980s, there were several automotive products in Europe using diesel propulsion. Volkswagen Group made a lasting impact with their TDI (Turbocharged Direct Injection) diesel first with the Audi 100 in 1989. Turbocharged diesel and regular diesel engines would flourish in Europe because of expensive gasoline (a result of supply and high fuel taxes). Twenty years later, the European automobile market would have diesel engines powering roughly half of all new cars sold annually. For 2012, 50.8 percent of the passenger vehicles sold in the United Kingdom.

As diesel engines gaining worldwide interest, development into curing the technology’s aspects that are more troublesome have proven largely successful. Most notably, the rattling sound most people associated with diesel engines is reduced in the latest generation of the technology. Ongoing efforts have been underway in reducing the emissions of sulphur and NOx from diesel exhaust recorded as higher than burning gasoline. Lower sulphur diesel fuel introduced to North America in the mid-2000s was the first step in making “clean diesel” a reality. To lower the NOx levels, new diesel engines are constructed to treat the exhaust gases before they flow out of the tailpipe. Diesel particulate filters and the emission-reducing technology of BlueTEC have brought clean diesel.

Unforgettable when mentioning the successes of diesel power in the past several years is success on the racetrack. Though an Indianapolis Motor Speedway victory has yet to be realised, diesel engines have carried drivers to victories in various locales in the sports car world. The Audi R10 TDI diesel prototype sports car won its maiden race at Sebring in 2006 before becoming the first diesel vehicle to win the 24 Hours of Le Mans. Since the 2006 Le Mans victory, a diesel racecar from Audi or Peugeot has been the overall champions at the French track. Last year, the winning Audi R18 e-tron quattro was a TDI diesel combining electric power. New to the racetrack in 2013, a Mazda6 Clean Diesel car is competing in the GX class of the Grand Am Rolex Sports Car Series.

Having arrived in European and other areas of the world, the North American market remains the largely undiscovered for diesel. Existing as more of a tourist in a gasoline culture, Audi, Volkswagen and a line of Mercedes-Benz vehicles had made up most of diesel’s content in the United States aside from heavy-duty pickup trucks. However, this is quickly changing as the fuel-savings of diesel remains tempting for cars and manufacturers wanting to increase their fleet-wide fuel mileage average. The before-mentioned Chevrolet Cruze Clean Diesel, Porsche Cayenne Diesel, a new generation Jeep Grand Cherokee EcoDiesel and the Mazda6 Clean Diesel are new additions to dealership showrooms. More recently, Chrysler’s Ram division announced the extension of an EcoDiesel to the 1500 line of their pickup trucks for the 2014 model year. Hints of Toyota and Kia equipping some of their North American vehicles with diesel engine options have also been in the news.

A powerful source for vehicle propulsion, diesel has held tough thanks to various supporters over the past 120 years. Right now, it appears diesel is a burning answer to a burning question.

Information and photo source: Audi AG, Chris Nagy, Chrysler Group, Cummins Incorporated, General Motors, Mazda Motor Corporation

Serving as a Christmas after Christmas for me, the 2013 Canadian International AutoShow in Toronto is my first chance to gain a firsthand view of the most recent products. While many have made global debuts at many prior auto shows, I will attest there is no replacement to setting your own eyes on the presence of great vehicles. Therefore, as a member of accredited media, I set out to the festivities in Toronto ready to be dazzled once again by lovely creations from metal and applicable composites. Fitting for this year, the media day corresponding with Valentine’s Day allowed me to spend a day with ones I love the most from the families of General Motors, Ford, Ferrari, Mercedes-Benz and BMW, just to mention a few.

By entrance into Toronto was confronted by an occurrence that left me feeling a little sore. Getting off a crowded transit train, I attempted to be courteous and allow someone else to step down the stairs from the Toronto’s Union Station first platform. For some reason, the person gave a dirty look at me with a most ungrateful fashion. Chivalry is said to be dead; I am sure people like the one I experienced was the one who killed it. After being in the presence of so many disrespectful people in the past few years, I entered 2013 realizing I need to spend less time trying to be nice to the rotten and rude people because there are too many nice individuals on this planet who deserve respect. The fact that I have written over 500 articles for Automoblog.net and sister site Audisite.com demonstrates mutual goodwill I am thankful to be part of with every project I produce. It was just a bad predicament that shamefully detracted me from my enthusiasm for the 2013 auto show.

There is also the consideration that I believe that the automobile is an exclusive culture. The development of the automobile has always been the result of mass cooperation or mass competition among respectable rivals. For this reason, I looked forward to making up way to the Metro Toronto Convention Centre for the 2013 Canadian International AutoShow. From the buzz of this year’s show, I knew it would be a bustling exhibition of vehicle lifestyle. I was not to be disappointed. Rather than giving an hour-by-hour account of everything I had the pleasure to immerse myself in during the Valentine’s Day media festivities at the 2013 Canadian International AutoShow, I can sum up the presentation along several themes.

The first such theme of the 2013 Canadian International AutoShow was more free-spirited automotive creations. The BMW i cars (the i3 hatchback and the i8 sport coupe) were found right beside a BMW Z4 roadster and 560-horsepower BMW M6 Gran Coupe creating a satisfying concentration of the German automaker’s best. Toyota brought their far-out Fun-Vii concept vehicle (a design I continue to liken to a lovechild between an electric car and smartphone). The dynamic screen-like panels of the Toyota Fun-Vii was worth beholding in person. With South Korean brand Kia, their display of family and economy-oriented vehicles (such as the newly revealed Cadenza sedan) was joined by a series of art cars.

It was my plan to regularly update of transpiring activities through Twitter but spotty media WiFi in the complex left me sending far fewer than I wanted. Nonetheless, I was able to send out a few rather eye-catching spectacles from the 2013 Canadian International AutoShow. An instantly memorable example was a Mercedes-Benz G63 AMG treated with a gold exterior. All I could think of when seeing that sport utility vehicle was who would drive something as lavishly but also lovingly pompous as a gold-plated luxury product. As if 544-horsepower from a highly capable four-wheel drive is not extravagant enough. The gold Mercedes-Benz G63 AMG was fittingly placed nearby the SLS AMG GT Roadster and just a small walk away from a disco ball-themed Smart Fortwo.

Aside from the outright showmanship, the 2013 Canadian International AutoShow had many new examples of premium motoring. Maserati held a press conference for the new Quattroporte sedan, Lincoln placed the MKC compact crossover at the centerpiece of their brand exhibition, Acura arrived at the auto show with a detailed prototype of the NSX supercar and McLaren attracted a steady crowd of journalists with the MP4-12C Spider. The ELR plug-in hybrid coupe was one of many vehicles shown by Cadillac in the brand’s floor space. This year, Cadillac was noticeably further from the other General Motors products between Mercedes-Benz and BMW. Topping the premium brands, Audi uncovered the SQ5 crossover, RS7 Sportback and the a red 2014 R8 supercar.

The 2013 show in Toronto also serves as a showcase for two American-derived high performance vehicles. The 2013 SRT Viper GTS in a candy red colour accent to 640 horsepower was understandably the pride and joy of Chrysler’s display. Despite the allure of the Viper supercar (especially in the year of the snake), Chevrolet practically saved the best for last at the 2013 Canadian International AutoShow’s media day. Knowing that everyone in the press were waiting for a special sports car to break away from its concealing sheet, the Chevrolet presentation was actually heavily focused on another vehicles; the next-generation Silverado pickup truck. The reasoning is actually quite excusable based on the fact the Silverado would be a major breadwinner for the brand but this only fanned anticipation for what is the heart of Chevrolet from 2014 and beyond. Finally, the 2014 Chevrolet Corvette Stingray came to sight needing only a brief introduction. At no other time in the day was there such a media mob surrounding one vehicle and I can‘t blame them (mainly because I, myself, did not let the gray 2014 Corvette Stingray leave my sights for about fifteen minutes). On Valentine’s Day, I stood only a matter of a foot away from one of the special beauties in the modern automotive world.

Every year, I acknowledge the fact it is hard to make these articles engaging when much of the vehicles are not that new to readers. However, every year there is some ‘Canadiana’ present at Toronto’s car show that allows us to stand apart from our northern neighbours. From General Motors, Canada receives the compact utility Chevrolet Trax and Orlando for which are denied a presence in the United States marketplace. In addition to showing off the 2014 Outlander crossover, Mitsubishi has been displaying their newest subcompact car at the Canadian shows ahead of United States presentation in New York later this year. Aside from individual cars, the Suzuki brand of automobiles remains alive and well for the time being in Canada as the United States new car sales have been ending.

During the presentation of the 2014 Chevrolet Corvette Stingray, a guest to the unveiling was Canadian sports car driver Ron Fellows. Having taken a Corvette to victory at sports car races at Daytona, Sebring, Road Atlanta and Le Mans, Fellows is so storied with the Corvette name that a special edition version of the C6 version honoured his devotion to the sports car. I can personally confirm that Ron Fellows is one classy guy who has granted me the pleasure of his time on several occasions.

Best thing about major auto shows is not limited to the new cars. Several exhibitions such as Auto Exotica, Canadian Hot Rod Builders Showcase and Cruise Nationals gave an additional flavour to the 2013 Canadian International AutoShow. Consisting of high-end new cars such the Ferrari F12berlinetta and a Skyfall Silver edition of the Aston Martin Vanquish, Auto Exotica also presented a Maserati MC12 Corsa, Ferrari F40 and a 1989 Formula 1 Ferrari driven by Nigel Mansell.

While I prefer the pristine, stock-level automobile, I am not without appreciation to the personalized efforts that go into customized vehicles. The Canadian Hot Rod Builders Showcase was a scene where mild to more extreme custom cars and trucks were treated with unique touches. One noted vehicle was decked out as a street rod version of a Bell Canada service truck. A Chip Foose modified Mercedes-Benz 300SL Gullwing was another one of many attractive machines.

An annual event for the Canadian International AutoShow again collected a selected is few vehicles from various outdoor car shows over the past summer in the province of Ontario. The 2013 Cruise Nationals combined stock and custom vehicles that are featured in a room opposite of Auto Exotica. This year’s finalists ranged from a 1937 Studebaker Dictator and 1969 Lincoln MK III to a 1955 Ford F100 truck that was rebuilt from scratch into a custom. On display at the 2013 show, the nature of Cruise Nationals insures the owners do not have to maintain their vehicles as ‘trailer queens’ meaning that all the finalists will once again be hitting Canadian roads when the weather improves.

This year’s Canadian International AutoShow was the 40th consecutive edition in Toronto. From what I had been witness to for the 2013 edition of the auto event, celebration is everywhere. For someone who attended the show with little sleep from the night before, overloaded by camera equipment this year, I left the day knowing my love is well placed in automotive culture.

Information, photo, video source: Canadian International AutoShow, Chris Nagy

Call it a comeback of sorts. Just a few months ago, the LA Auto Show was so awful, it had left me cold on the direction of where things were headed in the near future for the auto industry. The 2013 Detroit auto show was jammed packed to the rafters with creative imagination; not to mention technical expertise and talent that featured many triumphs. The Detroit show was a complete 180 from LA that lit the fuse on some serious competition for both domestic and international competitors.

First, we need to talk about the technology in the engine bay and also in the cockpit. As cars get more efficient (smaller engines) as well as more autonomous (more sensors and computer controlled events), is there still room left in the world of today for a fun and engaging drive? I say that there is plenty of room left in both arenas. Engine “bulk” may be down; but with the addition of better engine mapping, better airflow, tighter tolerances, and the always welcome turbo or supercharging; a 6 or even a 4 can do the same work as an 8 of a decade ago. Smaller engines also mean less mass which as any Lotus owner knows can be an advantage – not to mention that it also frees up space for other goodies such as an electric motor and small battery pack that comes in handy for passing on the highway or simply passing a gas pump.  Slightly autonomous driving is also trickling down to mainstream cars, which is a good thing for those that commute in the bumper to bumper stuff. As long as new driver aids leave the driver in the equation for as long as safely possible, I am all for it. Infotainment center stacks look to be headed towards I-Pad size and beyond; which makes me think that Tesla was not at all crazy for putting in its monster touchscreen now instead of looking like a run of the mill unit. By far my favorite trick piece of technology are virtual gauges that are reconfigurable. The new Corvette has executed this stylish and useful tool exceedingly well; managing to wipe away all of the Atari like digi-dashes of the past. Software updates will refine the look and responsiveness of many displays in the future for many models be it an econobox or a GT.

Now on with the part that most people go to auto shows for; the designs! The top two spots for breakthrough designs go to General Motors. The gold medal must be awarded to the Cadillac ELR, with the silver going the C7 Corvette.  The bronze goes to Mercedes-Benz for their modern yet restrained CLA. Just behind the CLA; and missing out on the USA sweep was the very promisingly styled Lincoln MKC.

The ELR in production guise did not suffer the same fate as the Volt did when going from the show stand to the realities of production. Most of the styling elements remain intact from the forceful yet jewel like front clip; through the up-swept boomerang like angles of the stunning C pillars; ending in classic Cadillac vestigial tail fins that encase a mild boat-tail rear treatment. The ELR is stunning from all angels and is sure to inspire not only the entire Cadillac range but also other maker’s design efforts for the remainder of the decade.

The C7 Corvette Stingray has gone to the place where it needed to go; the realm of the Italian exotics without being a slavish copy or a caricature. To state it simply; the car has tremendous presence. The longer wheelbase improves the overall proportions and gives the body a tighter and more athletic appearance.  The rear ¾ view; and full on rear views give the car a flow that goes from sweepingly sophisticated to the outright menacing. The four round exhausts are a nice touch that shouts American muscle, while future editions I would guess may move to a trapezoidal or rectangular design as a cue to even higher performance.

The MB CLA is A-OK in my design book. While not as breakthrough as the top two designs, the CLA brings a much needed dose of powerful sculpting that is still refined enough not to be truly polarizing. Although not on the show floor, the car did appear off site in Detroit and therefore counts.  The front end has a gratifying mirroring of the lighting package with the air intakes below for a forceful yet non Audi appearance that was helped in part to the restrained MB treatment of the facade. The profile is mostly CLS which is also a good place to take from. The cove like side sculpting helps tie the side elements together and help sell the overall design as it extends from the headlights and front lip through to the rear wheels. The tail nicely melts away and is cohesive. All around a nice package that will completely destroy Volkswagen CC sales; as well as cannibalize C class sales as well.

Last is the honorable mention of the Lincoln MKC. It looks as though Lincoln is close to getting things right with their design language. The nose is still going through what seems is its tenth rhinoplasty but they are getting it close to being attractive while still being distinctive.  It is still too much of a show car to be taken seriously, but perhaps next year we will see a true pre production version. Worth noting is the very well executed clam-shell rear hatch that adds a great character line to the rear quarter.

Overall, Detroit was an amazing show – bring on the inspired insanity of Geneva!

Top image courtesy of Autoblog.com

Car insurance is easily the least interesting thing about driving. Possibly the least interesting thing about anything, but it’s important. We just got a report from Insure.com with the twenty cheapest and most expensive vehicles to insure in the United States in 2013. Some may surprise you, some are obvious, and there have been some changes since last year.

As you may expect, the general rule when it comes to the cost of insurance is: Fun cars = expensive, boring cars = cheap. And while that’s a good general rule, there are some exceptions. In fact, one interesting change this year is that minivans no longer top the list. In 2011 for example, the god-awfully boring Chrysler Town & Country topped the list, with the Toyota Sienna trailing right behind. Not so for 2013, as you’ll see.

One other thing you may notice is that the really fun cars aren’t included here. We’re talking Ferraris, Lambos, and the like. Why not? Quite simply because for this list, six top car insurance companies are used: Allstate, Farmers, GEICO, Nationwide, Progressive and State Farm, and they don’t all insure exotics or supercars; you have to get insurance from specialty companies if you’re that rich. And we can all assume that insurance for a Lamborghini Aventador will be more expensive than any car on this list.

Finally, we all know rates vary wildly depending on the driver, so they used a hypothetical average Joe; “a single, 40-year-old male who commutes 12 miles to work each day, with policy limits of 100/300/50 ($100,000 for injury liability for one person, $300,000 for all injuries and $50,000 for property damage in an accident) and a $500 deductible on collision and comprehensive coverage. The hypothetical driver has a clean record and good credit. The rate includes uninsured motorist coverage.”

Let’s get to it:

The Most Expensive Car to Insure in 2013

Mercedes-Benz CL600 – $3,357

Really? Well that’s kind of a let-down. Sure, the thing costs $160,000 and has a 5.5-liter twin-turbo’d V12 pushing it from zero to sixty in 4.6 seconds, but…meh. Yeah, it’s quick, but not that quick, and you’d think 99% of the guys driving this drop Cialis daily and take it to the local track about as often as they willingly listen to a dubstep tune. Hell, if it’s going to be a Mercedes at the top of the list, you’d at least think it’d have “AMG” in the name somewhere. Oh, speaking of…

The next car in the list is the Mercedes-Benz CL65 AMG at $3,330 per year. Man, Mercedes is getting killed in this list so far. In fact, the top EIGHT most expensive cars to insure are all from Mercedes-Benz. And #12. And #17, and #19. Ouch. I think this is the lesson they’re teaching us:

Here’s the list:

The Cheapest Car to Insure in 2013

Ford Edge SE – $1,128

Well that’s not so bad. Could be a Chrysler Town & Country. Looks like minivans really have nothing going for them anymore, huh?

And the Ford Edge isn’t all that bad. It starts at $27,555, and the 2.0-liter EcoBoost four-banger you’ll need to get this insurance premium gets 21 city and 30 hwy MPGs and still manages to get 240 hp.

Sitting at #2 on this list is the V6 Jeep Grand Cherokee Laredo at $1,148 a year. Not bad either. And you’ll notice in the list it actually takes a while to notice a minivan – the majority of vehicles taking over are crossovers. That’s a trend I’ll accept.

Here are the twenty least expensive vehicles to insure in 2013:

How much attention do you pay to your insurance costs when it comes time to pick a car?

Every premium manufacturer is on a push for global sales volume. Most industry observers agree that a majority of future growth is going to come from entry-level small cars. And by entry-level we mean new models to slot in below the existing compact class like the BMW 3-series and the Mercedes-Benz C-Class.

Mercedes has developed a new platform, called the Mercedes Front Architecture (MFA) that will underpin an array of new models. MFA gets its name due to the fact that it is geared toward front-wheel drive vehicles. The first cars to debut on this platform were the A- and B-Class. When the A-Class launched we really hoped that Mercedes would bring it to the United States, but Mercedes had other plans.

Those other plans consist of the CLA sedan and an upcoming small crossover. The CLA has been spied uncovered before, and now new press shots have leaked out on the internet. The CLA looks like we expected it to – much like the concept and a swoopy sedan version of A-Class. Or in other words, stunning. The CLA shows a strong influence from the CLS, looking very much like a miniature version of that car. We have heard a lot of criticism regarding the CLA’s FWD underpinnings, but sources say Mercedes plans to sell the car with only all-wheel drive.

This is a very promising development that will allow for a rear-wheel drive bias. Many people forget that Mercedes is much more of a volume brand in Germany, selling thousands of models to fleets in addition to having MPVs and cargo vans. Europe won’t freak out about an FWD Mercedes – they already have them. Mercedes will be one of the first to market with the sedan in this segment. Audi won’t be far behind, as they are readying a first-ever A3 sedan, geared toward the United States market. BMW’s plans aren’t certain; some rumors have suggested they plan to one-up everybody else with a small RWD 1-Series sedan. The automotive press will go nuts over this, as it will very much be in the vein of the original 3-Series. For now though, the CLA is looking pretty good. You can check out photos of it in our gallery below.

Beginning in 2011, Lexus lost its title as the best-selling luxury manufacturer in the United States. It held that position for 11 years. BMW, which performed comparatively well throughout the recession, took its place at the top spot, with Mercedes coming in second.

This year BMW and Mercedes-Benz have been locked in the tightest of battles. Both manufacturers are posting record sales numbers, thanks to fresh lineups and alluring incentives. Through November, Mercedes has led with 246,000 vehicles sold versus BMW, with 244,000.

Recently though, Automotive News reported that Mercedes conceded the race for the top spot to BMW. Figures for December aren’t in yet, but these executives have access to data we don’t. The reason for the concession comes down to BMW’s heavy advertising and incentives program for the month of December. “I don’t think we’re going to win the sales race this year” says Steve Cannon, the head of Mercedes-Benz USA. That’s because Mercedes spokeswoman Donna Boland says that BMW “pulls some very large numbers.”

A BMW with a bow thanks to a sweet lease deal…pretty tempting right? Cannon says there wasn’t a big push at Mercedes to claim the title. Mercedes expects to finish the year with around 270,000 units sold, a record number in the U.S. Globally, things are less tight, with BMW in the lead. Lexus, meanwhile, has fallen further behind, with a third place showing. Next year Lexus is expected to mount a comeback of sorts, with the redesigned ES going on sale and further growth with the GS. A return to number one is unlikely though, at least for the foreseeable future. The the next-generation IS, due at the North American International Auto Show next month, would have to be a big hit for that to happen. Time will tell; BMW and Mercedes-Benz are near dead even in the sales race. For Mercedes, the E-Class will get a nice update for the 2014 model year.

If you a purchaser of the latest in high-tech items but do not welcome the overnight line-up at an electronic store, you are perhaps very familiar with the process of waiting a special, desirable product. A case of days or weeks in many instances, there is also times where a specific item could be delayed for months or even years. Living in Canada, I remembered a five-year wait until satellite radio services were officially sold in the country.

For the case of some vehicles, the wait for certain vehicles to be officially welcomed to the United States has stretched decades. The Toyota Prius was first marketed in 1997 but would not be sold by the Japanese auto giant in North America until the 2000 calendar year. A similar, longer scenario played out in regards to the Nissan Cube that was brought to the United States after around a decade of enchanting its domestic market with the funky, odd shape. With the news of the world more accessible than ever, the word of a special vehicle spreads at the speed of light. For this reason, the game is up for automakers wanting to preserve the secret of concern cars and trucks limited to their selected marketplace.

Reflective of a more global auto market, the following vehicles are examples of how the North American car buyer has received a reward for patience:

Mercedes-Benz G-Class

First constructed in 1979, the Mercedes-Benz G-Class (earlier known as the G-Wagen) has been in continuous production since. A classic body-on frame, four-wheel drive sport utility vehicle, the G-Class was accepted by European buyers as well as by numerous militaries. With the United States love for large sport utility vehicles being especially strong during the late 1990s through to the 2000s, it made little sense why Mercedes-Benz chose to put priority to the M-Class crossover while keeping the G-Class out of the market. Eventually, Mercedes-Benz bowed to pressure by introducing the heavy sport utility vehicles to their North American line-up in 2002.

Though not officially going on sale in the United States until 2002, those with money and the desire for the G-Wagen or G-Class could acquire them through import channels. Some companies would import Mercedes-Benz G-Wagens and convert them to comply with American vehicle regulations. When Mercedes-Benz finally began importing the G-Class through their dealerships, those same buyers were actually saved money when comparing the Manufacturer Suggested Retail Price to the ‘gray market’ importer cost.

In 2013, the Mercedes-Benz G-Class has out-lasted the whole product line-up from the Hummer division as a pompous display of luxury and off-road capability in one vehicle. A Mercedes-Benz G63 AMG can also be selected containing 536 horsepower that can move the vehicle from 0 to 60 miles per hour in 5.3 seconds.

Ford Fiesta ST

For an auto company that started in the United States, it is surprising to see how many vehicles Ford Motor Company has produced for other markets but kept away from their domestic buyers. In 2005, Ford chose to present an all-new Focus to the European market while leaving North American buyers with the older Focus that wasn’t entirely revisited until the 2012 model year vehicle. 2005 was also the same year the Ford Fiesta ST debuted on European roads. In a marketplace where the Ford Mustang isn’t the name of performance for the Blue Oval, the need to improvise has created a variety of sport compact vehicles to fill the void. The side effect of creating some breath-taking small performance cars in Europe is the fact North American buyers will eventually see the vehicle and want it themselves.

Through the arrival of the Transit Connect, C-Max and the Transit van, Ford appears more open to sharing European-positioned vehicles with their stateside line-up. Under the weight of public outcry, the 2012 Los Angeles Auto Show came highlighted by the announcement that the next generation Ford Fiesta ST is coming to North America. A 2014 model vehicle, the upcoming Fiesta ST features a 1.6 liter EcoBoost engine producing 197 fun-loving horsepower. The 2014 Ford Fiesta ST will join another long-time holdout Focus ST as examples of European small car performance present in United States showrooms.

Scion (Toyota) iQ

While it’s clear that Europe and Japan are big microcar markets, the wide, long roads of North America have not always delivered the same amount of love for smaller vehicles. Referred to as microcar, city car and super compact, the vehicle segment has attracted several serious automakers with fuel economy standards set to more than double in some world regions by 2025. In 2007, Toyota debuted a concept called the iQ that entered production in late 2008. A 120.1-inch long vehicle powered by a small engine, the Toyota iQ began running about Japan and Europe in award-winning fashion.

Interesting enough, British luxury carmaker Aston Martin had reached out to Toyota so they can build their own iQ microcar. Called the Cygnet, the Aston Martin super compact car is significantly dressed up version of the iQ meant to satisfy their clientele. While it’s questionable whether the US auto market would accept a luxury city car let alone the general vehicle type, Toyota realizes that a growing influx of smaller vehicles into the North American marketplace is enough to sell the iQ.

Four years since being named the Car of the Year in Japan, the iQ can now roam United States and Canadian roads. Seeing the vehicle as more tempting as first-time new car buyers, Toyota decided to marry the iQ into the Scion brand. Priced at a nifty $15,385 starting price, the 2013 Scion iQ also sports super-efficient fuel economy numbers of 37 miles per gallon highway.

Audi TT RS

Kept away from the subcompact Audi A1 and such high performance offerings as the RS6 Avant, the North American market is understandably unnerved by being overlooked concerning certain models. However, as Audi has devoted a greater global focus to their product line, there seems to be some optimism for United States customers wanting something more from Volkswagen Group’s premium luxury division. With the Audi Q3 crossover all-but here, modern motoring times has also allowed many of the specialty RS vehicles to cross the Atlantic.

For the 2012 model year, the North American marketplace was treated to the hyper-powered edition of Audi’s entry-level TT sports car. The Audi TT RS had brought all 360 horsepower from its TFSI 2.5-liter engine to the United States after nearly three years in Europe. Since the TT RS was set loose on the Autobahn and other roadway in European locales, hardcore Audi fans stateside led a fierce campaign to bring the car over the ocean. When Audi posted a petition on their Facebook page with 11,500 respondents requesting the TT RS, the auto company finally concurred that the sports car belonged in the marketplace. Arriving only as the TT RS Coupe, this vehicle brought some life back to Audi’s smaller sports car.

Nissan GT-R

The story of the Nissan GT-R’s arrival to the United States was a long one. Connected to the Nissan Skyline for nearly four decades, the GT-R badge was one of the Japanese leading supercars remaining as a long held secret for the land of the rising sun. Thanks to the enthusiastic launch of the compact tuner car market during the 1990s, the all-wheel driver, twin-turbocharged engined Nissan Skyline GT-R was vaunted into the world spotlight. So desired, versions of the Nissan Skyline GT-R was a product of various second-hand importing attempts. For the most part, the desired R-32 to R-34 variants of the Nissan Skyline GT-R built between 1989 to 2002 was illegitimately brought into the United States.

At last, the time had come in 2008 that the GT-R moniker grew into its own supercar. By doing so, the Nissan GT-R was free to enjoy its first legal trip to the United States. Incorporating the latest performance-oriented ATTESA E-TS all-wheel drive and originally the twin-turbo 3.8 liter V-6 engine that originally cranked out 480-horsepower, the Nissan GT-R became and continues to strike terror in a challenging Porsche 911 and Chevrolet Corvette. Producing a mammoth 545 horsepower for under 3 second launches from 0 to 60 miles per hour, the 2013 Nissan GT-R is very much the fans of the brawny Japanese supercar wanted to see (though the just under $100,000 base price may not be).

Which cars are you glad that you’re finally able to see in the States?

Information source: Audi AG, Daimler AG, Ford Motor Company, Nissan North America, Toyota Motor Corporation
Photo source: Chris Nagy, Daimler AG, Ford Motor Company, Nissan North America

The internet spoils a lot of the best-laid plans for new car launches. A few weeks ago, Mercedes-Benz released a teaser video of the redesigned 2014 E-class. This video was introduced before the Los Angeles International Auto Show, but the car didn’t show up there. With little details made available from Mercedes, we weren’t sure when to expect it.

Now, online car site GermanCarForum.com has leaked a whole group of new photos showing off the updated 2014 E-class sedan and wagon. The current E-class sported a lot more aggressive face than its predecessor. Angular shapes dominate the front end rather than flowing lines. The current E was one of the examples of an attempt by Mercedes to bring more definition to its styling.

Follow-up models such as the CLS really perfected this. That gave us high hopes for the E-class’ redesign. The E is always a car that Mercedes plays it pretty safe with, as it has found a successful formula and has a loyal base of buyers across the globe. In fact, it is one of the world’s most profitable car lines. The 2014 has now been uncovered and it looks very good – a big improvement over the current car. As the teaser video indicated, the biggest changes centered around the front end. Mercedes has had a dual-headlight design for the E-class ever since the 1997 model.

That’s a long time and with the 2014, Mercedes has moved to a single headlight. But they have cleverly used LED light pipes to create a quad graphic. It is a nice nod to the previous set-up and insures visual continuity. Even more important is the completely redesigned grille and fascia. The 2014 replaces the disjointed lines of the current car for a smoother look. We also love the new front grille, which debuts a thick new surround. Of course, the E gets some obligatory changes to the rear end, such as updated taillights. Given that this is a leak, we don’t have any details such as engines or new technology. With a full-blown leak like this though, they should be just around the corner.