If you’re thinking “WTF is the Ford EcoSport?” it’s because Ford doesn’t offer it in the US. The following is a guest post from our friends at MotorBeam.com who went to a media event in Goa, India to test drive it and see whether we think Ford should offer the EcoSport in the States.

The 2013 Ford EcoSport is a compact SUV that was unveiled last year at the Delhi Auto Expo and is meant for emerging markets like India, Brazil and China. The EcoSport has been on sale in Brazil since 2003 and the second generation model will be sold globally under the One Ford plan. Ford has plans to sell the EcoSport in more than 100 markets, thereby offering the vehicle to developed countries as well. Ford has already showcased the EcoSport for the European markets (it’ll sit below the Kuga there), which has minor changes compared to the one on sale in Brazil and China. The EcoSport is based on the Fiesta’s B-car platform and it is safe to say the vehicle is the jacked up version of the Fiesta.

The compact SUV segment is a new and emerging segment and has vehicles like the Buick Encore, Chevy Trax, Nissan Juke and Renault Duster in it. Ford doesn’t have any immediate plans to launch the EcoSport in the US yet, but it could serve as an excellent alternative to the Fiesta. Ford held an international media drive event in Goa, India, where over 200 journalists sampled the EcoSport. I was part of the initial batch and got to sample the EcoBoost equipped model.

Exterior

The EcoSport measures under 4-metres in length (without the spare wheel) and is quite tiny on the outside. Ford has designed the vehicle quite aggressively but the dimensions are only as big as a hatchback. However the EcoSport is taller and gets 200 mm of ground clearance and 550 mm of water wading ability. It looks stylish with the large hexagonal front grille, silver roof rails, tail gate mounted spare wheel and black cladding giving it presence. The EcoSport also gets a neat touch with the tail gate opener placed inside the right rear tail lamp assembly.

Interior

The interiors of the Ford EcoSport are identical to the Fiesta’s. The dashboard is quite big and features dual tone black and grey treatment, with silver inserts at certain places. The seats are comfortable with good all round support. There is ample space at both the front and rear, with enough legroom and headroom on offer. The rear seat does not get an arm rest but the scooped front seat back and deep foot well gives 6-footers enough space. The width of the rear seat prevents a fifth passenger from entering and thus the EcoSport is strictly a 4-seater.

The EcoSport’s boot is quite small at 346-litres but the rear seats can be flipped in 60:40 format to increase luggage space to 705-litres. Quality is not that great, average at best, with some parts not solidly put together. There is quite a bit of cost cutting with the absence of an engine cover, engine guard and twin-blade wipers on the vehicle. Ford has certainly made the EcoSport to a price.

Equipment

The EcoSport might not have the best quality but it is loaded with features, including 6 airbags, ABS, EBD, ESP, Hill Hold Assist, SYNC system, leather seats, 16-inch alloy wheels, steering mounted audio controls, etc. Some of these features are only standard on top end trims.

Engine & Performance

The Ford EcoSport is offered with three engines; a 1.5-litre petrol engine with 112 PS and 140 Nm (110 hp & 103 lb-ft) paired to a 5-speed manual and 6-speed automatic gearbox, a 1.5-litre diesel engine producing 91 PS and 200 Nm (89 hp & 147 lb-ft) mated to a 5-speed manual gearbox, and a 1.0-litre EcoBoost petrol with 125 PS and 170 Nm (123 hp & 125 lb-ft) coupled to a 5-speed manual gearbox. This 1.0-litre unit has received the 2012 International Engine of the Year award and even though it’s a 3-cylinder unit, it offers excellent performance and refinement.

At high revs (past 4500 RPM), there’s a sporty exhaust note and the cabin is well-insulated from road and tyre noise. Power delivery is smooth and there is turbo lag below 1600 RPM, past which the motor pulls strongly. Step on the gas and response is immediate and linear. It doesn’t feel fast since there’s no kick in the pants feel of a turbocharger. This EcoBoost engine gives the same performance of a 1.6-litre mill, while consuming 20% less fuel. You barely realize you’re driving a 1.0-litre car which weighs more than 1250 kgs. According to Indian fuel rating agency (Automobile Research Association of India), the EcoSport will return a mileage of 18.9 km/l (44.5 mpg.)

Dynamics

The EcoSport handles very well and has a decent steering wheel too, which feels a tad light at high speeds. It does give good feedback and also has pull drift compensation, which prevents the vehicle from moving to either side if there are road undulations or crosswinds. Braking is strong although there is some nose dive under heavy braking. Ride quality is very good and the vehicle absorbs bumps in its stride with confidence. There is however a fair bit of harshness on really bad roads. The biggest spoilsport are the tyres, which offer poor grip and tend to screech in no time, as they have low rolling resistance in the interest of economy.

Conclusion

The Ford EcoSport is an excellent product for emerging markets as it offers a few SUV traits in a tiny footprint. While it’s not as well built, it does offer good driving dynamics and performance, along with stylish exteriors. This makes the EcoSport a popular choice among compact SUV buyers. For the developed world, the EcoSport might look small in size, but it is a vehicle which many would take to easily, as it’s easy to park and maneuver, while at the same time it will cost under $20,000 (if launched in the U.S.).

Do you think Ford should offer the EcoSport in the States?

Faisal Ali Khan is the editor of MotorBeam.com, a website covering the automobile industry of India.

The article 2013 Ford EcoSport – A Review from India appeared first on Automoblog.net.

The all-new 2014 Subaru Forester was first introduced at the 2012 LA Auto Show and is the fourth-generation crossover. It made its launch here in the U.S. just recently and gets much more than just a mild refresh for the fourth-generation model. Subaru has given the crossover a complete redo both inside and out and we could see the differences as soon as we checked it out. The new Forester is built on a new platform but as before will be offered in two models, the Forester 2.5i and turbocharged Forester 2.0XT. This week we’ll be testing a 2.5i Touring model. We immediately noticed the changes on the exterior that has a longer wheelbase and lots of glass. The new model doesn’t look significantly different, but has updated styling inside and out.

Subaru made a number of important improvements on the new mid-size SUV and it competes in the highly competitive segment with the 2013 Toyota RAV4, Honda CR-V and Mazda CX-5. One of the biggest changes comes in fuel mileage. The 2014 model jumps to the head of its segment in all-wheel drive fuel economy. This 2.5i Forester with the automatic CVT will achieve an EPA estimated fuel mileage rating of 24 mpg city / 32 mpg highway / 27 mpg combined. That’s a significant improvement over the outgoing model and will be a big draw with buyers.

2014 Forester offers more interior room

The 2014 Forester is built on a new platform featuring a longer wheelbase and vehicle length and width is increased. Rear-seat legroom now rivals many full-size SUVs where legroom is now 41.7 inches. With the 60/40 split rear seatbacks lowered, maximum rear cargo area room is now 74.7 cu. ft., which is among the best in class. Even with the higher ground clearance, we noticed the Forester is easy to get in and out of. Up front the cabin feels spacious, the controls are easy to use and storage is plentiful. One of the things this driver noticed is the large amount of glass and how easy it is to see out the front, sides and rear. It makes the Forester feel like a much larger vehicle from the inside.

Subaru is attracting a whole new buyer with the Forester who’s never purchased the brand before: those who lead active lifestyles. The 2014 version still comes standard with Subaru’s Symmetrical All-Wheel Drive, a distinction from the competition that only come with front-wheel drive as standard and offer all-wheel drive as an extra-cost option. The fully independent suspension offers 8.7 inches of ground clearance and gives these active buyers the ability to venture off the pavement. For those of us in Colorado and the mountain states, this is a big draw and the reason Subaru sells more of their vehicles here than just about anywhere else in the U.S.

X Mode

Subaru is going after a new customer, and the new 2014 Forester will be purchased by people with active lifestyles. The 2014 Forester gets a new feature called X Mode that will allow owners in North America to go through more extreme conditions both on the road and off. Most SUV owners never take their vehicle off-road, but Subaru owners are a different breed and the X Mode gives the extra assist they will need for sporting fun. We tried the new feature and were impressed with how easy it is to engage.

We took it on some unpaved and slippery roads during a late spring Colorado snowstorm. Torque was distributed evenly to all four wheels and one or more wheels began to slip, but X Mode kept the Forester moving forward without losing traction in the mud and snow. With a flip of a switch, X Mode was engaged and will allow any driver regardless of skill level, to escape any extreme situation they may encounter. Families who buy the 2014 Forester who live in harsh climates will appreciate X Mode.

On dry roads, the 2.5i Touring model was easy to drive and handled well for a crossover. This is due to the 2.5-liter 170-horsepower four-cylinder Subaru Boxer engine that sits low in the chassis for stability. The engine came mated to the new Lineartronic continuously variable fuel-saving transmission (CVT) that didn’t feel like the typical CVT that winds up like a rubber band. The power was smooth and it had plenty of power for just about any driving situation we put it through.

Features and safety

The Forester 2.5i Touring ($29,995) comes with split-fold rear seat with three headrests, Bluetooth phone/streaming, tilt/telescoping steering wheel, and trip computer with outside temperature. This Touring spec ($2,400) brings navigation with smartphone and Aha integration, 440-watt harman/kardon sound system, dual-zone climate control and the Driver Assist/EyeSight option that employs a stereo camera (as opposed to radar) for adaptive cruise control, lane departure warning and collision-mitigation braking.

The Forester is one of the safest mid-size SUVs on the road and has earned the IIHS’s Top Safety Pick. This puts Subaru in rarified air as it is the only manufacturer with IIHS Top Safety Picks for all models for the fourth consecutive year.

Summary

For families looking for a mid-size crossover that will meet all their needs, the all-new 2014 Subaru Forester 2.5i Touring is a good choice. It features the best AWD fuel economy in the segment and will take those with active lifestyles anywhere they want to go. For those who will venture off-road or live in harsh climates, the Forester is the best choice in the segment. It features more cargo room than the previous generation and can be optioned with a number of new safety features.

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The article Review: 2014 Subaru Forester appeared first on Automoblog.net.

The 2013 BMW X1 is a new subcompact crossover SUV for the U.S. market and went on sale late last year. The X1 has been sold in Europe since 2009 but has just made it to the U.S. market. It’s even been offered in Canada, but the U.S. is just now getting it. BMW wasn’t sure how well the X1 would sell here, but the compact crossover market is growing here and BMW doesn’t want to miss out on the action. This week we’ll be testing a Glacier Silver Metallic top model xDrive35i.

When this X1 tester arrived, we noticed it looks very similar to the BMW X3. There are subtle refinements that are different but we needed to look close to pick them up. The U.S. version gets a more muscular front fascia and bumpers than the current European-market model. It’s the smallest model in the Bavarian automakers stable of SUVs and is about 5 inches shorter in height and 6.5 inches shorter in length than the X3.

Extra comfort inside

Once we get inside, there are more obvious changes; the X1 gets a more upscale look with improved use of chrome and leatherette, with real leather as an option. The tester came with leather Nevada Coral Red seats that looked sporty and sharp. They contrast well with the black dash and contrasting black stitching. It was easy to find a comfortable driving position with the tilt/telescoping leather-wrapped steering wheel. Because of the center console iDrive knob, BMW added an extra removable stand-alone cupholder on the passenger side of the console which worked well to place my iPhone.

In the back there’s plenty of room for two average size adults and comes with an integrated drop-down console with two cupholders. The panoramic sunroof stretches all the way to back seat for open top viewing. The rear seats easily fold down flat for an extra large cargo area.  With the rear seats up, cargo capacity measures 14.8 cubic feet. Fold them down and space opens up to 47.7 cubes.

This X1 xDrive 35i ($38,450) tester comes well-equipped and the optional Sport Line ($1,900) adds Sport Seats, 18-inch allow wheels, and high-gloss black trim. It also featured the Cold weather package ($550) with heated steering wheel and heated front seats. Rear view camera located in the center dash and parking distance control were also included.

Two engine choices

Power for the BMW X1 sDrive28i and all-wheel-drive BMW xDrive28i will come from a new turbocharged and direct-injected 2.0-liter four-cylinder making 240 horsepower. This same 2.0-liter turbocharged engine is found in the 2012 BMW Z4 sDrive28i and 2012 BMW 328i. This X1 xDrive35i, meanwhile, is powered by a 300-horsepower, turbocharged 3.0-liter inline-6. It comes mated to a six-speed Steptronic automatic. EPA estimates for fuel mileage is 18/27 city/highway.

We’ve always been a huge fan of BMW’s inline-six cylinder engine that has won three straight Ward’s 10 Best Engine awards. The 300 horsepower turns the X1 into one fast compact SUV, and it’s a good match for the X1’s nimble character. It’s both smooth and powerful under all conditions. The six-speed automatic with ECO Pro mode helps get the most out of the 3.0-liter engine. It performed extremely well at altitude and had plenty of power passing slower cars going up I-70 towards Genesee. We even passed some automakers test mules that were clad in armor that use the mountain altitude to test their new drivetrains.

The 2013 X1 can be ordered with the optional M Sport suspension, but without it, the small crossover handled well in the corners. It offered a good balance between lower speed ride quality and excellent stability at high speeds. For an SUV, it still has BMW’s “designed for driving pleasure” sporty feel. The X1 has a low center of gravity and feels more agile and responsive than most small crossovers on the market, and for a family hauler, it’s undeniably impressive.

BMW X1 receives important award

If you are looking for reliability, the X1 has just been awarded the class winner of the ADAC breakdown statistics in 2013. ADAC provides technical information as well as objective car buying advice and comprehensive information on safety aspects in Europe.

ADAC says the 2013 BMW X1 is for the lower middle class, the most reliable automobile on the market. This outstanding result was presented last week by the ADAC. Two years ago, the BMW 1 Series also won the breakdown statistics as the most reliable vehicle in the lower middle class. This can give U.S. buyers the confidence that the X1 won’t be costing them a fortune in maintenance costs.

If you’re looking for more nimble handling, easier maneuverability on city streets and a sporty luxury compact crossover, the X1 could be a good choice. It’s a small SUV that features many larger-vehicle features. The new 2013 BMW X1 is available now in U.S. showrooms for the first time.

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The article Review: 2013 BMW X1 xDrive35i appeared first on Automoblog.net.

The iconic Volkswagen Beetle, informally called the VW Bug is as well known as any vehicle on the planet. The Beetle is the longest running and most manufactured car of a single design platform in the world. This week we’ll get a chance to test drive a 2013 Volkswagen Beetle Coupe with a diesel powerplant. The diesel is not new to the Beetle as Volkswagen prototyped the first one in 1951. But diesel technology has come a long way and we’ll see how the 2.0-liter turbodiesel Beetle performs in our week of driving.

The Volkswagen Beetle was completely redesigned for 2012 and there are no real changes except for 2013, a Beetle convertible joins the lineup. We tested a Denim Blue TDI Coupe that looks more dynamic and muscular than the pre-2012 models. The newly styled Beetle is a bit less cute and feminine than before. Upon first entering the cabin, it feels less like a capsule than the previous generation Beetle. We took the three grand daughters to the park and access to the rear is easy with the wide doors. The back seat is great for kids, but with just 31.4 inches of legroom, adults will have an issue for trips longer than a few miles.

The turbocharged diesel is well-proven

The coupe has a decent amount of room inside, with 85 cubic feet. Front legroom is plentiful, and there is good visibility out the front and rear, even with the low roof and high beltline. The interior is uncluttered and instrumentation is so clean and simple, it’s memorable for its rarity these days. In the center of the dash sits a three instrument display that shows the oil temperature, boost pressure and a lap timer. This test driver felt like he needed a pair of driving gloves after getting behind the wheel. This tester came with V-Tex Leatherette seats that were comfortable and stylish.

If you after performance and fuel economy, go with the TDI turbocharged direct-injection diesel engine. Volkswagen has been using this engine successfully in the Golf and Jetta models and is well-proven. The 2.0-liter turbodiesel delivers a modest 140 horsepower, but pumps out 236 pound-feet of torque. Torque is what will propel the Beetle up a hill at scary speeds. And the turbodiesel delivers excellent fuel mileage. The TDI with its 2.0-liter turbodiesel, is EPA rated at 29 City/39 Highway when equipped with the DSG automatic transmission.

The diesel is clean and has a quiet ride

And you don’t need to worry about the diesel being noisy and belching black smoke. It’s clean and it’s a quiet ride. The 2.0-liter turbodiesel with the DSG transmission is designed for those who want good performance to go along with fuel-efficiency. The 2013 Beetle TDI has enough power to get anyone in trouble with the local police. This driver had a hard time keeping the Beetle coupe within the speed limit during the week of driving on the interstate between the mountains and the city.

A six-speed manual is standard, but we like the DSG automatic with Tiptronic and Sport mode. It snaps off relatively quick shifts, and has smooth shifts when pushed hard in the turbo. The harder the car is driven, the more it grew on this driver. It features a manual shift capability and done with side-to-side movements using the lever. The TDI diesel in the Beetle just begs the driver to get into the turbo and feel the neck-snapping torque.

A good commuter that’s fun to drive

The Beetle TDI coupe ($24,395) comes well equipped with V-Tex leatherette upholstery, tilt/telescoping leather-wrapped steering wheel, height-adjustable front seats with driver’s side lumbar adjustment, heated front seats, split folding rear seat, heated power mirrors, AM/FM/CD/MP3 player, auxiliary input jack, iPod interface, and Bluetooth. The TDI coupe also gets steering-wheel audio controls, center console, keyless access and starting, and satellite radio.

The 2013 Beetle TDI Coupe wins in a number of areas. It’s smooth, quiet, comfortable, economical, and fast enough to get in trouble with the local law enforcement. Instrumentation and controls are simple and the cabin doesn’t feel like a capsule. Rear legroom is tight, but access is easy, and the fold-down rear seats create a nice cargo space. For performance and outstanding fuel mileage the diesel-powered Beetle TDI is a good choice. The Beetle is a good commuter car that’s also fun to drive.

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The article 2013 VW Beetle TDI Review appeared first on Automoblog.net.

Up until now, VW Group – to include Audi and Volkswagen, among others – have had a near monopoly on consumer-level clean diesel cars. That is, anything they put the “TDI” badge on. Diesel hasn’t been a big thing in the States for a long time, unlike Europe, mainly because in the past, diesel-powered cars and trucks spit out smelly black smoke and was more expensive at the pump.

But now that clean diesel (that’s the “Ultra-low sulfur diesel” option you see at gas stations) is widely available and required in all vehicles made after 2007, we have good reason to start looking at diesel engines as an option again.

After all, they get great fuel economy compared to gasoline (even beating out most hybrids on highway MPGs) and performance doesn’t suffer. In fact diesel cars can be more fun than their gasoline-powered counterparts since they have more low-end torque.

Until now though, only the German brands offered diesel engines in the States, and most of us can’t afford a Mercedes, Audi, or BMW. Most of those choices were limited to high-end models anyway. Luckily, VW gave us a diesel-powered option across nearly their entire lineup; we’ve previously reviewed the Golf TDI, Audi A3 TDI, Jetta TDI, and Jetta SportWagen TDI – and loved all of them. I’m a huge proponent of clean diesel, especially over gas-electric hybrids.

And now that diesel is starting to gain some steam again, we have an American company jumping in -

Chevy’s been talking about the Cruze Clean Turbo Diesel for a while now, and now they’ve announced it’s going on sale in “certain cities” (nondescript) in May, then rolling out nationwide and in Canada in early Fall.

The numbers are pretty impressive:

But of course they’d have to be, considering they’re competing directly with a car that’s essentially defined its own class in the US for years – the VW Jetta TDI:

But really, how do they compare? The Jetta’s been around for years and has established itself as the mid-sized clean diesel sedan to buy. The Cruze has been around for a few years now of course, and in fact I was very impressed with the Chevy Cruze Eco when I drove it a while back.

Let’s take a look at the numbers:

	Chevy Cruze Diesel	VW Jetta TDI
Starting Price:	$25,695	$23,055
Economy:	46 mpg hwy 700 miles/tank	42 mpg hwy 609 miles/tank
Power:	148 hp 258 lb-ft	140 hp 236 lb-ft
0-60	8.6 sec	9.1 sec

The Cruze has slightly better numbers overall, and that’s worth noting. Chevy also says, defending the higher starting price, the car comes standard with more than the Jetta: MyLink infotainment system, larger 17-inch alloy wheels (16-inch alloys on the Jetta,) leather-appointed seating, a longer 5-year 100,000-mile powertrain warranty (Jetta: 5-year/60,000-mile,) and a two-year maintenance plan (Jetta: 3-year/36,000-mile.) Also. while the Jetta comes standard with a 6-speed manual transmission (which I prefer,) Chevy only touts the automatic gearbox, and doesn’t mention a manual trans at all – so if you’re looking for a stick shift, you might only have the Jetta as a choice anyway (but again, that’s not confirmed, only implied.)

Those are the very basic numbers and don’t really tell that much. The two cars are very close in what they offer, and are in direct competition. What it comes down to, as usual, is driving both and deciding which one you like more.

So will VW’s 2014 or 2015 Jetta have better numbers than the Cruze? It’s possible, but interestingly, VW just released the $24,995 Jetta Hybrid, which gets a turbocharged 48/42 hwy/city mpg (that’s damn good) all from 170 hp and 184 lb-ft. I’m still a diesel over hybrid guy, but that’s definitely a good option.

What do you think about the Chevy Cruze Diesel, and does it give a good fight against the Jetta TDI?

The article Face-Off: Chevy Cruze Diesel vs. VW Jetta TDI appeared first on Automoblog.net.

Volvo hasn’t been known for sleek styling, but the 2013 XC60 is the most stylish crossover the brand has designed and won’t be confused with the boxy station wagons of the past. The Volvo XC60 is the smallest of the Volvo crossover family, which includes the XC70 and XC90, and looks like a smaller version of the XC90.  The luxury crossover competes in the mid-size SUV segment along with the Audi Q5, BMW X3, Mercedes-Benz GLK and Acura MDX. This week we’ll be test driving the 2013 XC60 T6 AWD ($40,450) model.

The XC60 carries over to the 2013 model year basically unchanged except the crossover gets some nice standard upgrades like automatic headlights and wipers and keyless ignition/entry and a Sport Mode for the six-speed transmission. This XC60 tester came with the optional navigation system with RTT technology package that features a number of new safety systems that we’ll test this week.

Modern exterior carries over inside

Inside, the XC60 seats four comfortably, and has accommodations for five with a bit of coziness. The crossover offers more cargo space than nearly all its competitors. The more modern exterior look carries over inside the XC60. The mid-size SUV has the Swedish details we have come to expect from the brand with high-quality materials and classy trim accents throughout. It definitely has an upscale feel when you sit behind the wheel. The cabin is attractively finished and the fit and finish is top notch.

The best thing about the design of the cabin is the layout is simple and easy to understand. Unlike some of its German competitors, the XC60 has knobs and buttons that are easy to use. This tester came standard with leather seats, a panoramic sunroof, leather and silk metal steering wheel, heated outside mirrors  and tilt/telescoping steering wheel. An optional climate package ($900) added heated front and rear seats, heated windshield nozzles and interior air quality system.

The seating arrangement is flexible with 40/20/40 folding and flat folding rear seats for extra cargo room. It offers nearly all the features you’d expect in a luxury vehicle, including optional heated rear seats, rear-seat video and superb surround audio. This tester came with the optional rearview video camera that is especially appreciated for its assistance in parking lots. The video display bends a set of superimposed guidelines to reflect the car’s path based on the position of the steering wheel.

Safety abounds on the XC60

This XC60 came with the optional Platinum package ($4,600) that includes lots of safety technology. This package adds adaptive cruise control, a collision warning and active brake system, a distance alert system, a driver attention warning system, a lane-departure warning system and a Road Sign Information display. Volvo is known for safety and the XC60 The XC60 gets the highest possible scores in various government and insurance industry (IIHS) crash tests.

While driving the XC60 with the technology safety system, it produced warnings whenever there was an object in the cars path. At first the system was welcomed by this driver until we were in heavy stop and go traffic commuting home from Denver. As the car was creeping along in heavy traffic, the warning sound kept going off as cars around were next to and close proximity in front. It seemed excessive and a bit annoying. The system seemed much too sensitive for the speeds we were going.

Sport Mode is for driving enthusiasts

The XC60 T6 AWD comes with all-wheel drive and is powered by a 3.0-liter turbocharged inline-six producing 300 hp and 325 lb-ft of torque. The T6 uses a six-speed Geartronic automatic transmission with a new Sport-Mode. The transmission in Sport-Mode worked extremely well in the mountains west of Denver. Its well-executed sport setting re-assigns shift points to maximize the engine’s power curve and extends the transmission’s stay in each gear.

It is ideal for climbing or descending grades and suppresses unwanted hunting among gears. The driver can also choose a specific gear and override the electronic brain’s preferred selection for more spirited driving. In full Auto mode, when the XC60 is driven in the city, shifts are smooth, if not invisible. It offers the best of both worlds and gives drivers some fun while driving the XC60. The XC60 T6 gets descent fuel mileage if you keep your foot out of the turbo. EPA estimates are 17/23 city/highway.

Denver experienced a big three-day spring snow storm and it was the perfect situation to try out the all-wheel-drive with Instant Traction. The all-wheel-drive system operates seamlessly, and is perfect for cold weather climates. Families will like the system because the driver will almost never know when it’s working. The system works full time and the driver never has to anything. In dry conditions, 95 percent of the engine’s power goes to the front wheels and 5 percent to the rear.

But if the system senses the front wheels slipping, up to 65 percent of the power goes to the rear wheels for maximum traction. The system is designed for families who will use the crossover for normal bad weather conditions and its not really designed for off-road use. But the XC60 does have 9.1 inches of ground clearance and will traverse terrain that would be impossible in some other crossovers.

Conclusion

The Volvo XC60 is a stylish mid-size SUV that seats five and offers plenty of cargo room.It’s not too big and is a great commuter vehicle for those in the city. It’s maneuverable and pleasant on freeways and city streets. It offers more cargo capability than its competitors, with great cargo/seating flexibility, and it’s loaded with Volvo’s trademark safety technology. With good ground clearance and optional all-wheel drive, the XC60 offers all-weather driving comfort. The upgrade turbocharged T6 engine is powerful and with the new Sport Mode, it’s a good choice for the driving enthusiast in the family.

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The article 2013 Volvo XC60 T6 AWD Review appeared first on Automoblog.net.

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.

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The article Quick Drive: Mercedes SLS AMG Roadster appeared first on Automoblog.net.

The Range Rover Sport is one of those vehicles that you just can’t wait to get your hands on. This journalist has driven them before, and Land Rover just seems to keep improving the Sport every year. This week we’ll be testing the 2013 Sport HSE with the Luxury Package. This Range Rover Sport has all the luxury that Land Rover has to offer and it comes with the off-road capability that the brand is known for. It boasts a powerful V8 and an agile chassis worthy of the Sport designation. This will be the last generation before Land Rover launches the new 2014 model that was just unveiled in New York.

Luxurious and rugged

The Range Rover Sport seats five and fits between the larger flagship Range Rover and the smaller Range Rover Evoque crossover. It shares platforms, drive systems, suspension, and powertrain with the Land Rover LR4 but it comes with more standard features and upscale styling. The Range Rover Sport is designed to go anywhere its owner wants to take it. It’s just as much at home going to the theatre as it is on a backcountry trail at 13,000 ft elevation. This week we did both as we pulled up to The Capital Grille in downtown Denver and had a valet park the upscale SUV. We also took it off-road for some fun in the mountains west of town.

But the Range Rover Sport doesn’t come cheap with a sticker price of $60,045 for the HSE. Add in the Premium LOGIC7 audio package, the Luxury package and destination, and the price is up near $70,000. The Sport competes in the crowded luxury SUV segment with the Lexus RX, Mercedes-Benz M-Class, Audi Q7, BMW X5, Volvo XC90, Infiniti FX, Porsche Cayenne, and Jeep Grand Cherokee. Its starting price, however, is the highest of this group, and arguably only the Audi, BMW, Infiniti, Porsche, and VW are priced comparably.

Loaded with luxury features

But the Range Rover Sport is in a class of its own and comes loaded with standard luxury features like leather upholstery; dual-zone automatic climate control with pollen filter; GPS navigation system with touch screen, 380-watt 14-speaker harman/kardon AM/FM/ audio system with virtual CD/MP3 player, iPod and USB; rain-sensing wipers; front and rear Park Distance Control; power mirrors, seats; power sunroof; HomeLink garage door opener; footwell lights and puddle lights;

This Sport tester came with the optional audio upgrade to an 825-watt harman/kardon system with 17 speakers plus satellite and HD digital radio ($1,650). The Luxury Package ($4,700) added heated front and rear seats, windshield, washer jets and steering wheel. It also comes with plus premium leather including a leather-wrapped steering wheel; adjustable side bolsters for the driver’s seat; a climate-controlled storage console; 20-inch alloy wheels; and 480 watts worth of harman/kardon sound with a changer for six physically present CDs.

A commanding view from inside

Step inside the cabin and it feels like a British stateroom. The interior is beautifully finished and the quality is what you would expect from a luxury vehicle in this price range. The seats sit high and give a commanding view through the windshield and side windows. The interior is made for comfort and includes pus-button start, a power tilt/telescoping steering wheel, satellite navigation with voice recognition and full power everything.

You won’t find a more responsive SUV with the Sport’s 375-hp 5.0-liter V8 engine and six-speed automatic transmission. It will hurl the luxury four-door Sport from 0-60 mph in only 7.2 seconds. And it features strong performance on the highway for everyday driving, passing and pulling steep hills in the mountains. The ZF six-speed automatic transmission shifts quickly and smoothly, up or down, with Normal, Sport and Manual modes.

It will handle the most rugged terrain

The Range Rover Sport handles superbly in the corners due to its air suspension. It handled like a much smaller vehicle with very little body roll in tight corners at high speeds in the mountains west of Denver. The 20-inch low-profile Michelin tires on this Sport tester undoubtedly helped and are made for performance driving. 19-inch wheels are available with all-season tires for more off-road use. And the Range Rover Sport will go anywhere its owner wants to take it.

We took the Sport up a steep mountain trail, and it handled anything we could throw at it. The Terrain Response system has five settings: Highway, Grass/Gravel/Snow, Mud/Ruts, Sand, and Rock Crawl. All the driver has to do is look out the windshield and select for the correct terrain, and the Range Rover Sport will drive accordingly, including setting the suspension height.

The Range Rover Sport is a vehicle that is designed for the discriminating buyer looking for that extra luxury and prestige. It will cost more than the competition, but will reward with its extra off-road ability and performance. Its off-road capability is unsurpassed, and the 2013 Range Rover Sport is designed for those who need to go places other SUVs will need to turn back.

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The article 2013 Range Rover Sport HSE Review appeared first on Automoblog.net.

When you think of Lexus, rugged and off-road doesn’t really come to mind. But the 2013 Lexus GX460 Premium that we’ll be testing this week can be described with both those words and more. The Lexus GX shares its platform with the Toyota 4Runner which is known for its off-road capability. The Lexus GX460 is designed to hold up to use over rugged terrain and is capable of tackling some challenging trails. So we put it to the test here in the mountains of Colorado and came away impressed.

With body-on-frame construction and low range gearing, the GX460 is far more rugged and powerful than the Lexus RX 350 AWD crossover we tested last week.  The RX 350 is great for daily commutes during the week, but it’s not built for rugged off-road use like the GX460. The big SUV comes equipped with enhancements that make it a viable vehicle to take to the backcountry.

GX460 is for fun on the weekends

The 2013 GX460 comes standard with a full-time four-wheel-drive system with Torsion Limited Slip center and locking differential and low-range gearing. The four-wheel-drive system is ideal for those who don’t want to worry about having to lock in the system manually as the system requires little or no input from the driver. For those who live in a rural setting, the GX460 feels secure and can handle steep snowy roads with ease. And for those who want to use the GX460 for fun on the weekends, The SUV can tow up to 6500 pounds with an optional hitch.

We took the GX460 off-road on snow-covered trails in the high country of Colorado and the luxury SUV handled every challenge we could give it. The GX uses permanent four-wheel drive and the use of a torque-sensing center differential allows the GX to continuously adjust power distribution from wheel to wheel as traction is needed. Lexus also uses an electronic traction system called A-TRAC for additional traction so wheel slip is quickly controlled on surfaces for snowy or icy roads. During our week with the GX460, it was as comfortable off-road as on the highway.

The Lexus GX will cruise down the highway quietly and efficiently keeping the occupants insulated from the noisy outside world. But the large luxury SUV has a downside in the city. The GX460 uses a truck-based suspension and designed for off-road use. It is a large vehicle and can be difficult to maneuver in the city. But on the open road and highway, the 301 horsepower 4.6-liter V8 is powerful enough for high-speed passing and full-power, on-ramp blasts. The V8 comes mated to a six-speed Sequential shift automatic that felt smooth in all situations.

GX460 comes loaded with Lexus luxury

Inside, the GX460 comes loaded with comfort and luxury. This 2013 GX 460 Premium tester ($58,240) came with tri-zone air conditioning, automatic HID projector-beam headlights; cargo tonneau; Adaptive Front Lighting System; electrochromic, power-retracting outside mirrors; heated steering wheel; and heated second-row seats.

Options included the Wide View Monitor system ($3,170) that includes a pre-collision system, Driver Attention Monitor, Lane Departure Alert, Intelligent High-Beam Headlamps, Dynamic Radar Cruise Control and crawl control. The Mark Levinson Navigation audio package ($3,930) deserves special mention.

Mark Levinson audio system is for music lovers

The optional Mark Levinson audio system uses 17 speakers, powered by 330 watts with less than 0.1 percent total harmonic distortion. We cranked up a Van Halen song and there was practically no distortion. The back seat passengers said the sound is just as good in the back seat as the front. For those who love their music loud, it’s an option that is worth the price.

Inside the cabin of the GX460, there is seating for seven passengers and it comes with three rows of seats. The front is spacious and it comes with all the luxury you would expect from Lexus. The front seats are 10-way power adjustable, and can be heated and cooled depending on the season. The second row is reasonably roomy and features a center armrest/cupholder and overhead reading lamps. The second-row bench is split 40/20/40. The third row is less accommodating for adults but would be fine for kids and short trips.

Summary

The Lexus GX 460 is a perfect vehicle for those who live in rural settings or will take the SUV over rugged terrain. It’s a luxury SUV, that’s built on the same truck-based architecture as the Toyota 4Runner, with a suspension and drive system designed for off-road use on the weekends. It has plenty of luxury features and offers seating for a growing family. For those looking for a luxury SUV that’s rugged enough to take to the backcountry, the 2013 Lexus GX460 is a good choice.

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The article 2013 Lexus GX460 Premium Review appeared first on Automoblog.net.

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.

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photos: Chris Burdick

The article Quick Drive: Mercedes SL 63 AMG Roadster appeared first on Automoblog.net.

(The Audi S7 is priced at $179,900)

Pros: ferocious V8 with the soundtrack to match, gorgeous design, bespoke feel, strictly limited edition of 50

Cons: no full-size spare wheel, even more feel at the steering wheel would be welcome

Introduction

The only negative I could find about the S7 during a return trip from Sydney Airport to the Hunter Valley was the fact that the latest R8 supercar was also on the drive. A bunch of fortunate journalists got to try each car over a length of the journey and I spent my first stint in the gorgeous R8.

Compare the S7 with almost any other 4-door sedan or coupe on the market at any price and the four circles indicate the winner. It’s a knockout.

I have already given the A7 in 3.0 TFSI quattro guise a rave review, but that car had a generous 220 kW of power not 309. Yes, that’s 309 kW backed by 550 Nm of torque (ed. That’s 414 hp and 4.6 ft lbs of torque for the rest of us.) Only a direct comparison with the R8 makes it seem sub-supersonic. In recent memory almost no 4-door car in the world could sprint from zero to 100 km/h in five seconds. The S7 needs just 4.7.

Audi looks almost certain to become the world’s biggest seller of luxury cars. The range is extraordinary. I could hardly believe that all I had to type was “Audi S7″ because that’s it, just the single variant!

The S7 shares its mechanicals with the S6 sedan as the A7 does with the A6. This car is the ultimate 6/7 offering, but is so capable that the $200K pricetag seems reasonable.

Design

Check out those 20-inch alloy wheels and how well they fill the guards. Does any other German sports luxury sedan have quite such a wide stance and such a hunkered down look, combined with what I would call sheer beauty?

The interior is almost as impressive. Bespoke Valcona leather (see image) sets the S6/S7 apart, echoing the R8.

Accommodation

The S7 is a 4-seater. But doesn’t it cosset those lucky occupants!

Where A7 buyers have to be careful with the extensive options list, the 50 S7s on offer locally (with a matching supply of S6s) are highly specified. In fairness, at $200K you’d expect that.

Bose sound, digital television, the aforementioned sumptuous and visually appealing Valcone leather, Renn Sport air suspension, head-up display, an electric glass sunroof, Quattro sports differential, LED lights and automatic cylinder de-activation are all standard.

The S7 doesn’t merely pack the kit, it packages it magnificently. This car is just lovely.

Despite having seats for just four, it is an astonishingly spacious 2-seater because luggage volume is 1390 litres with the rear seatbacks folded.

The biggest downside is the absence of a fifth 20-inch wheel but packaging one would be a challenge!

Performance & Economy

This is an all-new 4.0-litre V8 equipped with twin turbochargers and, as I have said, cylinder de-activation.

You never sense the moment when the S7 stops running on all eight and switches to four but it’s a major reason why this so-fast sports car has an official fuel economy figure of 9.6 litres per 100 kilometres (24.5 mpg.) That puts it in close company with 6-cylinder Commodores, Falcons and Aurions (it’s an Aussie thing.)

Audi’s 7-speed S-tronic gearbox (yes, it’s a DSG but Volkswagen has the rights to that acronym) works almost seamlessly, although these dual-clutch gearboxes (manuals disguised as autos and with no third pedal) can be a little hesitant when manoeuvring in tight situations.

The 309 kW is available from 5500 rpm through to 6400, while peak torque of 550 Nm (and this I think is the major contributor to that 4.7 zero to 100 km/h time) cuts in at 1400 rpm and remains on duty until 5200.

Ride & Handling

This does feel like a big car on tight roads and perhaps you’d rather be punting the TT RS Plus under such conditions but on a track it would be astonishingly quick.

The quattro all-wheel drive system is extremely advanced but the S7 still feels like a car where the front wheels have more influence on the handling. Much of that is due to weight distribution, because Quattro sends the power where it’s most needed.

Thanks to the Renn Sport air suspension, the ride is always good and with the drive select system set to ‘Comfort’ it approaches plush.

You’ll need to engage ‘Dynamic’ to get the steering feel enthusiasts want and it remains the case that Audis without this feature, e.g. the TT RS Plus, continue to lack sufficient heft at the rim.

There is even an ‘Individual’ mode in drive select and I tended to set everything on ‘Dynamic’ except the suspension because we weren’t on a track.

Conclusion

This is an extremely fast car and always feels big. While great on any road it really demands a racetrack to show its prodigious best.

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This article was proudly researched and written by Shaun Mcgowan a writer from carloans.com.au blog.

The article Audi S7 Review From an Aussie’s Perspective appeared first on Automoblog.net.

For the 2013 model year Lexus has updated the RX 350 and it gets a much needed facelift. The luxury sport utility vehicle looks much different than the previous model and it gets a bolder look up front thanks to the new spindle grille. It also gets new wheels, light clusters, interior updates and option packages for 2013. The new front grille looks more muscular and this writer thinks it’s a big improvement. The Lexus RX 350 had grown stale and definitely needed refreshed exterior styling. The new optional 19-inch aluminum wheels look sporty and add to the character of the RX 350.

This week we’ll be testing a Starfire Pearl 2013 RX 350 model ($40,710) with full-time anti-torque control all-wheel-drive. The system is ideal for winter driving here in Colorado and the RX 350 handled the snow this week without a problem. The RX 350 when equipped with the all-wheel-drive system, operates through an electronic coupling on the rear differential, eliminating the need for a center differential. The system worked well in fresh snow and the system didn’t fail us on the icy interstate commuting to Denver from the mountains.

The RX 350 comes well equipped

This RX 350 tester came well-equipped with a multitude of standard features. It featured automatic dual-zone climate control, AM/FM/6CD with nine speakers and a power rear liftgate. It also came with 10-way power front seats, power tilt/telescoping steering wheel, and genuine wood trim inside. It was equipped with an optional heads up display ($1,200) that made it easy to keep an eye on speeds on the highway. It also came with a Comfort Package ($1,340) with HID headlights, rain-sensing wipers and heated and ventilated seats that kept us toasty warm in the cold mornings.

The Luxury Package ($4,520) included extras like power front seat cushion extenders,  illuminated scuff plates, smog-sensing automatic interior air recirculation and a one-touch open and close moonroof. The heated wood-and-leather-trimmed steering wheel, headlamp washers, and heated outside mirrors that were part of the package is a must for those who live in cold-weather climates. They kept the cold commute warm, comfortable and safe during the week long test drive.

Comfortable and flexible cabin space

The cabin of the 2013 Lexus RX 350 is a welcome and luxurious place as you would expect it to be. There have also been changes made to the interior but just not as extreme as the outside. There have been subtle changes made to the steering wheel and center console to improve comfort and convenience. There are new optional wood and leather combinations that give buyers more choices then before.

The Lexus RX 350 is both luxurious and functional and has seating for five adults with the backseat featuring a 40/20/40 fold-down split. The rear seats offer good legroom for average-size adults, and three can sit comfortably on a longer trip. The seatbacks can be lowered easily from behind for loaded extra cargo. There are also two rear air conditioning vents to keep the rear passengers comfortable. Cargo room behind the rear seats measures 40 cubic feet, and has enough room for four snowboards and gear for winter sports fun. It has a total cargo volume of 80.3 cubic feet.

Build for a quiet comfortable ride

On the highway, the 4510 lb RX 350 responds well for a mid-size SUV. The 3.5-liter V6 produces 270 horsepower and 248 lb ft of torque which is average for the class. Where the RX 350 benefits the most is from the six-speed automatic transmission. It features a low first-gear ratio that gets the SUV moving quickly at lower speeds and from the stoplight. But the RX 350 has never been built for speed and the 2013 model is no different. It does gets good fuel mileage with an EPA estimated 18/24 city/highway.

Buyers in this class are generally looking for comfort and that is what it offers. The double-wishbone independent rear suspension gives the RX 350 a smooth and comfortable ride and is agile enough in the corners for most buyers needs. The ride is more cushy than most SUVs on the market, but Lexus has chosen to focus on ride comfort and luxury rather than fast and sporty. Buyers who want that can find it in the Lexus RX F Sport we reviewed in December.

Conclusion

Overall, the 2013 Lexus RX 350 AWD is comfortable, luxurious and practical for a growing family. It rides more softly than other SUVs and is a good commuter vehicle for those keeping it in the city and not needing to go off-road. While it’s not as powerful as some of the competition, the RX 350 is more fuel-efficient than many of the competitors. It is exceptionally quiet on the road and keeps passengers in the rear comfortable on longer trips. The RX 350 is a good choice for people who don’t tow or need to move more than five people.

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The article 2013 Lexus RX 350 AWD Review appeared first on Automoblog.net.

The Hyundai Motor Group is bringing out new models faster than we can keep up with them. Hyundai is one of the fastest growing automakers on the planet, and the new 2013 Elantra Coupe is a new addition to the stable this year. The 2013 Elantra Coupe two-door and 2013 Elantra GT five-door hatchback join the Elantra sedan four-door. This week we’ll be testing the front-wheel-drive Elantra Coupe SE model with the six-speed automatic transmission. The new Coupe has unique styling cues and is positioned as a sporty alternative to the popular sedan.

Sporty yet practical

The Elantra Coupe is fun and sporty yet it’s practical enough to be a daily driver. The new Coupe has differences in dimensions and styling from the sedan and it also gets tuned suspension components for a stiffer ride. The first thing we noticed about the Elantra Coupe is the sleek, wedge shape design. The Coupe is not a compact car, but a mid-size coupe with long doors that can be a problem in the parking lot. We found out the hard way after pulling in next to a car in a tight spot. The sporty coupe also gets and integrated spoiler, wraparound taillights and dual chrome exhaust tips that help set it apart from the tamer sedan.

The Coupe gets a tuned suspension

There are more differences underneath that contribute to the coupes sporty handling. Hyundai engineers gave the new coupe a V-beam rear suspension, instead of the torsion beam found on the sedan. This helps give the two-door a firmer ride that helps reduce body roll in the corners. The Elantra Coupe also comes with larger 17-inch wheels that contribute to the sportier treatment and feel on the road.

The ride in the coupe is much firmer than the sedan and for those looking for a luxury ride may be disappointed. The coupe is built for performance and fun on the road. Although it’s not a powerhouse, the coupe has enough pep for driving enthusiasts. For those looking for more power, there is the Genesis Coupe or the Veloster Turbo. But the Elantra Coupe has a sporty feel and won’t eat you alive at the gas pump. The EPA estimated fuel mileage is 27/37 city/highway with the automatic transmission which is good for a sports car. The manual transmission gets a one mile bump.

The 1.8-liter engine with 6-spd automatic is a good match

The Elantra Coupe is powered by a 1.8-liter four-cylinder engine rated at 145 horsepower and 130 lb ft of torque. It comes mated to either a six-speed manual or six-speed automatic transmission. It comes with a front-wheel-drive configuration and is relatively light at around 2,700 pounds. On the road, we noticed some road noise that is fairly typical in the compact car segment. The four-cylinder engine had plenty of power going up I-70 at altitude and for passing. This testers six-speed automatic with Shiftronic was smooth and had seamless shifts throughout the power range.

Ample head and legroom up front

The only issue we found with the Elantra Coupe was the lack of space in the back seat. The coupe does suffer from a lack of rear headroom due to the steeper rake of their roofline. The backseat will be more comfortable for smaller children and can be used to carry cargo. Average size adults will feel the tops of their heads rubbing against the volcanic-infused headliner. But up front, the driver and passenger have plenty of room and there is ample head and legroom. The interior is well-appointed and even though plastic is used on most surfaces, it is attractive and well-executed.

Plenty of standard interior features

The 2013 Elantra Coupe comes standard with many features like a six-way manual driver’s seat, manually operated air conditioning, cruise control, tilt-and-telescoping steering wheel, six-speaker audio system with CD player, satellite radio capability and iPod/USB port; 60/40-split folding rear seat, power windows, locks and heated mirrors, tilt steering wheel, keyless entry, and anti-theft system.

This Elantra Coupe SE tester ($20,745) came with leather upholstery, a leather-wrapped steering wheel and shift knob, a one-touch-up driver’s window, aluminum pedals, sport-tuned suspension, power sunroof, a hood insulator, side mirrors with integrated turn signals, a rear spoiler and 17-inch alloy wheels.

This SE also came equipped with the Technology Package ($23,095) which includes the automatic transmission, dual automatic climate control, navigation with 7-inch screen, upgraded 360-watt audio system, rearview camera and automatic headlights.

Conclusion

Overall, the new 2013 Hyundai Elantra Coupe SE is among the best in the compact coupe class. It features a stylish exterior design, plenty of standard interior features and gets excellent fuel economy. The addition of a sporty coupe makes the Elantra lineup even more desirable.

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The article 2013 Hyundai Elantra Coupe Review appeared first on Automoblog.net.

The 2013 Lexus ES goes back six generations and is the model that helped put Lexus on the map. This seventh-generation 2013 model has been remodeled and gets slightly larger outside and roomier inside. And for the first time, the Lexus ES features a hybrid version. This week we’ll be testing the 2013 ES 300h Hybrid sedan and see just how the new hybrid technology helps with fuel-efficiency. Hybrid technology has advanced and Toyota is the leading automaker in developing the gas-electric powertrains.

New ES gets increased rear legroom

Upon entering the new 2013 ES 300h, we notice that the back seat is bigger than the previous generation where legroom has increased by four inches leaving enough space for a 2013 ES to easily carry four adult individuals. Up front, the Lexus hybrid is an inviting place to spend time and get away from the noisy outside world. Lexus has always been know for its comfort and features, and this ES 300h hybrid is no different. This seventh-generation model comes with all the comforts and luxury you would expect from Lexus and doesn’t do anything too daring to mess it up.

This 2013 hybrid ES 300h ($38,850) tester came with the optional Navigation package ($2,625) that included goodies like an eight-inch backup camera, destination assist, eDestination, Lexus insider, Voice Command, HD Radio, Sirius XM, NavWeather, and Sirius Stocks and Sports. Standard features include push button start/stop, heated outside mirrors, power/tilt moonroof, premium sound system, Sirius Radio, Bluetooth and duel climate controls.

The Ultra Luxury package ($2,435) upgrades to leather seating, Bamboo wood trim, driver memory system, and power tilt/telescope steering wheel. It also includes rain-sensing wipers, heated wood steering wheel, passenger seat memory, driver’s seat cushion extender, ambient lighting, manual rear-door sunshades, and power trunk lid. Outside the 300h gets a rear spoiler, deeper rear valance, badging, and slightly different instrumentation inside.

Improved handling and performance

Behind the wheel, the ES 300h hybrid is a better performer and is much more enjoyable to drive than the previous generation. The 2013 ES has been revised with a new suspension and steering that helps make it more of a drivers car. But it still uses front-wheel-drive and the new rear-drive Lexus GS is the better choice for those looking for sporty handling.

The 2013 Lexus ES300h hybrid gets its power from a 156-hp 2.5-liter four-cylinder engine, electric motors, 245-volt NiMH battery pack and a continuously variable automatic transmission for 200 total system horsepower. It is equipped much like an ES350 but adds a vehicle proximity notification system (for public awareness when running on electric only). The ES 300h gets an EPA rating of 40/39 mpg city/highway fuel mileage.

Toyota’s hybrid technology leads the industry

Toyota is the leader in hybrid technology and we could tell in the week of driving, the Lexus ES 300h transitions between gasoline and electric power almost seamlessly. In stop-and-go traffic on I-25 in Denver, the hybrid ran in electric-only mode at gentle rates to 25 mph. And the gas-electric technology felt quick upon acceleration up to 70 mph. The biggest difference in the hybrid over the standard ES is the brake pedal is touchier because it triggers regeneration to charge the battery.

Conclusion

The 2013 Lexus ES has been redesigned and gets a new hybrid model that gets decent to excellent fuel economy depending on how it’s driven. The interior space has been improved, offers a quiet place to escape the outside world and well finished in attractive materials. The new ES delivers a reassuring ride, and improved handling over the outgoing model. The only downsides to the hybrid are the premium in price and 20 percent less luggage space without a long-item pass-through. But the hybrid makes a compelling argument for anyone who needs a four or five-passenger sedan with good fuel-efficiency.

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The article 2013 Lexus ES 300h Hybrid Review appeared first on Automoblog.net.

The 2013 Hyundai Santa Fe is a mid-size SUV and is all-new for 2013. The new crossover is built on a new lighter-weight, higher-strength platform and comes in two sizes for families. It now comes in five or seven-passenger configurations. This week, we’ll be testing the two-row, five-passenger 2013 Santa Fe Sport AWD 2.0T. It competes in the fastest growing segment in the auto industry.

On the outside, the new 2013 Santa Fe is good looking and stylish. Its styling follows Hyundai’s new fluidic sculpture design direction. Along with the new Hyundai Sonata, it has a level of boldness to it that has made a name for the Sonata in the mid-size sedan segment. Hyundai is now one of the fastest growing automakers on the planet. The Santa Fe has been a popular choice, and the newly designed model should keep it at the top of buyers lists.

Santa Fe is loaded with standard features

Upon entering the cabin, the new interior feels modern and stylish, and features plenty of soft-touch materials with an emphasis on driver ergonomics. This Santa Fe Sport 2.0T tester features an eight-way power driver seat with four-way adjustable lumbar, heated front seats and outside mirrors, leather-wrapped steering wheel and shift knob, front fog lights, chrome twin-tip exhaust, roof side rails, proximity key entry with pushbutton start, automatic headlight control, driver-selectable steering modes (DSSM), P235/55R19 tires on 19 inch alloy wheels, an electroluminescent gauge cluster and a trailer prep package.

This Sport 2.0T AWD model came equipped with two optional packages. The Leather and Premium Equipment Package ($2,450) featured comfortable leather seats, proximity key, a power front passenger seat, sliding and reclining second-row seats, heated rear seats, dual-zone climate control, the 4.3-inch touchscreen audio display and a rearview camera. The optional Technology Package ($2,900) included satellite navigation with an eight-inch touchscreen, Dimension premium audio, a panoramic sunroof, a heated steering wheel and manual side-window sunshades.

A good cold-weather vehicle

Denver experienced a wet snowstorm and fog during the week of testing and the heated seats, heated steering wheel, windshield wiper deicer, fog lights, heated outside mirrors and AWD features worked flawlessly. The Santa Fe is a good cold climate vehicle and families will appreciate Hyundai’s attention to all these features that make driving in snow and icy conditions much easier.

The Santa Fe’s ACC all-wheel drive continuously monitors road conditions and enhances stability by managing brake and engine torque. The system sends power to individual wheels depending on where traction is needed. The result is improved cornering stability, reduced understeer or oversteer to help the driver maintain control in snow and ice conditions. The system worked flawlessly in a foot of snow that fell in the mountains west of Denver where we live.

In the back, the sliding second-row seats fold down easily and the outside seat folds forward using either levers on their sides or pull handles in the cargo area. The center section doubles as an armrest and has a release on its upper back surface. Slid fully back, they provide adequate leg- and knee-room for a six-footer to sit comfortably. With the seats slid fully forward, they maximize cargo room. The panoramic sunroof is huge, and there’s sectioned hidden storage under the load floor.

This Santa Fe Sport tester came with the 2.0-liter 264-hp turbocharged four-cylinder powerplant. The engine benefits from the latest high-pressure gasoline direct injection (GDI) and drive through six-speed automatic transmission with Shiftronic manual capability. EPA fuel economy ratings for the 2.0-liter with AWD is 19/24 city/highway. In the week of city and highway driving, we averaged a combined 21 mpg.

Conclusion

The 2.0-liter turbocharged engine is ideal for mountain and hilly driving and is pleasant to drive. It has the performance when needed and a ride that was smooth and controlled over most surfaces. Its handling was at least as good as most competitors in its class. The all-new 2013 Hyundai Santa Fe has made great strides in styling, quality and overall pleasability. It features major improvements over the outgoing 2012 Santa Fe and is fully competitive and worthy of consideration.

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The article 2013 Hyundai Santa Fe Sport AWD 2.0T Review appeared first on Automoblog.net.