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Friday, March 28, 2014

First Impressions - 2014 Cadillac ATS Coupe



Back in 2008, Cadillac surprised the world with the Cadillac CTS Coupe Concept at the Detroit Auto Show. It was such a visual stunner and hit with attendees that Cadillac quickly pushed it into production virtually unchanged. This concept showed the depth of General Motors' design studio and the willingness to push the Art & Science language to the extreme. Now that the CTS has climbed one level higher to compete with 5 Series/E Class crowd and no plans to do a two-door version (yet), the ATS has assumed the role of 3 Series/C Class fighter. With multiple versions of those cars littering the road, it was a given that the ATS would diversify its model range to compete right? Most definitely. After the sedan comes the coupe and while the sedan strikes a clean yet attractive design, any expectations of a stylish coupe along the lines of the previous CTS two-door were summarily shot down when the covers were finally pulled off this year.



You really can't be mad at the ATS Coupe's lines but maybe you're thinking, "that's it?" I mean yes, it is clearly an ATS derivative but coupes are supposed to be far more fetching than their four door brethren. Like the younger, hotter, more outgoing sister to the practical, glasses-wearing but still attractive older sibling. One need look no further than the Audi S4/S5 duo or even the BMW 3/4 Series for comparison. In any event, few pieces of sheet metal are shared between the sedan and coupe. In designing the two door, Cadillac widened both front and rear tracks while snapping on slightly puffed out fenders. The face is ever so slightly more aggressive and the grille now sports the new Cadillac crest, minus the wreath (which debuted on the Elmiraj Concept). While attractive as a whole, the ATS Coupe doesn't have the WOW factor that blew everyone away like the old CTS coupe did. Cadillac's playing it safe with this one folks.




Despite the ATS being a year old, Cadillac has done a little tweaking under the hood. For the coupe, engine choices begin with the 2.0L turbocharged inline 4 cylinder (skipping the 2.5L inline 'bore' four) with 272hp and torque boosted from 260lb-ft to 295, all of it available from 3000rpm. With a curb weight just over 3400lbs, Cadillac is estimating the 0-60mph run taking 5.6 seconds when equipped with the standard six speed automatic. A six speed manual is optional but you wont find it hitched to the big 321hp, 3.6L V6 as it comes only with the automatic. All wheel drive will be available with both engines. The ATS has demonstrated to be quite the handler (see my first test here) and the Coupe will only enhance this dynamic trait. The suspension is basically the same as the sedan (MacPherson struts up front and a five-link, independent setup at the rear) but features lighter materials and a slightly stiffer chassis. A sportier FE3 suspension is also available which includes Cadillac's magnificent Magnetic Ride Control, 18 inch wheels shod with summer tires and a limited slip differential. Watch out BMW...




Inside, the ATS continues to impress with the same elegant layout as the sedan: leather everywhere with either aluminum, wood or carbon fiber accents sprinkled liberally. The CUE infotainment system is also present and accounted for (except on Base models) and comes with new features such as text-to-voice for messaging, a built-in WiFi hotspot that can connect up to seven devices and Siri Eyes Free capability for those with iPhones. Driver safety features also abound: lane-keep assist, collision avoidance which, with the aid of radar and ultrasonic sensors can automatically apply the brakes if the driver fails to, blind-zone alert and an optional heads-up display. Pricing hasn't been announced but expect the Base ATS Coupe to start slightly higher than the $36,020 MSRP of the Turbo sedan.

With the just-on-sale BMW 4 Series already racking up sales and a new Mercedes C-Class Coupe expected to debut shortly, it seems the Cadillac ATS Coupe will have its work cut out for it. Sure it's not the looker that is the old CTS Coupe, but with its sedan counterpart already kicking German tail, the ATS Coupe has quite the chance to upstage the pecking order.

Images courtesy of The Cool List


Thursday, February 6, 2014

First Impressions - 2015 Lincoln Navigator





Do we even remember that the Navigator even exists?

While I've waxed poetic about the fortunes of Ford's luxury arm, I've pretty much given Lincoln the benefit of the doubt. One must remember that Cadillac had to go through a serious renaissance that began with self realization and then effective planning. Lincoln appears to be currently going through this with, well, limited success. We have the new MKZ which, despite looking nothing like it's more mundane Ford Fusion sister, is still based on a Ford platform (a good one to be honest). And while the split-wing grille has been proliferating throughout Lincoln's lineup, one large, tuxedo-wearing gorilla in the room has been left untouched until now.

Not many people remember that it was initially Ford that came up with the idea of sticking a chrome grille to the front of its regular Expedition full-size SUV, adding more standard equipment and calling it the Navigator in the mid '90s. So successful was this formula (at the height of the body-on-frame SUV craze) that Cadillac jumped on the bandwagon, imitating Ford's move by rehashing the Chevy Tahoe into the Escalade. At first, it was the Navigator that ruled the full-size luxury SUV roost until 2002 when Cadillac redesigned the Escalade, making it more angular in the vein of the then-new CTS. Thus began the tipping of the scales. The Navigator quickly became relegated to the back burner in the wake of not just the Escalade's bling-bling factor but new competition from the Infiniti QX80 (previously QX56), the Mercedes GL Class and regular stalwarts Range Rover and Lexus LX. In fact, so old is the current Navigator that seven years (an eternity in the automotive universe) have passed since it was last fully redesigned. With Lincoln focusing its energy on the MKZ sedan and MKC small crossover, not much funding was left to initiate a full redesign of the aging barge so instead, a heavy refresh would have to do and thus, we have the 2015 Navigator.



Looking head-on or astern, you would be forgiven for mistaking the big Navigator as an all new product. The heavily chromified split-wing grille is a better adaptation than what you'd find on the humpback-whale MKT crossover and includes LED lighting trim and standard HID headlights. To my eyes, it looks much better than the metallic mess that adorns the current model. However, from the A-pillar rearward, its pretty much business as usual. Looking from the sides however, you can't tell the old from the new as the greenhouse is largely the same. At the rear, an attempt was made to make the Navigator's huge butt look less substantial but the only nice thing I can think of when looking at the full-width LED lighting is how much it pays homage to the Dodge Durango's rear end. Imitation is the sincerest form of flattery I suppose. Twenty inch wheels will be standard fare, replacing the base 18s of the current model, and massive 22s will be available as part of a higher priced 'Reserve' trim to compete with the Escalade's Platinum model. The chassis is largely the same seven year old bones as the current model which means an all independent suspension front/rear, differing only by the adaptation of Lincoln's Continuously Controlled Damping system. This allows the driver to configure the dampers between three modes: Normal, Sport (!?) and Comfort.



The biggest change to the Navigator lies under the hood. Gone is the tried and true 5.4 liter Triton V8 and in its place is Ford's much touted 3.5 liter twin turbo EcoBoost V6 engine with preliminary power figures of 'over 370hp and 430lb-ft of torque'. While much lower than the rival Escalade's 420hp/460lb-ft 6.2 liter V8, Lincoln claims the 2015 Navigator will out-tow the Cadillac to the tune of 9000lbs while posting class-leading fuel economy figures. Power is directed through a six-speed automatic to either the rear wheels or an optional all-wheel drive system. Also for the first time, electric power steering will be equipped to enable ease of handling the big beast.



Inside, the Navigator will still have the largest interior volume of any full-size luxury SUV. Up to eight passengers will be coddled with three different kinds of leather wrapped seats (one of them only available on the Reserve trim) and, in the extended wheelbase 'L' version, the benefit of more cargo room. The front occupants will face an updated dash with an 8 inch touchscreen housing the MyLincoln Touch infotainment system. Euro stitching will be sprinkled around the cabin though I couldn't help but notice in some of the images, the addition of cheap looking plastic surrounding the climate control vents, some of the door surfaces and the center console. As a whole, it looks rather nice but until I get actual seat time I'll reserve judgement.



Can the 2015 Lincoln Navigator restore Ford's luxury arm to its former glory? Can the luxury 'ute that started it all for Cadillac and Infiniti entice rappers and moguls to return to the Lincoln fold? For all the refresh dollars spent on this vehicle, there's only so much plastic surgery can do. When placed up against the redesigned 2015 Cadillac Escalade, things look downright negative. However, the full-size luxury SUV segment is still a big time market and Lincoln can at least claim a fair amount of loyalty among its customers. Perhaps this heavy refresh will entice current customers to stay in the fold while attracting new ones looking for an efficient luxury rig to tow their expensive toys while hauling 7.4 kids. Lincoln needs inspiring vehicles that are able to stand on their own in order to properly compete with established luxury marques. The MKZ and new MKC are steps in the right direction but in the face of Cadillac's commitment in faithfully redesigning its Escalade, Lincoln's attempt to renew interest in the Navigator looks downright awful. In other words, don't expect 2 Chainz or Lil Wayne to start rapping about lusting after the 'gator on 22s anytime soon.

Images courtesy of Lincoln.

Tuesday, February 4, 2014

Short Test - 2014 Lexus ES350




A brief history lesson.

Lexus began selling its wares 25 years ago, spearheading its assault on the German luxury institution with shocking Mercedes S-Class competing LS400 and the smaller Camry-based ES250. No doubt when examined, the LS has been quite the success, putting the German marques on notice and providing a distinctly Japanese alternative to the luxury game while providing Toyota levels of reliability and quality. However, it is the ES that really contributes to Lexus being the giant it is today, offering buyers an affordable way into the Lexus lineup, offering most of the bells and whistles of the pricier LS at a more reachable level. Just how successful is the ES? For every full-size LS sold, seven ES sedans leave the showrooms.

Before the CT200h arrived to anchor the entry point to the Lexus portfolio, the ES has been the car that Camry drivers aspired to eventually give up their humble Toyotas for. Continuing that tradition is this newest iteration, the 2014 ES350. While past generations have had jelly-bean proportions and staid (read: cautious) exterior styling, the new ES350 looks slightly more interesting with the adoption of the corporate spindle grille that's been proliferating throughout the Lexus lineup. Headlights are slightly more angular than before and integrate Nike-swoosh LED DRLs for a look that resembles the next-rung-up GS350. In fact, from a distance, it would be hard to tell the two apart were it not for the dedicated brake-cooling ducts of the higher-performance GS. Unlike the previous model, the new ES features a level of creasing along its sides and stylistic treatments to its rump that try to ape its more exciting GS brother. This is a bid to encourage a younger audience to give the ES a try. While the other models have been getting more aggressive engineering and styling to reflect Lexus' new role of chasing BMW's skirt, don't expect any of that LFA-magic to find its way into the ES. In fact, the only thing linking the ES to the LFA really is the big 'L' on the nose. Lexus isn't stupid enough to forget what makes the ES such a sales success so the model carries on with a quiet, elegant, no-frills nature.




If the 2014 ES350 looks slightly larger in person, well, it is. Finally dropping its Camry roots and switching to the larger Toyota Avalon platform, the ES350 grows slightly in every exterior dimension. The move to the Avalon platform does wonders for the interior. Now, properly a large luxury car, the ES has more than enough room to suit its role as the Japanese take on the classic Buick. Legroom is good for front seat passengers while rear seat passengers yield the most gains in interior space. Both front seats are 10-way power adjustable so finding a good driving position wasn't difficult. Bolstering in the driver's seat was a bit unexpected but welcome when the time came to show the ES some corners. Want to know the easiest way to spot a driver's car? If you don't feel cocooned in the driver's seat, then chances are the car isn't built for the enthusiast driver and the ES350 has never alluded to such. This one is no different; the dash is flat and horizontally spans the width of the cabin albeit with quite supple materials. At the top of the dashboard lies a 7 inch screen for the infotainment system with redundant buttons and knobs below for the sound and climate control systems. Between the front seats lies a rotary controller to manipulate the infotainment screen (I found this more preferable than the Remote Touch system in higher trim models) and the Lexus Drive selector that offers three modes for the transmission: Normal, Eco and Sport (more on this later). The interior build quality is typical Lexus elegant and nothing squeaked or rattled.





Powering the 2014 ES350 is a carry-over 2GR-FE 3.5 liter V6 with 268hp and 248lb-ft of torque driving the front wheels through an also carry-over six speed automatic transmission. So quiet is this powerplant that I had literally strain my ears to make sure it was running. Active engine mounts as well as acoustically laminated glass are responsible for the engine's operation being masked from the interior. Underway, acceleration was strong if not pin-you-to-your-seat quick and torque steer was kept to a minimum. The six speed automatic slurred away through the gears with a deliberate prod to the accelerator resulting in a quick downshift and an authoritative if subdued growl from the engine bay. Befitting its mission, the electric power steering offers quick and easy turn ratios but lacked in feel, responsiveness and isolates the driver from the road. At highway speeds, the ES350 glides along in a composed and quiet fashion, tracking dead straight. Bumps and potholes are registered with a distant thump that is heard but not felt through the seats. Putting the ES through its dynamic paces however, the all-McPherson strut suspension took even moderate cornering with the same enthusiasm the Pope has for the Red Hot Chilli Peppers. The ES never feels completely settled during quick maneuvers, protesting with almost cruise ship-like levels of body roll and the all-season 17 inch tires howling away. Which brings me to the Lexus Drive selector. Bearing the ES350's target audience in mind, it baffles me as to why Lexus would offer a Sport mode in this model, not to mention two other modes. Starting the car, Normal is the default setting and a switch to Eco dulls the transmissions shifts softens throttle response and quickly aims the slushbox for the highest gear. Sport mode on the other hand, quickens throttle response, holds gears longer and increases steering effort. During my time with the car, Sport mode was almost always engaged as it was just more usable in everyday operation.



My 2014 ES350 tester was a base model priced at $37,530 ($910 handling fee included) and included the $3923 Premium package which featured Expresso Bird's Eye maple wood trim, backup camera, the 7 inch infotainment display, an eight speaker Premium sound system, Intuitive Park Assist, Blind Spot Monitor system, Bluetooth Audio and Phone, heated front seats and wood on the steering wheel and shift knob. As tested, the price was $41,453. Luxury and Ultra Luxury packages are available that bring features such as Semi-Aniline leather surfaces, navigation with traffic and weather, Sirius/XM satellite and HD radio as well as the Lexus Enform Apps suite and a host of other goodies that will ring the register near the $50k mark.

Pricey.



Even with Buick and Lincoln aiming directly at the ES350 with their LaCrosse and MKZ sedans, Lexus will still find continued success here. It would be unfair of me to judge the ES350 for not being an enthusiast car as that isn't (and perhaps will never be) it's intended mission if Lexus is keen on not messing with its formula for high sales. On the merits of transporting its occupants to their destination in a cocoon of refinement, luxury, isolation and cushiness, the 2014 ES350 excels at its purpose. It will no doubt continue to find success with the kind of people Cadillac more or less left behind to be America's version of BMW. For the enthusiast driver however, Lexus would be glad to sell you an IS250/IS350 sports sedan.


Wednesday, January 22, 2014

Short Test - 2013 Subaru BRZ



Subaru. Rear wheel drive.

Two things that shouldn't go together right?

Not anymore though. In Toyota's quest to become a more sporting, emotional brand and create exciting new cars (and under direct marching orders from Toyota CEO, Akio Toyoda) the Toyota GT86/Scion FR-S was birthed. However, it took the industrial strength of Fuji Heavy Industries (parent company of Subaru and partly owned by Toyota) to bring this amazing car to fruition.

Not that they were particularly thrilled with the concept at first.

And why would they? Ever since Subaru developed their signature all-wheel-drive vehicles, that's all they've been known for, with the sportiest of them being the turbocharged WRX rally monsters. So you can imagine the shock they got when Toyota approached them with a rear wheel drive project to be shared between the two automakers.In any case, enthusiasts can rejoice for now we have two, affordable rear wheel drive coupes on the market. Today's focus will be on the Subaru BRZ.



It's a small car, this BRZ. Its Impreza cousin is slightly bigger in comparison with a far roomier cabin (though to be fair, the Impreza was designed to have a people-sized back seat). Despite this, the long hood, short deck and wheels-to-the-corners proportions betray the BRZ's true nature. It is unmistakably sporty looking, especially in Subaru's signature WR Pearl Blue paint. As far as body panels go, the BRZ may look identical to its Toyota/Scion counterpart, but Subaru goes its own way, A trapezoidal grille give it familial ties to its AWD brethren and signature "Hawk Eye" HID headlights give a slightly more upscale look compared with the FR-S. Underneath, the 17" dark wheels shod with summer tires are mounted to a rigid chassis comprised of MacPherson struts with offset springs up front and a double wishbone set up at the rear. A Torsen limited slip differential comes standard as well as an anti-roll bar that ties both front struts together.



The cabin is distinctly driver oriented and my 5 foot 10 inch frame was snug but comfortable in the driver's seat, manually adjustable in six directions. It wasn't difficult to find a comfortable driving position and, once found, everything fell right to hand. The seating position is low slung, but the BRZ is blessed with excellent vision in all directions. The shifter for the Aisin six speed automatic with manual shift gate was well placed for quick shifts when manual control was needed and the simplistic steering wheel (devoid of any secondary controls) is fitted with shift paddles if you don't feel like touching the shifter. The gauge cluster puts special emphasis on the tachometer being front and center, the speedometer and fuel/coolant ancillary readouts flanking left and right. Climate controls were no-nonsense knobs just ahead of the shifter and below the standard infotainment system. Navigation is standard fare and the 6 inch touchscreen is simple and easily manipulated with quick responses and logical layout. This is a 2 + 2 car but with my seat positioned for driving, a look back in rear gave no indication of rear passengers having any legs to speak of. I suppose a car seat could fit, but getting it in would be a challenge. Subaru does say that with the rear seats folded, an owner who uses his BRZ for track days can fit four racing wheels with mounted tires, plus all necessary tools behind the front seats. With the trunk itself being modest in size I'll give them the benefit of the doubt.



What's the BRZ like to drive? Well anyone who's ever driven a Mazda Miata will be at home. Powered by a 200hp 2.0L boxer four cylinder (chosen for its ability to be placed low in the chassis), the svelte 2700lb car does have sprightly acceleration but 151lb-ft torque isn't eye-popping by any measure. A six speed manual transmission is standard and any enthusiast worth his heel-and-toe measure would be stupid to pay the extra $1100 for the automatic. Don't get me wrong, the Aisin slushbox is quick enough to answer manual shift calls and for someone who doesn't do track days is quite suitable in the daily grind. Puttering around airport B roads, the automatic does earn its keep in dulling gear changes and always reaching for the highest gear when you're not caning it. Slotting into Sport mode does quicken throttle response and forces gears to be held for longer periods than normal. When you really get frisky however, nothing beats having a manual at your behest. The ride itself is firm, befitting the BRZ's role but not too uncomfortable (you'll feel severe road irregularities) and the steering is very responsive. Directional changes are just a flick away from center and the car will eagerly dart into corners.




My passenger (the car's owner) was along for the ride but wasn't quite knowledgeable about the BRZ's abilities. First, I explained, there's a reason why the car feels low, wide and stable. Subaru's engineers were able to place most of the weight  low and rearwards, particularly the flat four engine. This results in excellent balance and a low center of gravity, giving the car great dynamic handling qualities. Secondly, power is modest. It's enough to enjoy the car's easily approachable limits but not so over the top to as to overwhelm the driver and the car's target audience. Third, this being a light ,rear wheel drive chassis plays into the former two reasons: drifting. Mind you, flick the BRZ into a corner and the nose will plow into safe understeer if your entry is sloppy, but goose the throttle mid-corner (make sure the Sport VSC button behind the shifter is depressed, which throttles the nanny stability and traction control systems back a touch) and the tail will predictably drift out in a safe and controllable manner. Being a flight student, the passenger understood the importance of CG limits and how easily controllable a vehicle can be once weight is positioned optimally. Frankly, he was having the time of his life.



Flicking the BRZ into yet another corner, the nose instantly follows steering wheel input and the 17 inch tires find grip. Push harder and the rear gradually steps out just enough to get the tail out before the lawyer systems reel you back in by applying differential brakes and simultaneously cutting power. Depressing the left most button behind the shifter for three seconds will turn all nanny systems off, allowing you to do lurid drifts to your heart's content (wasn't quite able to do this within the short time allowed). I was also amazed at the feel coming through the steering, this being an EPAS (Electrical Power Assist Steering) system. Usually these types of steering offer various tunes for either quickness or heaviness depending on the application, but are almost entirely silent on communicating what the front wheels are doing. The Subaru's steering is magnificent. Through a series of left-right transitions, steering was direct and there was very little roll and dive. Pick a pebble at the apex of a turn and not only can you nail it every time, but feel it through your hands..


My Miata comparison is no mistake. Having driven one at an autocross event a few years ago, the BRZ instantly reminded me of my time in Mazda's little roadster. However, the Subaru is smaller, lighter and more direct in its motions. It isn't about gobs of power or tonnes of grip (though surely, owners will want to enhance those aspects through forced induction and larger grippier tires) but about lightness, flickability and very neutral handling: the same basic goodness Mazda bakes into the Miata. The 2.0L flat four isn't the nicest sounding engine, but a dose of induction noise piped through the firewall at high revs is pleasing enough and gives just a hint of WRX sounds. The BRZ is a grin inducing car and after my short test,my colleagues couldn't help but notice the stupidly huge smile on my face.



Subaru also followed along Miata lines in terms of price. As tested, this particular 2013 BRZ Premium stickers for $27,444 (including $770 destination) off the lot, but you can get a bare bones Premium for just over $25,000 and it will still come with a good array of standard equipment. Step up to the Limited for an additional $2000 and you get foglights, HID headlights with LED accents and a rear wing. Finally, an affordable and genuinely fun-to-drive RWD sports coupe has made it to market and from an unlikely source. Not that its point of origin matters, but the BRZ will do wonders for Subaru by bringing in a new type of customer to their showrooms and, as the FR-S/GT86, begin a renaissance of Toyota sports cars.

Now about that Supra revival Mr Toyoda....


Special thanks to Santiago and Orlando!

Friday, January 17, 2014

2014 North American International Auto Show - 2015 Chrysler 200



Let's face it, the current Chrysler 200 (and by extension the Dodge Avenger) only exists to fill your need for an affordable rental vehicle at the Hertz counter. What was the Sebring in 2007 and substantially refreshed for 2010, gaining the 200 moniker, was already a bad car to begin with. That refresh amounted to nothing more than applying lipstick to a pig. Despite this (and largely to Chrysler using the car to debut its "Imported from Detroit" marketing pitch), the 200 saw quite an uptick in sales. Driving one briefly a few years ago led me to believe this car wasn't bought because it had a good ride, fancy electronics or a huge cabin (although that powerful Pentastar 3.6L V6 did wonders for it). You got one because either Hertz didn't have anything else available or because the dealer was practically giving you one for free.

The new Fiat-owned Chrysler would rather you forget about that dud of a car and feast your eyes on the brand-spanking new 2015 Chrysler 200, a car that Chrysler hopes will do for its fortunes what the 300C did way back in 2005: put it back on the map.



The 2015 200 doesn't just premiere Chrysler's new assault on the mid-sized car segment, it also previews a new design language for Chrysler's future products moving forward. Quite unlike the previous 200's bulbous, shrunken look, the new model embraces the sleek, 4-door coupe look that seems to be all the rage today. It sits long and low on a stretched and widened version of Chrysler/Fiat's CUSW (Compact U.S. Wide) platform (also underpinning the Dodge Dart and Jeep Cherokee) which should thoroughly advance the 200's ride/handling qualities. The slim headlights now flow into the grille and are accented by LED light pipes with a slightly revised version of Chrysler's winged emblem smack between the headlight clusters. It is elegant and fetching. The rear features dual exhaust outlets on higher trim 200s and the LED tail lights will remind you of those on a Maserati. If you've seen a Dodge Dart, the new 200's stance will be familiar but the design is an entirely more cohesive and classy take with more than a touch of Italian flair.



Power will come from your choice of two engines. Base 200s will be equipped with Chrysler's 2.4L 'Tigershark' inline four cylinder, fitted with Fiat's Multiair 2 valve-lift technology. Rated at 184hp and 173lb-ft of torque it is essentially the same engine fitted to uplevel Dodge Darts and is competitive with other base midsize car engines. The optional engine will be the 3.6L Pentastar V6, one that has been proliferating throughout the Chrysler empire, here making a stout 296hp and 262lb-ft of torque. Both engines will spin through a brand new ZF-designed, nine speed automatic transmission, higher trim models offering the option of paddle shifters on the steering wheel. Front wheel drive will be standard and, a rarity in this segment, all wheel drive will be option. Based on the same system in the new-for-2014 Jeep Cherokee, the 200's will have the ability to completely decouple the rear axle when power to rear wheels isn't needed, improving fuel economy. When situations deem four driven wheels are necessary however, the system can send as much as 60% of the engine's power rearward. Even when equipped with AWD, the 2015 Chrysler 200 will boast fuel economy either matching or exceeding those of its competitors. Figure high 20s around the city at least 35mpg highway for front wheel drive models.



It is the 200's interior which will perhaps be the biggest sign that Chrysler has sweated the details. Carrying over nothing from its predecessor, the 200 will boast a cabin that approaches top of the class. Quality craftsmanship in the materials and textures seem to abound everywhere, the seats look substantial and comfortable and the center console design appears thoughtful and logical. Chrysler's outstanding UConnect infotainment system will be front and center, housed in an 8.4 inch touchscreen while below sits a floating console which houses a new rotary shifter for the nine speed automatic as well as climate system controls and storage for smartphones and other portables. The driver will face a 7 inch information screen between the standard circular gauges that offers customization touches through buttons on the steering wheel. The infotainment system will feature voice control operation, the ability to read text messages out loud and SiriusXM Traffic Link which can build a weather map around any route and will even display fuel prices at nearby fuel stations.



A host of high tech devices abound on the safety front also. Adaptive cruise control, a forward collision warning system, lane departure warning system and selectable driving modes which can not only influence throttle response, steering and driveline behavior but also invites the all wheel drive system and adaptive cruise control to the party are all available.

Pricing for the 2015 Chrysler 200 will start at a competitive $22,000 with higher trim 200 Limited, 200S and 200C variants available. Dealer shipments will begin later in the spring but start fiddling with Chrysler's online build-and-price tool right now. With a beautiful exterior, a host of whizbang tech, fuel efficient engines and an enhanced look to quality, the 2015 Chrysler 200 looks well equipped to permanently erase the mistakes of its former self and take the fight to the midsized segment. From all indications, this will be the 200 you'll actually WANT to buy.

Images courtesy of Chrysler.

2014 North American International Auto Show - 2015 Ford F-150




If ever American automakers have a chance to shine, surely it would be in Detroit aka the Motor City. The North American International Auto Show is possibly the single most important place where legacy automakers Ford, General Motors and Chrysler can really strut their stuff and this year was no different. However, other automakers see the show as the event as both a place to cement the importance of the American market to their individual brands and the chance to heighten competition in wide array of segments. I've personally looked forward to attending in person one day but alas, I've never gotten a chance (braving the merciless northern winters be damned).

While basically every automaker with an interest in the U.S. market has a presence, I'll focus on the significant debuts as well as a few surprises, starting off with what I think is the most important debut this year.


2015 Ford F-150

2015 Ford F-150

Just how important is a pickup truck to an automaker? So American is this vehicle, that fierce rivalries develop between not just the automakers that build them, but owners as well. While foreign brands have tried to infiltrate the market to varying degrees of success (re: Nissan Titan/Frontier and Toyota Tundra/Tacoma), it remains a distinctly three-way fight between Ford, GM and Chrysler. As far as sales go, only one stands cab and wheel above the rest and that is the Ford F-150. Not only is it the best selling truck in America, it is the best selling vehicle ever, with annual sales around the 700,000 number. When a vehicle defines your bottom line, you really can't afford to screw it up (to put it another way, the Ford GT supercar wouldn't have been possible without the cash-cow F-150 selling as well as it does). With the fiercest ever competition from Chrysler's Ram and the GM Silverado/Sierra twins (both either all-new and significantly revised themselves) Ford had to do something pretty radical to fend off the others. Enter the first-ever aluminum bodied F-150.

That's right...ALUMINUM.

The F-150 has always been a porky truck, even by half-ton standards and compared to the Ram and GM twins. In the truck world, heaviness usually amounts to towing power and a stout frame with which to do work. It doesn't however, help with fuel economy and efficiency. Even trucks must bow to the fuel economy gods. With the F-150's last mid-life update in 2011, Ford partially addressed this by ditching the old Triton 5.4L V8 and sticking a new Ecoboost twin-turbo 3.5L V6 in its place with the aim of providing V8 power with V6 fuel economy (also replacing the old base 4.6L V8 with a 3.7L V6). To satisfy the naysayers however, Ford also equipped the F-150 with two more efficient V8 powerplants: a 5.0L V8 that slots below the Ecoboost 3.5L and a powerhouse 6.2L V8 as the top spec engine. The buyers however, spoke with their wallets, reversing the V8 trend and ordering the 365hp/420lb-ft twin turbo V6 in record numbers. Even Ford was pleasantly surprised at the orderbooks, such that today, the Ecoboost motor accounts for nearly one third of all F-150s sold (see my review here). However, for 2014, Ford goes a step further thoroughly redesigning the frame and body of the F-150 to, not only be stouter, but lighter. And not just by a few pounds here and there. Using experience gained from working with aluminum when it owned Jaguar, Ford has managed to dump as much as 700lbs from the F-150. I don't need to tell you that a lighter vehicle is a more efficient vehicle. 

2015 Ford F-150


While aluminum (a military, dent-resistant grade used on the U.S. Army's M2 Bradley) covers every body panel, including the bed, the fully boxed frame uses more high and ultra high strength steel, further reducing the F-150's lard load. Ford went the extra mile in ensuring the aluminum was also dent resistant and easily repaired, though that last part remains to be seen. Under the hood, the 3.5L Ecoboost is carried over along with the 5.0L V8, but an even smaller Ecoboost 2.7L V6 was introduced that will slot above the base V6, itself downsized from 3.7L to 3.5L. The monster 6.2L V8 is killed, leaving the the larger turbo mill as the top engine. An improved six speed automatic will back all engines While no power figures for the new engines are available as yet, its a safe bet that payload and towing figures will increase as well as EPA fuel economy figures. Currently, the Ram EcoDiesel (no relation) holds the fuel economy crown of 17 city/25 highway and Ford is keen to upstage it. In switching from steel to aluminum, Ford may have put the pickup market on its head, but also, it will give body shop businesses growing pains. Aluminum has traditionally been an expensive material to work with, it's high cost relegating it to liberal use in more expensive vehicles (the Jaguar XJ, Audi A8 and high end sports cars among them) so it will be interesting to see how repair costs are affected.

2014 Ford Atlas Concept


Aside from weight savings, the new F-150 will also boast a look that stays faithful to the Atlas concept that was previewed in 2013. Muscularity and power are instantly transmitted by the in-your-face grille, the tall, broad hood and the semi-stacked headlights (high trim models will feature segment-first LED headlights and LED lighting all around). Aerodynamics also played a key role in the styling, the windshield base moving forward and allowing the glass itself to be raked further back. Active grille shutters, a prominent air dam and a squashed top surface on the tailgate are all aero-cheating tricks to help the F-150 move more silently through the wind. Inside, owners will find a high end interior that will rival luxury cars in terms of technology and sheer opulence. Every F-150 will get vibrant screens in the instrument cluster and in the dash: 4 inch size for lower trim models and larger 8 inch units for higher trims. Since this is a pretty big truck, a 360 degree camera system will be featured that will help in maneuvering and reversing and slate of driver assistance tech such as lane departure warning, blind spot assist and forward collision mitigation will be on offer.

2014 Ford F-150 SVT Raptor


In all this though, the one F-150 model that I've lusted after is the Raptor. With the F-150 being redesigned it's unclear if Ford will bring it back a second time, what with its signature 6.2L V8 being put out to pasture. However, one positive is that the Raptor sold very well during its tenure so it would be unwise for Ford to not at least examine the possibility, dent resistant aluminum be damned. Who knows? A 700lb-lighter Raptor would make for some truly awesome desert running and dune-jumping.

With the introduction of the 2015 F-150, Ford has once again raised the bar and delivered a truck that pushes the envelope on how efficient a half-ton pickup can be. One can only imagine how Ram and GM will respond, let alone Toyota and Nissan.

Images courtesy of Ford.

 

Tuesday, January 7, 2014

Short Test - 2013 Toyota Camry LE





Vanilla.

It's the flavor of ice cream that makes no bones about being one of the top flavors you can order at your local ice cream shop. It's neither flashy nor does it call attention to itself but it satisfies the masses by being simply...ice cream. When something just works, no one argues against it and that my friends, is the essence of vanilla ice cream. As far as cars go, the Toyota Camry is the vanilla flavor of the mid-sized car segment (yes, yes, not a very exciting segment...the vanilla segment if you wish). Though some manufacturers try to at least make their competing products interesting (read Hyundai Sonata, Mazda 6 etc), when something is as successful at being plain and inoffensive as the Camry, you don't mess with the formula, which is why for years and years, Toyota has sold boatloads of the things. As a matter of fact, the Camry is, and has been, the best-selling mid-sized car for a number years (only losing out to the cross-town rival Honda Accord one or two of those years). Why is the Camry so successful you ask? Just ask your neighbor...or your mother...or your aunt.




The Toyota Camry was most recently redesigned for the 2012 model year and, rather than do a ground-up change of things, Toyota left the essential parts alone and decided to spice up the exterior a bit (a dash of sprinkles?). Gone is the pudgy, rounded look of the 2011 car, giving way to sharper edged sheet metal with creases and angles. The face is just ever so slightly more aggressive while still very much approachable. The body sides are plain and void of any styling while the rear end features scimitar-shaped brake lights. The overall look is different enough from the outgoing Camry to elicit some visual interest (per CEO Akio Toyoda's mandate to invoke "emotion" into Toyota's products) but safe enough that the familiar Camry DNA is undiluted. Inside the cabin, all feels intimately familiar. My family has had Toyota products for years and a two-generations-down Camry (codename XV30) was very recently gracing our garage so it's no wonder. The interior was roomy, spacious and airy with good quality materials on all the touch points. The front seats were comfortable with good support for long distance cruising though, like our old Camry, lacked lateral support. The rear space was also plenty roomy featuring loads of leg space and head room. If the new Corolla is any indication, Toyota knows how to make the most passenger room for a given space.




Powering my LE tester was Toyota's ubiquitous 2.5L inline four cylinder hooked up to a six speed automatic. The engine's adequate 170hp and 178lb-ft of torque won't set any records and a look at the Camry's competitive set indicates the base four banger is well, competitive (a robust 268hp 3.5L V6 is uptick option). On my short test, the Camry offers no surprises. Like that toaster you simply put your bread in and engage the lever, the Camry drives in a similar fashion. The ride is comfortable and smooth, though body roll was extreme during some vigorous driving. The all-strut suspension has been a Camry hallmark for many years and aids making the ride very supple. The transmission would rather you didn't ask for a kickdown from the fuel sipping 6th gear for a lower one when passing and hestitates, although the engine offers enough go to suit the vast majority of the people buying this car. Noise is mostly subdued with the engine only making its presence known whenever the transmission does decide to kick down a gear or two after pinning the throttle. Again, settling into the driver's seat was instantly familiar. This isn't a car for enthusiasts or people who relish the drive between points A and B. Like the Corolla, the Camry aims to be as painless and unobtrusive as possible, scooting you to your destination with little fanfare. It is a car that does very little to call attention to itself....or you for that matter.



The center stack is not stylistic in that Hyundai-Sonata sense, but all the controls are logically placed and easily manipulated from either front seat. My LE tester offered a 6" touchscreen to access the infotainment system. Bluetooth (both phone and audio streaming) as well as AM, FM and a CD player but Toyota's EnTune system is available on higher trims. The material quality throughout the cabin is indicative of Toyota's legendary reliability as not many surfaces I touched were offensive, except maybe for the strip of plastic around the touchscreen that exhibited a sense of cheapness.


In all, the Camry is a pretty good car and will satisfy the needs of the many. It is an honest, no-brainer buy for someone who wants the space of a midsize car with good fuel economy and Toyota reliability. As someone who has lived with Toyotas for most of his life, I wouldn't hesitate to recommend the Camry. Plus, with other variants on offer (a sporty SE model for the man who wants a good drive without upsetting the wife and a hybrid model for tree huggers who need something larger than a Prius) the Camry does most things well. Sure, you can't really go wrong the reliability of vanilla ice cream, but there are simply too many other excellent flavors to ignore.

Special thanks to the R.P.E. Foundation for aiding in facilitating this review!