2014 Mercedes-Benz E350 4Matic Wagon

This year, the big story for Mercedes-Benz is undoubtedly the launch of its 2014 S-Class, traditionally the tip of the Three-Pointed Star's technological spear. It's been said many times that if you want to see how the future of the automobile will look, take a gander at the S-Class, and you'll see a lot of cutting-edge wonders that will trickle down and become more commonplace a generation or three down the road. Yet due to an odd product cadence issue, it's actually the facelifted 2014 E-Class seen here that marks the introduction of a lot of new technology for the brand. The sedan and wagon variants are already on sale, and the coupe and convertible will arrive shortly, but all figure to be on the market ahead of the new S-Class.

The E-Class is actually no less significant to Mercedes than the S-Class – it's known to be a huge profit-driver for the company and represents over 20 percent of the company's US sales. All of which might go some way toward explaining why this mid-cycle overhaul is a lot more comprehensive than what we normally see from Mercedes.

We recently spent an afternoon on Michigan's country roads in a longroof W212 to see if the changes make the new E more desirable.

Driving Notes You have to love Mercedes' candor. In an age where every automakers' marketing department tries to spice up its wagon's appeal by calling it something else (Sportwagen, Sport Wagon, Touring, etc.), Benz is refreshingly honest – this is the Wagon, pure and simple.Based on looks alone, to this author's eyes, this E-Class is a major improvement over the exiting car, it part because the latter's front lighting was particularly jarring. The new model includes substantial sheetmetal-level changes (even doorskins and rear fenders!) that really amp up both its substantialness and the aggressiveness, particularly in Sport trim shown here (recognizable by the pie-plate-sized emblem in the grille and gaping air intakes). Everyone is doing LED daytime running lamps these days, but the E's are particularly interesting and well done. It must be noted that some Autoblog editors don't care for this new look, however, instead preferring its predecessor.Our test car for the day was this 4Matic-equipped E350 Sport, with a 3.5-liter V6 offering 302 horsepower and 273 pound-feet of torque apportioned through a seven-speed paddleshift automatic. There's an eco mode with a pretty well done start-stop system, and we liked the power and shift delivery in both standard and sport modes. Manual mode adds a further level of control and interactivity, but shifts are occasionally reluctant or disallowed.Later this fall, a four-cylinder diesel, the E250 Bluetec, bows with 190 horsepower, 369 pound-feet of torque and available all-wheel drive. EPA numbers haven't been released yet, but Mercedes is confident it can net 40 miles per gallon on the freeway.There's a pretty insane amount of protect-you-from-yourself-and-others active safety tech that debuted here, actually ahead of the S-Class. A stereo-camera ahead of the rearview mirror aids in all manner of safety-related items, including Distronic cruise control. Now with steering assist to keep you in the middle of your lane (even without lane markers), Distronic also lets you follow traffic "semi-autonomously." BAS Plus (read: brake assist) can now detect pedestrians and other forms of crossing traffic and prepare the car's safety systems to help it avoid or mitigate an accident.The interior has arguably changed the least, but it's still very comfortable, if a bit sterile. There's a new gauge binnacle and newly available open-pore wood and lighter colors helps liven things up a lot.With the second two rows stowed, cargo space swells to 57.4 cubic feet – useful, but still smaller than many compact crossovers.Speaking of those seats, we don't know how much owners use them, but we love that MB still includes the option of rear-facing third row. For a long time, the E-Class was the only such jumpseat configuration on the market until the Tesla Model S showed up. Could kiddie 'way backs' be on the way back? Nah...Overall, this is a much deeper-than-normal refresh for a brand that typically exercises a light touch on such things. We asked Benz reps whether this is the sort of thing that we can expect more from, and they downplayed the likelihood of it being the start of a new trend. Bummer.Engine:3.5L V6Power:302 HP / 273 LB-FTTransmission:7-Speed Auto0-60 Time:6.9 SecondsTop Speed:130 MPH (limited)Drivetrain:All-Wheel DriveCurb Weight:3,979 LBSSeating:2+3+2Cargo:57.4 CU-FT (max)MPG:19 City /27 HWYBase Price:$58,600Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2013 Chrysler 300C John Varvatos Limited Edition

 

Who is John Varvatos? If you're like me, that's the question you were asking after seeing commercials that advertised a limited-edition model of the Chrysler 300 with this mystery man's name attached. If you're not like me and consider yourself a fashionista even in the slightest, then you probably already know that John Varvatos is a successful menswear designer who cut his teeth in the fashion houses of Ralph Lauren's Polo and Calvin Klein. He's also a native of Detroit, which makes the joining of his brand and that of Chrysler's more intelligible, what with the Auburn Hills-based automaker still eking efficacy from its nearly three-year-old "Imported from Detroit" tagline.

Whenever one of these co-branded vehicles crosses my path, I try to judge them according to some simple questions. The first is, does the co-branding make sense for the target audience? And the second is, do the changes improve or diminish the experience of the standard vehicle? With this partnership, both brands are clearly aiming at the same target, or perhaps Chrysler hopes its aim will improve by partnering with the JV set, bringing it closer to that bullseye of style-conscious trendsetters.

The second question, meanwhile, can be answered with your eyes alone, as no mechanical changes are included among the Varvatos upgrades. Despite that, the 300C John Varvatos Edition is priced above – well above – all other 300 sedans save the 300 SRT8, suggesting that cool is not sold by the barrel (was it ever?) and Mr. Varvatos is a dealer in the stuff. Yet while I couldn't actually tell you if John Varvatos was a designer or a ditch digger before Chrysler introduced us, I do like his style, and the man knows how to dress a car.

Driving Notes There are actually two separate John Varvatos models of the 300C available. The murdered-out one you see here is priced from $44,345 and available only with rear-wheel drive, and there's a less expensive version called the John Varvatos Luxury Edition, available with either rear- or all-wheel drive, that loses the emo look in favor of shiny, happy platinum chrome trim and three other available (though still dark) colors. However, only the more expensive model gets a serialized badge on the center console. Chrysler offered just 2,000 examples for the 2013 model year (this one is No. 15), and while the automaker has confirmed that the Limited Edition will be back for the 2014 model year, it's unclear at this time exactly how many examples will be made.The visual changes focus on an entire blackout of the 300C's exterior, which includes the deeply rich and sparkly Phantom Black Tri-Coat Pearl paint and the 20-inch Titanium painted wheels. A black grille surrounded by a titanium-finish frame, and titanium-finish fog lamp rings, headlight bezels, mirror caps and exterior badging complete the Darth Varvatos look. It's actually quite fetching in person thanks to the contrast that's still present between the pure black paint and titanium-finish pieces.Kudos to Mr. V for not plastering his branding all over the exterior; the only indication it's a John Varvatos Limited Edition model, besides the color, is a small badge of the designer's logo on the rear.The branding is much less inconspicuous inside, with Varvatos logos debossed into the seatbacks and on both the speedometer and tachometer, the analog clock, the navigation system's start-up screen and the aforementioned serialized badge on the center console. Looking past that, the white contrasting stitching on the dash looks great, and the Diesel Gray double-stitch on the seats exhibits premium craftsmanship. Even the Charcoal Hydrographic woodgrain trim is monochromatic.I feel obliged to give at least a couple of notes on some non-Varvotos-related items in this 300C. The seats were not as comfortable as I expected and lacked any amount of bolstering that would be helpful in hot handling maneuvers. The Chrysler Uconnect infotainment system still stands up as the most user-friendly and responsive on the market. Lastly, the Beats by Dr. Dre audio system, a $995 option on top of the Varvatos package, offers overwhelming bass even at the default setting. I turned the bass all the way down and even that level felt like the default setting of some other stereos.This tester has Chrysler's 3.6-liter V6 engine rated at 292 horsepower and 260 pound-feet of torque. While I'd normally prefer a V8, the V6 suits the Varvatos edition better. It's still plenty powerful, very smooth and returns an EPA-estimated 19 miles per gallon in the city and 31 on the highway. The latter is thanks to the V6 model's eight-speed automatic transmission, which has the engine hardly working on interstates. Shifts are almost imperceptible, which is good because they happen so often. Its one knock is its hesitating to leave the higher gears for passing maneuvers. Using the shift paddles can override the automatic, and there's a Sport mode to keep the engine on boil all the time, though fuel economy suffers. The eight-speed is only available with the V6, while V8 buyers have to settle for the old five-speed automatic.The 300C in general isn't a sport sedan, so as you'd expect, it shines more on the boulevard than the backroads. The ride is smooth, even with those 20-inch rollers, and spoiling four passengers is this car's purpose in life. This model, however, has the optional Dual-Pane Panoramic Sunroof (a $1,495 option), which steals away some precious headroom inches. The one dynamic quibble I had was with its steering, which felt overly heavy, even at low speeds.While I like the look of this 300C John Varvatos Limited Edition, I find myself considering it in the same way I shop for clothes. Browsing the John Varvatos website, I'd pick out his Linen V-Neck, Hampton Fit Pant and Chuck Taylor Double Zip High Tops to wear in a heartbeat. They'd make a great outfit, but I'm not going to pay $168 for a t-shirt, $1,595 for pants and $170 for a pair of Chucks. Likewise, the JV Limited Edition starts $14,000 above a base 300C at $30,345, and with the options on this tester and a $995 destination charge, crests $50,000. I'm not so square that I think fashion shouldn't command a premium, but for these markups, I'd like more than a different color palette.Engine:3.6L V6Power:292 HP / 260 LB-FTTransmission:8-Speed AutoDrivetrain:Rear-Wheel DriveCurb Weight:4,270 LBSSeating:2+3Cargo:16.3 CU-FTMPG:19 City / 31 HWYBase Price:$40,845As-Tested Price:$50,620Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Cadillac XTS Vsport

 

Not long after bombing around the Milford Road Course in the new CTS Vsport, Cadillac invited me to try out its other new-for-2014 Vsport model: the XTS. And despite using the same twin-turbocharged 3.6-liter V6 from the CTS, the Vsport package takes on a whole new meaning here in Cadillac's softer flagship.

In the CTS, this trim perfectly bridges the gap between the standard models and the hardcore CTS-V, and is focused on being the best-driving version of the range without a standalone V badge. The XTS, however, has no proper V model, so the Vsport becomes the new range-topper for that line by default. But unlike the CTS Vsport, which uses rear-wheel-drive architecture and is focused on driving dynamics above all, the XTS is geared toward a much different customer.

The entire XTS experience is far more concerned with plush comfort than handling prowess, and while this Vsport model certainly ups the ante with more power and some mild suspension and steering tweaks, it's not exactly what we'd call a particularly engaging experience. But that doesn't mean it isn't good.

Driving Notes Cadillac's new TTV6 engine is just as excellent in the XTS as it is in the CTS, though it's lost a bit of pep. In the XTS Vsport, total output is rated at 410 horsepower and 369 pound-feet of torque – decreases of 10 hp and 61 lb-ft versus the smaller, lighter CTS. Still, this engine represents gains of 105 hp and 105 lb-ft of twist compared to the standard XTS' naturally aspirated 3.6-liter engine, and this healthy bump in power is indeed welcomed.Cadillac states that the all-wheel-drive, 4,215-pound XTS Vsport will run to 60 miles per hour in 4.9 seconds. (That's half a second quicker than a base Porsche Cayman, for reference.) And full-throttle acceleration run is accompanied by the deep growl of Cadillac's new twin-turbo motor – it's very much audible here in the XTS, much to my delight.This added power makes the XTS Vsport an incredible highway cruiser, able to pass slow-moving semis with absolutely no drama, all while keeping true to the sedan's core values of being comfortable, quiet and solid on the road. I do the Detroit-to-Chicago run more times in a year than I can count, and the XTS Vsport would be an absolutely ideal pick for this sort of activity.My afternoon in the XTS took me down some of my favorite local backroads – places I've tested countless cars before, and stretches of pavement that I know like the back of my hand. And while I think the XTS Vsport is generally a very nice luxury sedan, a sports car it absolutely is not. Even with the supposedly reworked suspension geometry, the car still floats around and rolls in corners, and the very much front-biased all-wheel-drive system still allows the front tires – Bridgestone Potenza P245/40R20s, for what it's worth – to wash out in enthusiastic cornering. Beyond that, torque steer presents itself when going hard on the throttle, again showing weakness of this AWD architecture. Steering feel is pretty poor, too, and though things are supposed to be better in Sport mode, all you get is added weight to the rack – no actual addition of linearity or direct involvement.So it's not exactly a Vsport in terms of handling performance. Fine. This XTS is still far better to drive than the base model, with a slick-shifting eight-speed automatic transmission that's perfectly matched to the more potent engine. And even with the added power and torque, this XTS will still return 30 miles per gallon on the highway. Not bad at all.Inside, it's the same XTS it always was, and that's fine by me. The seats are incredibly comfortable, the reconfigurable LCD display looks great, and the CUE system, while remaining frustrating and not incredibly intuitive to use, still offers a whole raft of technology and functionality right at your fingertips. The cockpit is very nicely appointed, wind noise and road noise are nearly nonexistent, and really, it's a fine place to pass the time.Visually, the Vsport is set apart by its larger, 20-inch wheels, unique badging and a refreshed, good-looking front grille. That fascia treatment is a small touch, but one that works well and strikes me as a really thoughtful upgrade for this sporty-ish model.Opting for the Vsport will set you back $69,095 – nearly $25,000 over the starting price of a base, front-wheel-drive XTS. Of course, you get a ton more in the way of standard equipment, as well as the awesome engine, but even fully decked out, this means dishing out over $70,000 for a fully optioned example like the one you see here.That puts the XTS Vsport in a different competitive set – now playing with cars like a base Lexus LS or a loaded-up Hyundai Equus. And while those cars don't really offer any great shakes in terms of driver involvement, neither does this XTS.So while this Vsport treatment isn't nearly as bonkers (or as good) as the CTS package, at only $5,000 more than a loaded XTS Platinum with the base engine, it's not a bad upgrade to have. This XTS is as comfortable and easy to drive as it ever was, and while the Vsport formula doesn't radically shake anything up, it's still a great addition to the range.Engine:Twin-Turbo 3.6L V6Power:410 HP / 369 LB-FTTransmission:8-Speed Auto0-60 Time:4.9 SecondsTop Speed:135 MPH (limited)Drivetrain:All-Wheel DriveCurb Weight:4,215 LBSSeating:2+3Cargo:18 CU-FTMPG:21 City / 30 HWYBase Price:$69,095As-Tested Price:$71,015Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Volkswagen Beetle GSR

 

Despite all of the positive reviews it has garnered since its introduction in 2011, the Volkswagen Beetle still hasn't hooked me. It's nice to drive, and with a variety of engine choices (including diesel) and two different bodystyles, it's an incredibly versatile little car, ready to meet the needs of a whole host of customers. But personally, I just don't think I could wake up to that happy-friendly (yet sort of drowsy?) face every morning.

For 2014, Volkswagen is offering this limited edition GSR model – only 3,500 examples will be made – based on the sportier R-Line trim, and painted in a unique yellow/black scheme that pays homage to the "Yellow Black Racer" of the 1970s. It's a fun, flashy little thing, and I recently spent a week with GSR No. 216 to see if it would change my mind about the Beetle formula as a whole.

Driving Notes As I said, the GSR – or more specifically, the Beetle Turbo – is pretty great to drive. It uses VW's lovely 2.0-liter turbocharged inline four-cylinder engine, rated at 210 horsepower and 207 pound-feet of torque. Equipped with the six-speed manual transmission of my test car, the Beetle GSR will hit 60 miles per hour in a very respectable 6.6 seconds.Not surprisingly, considering its dimensions, powertrain and weight, the Beetle GSR drives a lot like Volkswagen's own GTI – one of my favorite hot hatches. The Bug's wheelbase is an inch and a half shorter, and though it sits 0.7 inches higher off the ground, the Beetle is actually shorter in overall height by 0.2 inches. A bit of weight is saved here, too, with the GSR weighing in at 3,056 pounds compared to the GTI's 3,113. The 2.0T engine in the GSR is actually good for an additional 10 hp over the GTI, as well.Unique to the GSR are 19-inch Tornado alloy wheels, wrapped in P235/40R19 Continental ContiProContact tires. But even with the ever-so-slightly sportier R-Line setup and this relatively large set of rolling stock, the car never felt crashy or too stiff on the road, even when traversing the rough surfaces in and around Detroit. Instead, the Beetle offers a comfortable, solid ride feel, great for highway cruising and pretty nicely set up for moments of aggression on twisty backroads. It's no track attacker, to be sure, but it's a really solid balance that's great for an everyday driver – something I've said before about the GTI.The standard Beetle models already stand out in a crowd, thanks to its distinctive shape and too-cute looks (though the new-generation car uses a decidedly more masculine design approach). But man, this GSR sure does garner a whole mess of attention. A girl in a Mini nearly rear-ended someone on a side street while sticking her neck out the window to check out the GSR, and the guys at the car wash laughed at me. Literally every day, I was pointed at, smiled at, and, of course, honked at by other Beetle owners. Of course, the unique, limited-edition black-and-yellow color scheme is to blame for a lot of this attention, but even so, it doesn't strike me as an unusual color combo for the Beetle.Inside, the GSR was loaded to the gills with every amenity offered on the Beetle models – sunroof, navigation, Bluetooth audio, heated seats, and so on. The black leather seats have yellow contrast stitching with special GSR logos, and that same color treatment is carried over to the flat-bottomed steering wheel (that could stand to be a bit thicker-rimmed, methinks), with a serialized number plate below the R-Line logo, specifically for the GSR.Outside, in addition to the 19-inch wheels, GSR models come standard with bi-xenon headlamps with LED running lights, foglamps, and the rear spoiler of the Turbo model (which, for the record, I hate).But that's all for a price: just over $30,000, including $820 for destination. And while folks who like the unique Beetle package might not be put off by this number (a loaded Turbo starts at the same $29,995), to me, it seems like a far worse bargain than the already-sort-of-pricey, more functional, less-flashy, just-as-good-to-drive four-door GTI with the same options.So no, I'm not sold on the Beetle package, only because I love the GTI so much. But for those who like the added style of the iconic VW design, those GTI bones make for a really rewarding driving experience that'd be easy to live with day in and day out.Engine:Turbo 2.0L I4Power:210 HP / 207 LB-FTTransmission:6-Speed Manual0-60 Time:6.6 SecondsTop Speed:130 MPH (limited)Drivetrain:Front-Wheel DriveCurb Weight:3,056 LBSSeating:2+2Cargo:29.9 CU-FT (max)MPG:21 City / 30 HWYBase Price:$29,995As-Tested Price:$30,850Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2013 Opel Cascada

The Future Buick Verano Convertible?

I wasn't wearing a pedometer while in Germany covering the Frankfurt Motor Show this year, but it's safe to say I walked more than a few miles between press conferences, shooting cars and trekking back to the media center on the first day alone. For this reason, it didn't take much convincing from General Motors for me to duck out of the Messe a day early and drive some of its latest Opel models. No, this didn't include the all-new Country Tourer, but I was able to drive the Opel Mokka (our Buick Encore), the Opel Adam and the Opel Cascada.

I focused most of my driving time behind the wheel of the Cascada, which went on sale in Europe earlier this year, since rumors are swirling that a Buick version of this convertible "could happen soon." Buick hasn't had a convertible since the Reatta, and GM has been lacking a non-performance, budget-minded convertible since the Pontiac brand – and its G6 – was dropped, so adding the Cascada to Buick showrooms could further help the reemerging brand compete in the near-luxury segment. Although the weather was too chilly (and occasionally rainy) to enjoy the Cascada with its top down for very long, I was able to clock a fair bit of drive time behind the wheel on roads ranging from the autobahn to tight roads in small, quaint villages.

Driving Notes Leaving Frankfurt, the drive route had us take the Autobahn away from the city where I was able to let the Cascada stretch its legs a little. This model was equipped with GM's new 1.6-liter direct-injected turbocharged inline four-cylinder engine – one of three available engines – producing 170 horsepower and 207 pound-feet of torque. Acceleration isn't one the Cascada's strengths, as it took the 3,820-pound convertible a while to get up to highway speeds (GM states a 0-62 mile per hour time of 9.6 seconds), but it had no problem cruising at around 125 mph, which is just short of the car's stated top speed of 137 mph. A Sport mode helps a little by making the throttle more responsive, but I would hope that if/when this car does come to the US, GM could find it in its heart to fit the US-spec version with the 250-hp turbo engine found under the hood of the platform-sharing Buick Verano Turbo... and while I'm making requests to GM, please leave the six-speed manual gearbox alone with the shifter's sporty throws and spot-on gear ratios.Once off the Autobahn, the drive route did a better job of showing off the Cascada's strong points, most notable of which was the lack of cowl shake along the numerous rough, cobblestone streets we encountered, but the winding mountain roads also showcased the convertible's handling maneuvers. Although the brakes look rather small lurking behind the 19-inch wheels, the Cascada stopped effortlessly and its electric power steering also helped make the fun part of the drive even more enjoyable. In all driving conditions, there is no hiding the fact that the Cascada is a heavy, front-wheel-drive convertible, but the level of all-around refinement and chassis tuning makes up for this as well as the car's anemic engine.This level of refinement was evident after just a few minutes in the car. Once we got up to our top speed of 124 mph, I was utterly surprised at how quiet the cabin was. The fabric top helped reduce cabin noise to a level that I would expect from a luxurious coupe instead of a relatively affordable soft-top convertible. The top takes 17 seconds to open or close, and it can be raised and lowered at speeds up to 31 mph. Even though its operation is rather slow, it seems far less jerky and clunky than the mechanisms found on the similarly sized Chrysler 200 Convertible equipped with a soft top. Better yet, the Cascada's cargo volume surpasses the 200 as well as the Volkswagen Eos.Once inside the Cascada, it's clear Opel isn't positioning this car as a budget droptop. This loaded-up tester came with heated/cooled front seats, heated steering wheel and comfortable seats wrapped in rich UV-protectant Nappa leather with decent side bolsters and adjustable thigh support – the front seats actually felt more Regal GS than Verano. Speaking of the Verano, most of the driver's cockpit looks very similar to what is currently found in Buick's entry-level sedan, but a nicer stitched-leather instrument panel hood adds a little extra pizazz. Other appreciated touches inside the Cascada include the electric "seatbelt presenters" and the aforementioned Sport mode that illuminates a red ring around the gauges red when engaged. Properly positioning the front seats, I was able to fit comfortably in the rear seat of the Cascada, but I'd hate to go on a lengthy road trip from back there.In terms of its styling, the Cascada is very well proportioned with an infusion of styling cues borrowed from the Astra and Insignia, and it even has a good profile with the top up. Giving the car an upscale appearance, this car featured a burgundy-on-burgundy color combination and optional 19-inch wheels. One element of the car's design that will be interesting to see after US safety regulations are accounted for is the decklid. Like the Insignia wagon (and the Audi Q7), the Cascada's wraparound decklid means that when the trunk is open, the entirety of the taillights go along with it. As a fix to this, there are supplemental taillights mounted inside the trunk that illuminate to ensure there is some rearward lighting when the trunk is open.The Cascada rides on GM's Delta II platform, which underpins the Verano, so it would make sense if this car ends up being named the Verano Convertible. On the other hand, this might be a good time to bring back a classic Buick name like, perhaps, Riviera (though that name was recently used on the Shanghai-shown concept). Not that this would play into the Cascada's pricing in the US, but in Germany, it carries a price of 25,945 euros (around $35,000 USD) with this loaded tester topping out at around 34,000 euros ($45,800) including VAT.Though my time with the Cascada was limited, it was enough to realize that this car could be a hit for US buyers. In a worst case scenario – if GM just slaps some Buick badges and fender portholes on the Cascada leaving the powertrain as is – Buick will at least have a competent convertible to rival the Chrysler 200 and Volkswagen Eos, but done right, this car could potentially put some heat on front-drive-based luxury convertibles like the Audi A5.Engine:Turbo 1.6L I4Power:170 HP / 207 LB-FTTransmission:6-Speed Manual0-60 Time:9.6 Seconds (0-62)Top Speed:137 MPHDrivetrain:Front-Wheel DriveCurb Weight:3,820 LBSSeating:2+2Cargo:9.9 / 13.4 CU-FTMPG:6.3 L/100km (combined)Base Price:25,945 (euros)As-Tested Price:34,000 (euros)Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Ram 1500 Diesel

 

Remember when Mahindra & Mahindra was close to offering a compact diesel pickup here? A million voices from the truck-and-bed-loving tribes of the Internet cried out at once in anticipation, only to be silenced in disappointment when it didn't happen. And this was for a jitney with a bed that didn't exactly look robust in its press photos. The message these fans had was clear: light-duty truck + a diesel engine = a prayer answered for a significant contingent of truck buyers.

Ram tells us a fullsize diesel half-ton has been the number-one demand from customers, and it will be the first manufacturer to grand the wish when the 2014 Ram 1500 goes on sale early next year – "late availability" in Q1 of 2014 is the official word – with a 3.0-liter, six-cylinder turbodiesel provided by VM Motori. If you're wondering about the engine source, VM Motori has been a Chrysler supplier since 1992. DaimlerChrysler bought VM Motori in 2000, and after a few ownership-stake changes since then, it is presently a 50-50 joint venture between General Motors and Fiat. That will change shortly, however, with Fiat recently announcing it will buy GM's share and take full control of the company.

Driving Notes The 3.0-liter diesel puts out 240 horsepower at 3,600 rpm and 420 pound-feet of torque at 2,000 rpm, and will be paired with the company's TorqueFlite eight-speed transmission. Fuel economy hasn't been announced yet, but we have been told to expect something in "the upper twenties." Ram's David Elshoff said, "We know for sure it's higher than 25 miles per gallon, so 26 or higher will be the commitment." During a press conference at the Texas State Fair today, Ram Trucks boss Reid Bigland announced that the truck's latest estimate is 27 mpg on the highway. The engine is compatible with B-20 biodiesel, as well.The 50-state compliant common-rail diesel weighs just 40 pounds more than the 5.7-liter Hemi V8 thanks to a cylinder block and bedplate of compacted graphite iron, along with aluminum pistons and heads and a structural aluminum oil pan. Other technologies in the new engine design include fast-acting high-temperature glow plugs, an electronically controlled variable-geometry water-cooled turbocharger, electronically controlled Exhaust Gas Recirculation system, a 10,000-mile oil-change interval and a front-end accessory drive.Compared the diesel's numbers to its brethren in the Ram stable: The 3.6-liter Pentastar V6 makes 305 hp at 6,400 rpm and 269 lb-ft at 4,175 rpm, returning 18 mpg in the city and 25 mpg on the highway. The 5.7-liter Hemi V8 produces 395 hp at 5,600 rpm and 410 lb-ft at 3,950 rpm, and gets 15 mpg city, 22 mpg highway.In addition to slightly better mileage than the Pentastar V6 and lots more torque, the diesel will have an even bigger edge when it comes to fuel economy when towing, since gas mileage typically falls more quickly and dramatically than diesel mileage under load. The 3.0-liter diesel is rated to tow 9,200 pounds, the 3.6-liter V6 is rated at 7,450 pounds and the 5.7-liter V8 is rated at 10,400 pounds. We were told that when it comes to towing, the diesel is perfect for "Ski boats, midsize campers, snowmobiles. It's 90-percent of the Hemi with a night and day difference in fuel economy." During our day of driving, there was a diesel demo unit hooked up to a 4,500-pound ski boat/trailer combo, but a brake issue that developed on the trailer midway through the day meant we didn't get a chance to drive it.Ram said that it expects the 5.7-liter to remain its major seller, but it figures around 15 percent of the model 1500's mix will be diesel. For buyers choosing between Ram engines – as opposed to conquest customers walking in just for the diesel option – Elshoff said, "The diesel will take from the 5.7."The diesel will come with a price premium of $2,850 over a "similarly equipped" 5.7-liter Hemi and cost $4,500 more than 3.6-liter V6. At today's fuel prices, Ram expects diesel buyers to recover that $2,850 in less than three years, which is less than the 4.5-year average that buyers hold onto a truck. The new 1500 starts at $24,200 for the Pentastar V6, plus $1,095 destination. The Laramie Longhorn Edition Crew Cab 4x4 we drove had a base price of $48,730 and an as-tested price of $56,420.The diesel won't be offered on Sport models or the two-wheel-drive, regular cab, short-bed Tradesman. The ancillaries for the engine were designed with the long-wheelbase 1500 in mind, making the short wheelbase packaging too compact.Even though diesel 1500s will wear large "Ecodiesel" badges on their flanks, the option won't be pitched as 'green' to truck buyers. Pickup buyers have made it known that fuel economy combined with capability is a big deal, but the green they're concerned about is in their wallets. Still, that's how you get national ad campaigns in which Ram touts the best V6 fuel economy, General Motors touts the best V8 fuel economy and Ford promotes the best combo of towing and fuel economy with its EcoBoost V6.The closeness of the Chrysler/VM Motori relationship has allowed Ram to get its diesel to market more quickly than competitors – it is expected to hit retail outlets by the end of the year. This is important because Ram should have the market to itself until the Nissan Titan arrives next year with its Cummins 5.0-liter V8 diesel. However, when asked about the coming Titan diesel, one Ram rep asked, "Do you really consider a 5.0-liter a small diesel engine? We'll see how that works out."Behind the wheel, the diesel quickly shows itself to be a good engine. With more torque than the Hemi V8 combined with the capable eight-speed transmission, getting off the line quickly and accelerating from low speeds and rpm is not a problem. We took it through the same canyons used to test the 2014 Jeep Cherokee, and although it didn't display the same reflexes, it was still a fun drive, especially for a pickup. If you want more control, there are gear selector switches on the steering wheel. The 40-pound weight gain compared to the Hemi wasn't enough to change the feel of the front end. Understeer and wallow – beyond what you might experience in any pickup truck through mountain esses – wasn't really an issue.The engine is also refined. You have to stand next to it to hear the traditional, yet muted, diesel chatter. Standing in front and enduring the hot temperatures of our drive day, we could only hear the fans. From inside the cabin – even while accelerating – the engine barely sounds like a diesel. Stopped at light, it doesn't rock noticeably from side-to-side, a feat achieved without balance shafts.Since 2013 was the big redesign year, no other significant changes have been made for 2014. After a year on the market, no changes stick out as needed. The cabin is large, the seats are comfy, there's good-feeling materials everywhere, the Uconnect screen is large and a little busy, but easy to use. The new model year will offer a capless fuel filler as standard, an optional front park assist system and two new exterior colors: Blue Streak and Granite Crystal.On a side note, the first Dodge Ram truck with a Cummins engine was at the event, the initial engineering prototype Cummins built after approaching Dodge about an engine tie-up. The 1985 Dodge Ram 350 Royal SE sounded every bit as heavy duty as the 2014 Ram 2500 we parked next to it, but was about one-third the size. That original 5.9-liter inline six-cylinder had 146 hp, 400 lb-ft and redlined at about 2,500 rpm. The 6.7-liter Cummins in the current Ram achieves 385 hp and 850 lb-ft.Engine:3.0L V6 DIESELPower:240 HP / 420 LB-FTTransmission:8-Speed AutoDrivetrain:Four-Wheel DriveTowing:9,200 LBSSeating:2+3Base Price:$48,730As-Tested Price:$56,420Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Dodge Durango [UPDATE]

Say what you want about the Dodge Durango, but ever since it came on the scene in 1998, it has occupied its own niche in the SUV market – not too small, not too big, tough, able, not always the best on the road and not always the best off-road. If it were a football player, it would be a tight-end that can block and catch. If it were a hamburger – a double burger with cheese and bacon, but not the Whopper.

As part of a mid-cycle upgrade for what was already a very capable SUV that Chrysler introduced in 2011, and built on the same platform as the Mercedes GL-Class and Jeep Grand Cherokee, the 2014 Durango has gotten some refinements worth noting that have cleaned up its tailoring and toned up its body and powerplant. The result is an SUV that shows itself to be a very good value in a category full of sticker prices that can run away faster than a kid who's been told he has to take ballroom dancing lessons.

Chrysler executives showing us the new Durango made a special point to reiterate that the Dodge brand is not going away, as has been rumored after the company took the Ram and Viper – the cream of the brand – out from under the Dodge umbrella. Turns out Dodge has been the brand attracting the most young people (who knew?) and has a younger average age buyer than Honda. The Dodge brand historically has also attracted buyers who aren't exactly Phi-Beta Cappa, which some companies worry about. Chrysler not so much. Dodge buyers tend to be more the working, high-school-educated, community-college-educated backbone of the work force in America. If they keep coming to Dodge, the Durango is a pretty good piece of hardware to save up for.

Driving Notes Power management has been executed very nicely. The Durango comes with either the familiar 5.7-liter Hemi V8 or the standard 3.6-liter Pentastar V6. We tested both around the canyons around Los Angeles, which meant we had highway time, as well as taking it around the twisties. The verdict? If you are a suburban kid-hauler and soccer-team coach using the Durango in lieu of a minivan, then by all means opt for the more fuel efficient and perfectly adequate V6. If, on the other hand, you have stuff to pull – boats, trailers, etc., then it's Hemi time. The V6 produces 290 horsepower and 260 pound-feet of torque. The Hemi cranks 360 hp and 390 lb-ft.The fuel economy numbers are not official* for the Durango with the new eight-speed tranny, but the company says it results in a nine-percent hike. That will be an improvement over the following current numbers: a two-wheel-drive Durango is rated at 16/23 with the V6 and 14/20 with the V8. The all-wheel-drive setup knocks one percent off the V8's fuel economy, and doesn't impact the V6's mpg at all. Nice. By virtue of the improvement in fuel economy and size of the gas tank, Chrysler claims the Durango has the longest one-tank range of 600 miles in the category. Durango also has an Eco driving mode we tested and liked. That system fiddles with throttle sensitivity and cylinder-deactivation. The driver, though, can override that with the push of a button if it's not optimal for driving conditions or the vehicle's load.As mentioned, the Durango has been given Chrysler's new eight-speed automatic transmission. The new tranny works via the same sort of rotary knob as has been put into the Ram 1500 – a not-exactly-big innovation, but we are digging how it frees up real estate in the dash. It's a simple and elegant change that can become a signature of Ram and Dodge trucks and SUVs, and one we suspect rivals won't copy for fear of looking like followers.The exterior features a new grille look and taillights meant to elicit a racetrack aura that is defining Dodge's lamp design. We did not get a chance to try the towing package, but the specs say the the V6 will pull 6,200 pounds and the Hemi will tow 7,200 pounds.Chrysler has added to the Durango's trim levels menu by including a new "Limited" model to go along with the SXT, Rallye, R/T and Ted Turner-money top-o-the-line Citadel. The kit that comes with the Limited includes leather seats, heated seats and steering wheel, an 8.4-inch Uconnect screen and 18-inch wheels. Distinguishing the R/T and Rallye trims are a monochrome exterior, 20-inch black wheels, dual exhaust pipes and black accents around the headlights. LED running lights come standard on Rallye, Limited, R/T and Citadel, while R/T and Citadel get HID headlamps as well.In case you have missed it, every automaker is moving fast into "smart" systems to prevent collisions, pedestrian accidents and, if they could, your dog from peeing on the living room carpet when you're not home. Durango offers blind-spot monitoring, rear-cross-path alert that helps keep you from backing into a head-down texting driver or pedestrian, collision warning, crash mitigation that works the brakes better than many drivers can and driver's-side knee airbags.UConnect won AOL Autos' 2012 Technology of the Year Award for the upgraded system that was installed in the 2013 Ram 1500 and Viper. That system is in the Durango, with the added feature of a Yelp app that is pretty handy for finding what you want wherever you are. Taxidermy in LA? Yeah, it told us where to go. A new emergency-help button has been added as well. Entertainment screens have been moved into the seat-backs for backseat passengers, and out of the drop down position from the headliner in the old model.Because Chrysler sees Dodge as a "value brand," it has to price aggressively, and it is doing just that. The Durango's starting price is still $29,795, excluding destination. The Durango Limited starts at $35,995 (a bump of $800 over the 2013 Crew), while the R/T now starts at $38,995 (up $2,500). The Durango Citadel will start at $40,995 – an increase of $1,000. In true cheeky fashion, Dodge reps compared the price of the Citadel with a Mercedes GL that shares the same platform, has less equipment and costs more than $30K more if you get all the goodies on the GL that are on and in the Durango.UPDATE: Chrysler has provided official fuel economy numbers for the 2014 Durango: Rear-wheel drive V6 models achieve 18 miles per gallon city, 25 mpg highway and 20 mpg combined. All-wheel drive models loose one mpg on each cycle. RWD V8 models achieve 14 mpg city, 23 highway and 17 combined, while AWD models register 14 city, 22 highway and 16 combined. Engine:5.7L V8Power:360 HP / 390 LB-FTTransmission:8-Speed AutoDrivetrain:All-Wheel DriveCurb Weight:5,331 LBSTowing:7,200 LBSSeating:2+3+2Cargo:84.5 CU-FT (max)MPG:14 City / 22 HWYBase Price:$29,795Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Ram ProMaster 2500

 

Front-wheel drive is what sets the all-new Ram ProMaster full-size commercial van apart from its competition. In a segment still choked with thirsty, rear-wheel-drive, ladder frame, pickup truck-based cargo vans, the American automaker is introducing something entirely new – well, new to our domestic market, as Europeans will recognize Ram's fresh entrant as a made-for-USA Fiat Ducato.

While the big ProMaster doesn't have a traditional body-on-frame chassis, it isn't a pure unibody either. Consider it a hybrid of both, with a unibody cab up front and a reinforced high-strength steel subframe in the rear. The platform employs double A-arms and MacPherson struts on the front axle, while the rear uses a simple tubular beam axle. Tires are 225/75R16 at all four corners. The steering is hydraulic rack-and-pinion (allowing an impressive 36-foot turning radius) and there are disc brakes with two-piston calipers all around. It is a solid, if unsophisticated, setup.

This game-changing van, which has already arrived in showrooms with a starting price of $28,630, is propelled by either a gasoline-powered 3.6-liter Pentastar six-cylinder (280 horsepower and 258 pound-feet of torque) or a new turbocharged 3.0-liter four-cylinder diesel (174 horsepower and 295 pound-feet of torque). Ram will offer a traditional six-speed automatic or a new six-speed automated single-clutch manual transmission that drops the hydraulic linkage to improve fuel economy – details are still emerging on this unique gearbox.

Positioning the entire powertrain, including the fuel tank, in the nose of the truck means the cargo floor can be very low – Ram boasts it is just 21 inches off the pavement. Operators will be able to stuff 530 cubic feet of cargo into the cavernous ProMaster, with a maximum payload weight of 5,145 pounds (the gross combined weight rating is 11,500 pounds for 3.6-liter and 12,500 pounds for the 3.0-liter).

Driving Notes An initial walkaround of this Flame Red test vehicle (a 159-inch wheelbase, high-roof model) reveals a slew of commercial-friendly touches that improve convenience and help lower ownership costs. Easy-to-open sliding doors, both wide enough for pallets, are offered on each side. The cargo floor is available in several finishes (resin-finished wood, painted steel or rubber-coated steel) and there are up to 17 fold-away tie-down rings and an available cargo partition to keep loads secure. At the front of the cargo hold, directly above the cab, is a 'Mom's Attic' for additional storage.The headlights are mounted high on the nose to limit fended-bender damage, and the bumpers are multi-piece so repairing marred sections won't require a complete replacement. It's a thoughtful series of touches that makes for an awkward-looking front end.The driving position is commanding and very truck-like, meaning you sit up straight and lean forward toward the steering wheel. All of the controls are logically located, self-explanatory (manual fan speed, temperature control and distribution) and convenient to reach without stretching. With the seat all the way rearward (I'm six-foot, two-inches tall), the high-mounted shoulder belts fit awkwardly due to the relationship of the B-pillar – not as snugly as I like. Nevertheless, the view outward is excellent, and the large side mirrors and backup camera simplify low-speed maneuvers in forward and reverse.It's hard to fault the on-road driving dynamics, especially compared to the others in the segment. The ProMaster drives like a big minivan – not a truck – which is a nice compliment. The front wheels are doing all of the work, and they have plenty of weight over them (even when empty), meaning the Ram feels stable and in contact with the road at all times. The steering is a bit slow, as expected, but the van is surprisingly agile and it doesn't feel top-heavy even when rushed around a few canyons.I am a huge fan of the Mercedes-Benz Sprinter, the ProMaster's most obvious competitor. Comparing the two, the Sprinter is more truck-like, while the Ram drives like a car-based van. The Sprinter is also slightly narrower, improving agility through traffic, but the Ram's width means more overall stability, which I found reassuring. While it likely won't pull many Gs on a skidpad (not that it matters a lot in the cargo-lugging universe), I'm going out on a limb and say the ProMaster is actually fun to drive.Ram will offer its Mexican-assembled ProMaster in 14 different configurations, mixing and matching chassis (1500, 2500 and 3500), wheelbase (118-inch, 136-inch and 159-inch), roof (low or high) and body (cargo van, chassis cab, cutaway and window van). Unsurprisingly, the automaker has identified six competitors it plans to take on – Chevrolet Express, Ford E-Series, Ford Transit, GMC Savanna, Nissan NV Cargo and aforementioned Mercedes-Benz Sprinter. It'll take some full-load testing and long-term durability reports to know more, but I'd say they all have some serious worrying to do.Engine:3.6L V6Power:280 HP / 258 LB-FTTransmission:6-Speed AutoDrivetrain:Front-Wheel DriveCurb Weight:4,600 LBS (est.)Towing:5,100 LBSSeating:2Base Price:$32,875As-Tested Price:$37,175Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2013 Shelby Raptor

 

We're big fans of the Ford F-150 SVT Raptor, a full-size pickup impressively configured from the factory for serious desert running. While its stock, naturally aspirated 6.2-liter V8 provides 411 horsepower, some consider it lacking. Others still want more aggressive underpinnings for even more serious duty. Stop worrying, as Shelby American appears to have the answer with its new Shelby Raptor.

While the Las Vegas-based company offers nearly all of its upgrades on its à la carte menu (good for those on a budget), the test truck seen here arrived loaded with just about everything.

To begin the transformation, a 2.9-liter Whipple supercharger and intercooler are bolted to the V8, followed by a Shelby Stinger exhaust system to improve the engine's breathing. The upgrades bump output by 164 horsepower, meaning the truck goes from 'impressive' to 'seriously quick' on the acceleration scale. But the company doesn't stop there, as the suspension has been upgraded with Shelby 3-inch shocks, new upper and lower control arms and a new frame kit with bump stops. In addition to a new skid plate package for protection, the stock wheels have been replaced with 18x9 Shelby Method alloys wearing aggressive 35-inch BFG Mud-Terrain T/A tires (35x12.50R18LT) for go-anywhere capabilities.

Cosmetically speaking, the interior is upgraded with a custom Shelby leather package and additional gauges have been added to allow the driver to keep a closer eye on things. The exterior doesn't escape the treatment, either, as it receives new bumpers, a full chase rack and plenty of graphics. And, of course, there is the obligatory unique Shelby serial number plate on the blown engine and one for everyone to see prominently on the dashboard.

We recently spent an afternoon criss-crossing the LA Basin with this massive truck, putting in a few soft-roading miles for our photoshoot. To really do the Shelby justice and properly explore its capabilities, however, we really need to spend more time doing what it genuinely wants to do. That is, launching it off tall berms, crossing deep streams and bashing over rocks. Unfortunately, the opportunity didn't present itself. Next time.

Driving Notes: One glance at our loaded silver and blue test truck reveals a ridiculous amount of 'Shelby' branding. Laughable levels, actually. Shelby's name is plastered on the seats, dash, quarter panels, doors and tailgate. It appears four times on the rear bumper alone! Enough already – it's overkill to a nauseating level (the company reportedly offers packages that are much more discreet). And don't get us started on the overuse of LED light bars.Nearly all of the upgrades are actually functional for desert running and rock-crawling, with the exception of one; the silly placement of aftermarket gauges in the middle of the dashboard vents. The analog boost and fuel pressure dials are not only ergonomically incorrect (nobody looks to the HVAC vents for information), their 'plug' design blocks critical airflow from the vents themselves. We prefer to see them mounted on the A-pillar, like everyone else does, to make them easy to read and keep them out of the way. Speaking of visibility, if you opt for the bed-mounted spare, don't bother looking in the rearview mirror, as the backside of the tire completely fills the glass.Stepping on the accelerator pedal sets a chain of events in motion. Within a fraction of a second, the supercharger begins to wail from under the hood, a noise that's followed by an immediate burst of power that rips the tires' tread blocks from the pavement. The process is neighborhood-waking loud, and the modified Ford takes off at a rate that is completely unexpected considering its obscene curb weight - most estimates say the 6,200-pound pickup will hit 60 mph in the mid-five second range. Fuel economy is predictably miserable, and owners should consider themselves fortunate if they make it into the double-digits (if by some circumstance they do, they aren't driving the Shelby properly).Our test truck appears to have been tuned purely for off-road enjoyment, meaning its on-pavement driving characteristics are crude, at best. The generous suspension travel, low steering rate, high center of gravity, curb weight and huge tire tread blocks means the Shelby squirms and rolls around corners with an annoying delay to steering inputs. Yet if we had the ability to take this Raptor into the dirt, mud, rocks or snow, all of these qualities would have helped to make it one capable beast of a machine.If driving a monster truck on public roads is what you are seeking, Shelby has your answer with its tuned Raptor. However, unless you plan on tackling serious trails, we'd lay off the suspension and wheel upgrades, as they destroy the on-road manners of the factory Raptor – qualities most drivers will grow to appreciate.Engine:Supercharged 6.2L V8Power:575 HPTransmission:6-Speed Auto0-60 Time:5.5 Seconds (est.)Drivetrain:Four-Wheel DriveCurb Weight:6,200 LBS (est.)Seating:2+3MPG:11 City / 18 HWYAs-Tested Price:$89,088Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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Classic Recreations Shelby GT350CR

 

If you've got an itch for a classic Mustang Fastback, you may want to give Classic Recreations a call. The Oklahoma-based company, which has made a name for itself building award-winning muscle cars licensed by Shelby, recently handed me the keys to its latest creation – a prototype 1966 Shelby GT350CR (serial number SCR350-00P) with a nitrous-injected 427-cubic-inch small-block Ford Racing engine sending power to its rear wheels through a Tremec five-speed manual gearbox. Yeah, it's the sort of machinery that whets my appetite.

As you might suspect by looking at the company's name, the team starts with a standard stock 1966 Mustang Fastback and then tears it down to the chassis in preparation for a full rebuild into what they call a Shelby GT350CR. This particular restoration includes the fitment of the aforementioned 7.0-liter V8 with BBK Long Tube ceramic-coated headers, Magnaflow mufflers, coil-over suspension and rack-and-pinion power steering. Stopping power is provided by Wilwood brakes, in the form of four-piston calipers over ventilated and cross-drilled iron rotors, and the mechanical upgrades are finished off with four brightly polished 18-inch aluminum wheels wrapped in BF Goodrich g-Force T/A tires (245/45ZR18 front and 275/35ZR18 rear).

Inside the passenger compartment, occupants are treated to Carroll Shelby Scat Rally Series 1000 seats, five-point Camlock belts, three-spoke aluminum woodgrain steering wheel with tilt column, a full complement of gauges and full carpeting. An Old Air Products air conditioning system blows ice-cold breezes, and a powerful audio system with external amp and subwoofer ensure a sweet background track to the V8's wild bellow.

Classic Recreations met us with its beauty in Southern California, so we turned its striped nose toward Los Angeles' classic Mulholland Highway for an evening run.

Driving Notes: A brief walk-around of the Mustang before the drive reveals an attention to detail that will leave countless onlookers waving and asking questions. The metallic blue paintwork is excellent and the craftsmanship inside the engine bay, passenger cabin and trunk are show-worthy. In particular, I really like the epoxy-coated sheetmetal and satin-polished aluminum components under the hood, the functional and easy-to-read Shelby gauge cluster and the lightweight HRE wheels, which provided a nice compromise between classic and modern design.It's hard not to be intimidated by the Shelby GT350CR. Its purpose-built seats, polished metal shifter and competition harnesses have me looking around for my helmet moments after buckling in (in truth, the harness really needs a pass-through in the lower cushion to fit properly). The mechanical feel of the manual lever and clutch mechanism drives the racing message home. That said, the cockpit is comfortable and spacious. Thin A-pillars provide excellent forward visibility, and the view out back is clear, but sightlines over the shoulders into the rear quarters are challenged by the blocked windows.The controls are 1960s-era simple, primarily consisting of a few polished knobs that require a simple push-pull to operate and the windows manually crank. The optional NOS system, fitted to the test car, automatically engages if enabled by its red dash-mounted switch (the tank is full, but sadly I will never have an open opportunity to use it).The 427-cubic-inch V8 drives and sounds every bit as good as it looks. It idles with an angry demeanor and then backs up its bark with a ferocious bite. There is plenty of power in each of the lower gears to initiate immediate wheelspin, leaving rear tire life completely up to the operator (the company quotes a 0-60 sprint of 3.7 seconds, but based on available grip, I feel that number is a bit optimistic). Kudos to Classic Recreations for putting an open side pipe on both the passenger and driver side of the car, as the two provide stereophonic rumbles and backfires reverberating throughout the cabin. While the climate control works perfectly, I would never roll up the windows for fear of suppressing the exhaust noise - it's addictive.Despite the upgraded and modernized coil-over suspension with oversized sway bars and race-tuned ride on sticky BF Goodrich rubber, this Mustang is still more of a cruiser than a carver. Initial turn-in is on the slow side and the coupe drives with a large demeanor that requires plenty of anticipation in the corners. When compared to other ungainly muscle cars of its era, its handling would certainly be considered impressive, but today's multi-talented sports cars would run circles around this Pony in the canyons.Classic Recreations is making only 10 of the legacy cars each year, and buyers are offered a grocery list of options to customize each to their specifications. While it wouldn't be my first choice in a canyon or race track, bring this muscle car to a drag strip, crowded boulevard, summer beach or car show and it will simply shine – we had to pull impressed gawkers away in order to leave a Mulholland overlook.Engine:7.0L V8Power:545 HP / 530 LB-FTTransmission:5-Speed Manual0-60 Time:3.7 SecondsDrivetrain:Rear-Wheel DriveCurb Weight:3,420 LBSSeating:2Base Price:$119,000Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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1984 Audi Sport Quattro

There I was, standing next to this 1984 Audi Sport Quattro painted Malachite Green – one of only 15 units ever delivered in said color – in the northern Italian mountain town of Merano. I was about to be encouraged to tear-ass over a few famous high altitude passes in this short-wheelbase iconic machine.

The Sport Quattro street version was a homologation program car to let the Audi S1 Group B cars qualify to go nuts in the World Rally Championship circuit in the mid-1980s. So, only roughly so many as were necessary for this homologation were built (in this case 214 total) and sold at really heady prices ($100k+ back in the day), hence the rarity of having any shot at actually driving one of them over the types of roads for which they were really designed. Much less driving it as it was meant to be driven to the best of my abilities.

Once upon a time, short wheelbase sportscars were the cure for finding maximum agility. The theory was to make them as tossable as possible in order to make curves your allies in beating pants off your competition. With quattro all-wheel drive, the tossing with the Sport Quattro is different, the goal being to get set up on the right line so you can then just hammer it through and out, thereby making the absolute most of every subsequent (relatively) straight section.

Driving Notes There's nothing quite as hearken-back-worthy as a fragrant leatherette interior with tall cabin windows, only adequate "sport" seats from the 1980s and a bare naked five-speed manual shifter tapping against your right knee every now and again.Of course, this was a perfectly maintained Sport Quattro from the Audi Heritage attic. I was barely able to heel-and-toe it smoothly with the pedal placement, frequently opting not to do so in favor of just moving my right leg more. The shifts from the five-speed were extremely sweet, too.In 1984, there was no series production car with a greater specific power output. The in-line five-cylinder turbocharged longitudinal all-aluminum engine has a 2.1-liter capacity and chugs out 302 SAE horses at 6,700 rpm and 258 pound-feet peaking at 3,700 rpm. Yes, there is turbo lag in boat loads, but you need to learn to never lug it. Keep revs north of 3,200 rpm and she's a smooth rocket.Tthe body was entirely crafted of a combination of bullet-proof aramid fabric, fiberglass and Kevlar by limited-production coachbuild specialist Baur of Stuttgart. This custom work was necessary for maximum weight savings and rigidity, but also because the Sport Quattro slices 12.4 inches off the wheelbase of the standard Quattro. Total curb weight is quoted at 2,866 pounds and the Sport Quattro drives like something this light and abridged.The standard wheelset here is four 15-inch-by-9-inch Ronals and my treads were heritage-style 225/50 ZR15 Pirelli P Zero Asimmatrico. There is always thought to be some archaic disadvantage to using such a setup, but I beg to differ. Along with the unique driving style required for these shorter wheelbase racers, the hooking-up advantages of winter-style traction patches on all four corners on these roads are notable.Firsts for Audi in the Sport Quattro were also the cross-flow engine head, four valves per cylinder and early ABS braking. They knew it was early and imperfect, so here you can also deactivate the system. Switching off ABS was a neat trick with this particular car and I vastly preferred the feeling of pedal input equaling actual braking desired with it deactivated.You have to love a four-spoke steering wheel in this rectangular style; great grab-on spots are everywhere. The other nice bit is that the nimbleness at speed of the truncated-wheelbase chassis translates perfectly through the steering wheel, especially once you're flowing from curve to curve and keeping those revs up through the Pirellis, knowing when to stay with second gear or third gear and using fourth almost exclusively on briskly sailing downhill sections.What a thrill this all was for around 150 miles of nothing but asphalt amusement park driving. An honor.Engine:2.1L Turbo I5Power:302 HP / 258 LB-FTTransmission:5-Speed Manual0-60 Time:4.7 Seconds (est.)Top Speed:155 MPHDrivetrain:All-Wheel DriveCurb Weight:2,866 LBSSeating:2+2MPG:15 City / 22 HWY (est.)Base Price:$100k+ (est. in 1984)Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Honda HPD CR-Z

Honda invited us to its Southern California North American headquarters last week to take a spin in a very special CR-Z – one modified with a full complement of Honda Performance Development (HPD) components. While the company has been racing with HPD parts for years, this is the first time the automaker has offered them for its street-legal vehicles, and it has chosen this year's SEMA Show in Las Vegas to be the launch venue. Last year, Honda introduced the HPD Supercharged CR-Z Concept at SEMA – this is the slightly modified production version.

The complete transformation gives the normally placid hybrid hatchback a serious shot of adrenaline thanks to a bolt-on supercharger combined with suspension, tire, brake and exhaust upgrades. In addition to the blower (detailed in a bullet point below), new HPD suspension components lower the car by about half an inch, and firmer spring rates stiffen the ride. Stock 16- or 17-inch wheels are then replaced with HPD 18-inch alloys wrapped in sticky Michelin Pilot Super Sport tires (215/40ZR18 at all corners). The clutch is upgraded, a limited-slip differential is installed and new HPD monobloc four-piston calipers are fitted over slotted and ventilated iron rotors up front (the single-pistons over solid discs on the back axle are unchanged). In the rear, the stock hidden single exhaust pipe is replaced by a free-flow twin-tip exhaust that peers out of a new HPD lower diffuser. Other cosmetic enhancements include an HPD front lip spoiler, rear deck lid spoiler and an HPD emblem kit for each side. To say the CR-Z is transformed by the complete HPD package is an understatement.

Driving Notes Face-to-face with the gussied-up CR-Z, I found most of the enhancements stylish and clean. The design benefits from the new sporty duds and the overall appearance gains some much-needed masculinity in the metamorphosis. The finned rear fascia and bright exhaust are well done, but the rear spoiler set high on the decklid appears too tacked-on for my tastes. I would also skip the silver stickers on the doors, as they are a bit garish. The ten-spoke wheels and high-performance tires look great and the slightly lower ride compliments the look. Overall, the red test car made a statement that going green doesn't have to be boring.While the stock hybrid CR-Z relies on a naturally aspirated 1.5-liter four-cylinder engine and a 15-kW electric motor for a combined output of 130 horsepower and 140 pound-feet of torque, the supercharger (providing up to 9 psi of pressure) boosts total output to 190 horsepower and 174 pound-feet of torque - that's assuming the 'Sport' button is pressed. (The supercharger kit goes on sale later, in Spring 2014, so Honda has not released pricing yet.)The standard CR-Z will burst through the 60-mile-per-hour barrier in about 9.5 seconds from a standstill, which is slower than most of today's minivans. But thanks to the blower adding an additional 53 horsepower to the mix, two full seconds are shaved off the benchmark sprint. Lethargic is replaced with spirited, and the Honda zips around with a newfound youthful demeanor. It is unquestionably fun to drive, and it quickly put a smile on my face.The new exhaust pipes provide a slightly more aggressive audible soundtrack, and - sit down for this one - the fuel economy actually improves a point in the highway cycle as the newfound low end torque means the engine doesn't have to work as hard (Honda and the EPA are still working on the official numbers).This wasn't a racing circuit exercise, so I wasn't able to push the suspension and brakes to their limits, but zooming around crowded Torrance, CA did give me a decent sense of how the platform has been configured. The suspension is firm, but far from abusive, and it seemed to work well with the stickier rubber to provide much better initial-turn in and grip in the corners. The supercharger and associated hardware add a little bit more weight to the nose (figure 60 percent of the mass is sitting on the front wheels), but I pushed the hybrid hard around a circular onramp and it held firmly without annoying understeer. The brakes also felt more than up to the task of spirited street driving, but the pedal feel doesn't inspire - blame the regenerative braking system for getting in the way.My red test car was loaded with everything, including the $60 decal kit, which is a configuration I suspect very few customers will duplicate when you consider that the kit, minus the blower, costs at minimum $6,500 in components alone - the centrifugal supercharger and installation is extra. The automaker says that most of the components will fit all 2011-2014 CR-Z models, and the pieces and parts are offered a la carte through your dealer. And, since Honda promotes its HPD components as "track proven and street reliable," the company will stand behind them with a 3-year/36,000-mile warranty on the parts, and the supercharger meets LEV II SULEV requirements.I found the modified hatchback a talented little two-seater, yet I couldn't overlook the donor vehicle's shortcomings - the cabin of the CR-Z is loud, frustratingly lacks two-plus-two seating and rearward visibility is dismal - once I added up the price. But instead of listing competing alternatives for the same money, of which there are several, I will consider the HPD CR-Z a solid proof of concept that will lead to a slew of HPD-modified Hondas down the road.Tweaking a hybrid is an interesting strategy, and while it's certainly engaging to drive, most of my fellow enthusiasts would much rather see factory-supported HPD components offered to the public for a racy street-legal Civic Si - we likely won't have to wait very long.HPD Unveils Street Performance Products At 2013 SEMA Show

LAS VEGAS (November 5, 2013) – Long a fixture at race circuits around the world, Honda Performance Development, the racing arm of American Honda Motor Co., Inc., will now be offering a new range of HPD Street Performance products, starting with the Honda CR-Z sport hybrid coupe.

Two Honda passenger cars featuring HPD Street Performance products are on display at the 2013 Specialty Equipment Market Association Show in Las Vegas, along with an HPD Civic Si Coupe raced in the Continental Tire Sports Car Challenge by the Honda of America Racing Team (HART):

- The 2014 HPD Supercharged CR-Z (http://automobiles.honda.com/cr-z/hpd.aspx) features a variety of track-proven, street-reliable performance upgrades on sale today at U.S. Honda dealers nationwide. HPD-developed powertrain modifications – tested on-track at the 2013 Pikes Peak International Hill Climb – include a high-efficiency centrifugal supercharger (available Spring 2014); HPD air-to-air intercooler; high-flow fuel injectors; an ECU calibrated to meet CART AT-PZEV regulations with 91 octane fuel; HPD air filter system; and HPD sport exhaust. Chassis improvements include HPD sport dampers, coil springs with reduced ride height, 300mm diameter disc brakes and HPD 18-inch wheels fitted with Michelin Pilot Sport tires. The CR-Z is completed by a graphics package including front lip and tail spoilers, rear diffuser and HPD badge.

- The new 2014 HPD Honda Civic Street Performance Concept is equipped with HPD racing performance parts and street wrap. Modifications include HPD's "Big Brake" kit, HPD performance springs, HPD 25.4mm rear anti-roll bar, HPD 18-inch wheels, and a K24Z7 racing engine. While just a concept, this vehicle offers a glimpse at potential future street performance accessories developed from HPD racing experience.

- Rounding out the HPD display at SEMA is the HPD Honda Civic Si Race Car, as campaigned by HART the CTSCC Street Tuner category. The Civic is fitted with competition equipment developed at HPD, including a sealed K24Z7 racing engine; HPD cold air intake; Accusump oil pressure accumulator; HPD stainless steel exhaust header; and HPD suspension parts including camber plates, suspension bushings, brake rotors and adjustable rear anti-roll bar. The Honda Civic Si is eligible for a variety of series, including Sports Car Club of America, International Motor Sports Association, Canadian Automobile Sport Clubs and National Auto Sport Association racing.

"'Performance' is in our name, and is part of everything we do at HPD, from our kart programs through our grass roots motorsports amateur racing efforts, all the way through our participation in endurance sports car racing and Indy cars" said Art St. Cyr, HPD president.

"Now, with our line of HPD Street Performance products, we're excited to be bringing the same innovation that has driven two decades of success on track to the street, for everyone who desires to enhance an already excellent Honda vehicle with proven performance products, without sacrificing the reliability that comes with the Honda name."

Veteran Indy car driver Graham Rahal will serve as HPD's SEMA Social Media Correspondent. Long associated with both Honda and HPD through the family's race team and Honda dealership, Rahal has detailed knowledge of Honda's success in motorsports and commitment to the enthusiast market.

For more information about HPD and the company's Street Performance products, please visit http://hpd.honda.com/street-performance.

About Honda Performance Development

Celebrating its 20th anniversary this year, HPD was founded in 1993 as the performance arm of American Honda, to spearhead the company's entry into Indy car racing. No other manufacturer has matched Honda's success in Indy cars, including 204 race victories, 15 drivers' championships, six manufacturers' championships and nine consecutive Indianapolis 500 victories. In 2013, Honda powered veteran Scott Dixon to four race wins and the 2013 IZOD IndyCar Series championship; and Tristan Vautier to series Rookie of the Year honors.

HPD's prototype racing efforts have recorded more than 60 victories and multiple American Le Mans Series championships. The company's first outing in 2007 at the 12 Hours of Sebring marked the first win for HPD's LM-V8 engine; and, the first for a Honda racing engine designed and developed outside of Japan. HPD won the LMP2 title in the inaugural 2012 World Endurance Championship and has twice won the LMP2 category at the 24 Hours of Le Mans since 2010. In 2013, HPD and Honda again swept the LMP1 and LMP2 manufacturers', engine, team and drivers' championships in the American Le Mans Series; while HPD-equipped Strakka Racing claimed the LMP1 class win at the 24 Hours of Le Mans for private team entries.

HPD participates in competition on both two wheels and four. The company offers a complete line of race engines for cars from grass roots to pinnacle; for professional, amateur and entry-level racers. And now, provides "fun-to-drive" products for your garage.

Pricing:

HPD Front Brake Kit $2,100.00
HPD Sport Exhaust (1) $1400.00
HPD Rear Diffuser (1) $400.00
HPD Sport Suspension $1,550.00
HPD 18-Inch Alloy Wheel $315.00
Michelin Tire (215/40/ZR18) See Dealer
CR-Z Door Sticker, Right $30.00
CR-Z Door Sticker, Left $30.00
Decklid Spoiler $430.00
Front Under Spoiler (2011–12 models only) $280.00

Engine:SC 1.5L I4/15kW motorPower:190 HP / 174 LB-FTTransmission:6-Speed Manual0-60 Time:7.5 Seconds (est.)Drivetrain:Front-Wheel DriveCurb Weight:2,700 LBS (est.)Seating:2MPG:31 City / 35 HWY (est.)Base Price:$19,995As-Tested Price:$28,500 (est.)Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Lexus IS 250 AWD F Sport

"Ooh, this looks fun!" my otherwise car-ignorant friend said as we walked up to the 2014 Lexus IS 250 F Sport. And yeah, it does look fun. In fact, despite my initial strong negative reaction to the design, I've really warmed up to this new IS, especially with the flashier F Sport package found on this test car (unique front fascia, 18-inch dark alloy wheels and appropriate badging). Even though that rear end still looks a bit Droopy Dog to me (stop frowning, Lexus), the IS is sharp, though I'm not entirely sure that such a bold design will age well.

"Looks can be deceiving," I told my friend, and we hit the road... slowly. You see, despite looking like a fresh, modern sport sedan, the IS 250 still uses what is, quite frankly, a dog of an engine. And that, combined with dynamics that are just so-so at best, makes for a sedan that's all show and no go. Say hello to Jennifer Slowpez.

Driving Notes Lexus employs a 2.5-liter V6 here in the IS 250, good for 204 horsepower and 185 pound-feet of torque. That means this all-wheel-drive version will sprint to 60 miles per hour in a leisurely 8.3 seconds.To put that in perspective, the BMW 320i xDrive, which uses a 2.0-liter, turbocharged inline-four good for 180 hp and 184 lb-ft of twist, will run to 60 mph in 7.1 seconds – 1.2 seconds quicker than the Lexus you see here. And while the IS 250 AWD only returns fuel economy numbers of 20/27 miles per gallon (city/highway), the all-wheel-drive Bimmer is rated at 23/35 mpg.Lexus is reportedly working on a small turbo-four engine, and it can't come soon enough, especially if the IS 250 wants to remain competitive in its segment. BMW, Mercedes-Benz and Audi all offer modern, turbocharged engines here, and driving the Is 250 only shows how sorely this lump of a V6 needs to be swapped out.When Senior Editor Seyth Miersma drove the more powerful IS 350 earlier this year, it didn't exactly wow him with its driver feedback, but he was far from unimpressed. The same sort of thing can be said here with the IS 250 F Sport – it's a solid car to drive, just super slow. The steering is just okay – nicely weighted, sure, but lacking a lot of the feedback you'd expect from a top-tier small sport sedan. What's more, the IS is first and foremost a Lexus, meaning the ride quality focuses on being more supple than sporty. And while the IS may be a relatively decent steer, it doesn't quite pull off the sport/luxury thing as nicely as the aforementioned BMW 3 Series or a Cadillac ATS.Other parts of the IS 250 driving experience are also pretty milquetoast. The 2.5-liter V6 comes on with a sound that's more woosh than roar, especially at higher revs (which is where you need to play, considering the fact that the 204 hp and 185 lb-ft aren't delivered until 6,400 and 4,800 rpm, respectively). To its credit, brake feel is solid and linear.Lexus fits its IS 250 with a six-speed automatic transmission, with steering-mounted paddle shifters that are best left alone. This gearbox is fine, and will hold gears up into the high end of the rev range (especially in Sport mode), but shifts aren't exactly quick. A more modern eight-speed unit (as on the IS 350) would be great here. One thing at a time.Getting back to its appearance, that modern, edgy exterior design carries over to the interior, to what is easily my favorite Lexus cockpit in recent memory. The mix of red leather seats and black leather upholstery on the doors and dash does a lot to convey that "sport" message, as do the aluminum accents, high-tech-looking steering wheel, and the reconfigurable gauge cluster. Even the angled center stack is sort of cool, with its easy-to-use controls, though once again, Lexus' computer mouse-like controller for the infotainment system is sort of finicky to use. A proper touchscreen system would be a win here, but it wouldn't allow Lexus to house the large display screen so deep in the dash.Interior refinement is, as you would expect, great – standard Lexus fare, really. The cabin remains quiet, even at highway speeds, and while some passengers complained about front seats that you sort of sink into, they're incredibly comfortable and supportive. There's a decent amount of room for rear seat passengers, though some taller adults did ding the Lexus for a lack of head- and toe-room, which is par for the class.Pricing for the IS 250 is competitive, but not exactly a bargain. This AWD model starts at $38,485, and loaded up with all the F Sport trimmings, my test car rang in at $44,140, including $895 for destination. The 320i xDrive starts at $34,750, and a fully loaded example will set you back $46,275. That represents a price premium of $2,135, and it's one I can easily see paying up for. If you don't need all the trimmings, the 320 xDrive seems like a better deal to me, with a more modern powertrain and a substantial increase in fuel economy. Of course, I'll need some back-to-back time with the IS 350 to see if we I say the same thing about preferring it over a 328i or 335i – I suspect that race may be a lot closer.Engine:2.5L V6Power:204 HP / 185 LB-FTTransmission:6-Speed Auto0-60 Time:8.3 SecondsTop Speed:131 MPHDrivetrain:All-Wheel DriveCurb Weight:3,649 LBSSeating:2+3Cargo:13.8 CU-FTMPG:20 City / 27 HWYBase Price:$38,485As-Tested Price:$44,140Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Chevrolet Camaro SS Convertible

 

I first caught a glimpse of the 2014 Chevrolet Camaro in person at the New York Auto Show, and the Convertible version (by way of pictures) at its far-flung debut in Germany. As a car writer, a V8 enthusiast, a convertible diehard and, most days, no fool, I've wanted to get my turn in this very car ever since.

The Camaro SS Convertible rumbled up to my door in 2SS trim, meaning my first go with the deeply attractive pony car would lack for neither bells nor whistles, nor imposing 20-inch aluminum wheels. While undoubtedly pricey, fully loaded with a manual transmission is a great way to buy this car. What's more, the middle of the Michigan autumn is pretty much the perfect time to have the keys to it in your pocket.

Driving Notes It's a piece of cake to pick out this 2014 Camaro Convertible SS (or the coupe, for that matter) from the outgoing model, with just a quick glance at the front of the thing. The air extractor dead-center at the top of the hood is a giveaway, only slightly less subtle than the lower, smaller grille with silver accents. In back, the two-per-side squared off taillight clusters have been replaced with single integrated units that I believe look a lot better. I'll admit that I'm not crazy about the looks of the integrated lip spoiler on the Convertible SS, though Chevy tells me that it does help with rear end lift at speed. I didn't get the thing up to speeds high enough to notice the difference, apparently (commence with pillorying of my driving, in Comments).Inside the car you'll find very little changed for the new model year, meaning the same love-it-or-hate-it, super-shiny plastic panels on the doors and framing the dash, along with big blocky gauges and (in our 2SS trim car) Chevy's useful MyLink infotainment system.Though the 6.2-liter V8 engine is clearly the adrenaline-pumping heart of this modern muscle car, it's the ability to drop the roof that makes the Camaro Convertible a more usable performance machine for me. I've always been impressed with the sports-car handling of the 5th generation Camaro, but the coupe's turret-slit windows and thick pillars fore and aft have always made it difficult to place the car on the road with utter confidence. The increased visibility of the convertible transforms this car for me – in the interest of full disclosure, my above-average height certainly colors my strong feelings here.The engine's 426 horsepower and 420 pound-feet of torque flow freely and joyfully to the Camaro's rear wheels when you put your foot down, and they sound great doing so. Chevy rates the SS Convertible at about 5.4 seconds for the sprint from 0 to 60 miles per hour, which seems right on. The truth is that the big V8 convertible feels slightly more sluggish than the power numbers would indicate when moving away from a standstill, but faster 'n hell when accelerating from speed up to much higher speeds. The engine needs to get spinning before the full force is unleashed.Fitted as my car was with the optional dual-mode exhaust system, I became quite enamored with passing lesser cars under highway overpasses, where the exhaust could trumpet against the cement and (probably) set off car alarms blocks away.The Camaro doesn't exactly 'dance' along back roads – this is a car that clocks in at over two tons, don't forget – but it offers enough raw grip to make it more than up to the challenge of anything I threw at it. It's stunning to me just how rigid Chevy engineers have made this convertible, which doesn't seem to give away one whit of flex to the coupe. The cowl shake that you remember from the fill-in-the-model-year-here F-Body convertible you rode in as a kid has been utterly banished.My Camaro SS Convertible tester stickered for over $46k, which is a lot more money than you might associate with a car that has historically been pegged as a performance bargain. Remember, especially when talking about high-powered convertibles, there's just not a lot that goes head-to-head with Camaro other than Mustang. When it comes to sports convertibles with big V8-power and racy handling, plus two seats for the kids in back, you basically have your choice between Chevy, Ford, or spending a lot more money on something German.As you'd expect, Mustang is still pretty much in lock-step with Camaro in terms of pricing. These days, with the 'Stang due to be replaced and the Camaro Convertible brand-new and looking as sexy as ever, I know where my money would go.Engine:6.2L V8Power:426 HP / 420 LB-FTTransmission:6-Speed Manual 0-60 Time:5.4 Seconds Drivetrain:Rear-Wheel DriveCurb Weight:4,172 LBSSeating:2+2Cargo:10.2 CU-FTMPG:16 City / 24 HWYBase Price:$39,055As-Tested Price:$46,360Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Ford Fiesta ST

 

I'm not overly inclined to professional jealousy, as a rule. Sure, I go a bit green around the eyes when Ramsey draws the 911 GT3 trip to Weissach, Harley is tapped-in to drive a completely stunning Porsche 911 by Singer, or, you know, Drew Phillips gets to shoot a Lamborghini Veneno in the middle of a desert like some sort of sheik. I hate you guys...

Honestly though, one of the new car events that dug me the most, was when our Steven J. Ewing got to fling the Ford Fiesta ST around some hot corner of Europe. What goes around comes around, I suppose, as Mr. Ewing himself espoused an envious nature of the Focus ST trip that came before.

The good news in all this covetous intra-office behavior? All the cars mentioned, and specifically the Fiesta ST, are just wonderful to drive. I can say that with more confidence than ever now, having joined Ford for a good bit of Fiesta-flinging myself. In my case, the locale was slightly more pedestrian (Michigan not France), and the car in question was the five-door version of the Fiesta ST that we get here in The States, as opposed to the three-door number they get across the pond.

Driving Notes Weeeee! Listen, I don't want to come off like an eight-year old on his first roller coaster ride, or that super annoying pig from the insurance commercial, but I'll be damned if this isn't a joyful little beast of a car. Hot hatchbacks have gotten pretty serious in the last years; the Mazdaspeed3 is fast but brutal in terms of power delivery, the Volkswagen GTI continues to get more mature and further from its cheap-and-chuckable roots, and even big brother Focus ST now feels like more like a junior trackday car than a spunky runabout. Fiesta ST is point-squeeze-go fun that reminds me of an era of small, fast, affordable cars I'd thought dead.Two hundred and two pound-feet of torque are available at 4,200 rpm from this stout 1.6-liter EcoBoost engine, so I highly recommend keeping the tach pinned at 4,500 for the most maniacal results. The 197-horsepower peak doesn't come up until 6,000 rpm, either, but honestly, this doesn't feel like a laggy engine at all. The quick-spinning four-cylinder makes a goodly portion of its power and torque under those optimum figures, so it doesn't even take a fully mashed throttle pedal to get the Fiesta ST moving forward with authority.And if you're like me, you'll be laying into that throttle just to hear the engine spool up and do its thing, too. There are competitor cars that sound better – the Fiat 500 Abarth comes instantly to mind – but the Fiesta ST song is worth the cost of the gas burned and then some.Having recently gotten out of the more sedate standard Fiesta, I can say that Ford has waved a magic wand over all of the controls, to the betterment of enthusiast drivers. The hot hatch's six-speed hand-shaker might not be the best manual transmission in the segment right now, but it's far removed from the flaccid action of the five-speed stick shift of the standard car. Meanwhile the brake pedal feel is sharper and steering effort is heftier than in the basic subcompact. After an afternoon being hugged by the Recaro seats, I've learned to love them in spite of the fact they look like ex Power Rangers props. Maybe I can fit some kind of covers...Ford tells me that the ST weighs in at just over 2,700 pounds with fluids topped up, or a couple of hundred pounds more than the three-door, European car we tested this past March. The car handles so nimbly, however, that I almost can't believe the Fiesta is much over a ton – it drives like a featherweight thing. Turn-in and rotation happen with speed reminiscent of your favorite Mini Cooper S, stiffness mid-hard-corner is phenomenal and the chassis feels like a dancer when executing corners in quick succession.Already the base for imposing rally cars around the world, I have a feeling that this Fiesta ST is going to make some noise in grassroots motorsport, too. The autocross feels like a natural habitat for the ST, right out of the box.I think the exterior modifications of the ST package infuse just the right amounts of fun and attitude into an already-attractive Fiesta hatch. I'd have no problem arguing that the Fiesta ST is a much neater looking shape than the slightly goofy one of the Focus ST, too. It's a good thing then that Ford provides for a decent range of paint options for the cheeky Fiesta, ranging from the almost intolerable Green Envy you see here (perhaps the worst $595 you can spend on the car), to far more sedate white, black and silver tones. (I'd opt for Ford's Performance Blue, and call it a day.)The Fiesta ST starts at $21,400, and the $24,485 out-the-door cost of our tester includes the rather pricey sport seats ($1,995) and the navigation-enabled MyFord Touch system. On a per-content-piece price alone, it's clear that Ford is aggressively going after the likes of the Mini Cooper S and the Honda Civic SI. If you're looking for a hot hatch bargain, not quite as quick but every bit as fun as it's excellent big brother Focus, put the Fiesta ST on your shopping list today.Engine:Turbo 1.6L I4Power:197 HP / 202 LB-FTTransmission:6-Speed Manual 0-60 Time:6.7 Sec (est.) Drivetrain:Front-Wheel DriveCurb Weight:2,742 LBSSeating:2+3Cargo:10.1 CU-FTMPG:26 City / 35 HWYBase Price:$21,400As-Tested Price:$24,485Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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