2015 Nissan Micra Review - Video |
- 2015 Nissan Micra Review - Video
- 2014 Audi A4 2.0T Review
- 2015 Volkswagen Golf Review
- 2015 Toyota TRD Pro Series Review
- 2014 BMW M 235i vs 2014 Mercedes-Benz CLA 45 AMG
- 2014 Mazda3 vs 2014 Ford Focus
| 2015 Nissan Micra Review - Video Posted: 15 May 2014 05:00 PM PDT  Share this Article There is no greater marketing advantage in the automotive industry than being able to give a vehicle the coveted "lowest priced vehicle on the market" title.
Nissan lays claim to this honor in America thanks to the Versa sedan than can be had for the tidy sum of $12,800 after destination charges. But in Canada, Nissan is blowing the Versa out of the water with the 2015 Micra. On sale now, it starts under the all-important $10,000 mark at a price of $9,998 before destination charges. What's more, that figure is in Canadian dollars, or just a hair over $9,000 USD. Not for the US, Eh?Currently, there are no plans to bring this small hatchback to the U.S. To find out whether that's a good thing or a bad thing, I travelled to Montreal, Canada to check out the Micra. Is this car as cheap as its price tag suggests, or is America missing out on a great automotive bargain? SEE ALSO: 2015 Nissan Micra City Car Unveiled for Canadian Market The five-door Micra is built on Nissan's V-platform which also underpins the Versa Note hatchback. At a length of 150.7-inches (3,827 mm), it's 13 inches shorter than the Versa Note, three inches shorter than the Toyota Yaris, six inches longer than the Chevrolet Spark and two inches longer than the Mitsubishi Mirage.
Micra vs Mirage
The car weighs between roughly 2,300 and 2,400 lbs. (1,091 kg), which is about 300 lbs. more than the Mirage. But thanks to a 1.6-litre 4-cylinder engine producing 109 hp and 107 lb-ft of torque, this more than makes up for the weight penalty. Whereas the Mirage always feels woefully underpowered on the highway and country roads, the Micra actually feels rather responsive. Power is ample for a car this size and passing maneuvers can be made with confidence, although it is noisy both under acceleration and at idle. Four-Speed Automatic?
Paired up to the 1.6-liter is a choice of five-speed manual transmission or a four-speed automatic transmission. That's right, the Micra bucks Nissan's love affair with continuously variable transmissions and goes with pre-set gearing. With the Micra already sold in 160 countries, many of which are utilizing the four-speed auto, the decision to keep the transmission around makes sense to allow the low entry price. SEE ALSO: 2015 Nissan Micra Video, First Look
Despite this, fuel economy still isn't great. The five-speed manual is rated at the same 36 MPG (6.8 L/100 km) on the highway and 27 MPG (8.6 L/100 km) in the city as the manual Versa Note. The four-speed automatic receives the same highway rating, but suffers a little in the city. During my brief city-biased drive, I saw an average of 30.1 MPG (7.8 L/100 km) from the automatic. Surprisingly Pleasant Ride
Being a small entry-level car, I didn't have high expectations for the Micra's ride. But Nissan spent time working on the suspension and it pays off. Around the broken streets of Montreal, the car absorbs bumps like a car twice its size; a possible carryover from the Micra being developed for parts of the world with rougher roads. The car is equipped with incredibly light steering and a turning radius Nissan actually reduced when bringing the car over to the Canadian market. This makes it quite maneuverable in the city, while thankfully lacking the darty feeling some small hatchbacks suffer from on the highway. A $10,000 Stripper
At its base $9,998 price, the Micra is virtually featureless. Modern luxuries like air condition, power windows, cruise control and some painted trim pieces are all absent on the base "S" trim with the manual transmission. Add the automatic transmission and all of these options return, but the price jumps to $13,298 CAD. Step up to the $13,698 SV model with the manual transmission and things like heated mirrors, a height adjustable seat, a cargo cover, Bluetooth and keyless entry are added. If that's not enough, a USB jack, display audio system and rearview camera can still be added on. The top of the line SR model takes things a step further and adds a leather-wrapped steering wheel and sportier seats for the price of $15,748 CAD (add a $1,000 for the automatic). Interior as Expected
Front seat space is generous; neither I nor Adam – AutoGuide.com's fearless cameraman – wanted for headroom despite the fact that we're both over six feet tall. The dash and center stack are made of cheap plastic, but the overall fit and finish is acceptable for an entry-level offering. With the SV model, the driver receives a seat mounted right-hand arm rest, but the passenger does not. The door mounted armrests lack any padding and begin to wear on elbows after a while. The back seat offers the same 33.9 inches of rear legroom as the Mirage, but feels more spacious inside. Headroom, like the front seats, is ample and as an added feature for the Canadian market, Nissan has added rear heating ducts to this car to keep passengers in the back warm. If no one is sitting back there, the 60/40 folding rear seats can be put down to expand the cargo from 14.4 cubic feet to nearly 29.
The VerdictA better car than the Mitsubishi Mirage, a more practical choice than the Chevrolet Spark and cheaper to purchase than either, the Micra is destined to shake up the Canadian small car market. As mentioned though, this car is not coming to America; for now. But, if the car is a success in Canada, we wouldn't be surprised to see this little hatchback arriving in U.S. dealers in the future. If that happens and the price is similar to what it is Canada, it could be one hell of an automotive bargain.
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| Posted: 14 May 2014 05:00 PM PDT  Share this Article Audi is proof that good things can happen if you take your time and focus on doing the job properly.
Arguably for the past couple decades, Mercedes-Benz and BMW have been viewed by America's car-buying public as the ultimate expressions of automotive luxury. But over the past few years, people have really started to notice the four-ring brand. Products like the A4 sedan have fueled Audi's recent growth. The Ingolstadt-based company marked another record-smashing year in 2013. In the U.S., deliveries topped 158,000 vehicles, up 13.5 percent compared to 2012. The Q5 crossover was the brand's top seller but the A4 was hot on its rear wheels. Subtle and SophisticatedLike other Audis this little sedan is luxurious without being pretentious, it's feature-laden but not overbearing. For whatever reason the company's products feel special; you get the impression that Audi really cares. There's a subtlety to these vehicles that's absent from other luxury cars. The firm's attention to detail is second to none and good taste abounds throughout its lineup. Still, the A4 is getting on in years. This generation was introduced to U.S. customers in 2008 and here we are more than half a decade later and the car is, for the most part, unchanged. Either Audi's fallen behind the crowd or they got it right the first time.
The Basics
Some of the extras that padded the bottom line included Ice Silver metallic paint, which cost $500 as well as the company's MMI Navigation Plus package for $3,050.
Sweetening the deal, our sampler's modest options throw 18-inch wheels, three-zone climate control, heated front seats and xenon headlamps into the mix. The company's advanced yet intuitive MMI infotainment system with navigation was also included. Audi's legendary quattro all-wheel drive system was part of the package as well, providing secure handling and year-round grip. For slightly better fuel economy front-wheel drive is also available. Mechanical Masterpiece
Behind the A4's prominent single-frame grille is a 2.0-liter turbocharged four-cylinder engine; it's the only powerplant available. Of course the high-performance S4 model features a muscular supercharged V6, which is every bit as fun as it sounds. In addition to the turbocharger our car's TFSI unit features other power adders including variable valve timing and direct fuel injection. It also brandishes the company's valvelift system, which as its name implies, adjusts how far the valves open for optimum airflow through the engine. All told this 2.0-liter unit delivers 220 hp, which by today's standards isn't that much. However, torque is what really counts and it puts out a maximum of 258 lb-ft at just 1,500 RPM.
This drivetrain arrangement results in a combined fuel-economy rating of 24 miles per gallon. That's derived from a city score of 20 MPG and a highway figure of 29. Interior Ambiance
Part of what makes Audis so appealing is the quality of their cabins. The company has long been an industry benchmark for interior design and construction. Our tester was far from loaded yet it still exuded class and refinement. Everything about the A4's cockpit is just so tastefully done, with top-shelf materials, abundant soft surfaces and peerless fit and finish. It even smells good with a slightly sweet, perfume-like aroma. Call it eau de Audi I suppose. As for controls, there's a smattering of buttons near the gear selector. MMI accounts for the majority of these but designers put the starter switch and volume knob in down there as well. This unusual placement takes some getting used to but it soon becomes second nature.
It's much the same story with the A4's climate controls. At first they seem needlessly complex but with a little training they become much simpler to discern.
Audi connect is complimentary for half a year. After the trial is over the service is available for a fairly reasonable $15 per month. Another aspect of this car that's worth mentioning is the back seat. It's decently spacious, with respectable leg- and head-room, though in reality it's only good for two passengers. No one will want to sit in the middle position with that gigantic hump in the floor. Hey, you've got to get engine torque to the rear axle somehow and a large tunnel is probably necessary to accommodate quattro's driveshaft. Hey, don't shoot the messenger! Driving Impressions
In motion, one of the first things you notice about the A4 is just how quiet it is. Ruckus from the road and air is negligible, even while traversing crumbling pavement or driving through gale-force winds. The ride strikes a nice balance between sport and mush; the car engages its helmsman without beating him or her up. Likewise, the brake pedal has a confidence-inspiring feel to it; it's neither grabby nor soft.
The engine is super-smooth with excellent NVH – a lot of people would probably think it's a V6 if they didn't know better. That is, until they hit the accelerator. The 2.0-liter turbo actually feels kind of soft, especially at higher revs. It's got tons of low- and mid-range torque, which is ideal for normal driving 95 percent of the time. But when you punch it, the car doesn't surge ahead.
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Posted: 13 May 2014 05:00 PM PDT
Volkswagen wants higher sales volumes in North America and so far, that's proving to be a tough brass ring to pull down. Alone the Golf isn't enough to fix that, but it will play a key role in making it possible.
FAST FACTS |
| Engine: 1.8L turbo four makes 170 hp and 200 lb-ft of torque Transmission: Five speed manual or six-speed dual-clutch Price: $18,815 for the limited production launch model, $19,815 for the S and up to $27,815 for the grand poobah SEL trim. Fuel economy: 26 MPG city, 37 MPG highway, 31 average observed. |
If you've been watching the automotive media over the last year, there's a good chance you know that the seventh generation Golf and its derivatives aren't really new. In fact, it's been about a year since they arrived in showrooms overseas.
Em-Cue-Bee
Car nerddom comes with a status card and there's a test prerequisite to holding one. On filled copies of that scroll, you'll find a few things: tears drawn from years of loneliness, a smudge or two of soiled motor oil and probably some scrawling about the structures that underpin the cars being marketed at this housewife or that hedge fund manger. You see, it's what's inside that counts.
In Volkswagen's case, the guts are really interesting. Currently, its models are in the midst of an exodus to the "MQB" platform. That stands for something in German, but it translates to "modular transverse matrix" in English. It's the structure that will underpin a long list of models from Volkswagen Group that includes the new Golf.
For Volkswagen, MQB boils down to parts sharing and the economies of scale and that should matter to you. Not because someone in Germany is saving money, but because the Golf costs less in its seventh generation. Furthermore, Volkswagen added content for the 2015 model year that, it says, represents an even more substantial discount over the outgoing model. Truth be told, Volkswagen's discount claims amount to questionable marketing shenanigans from a pure price perspective, but the point is that VW is upping the bang-for-your-buck factor this time around.
Newly Styled Body, We Swear
You might not pick out what makes the MK7 Golf look new right away. In fact, you might buy one, drive it home and barring a side-by-side comparison, your contemptible neighbors – who happen to be loyal and outspoken Saab owners – may go years without realizing that you bought the newest model. Beside its predecessor, the new Golf does have noticeably different styling. But take the old car away and those differences suddenly seem negligible. Sure, the angles are sharper, but it really doesn't change that much.
At the most basic level, you get 15-inch steel wheels hidden behind plastic hubcaps, but there are 16, 17 and 18-inch alloys available through the product range. No matter what, they come wrapped in all-season tires.
MQB Means Better Driving Dynamics
By being based on MQB, the Golf grows larger for 2015. It becomes 2.1 inches longer and half an inch wider while sitting 1.1 inches lower than before.
The platform transition also improves chassis stiffness and reduces the overall weight by up to 79 lbs. A new suspension also supposedly contributes to improved handling dynamics, but the truth is that the Golf isn't the best choice if you want driving dynamics above all else. If that's what you want and a GTI is too expensive, the Mazda3 is your car.
Having made that assertion, the Golf really is very well refined. For an unassuming compact hatchback, it remains reasonably composed during hard lane changes and the steering wheel avoids feeling numb like a Nissan Sentra. That wheel really is a pleasure to hold, too. It feels like a skinnier version of the "sport" steering equipment you would find in an Audi product.
Volkswagen also added its "XDS Cross Differential" system previously reserved for the GTI hot hatch to the standard equipment list. It mimics a limited-slip differential by applying braking force to the inside front wheel to enhance cornering capability.
All that and we haven't even mentioned the powertrain. It, like the rest of the car, is new. For 2015, the Golf gets a 1.8-liter turbocharged four-cylinder in place of the old 2.5-liter four. It makes 170 HP at 4,500 rpm and 200 lb-ft of torque at a worm-getting 1,600 rotations per minute. That's pretty early and most of the power feels available low in the rev range. Mated with the five-speed manual – yes it's weird that they haven't added a sixth speed – the powerband is forgiving. If anything, it prompts you to shift early because the later RPMs offer a rapidly diminishing rate of return. In other words, you'll tend toward driving habits that bring more miles per gallon.
VW postulates that the appreciable difference in fuel consumption between the turbo 1.8 and old 2.5 will add up to a 20 percent savings. In plainer terms, they say the car will return 26 MPG in city driving and 37 on the highway with a five-speed manual or one mile per gallon worse with the six-speed DSG, both of which power the front wheels. The provided manual test model's trip computer reported roughly 31 MPG over about two hours of mixed driving in the hills of the San Francisco Bay area. Official EPA estimates are still pending at the time of writing.
Assuming the city and highway estimates pass the U.S. government's litmus tests, the Golf will be a sliver less efficient than segment leaders. For example, the Ford Focus is rated to return 27 MPG city and 37 MPG highway.
Big Surprise: Growth Means Extra Cabin Space
If modern Volkswagen products have a common flaw, it's probably cabin sterility. To a certain extent, that makes sense when you consider the company in question is trying to secure a stranglehold on the global automotive market. Racy products can be risky when mass appeal is the mantra of choice and so most VW vehicles including the Golf wind up with cabin styling conservative enough to make Martha Stewart seem like Lisa Lampanelli.
Initially, dealers will receive a limited number of "launch edition" models that come with cloth seats, Bluetooth connectivity, air conditioning, power locks and a small fistful of other options. It costs $18,815 including delivery and comes exclusively as a three-door model, but the chances of you actually buying one are slim.
Last year, Volkswagen quietly billed the four-door automatic Golf as its "base model" rather than the two-door with a manual from a year before. In 2015 the base model is once again a two-door with cloth seats and a manual transmission so of course it costs less than the bigger and better equipped switcharoo of a base car from 2014… Busted.
In reality, the basic Golf is priced very closely in all trims to the MK6. Still, that's not bad at all considering this is an all-new vehicle.
Pricing Explained Without the Oscar Mayer Meat
Once the limited supply of less expensive launch edition models dries up, the starting price will take a $1,000 hike. You get the S model at that level, which introduces leatherette and 16-inch alloy wheels. It also tacks on cruise control and partially power adjustable seats with the four-door model ($21,515). A five-speed manual is standard, but the seemingly omnipotent six-speed dual clutch gearbox is available for another $1,100. Step up to the S With Sunroof model if you want bi-xenon headlights and LED DRLs and, obviously, a sunroof. The sunroof seems cheap because it comes with a semi-sheer sunshade rather than a solid panel.
Depending on how much you're willing to spend, the model range breaks down into S, S With Sunroof (sic), SE and SEL trim levels. The mid-grade model is sold exclusively with four doors and that also applies to the SEL. That version comes with real leather, 18-inch alloy wheels, push-button ignition and a 12-way power adjustable driver's seat and carries a significant $27,815 sticker price.
Like almost every vehicle to arrive recently, the new Golf is bigger than before. In this case, that's attributable to MQB. As far as the cabin is concerned, the overall difference is marginal. Total cargo volume increases by 0.6 cubic feet. Cargo capacity behind the rear seats rises roughly eight percent to 22.8 cubic feet if you pull out the parcel shelf. Dropping the rear seats creates 52.7 useable cubed feet. For perspective, those numbers put the Golf right on par with Ford's Focus and the Mazda3, both of which are about $2,000 cheaper to start. The Focus is starting to show its age, albeit gracefully and that means the Mazda3 really is what VW has to beat.
The Verdict:
Almost everything about the 2015 Golf is new. The platform, engines and chassis form a cohesive package and it really is a pleasant car to drive. Volkswagen's most direct competitors are the Mazda3 and Ford Focus assuming you're referring to the four-door Golf. VW is still sitting on the expensive end of the hatchback world, although that's normal. Like MINI, the German people's car brand carries a premium brand image that Mazda can't compete with. The torque vectoring by braking also lends an advantage to the Golf.
Don't buy a Golf without testing the competition on the same day. It's a giant step up from the sixth-generation Golf and its old 2.5-liter engine, but that's only enough to make it neck-and-neck with its stiffest competition.
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2015 Toyota TRD Pro Series Review
Posted: 12 May 2014 05:00 PM PDT
In any old pickup truck, racing on rock-strewn desert trails at high speed would have the rear end dancing around uncontrollably and the driver trying desperately to keep on track. To avoid this, you need modifications, and Toyota has been involved in making purpose-built off-road suspension systems for over two decades. Now, the company is using all that knowledge gleaned through years of desert racing and implementing it into the new 2015 TRD Pro Series.
TUNDRA FAST FACTS |
| Engine: 5.7-liter V8 with 381 hp and 401 lb-ft of torque. Transmission: Six-speed auto. TRD Pro Upgrades: Bilstein Shocks, Eibach Springs, 1/4-inch aluminum skid plate,TRD Exhaust. |
The package can be had on the Tundra half-ton, 4Runner SUV and the Tacoma mid-size pickup for the 2015 model year, taking these three vehicles from pavement pounders to rock runners.
TRD off-road packages with better suspension aren't new. In the past, Toyota offered the Tacoma T|X Baja along with the TRD 4x4 Tundra, but none of those enhancements ever revamped these vehicles as completely as the TRD Pro package.
Tough Style
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TRD packages of the past wore little more than a sticker on the rear quarter panel to set them apart, but that isn't the case here. All three vehicles receive a revised black grille with "TOYOTA" written straight across the center. Black badges and wheels are also included on all three vehicles, which can be ordered in black, white or a burnt orange Toyota calls "inferno." They look especially aggressive in any shade and if you go with the Tundra, "TRD Pro" is stamped directly into the rear quarter panel sheet metal.
The interiors also get package-specific appointments that differ slightly model-per-model. The Tundra takes it the furthest, offering TRD Floor Mats, unique cloth seats with red stitching, a TRD Shift Knob and TRD Pro badges on the center console and on the instrument panel. It makes the truck feel like something special and the new seats take some of the punishment out of driving hard on rough trails.
The insides of the 4Runner also get the special seats, TRD floor mats and shift knobs, but miss out on the TRD quarter-panel stampings found on the Tundra.
The Tacoma is the least dressed up, offering only TRD floor mats and a shift knob. As it's the oldest vehicle in the group, the Tacoma still has a plastic ridden cabin that is not pleasing to touch or see, and the small TRD Pro upgrades do little to make this small Toyota truck feel like anything beyond stock.
Same Engines, New Sound
On paper, the TRD Pro-equipped pickup trucks offer the same output, but they're actually slightly more powerful because they get a cat-back exhaust. Toyota isn't advertising the minor power bump because the trucks haven't gone through separate SAE testing, but says the difference will be somewhere around eight horsepower.
As you may know, the Tundra has a 5.7-liter V8 that makes – wink, wink, nudge, nudge – 381 hp and 401 lb-ft of torque. Similarly, the 4Runner and Tacoma keep their 4.0-liter V6 powertrains. In the 4Runner, it makes 270 hp and 278 lb-ft of torque while the Tacoma offers 236 hp and 266 official lb-ft. The 4Runner is the only one of the three that doesn't get the cat-back setup.
Aside from enhancing performance, the TRD-tuned exhaust also makes the Tundra's V8 sound amazing. It emits a throaty growl that manages to avoid being annoyingly loud. In the Tacoma however, the modified exhaust gives way to an unpleasant note. The low-end isn't emphasized quite as much as mid-range revs, which I found to be annoying rather than invigorating.
TACOMA FAST FACTS |
| Engine: 4.0-liter V6 with 236 hp and 266 lb-ft of torque. Transmission: Five-speed automatic or six-speed manual. TRD Pro Enhancements: Bilstein Shocks, Eibach Springs, TRD Exhaust. |
Tackle the Trails
What didn't get annoying were the rocky, rutted trails we had to chance to run over. That's because this is much more than a wheel-and-tire package. All iterations come with 2.5-inch Bilstien front shocks. The Tundra gets 2.5-inch shocks with remote reservoirs in the rear while the Tacoma gets two-inch versions, as does the 4Runner. The Tundra and 4Runner also get a front skid plate.
The real standout here is the Tundra. It's known to be a stiff-riding truck in stock form, which can make driving on rough trails anything from unpleasant to unnerving. That's what makes this transformation all the more impressive. Like the other two, the half-ton receives Bilstein shocks with remote reservoirs and TRD-tuned springs, but there is an additional two inches of wheel travel in the front rather than one inch found on the Tacoma and 4Runner.
It takes to punishing trails with pleasure, eating up rocks and asking for more uneven ground to tackle with enthusiasm. Of course, the power from the 5.7-liter is helpful and the 4.30:1 rear end offers fantastic torque. The two-inch lift really seemed to make a difference because I never managed to test the skid plate by bottoming the truck out. Not only was it smoother than the other two TRD Pro vehicles, the Tundra provides the most comfort, the best sight lines and the best seat position.
Unfortunately, the TRD Pro Tacoma doesn't feel nearly as enhanced. Although it is fitted with a Bilstein shock setup, it feels rougher off road than you would hope for such a purpose-built package.
Some of that can be attributed to the fact that this is the lightest vehicle of the three to get the treatment, which will inherently make it feel stiffer. Still, the suspension setup doesn't eat up bumps like the Tundra or even the 4Runner.
Awkward gas pedal positioning carries over from the stock Tacoma and sort of sours the experience. The pedal feels flat and makes you come at it with an awkward bend of your ankle, which is something the relatively low seating position aggravates. But it isn't all bad.
The two extra inches of ground clearance certainly don't' hurt and there are two features unique to the Tacoma in the TRD Pro family: bead-lock capable wheels and an optional manual transmission option. But all-in-all, the Tacoma is the weakest package of the three, from a style and substance stand point.
4RUNNER FAST FACTS |
| Engine: 4.0-liter V6 with 270 hp and 278 lb-ft of torque. Transmission: Five-speed automatic. TRD Pro Enhancements: Bilstein Shocks, Eibach Springs, 1/4-inch aluminum skid plate. |
Moving on, the 4Runner takes things further than the Tacoma, and has the best steering of the three, although it isn't actually any different than the stock version. In this application, the Bilsteins along with the TRD-tuned springs really do absorb bumps, though the extra inch of ground clearance seems sort of blasé. But the steering calibration is what stood out most to me, as the 4Runner has the most direct feel.
Fuel economy during an off-road excursion is obviously a write-off, but on average, the Tundra is supposed to return 15 MPG in stock form with the 5.7 and four-wheel drive. The 4Runner with permanent four-wheel drive is rated to get the 18 and the Tacoma with a 4.0-liter V6 and 4x4 comes with the same rating. Expect the average fuel economy to be worse with any TRD Pro package.
Is The Tundra a Raptor Slayer?
When it comes to competition, a comparison must be drawn between the new TRD Pro Tundra and the Ford F-150 Raptor, which is currently regarded as the definitive off-road truck to buy. When it comes to running the desert, the Raptor definitely still defends its crown.
With 11.2 inches of suspension travel in the front and 12.1 in the rear, it allows you to run at even higher speeds while absorbing the rough ground. Then again, such pliant parts come with compromise. The Raptor can be a real handful on pavement, and the TRD Pro Tundra comes off feeling a little bit more civilized for everyday driving as a result.
Pricing has not been announced by Toyota yet for any TRD Pro vehicles. If the Japanese brand does want to take the fight to the Raptor with the TRD Pro Tundra, it should land around the $45,000 mark. Toyota will sell the trucks decked out from the factory, but you can also buy all of the TRD specialty parts a-la-carte to retrofit your rig.
The Verdict
Finally, Toyota is offering an off-road package that enthusiasts and customers can be proud of. With tough looks and a redone interior, all three of these TRD Pro vehicles set themselves apart from standard Toyota products.
And the bottom line is, they are all a ton of fun out there in the sand, dirt, rocks and sunshine.
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2014 BMW M 235i vs 2014 Mercedes-Benz CLA 45 AMG
Posted: 11 May 2014 05:00 PM PDT
German luxury performance at a reduced price
There is an automotive cold war going on. BMW and Mercedes-Benz are locked in a battle for luxury supremacy.
Having flooded mainstream markets for years, the two German brands are expanding into niche segments in search of more sales with models like the BMW 6 Series Gran Coupe and Mercedes-Benz's upcoming BMW X6 fighter. But these segments will only result in miniscule returns. BMW and Mercedes-Benz want more volume and the answer, it seems, is downmarket.
Having sold smaller, front-wheel drive models in other corners of the world for decades, Mercedes-Benz recently introduced its new CLA-Class entry-level model to North America. Based on the same architecture as the B-Class, the CLA is a four-door "coupe" that mimics the larger CLS-Class styling in a vehicle slotted below the compact C-Class sedan. Not to be outdone, BMW has also introduced a new entry level model this year, the 2 Series. Replacing the 1 Series, the new coupe is larger, more practical and more refined than the outgoing model.
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But arms races are nutty. Not happy with just the potential sale gains these two new models should offer alone, BMW and Mercedes-Benz want more. Each nameplate also includes a performance variant that not only expands the vehicle's range, but also allows customers a new, cheaper entry into German luxury performance.
Packing more power
With the CLA 45 AMG, Mercedes is offering a true AMG model, complete with hand-built engine, at a much more affordable price. Using a 2.0-liter turbocharged four-cylinder like the pedestrian CLA 250, the AMG version injects automotive human growth hormone to generate 355 horsepower and 332 lb-ft of torque.That makes this engine the most powerful production four-cylinder on the market today and can rocket the baby Benz from 0 to 60 MPH in a scant 4.5 seconds.
To achieve this feat, the CLA 45 is capable of sending power to all four-wheels via a seven-speed dual clutch automatic transmission. Sending 100 percent of the power to the front wheels normally, the instant slip is detected the CLA can send upwards of 50 percent of the engines abundant power to the rear wheels when needed.
SEE ALSO: 2014 Mercedes CLA 45 AMG Review
The BMW, on the other hand, is a more traditional sports car. With rear-wheel drive and a standard manual transmission, the M 235i employs BMW's 3.0-liter turbocharged straight six with 320 hp and 330 lb-ft or torque. Featuring the smoothness only an inline cylinder configuration can offer, drivers who don't want row their own gears can opt for the M 235i's eight-speed automatic. It may not be an actually BMW "M" model, but it's close and is far cheaper than any M car in BMW's portfolio.
A Tale of Two Transmissions
Despite having more power and a quicker shifting dual-clutch transmission, we would gladly take either BMW unit over the Mercedes seven-speed. It's not just that we prefer manual transmissions, either. The Benz gearbox is a poor dual-clutch while BMW's six-speed is a terrific manual. Even the eight-speed automatic in the M 235i is a better responding gearbox.
We complained in the past that the CLA 250 transmission is jerky, unrefined and even unpredictable from time to time. Worst of all, there is an annoying delay from the moment the accelerator is hit to the time it takes for the car to get rolling. With the AMG-modified CLA, we hoped these issues would be tuned out, but they haven't.
In fact, the highly boosted engine exhibits turbo lag of its own and the delayed sensation is even more pronounced. Short of performing a brake stand, leaving from a dead stop with any haste does not occur and the M 235i always feels more responsive.
Clutch feel with the BMW is dialled in perfectly. It isn't too aggressive and offers great feedback as to where the exact engagement point is. The shifter slides between gears smoothly and we never missed a shift. Sliding past first gear into reverse is a little bit too easy. In fact, we did that more than once.
Smaller Engine, More Efficient
With a smaller engine, it's no surprise that the CLA receives higher fuel economy ratings of 23 MPG in the city and 31 MPG on the highway compared to the M 235i's ratings of 19 MPG in the city and 28 MPG on the highway. Our real world mileage closed the gap as the Mercedes-Benz returned an observed 23.3 MPG, while the BMW achieved 21.8 MPG.
SEE ALSO: 2014 BMW M235i Review - Video
Aside from a kill-joy transmission, the rest of the AMG is package is quite nice. Once under boost, the car rockets forward and sounds great while doing it. The turbo can be heard at all times spooling up and fluttering away excess boost. The exhaust is loud under acceleration, producing hearty barks when up-shifting. As pleasing as this engine sounds for a small four banger, the BMW's sweet six pot blows it away. Making the shrill noise that only an inline-six can, the 3.0-liter turbo generates just enough sound to please you at all times without become bothersome or overbearing.
Engaging vs Numb
Both cars come equipped with high-performance summer tires capable of generating heaps of lateral grip. Although maximum velocity through a corner would be similar between the two cars, the feel is completely different. The M 235i wants to be thrown into corners, begging to be pushed hard at all times. The heavy steering provides plenty of feedback and the chassis is dialed in the way we've come to expect from sporty BMWs. This may not be an official "M" car, but it's damn close.
On the other hand, the CLA 45 AMG feels numb and isolated. Although wholly capable, it reminds us of its bigger brother: CLS AMG 63. A rocket ship in a straight line, it feels less inclined toward spirited driving through twisting roads, even if it can handle it.
Distinct vs. Ordinary
Being a luxury sports car is one thing, but looking the part is also important. To separate the AMG apart from lesser CLAs, Mercedes has added a few visual cues. There is a front lip spoiler, matte gray trim bits, a large rear diffuser and quad-tip chrome tailpipes. If that is not enough there are more option packages that can add carbon fiber pieces and painted calipers.
Unlike the CLA, the M 235i does not differ much from lesser 2 Series models as it looks like a low and lean sports car right out of the box. With twin kidney grilles and the new quad halo headlights, the car is instantly identifiable as a BMW. Of course, there's an M2 coming at some point and it will probably match the CLA 45 AMG blow for blow in design eccentricities.
Compare Specs
 | vs |  | |
|---|---|---|---|
| Vehicle | 2014 BMW M 235i | Advantage | 2014 Mercedes-Benz CLA 45 AMG |
| Engine | 3.0 L Turbocharged Inline-6 | - | 2.0 L Turbocharged Inline-4 |
| Horsepower | 320 hp | CLA 45 | 355 hp |
| Max. Torque | 330 lb-ft | CLA 45 | 332 lb-ft |
| Transmission | 6-Speed Manual | - | 7-Speed Dual Clutch Auto |
| Fuel Economy | 19 MPG city / 28 MPG hwy | CLA 45 | 23 MPG city / 31 MPG hwy |
| Weight | 3,505 lbs. | CLA 45 | 3,494 lbs. |
| Rear Legroom | 33.3" | M 235i | 27.1" |
| Rear Cargo Capacity | 13.7 cu. ft. | M 235i | 13.1 cu. ft. |
| Starting Price | $44,025 | M 235i | $48,375 |
| As Tested Price | $51,600 | M 235i | $55,925 |
Two Doors More Practical?
And that brings us to the question of practicality. It would be easy to assume the four-door car is more spacious and practical than the two-dour, but that is not the case. With a miniscule 27.1 inches, the Mercedes-Benz gives up nearly six inches of rear legroom to the BMW. Headroom, although closer, still favours the BMW by nearly an inch in the back seat.
Even with an extra set of doors, getting in and out of the CLA second row is an exercise in flexibility as the swoopy rear end style creates a low roofline that requires passengers to duck down when entering and exiting the car. This stylish backend also affects trunk space as the CLA gives up 0.6 cubic feet of space to the BMW's 13.7 cubic foot total. The Mercedes does trump the BMW in total passenger capacity as one extra person can theoretically squeeze in.
Hurting the CLA AMG further is pricing. The M 235i begins at $44,025 after destination charges, which is significantly lower than the Mercedes' base price of $48,375. Even when loaded up, the BMW's as tested price of $51,600 still undercuts the CLA's as tested price of $55,925 by over $4,000.
The Verdict
If style and fuel economy are high on the priority list, the CLA 45 AMG may be worth it, but if you're more interested in affordability, practicality and superior driving enjoyment, the BMW M235i is the easy choice. But, if you're in the market for relatively affordable German luxury performance, pick the BMW.
2014 Mazda3 vs 2014 Ford Focus
Posted: 06 May 2014 05:00 PM PDT
Our Car of the Year Faces Off Against an All-Too-Familiar Rival
What if you're still driving a '98 Ford Escort or anything else likely to show up on NPR's list of recently-donated vehicles? Well, maybe it's time to trade up, and we've got two cars you might want to consider.
As you may already know, the new Mazda3 won the 2014 AutoGuide.com Car of the Year award, but that doesn't mean it'll automatically take the win in any comparison. Keep in mind that the Ford Focus wasn't new for 2014 and consequently wasn't even eligible as a nominee.
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The current generation Focus arrived for the 2011 model year and will go through a considerable refresh for 2015. But until then, we've got the best version of the Focus to test: the top-level Titanium trim.
Powered by a 2.0-liter naturally aspirated four banger, with 160 hp and 146 lb-ft, it's more powerful than the base Mazda3's 2.0-liter engine with 155 hp and 150 lb-ft of torque. For this comparison, we've sourced a 2.5-liter version that offers 184 hp and 185 lb-ft of torque.
Both the Ford and Mazda products are available with either a manual transmission or a six-speed automatic, although Mazda will only sell you a stick with its 2.0-liter model. The Focus makes due with a relatively unrefined six-speed dual-clutch transmission or a five-speed manual. Ptooey!
Would You Pick Fun to Drive or Flat Out Fantastic?
The Focus is no slouch as affordable compact hatchbacks go. It offers more than enough power to accelerate comfortably at highway speeds, but with a nearly identical curb weight to the Mazda3, it just isn't anywhere near as sporty to drive.
Roughly 50 lbs heavier than the Ford, the Mazda3 still comes away feeling far more engaging on the road. That becomes even more the case if you press the "sport" button near the shift lever, prompting different shift patterns and sharper throttle response. Things are even more fun when you start playing with the paddle shifters.
Truth be told, the 2.5-liter powertrain is potent enough even without sport mode in effect. Still, the car isn't perfect.
A relatively convex seat shape makes the Mazda3 a little bit less comfortable to sit in, but it's a small price to pay compared to all the car offers in superior driving dynamics. Turn-in with the Mazda3 feels more certain and planted through corners. While the Focus isn't bad, it's just not as good.
Cabins: They Have Them
Mazda misses certain cabin ergonomics nuances that drag the car down compared to what it could be. For example, the available head-up display appears on a flip-up screen that sits in the dashboard. Most manufacturers project the HUD directly onto the vehicle windshield, but in Mazda's case you still need to look away from the road to see what the display has to say.
Again, that's a small gripe in what is an overwhelmingly well-executed package. A metal-coated wheel mounted near the cup holders copies the rotating bezel controls you can also find controlling infotainment systems in products from premium German brands including BMW and Mercedes-Benz. It's a no-brainer to use that leaves the MyFord Touch system feeling slow, unresponsive and desperately outdated. The center stack you get with the Focus is stylish enough, but it feels unnecessarily busy beside Mazda's minimalist approach.
Despite having spent over three years on the market, the Focus still boasts attractive cabin aesthetics. Ford upholsters "Titanium" models with leather while the Mazda3 comes with imitation leatherette as standard on all 2.5-liter models as well as the Grand Touring 2.0-liter version. Leather is available on the top tier Grand Touring model.
Ford has an advantage in overall cargo carrying capacity, but it's a small one. You get 23.8 cubic feet with the rear seats raised in a Focus hatchback while the Mazda3 gets 20.2. Lower the second row and that all changes because the Mazda3 can hold up to 47.1 cubic feet compared to 44.8 in the Ford. Realistically, the difference in those measurements is small enough that it won't end up mattering often, if at all.
Real World Fuel Economy
On the other hand, gas mileage just might. According to the U.S. government's official figures, the two cars should return an average 31 MPG, but that didn't turn out to be the case. Ford fell short during a side-by-side driving loop split evenly between city and highway speeds to return 28 MPG while the Mazda3 achieved 30. That's even more impressive when you consider Mazda manages with a traditional automatic transmission and a bigger engine that offers considerably greater output.
Lookers, The Both of Them
I, for one, am not looking forward to the new styling headed for next year's Focus. Even with its age, the current car looks good and it's a shame that Ford's corporate facelift has to be so far-reaching. The current car looks good.
So does the Mazda3, which arguably boasts some of the most attractive styling in the compact car segment today. With available 18-inch alloy wheels, the car doesn't have a hard time standing out. The "Soul Metallic" red paint costs an extra $300 while you can also opt for "Snowflake White" for $200 but none of the other six colors come with a price increase.
Compare Specs
 | vs |  | |
|---|---|---|---|
| Vehicle | 2014 Ford Focus | Advantage | 2014 Mazda3 |
| Engine HP TQ | 2.0 160 hp, 146 lb-ft | Mazda3 | 2.5 L 184 hp, 185 lb-ft |
| Transmission | Six Speed DCT | - | Six Speed Auto |
| Fuel Economy | 27 mpg city/37 mpg highway/31 mpg combined | - | 27 mpg city / 37 mpg highway/ 31 mpg combined |
| Cargo space | 23.8 (44.8 behind front seats) | Focus (Mazda) | 20.2 (47.1) |
| Front Head Room | 38.3 | Focus | 37.6 (w/moon roof) |
| Rear Head Room | 37.9 | Focus | 37.5 (w/moon roof) |
| Front Leg Room | 41.9 | Mazda3 | 42.2 |
| Rear Leg Room | 33.2 | Mazda3 | 35.8 |
| Curb Weight | 2,948 lbs | Focus | 3,002 lbs |
| Turning Circle | 36 feet | Focus | 37 feet |
| Starting Price | $19,450 | Focus | $19,740 |
| As Tested Price | $26,085 | Mazda3 | $25,810 |
Red and blue paint both cost $395 for the Focus and a coat of white metallic rings in at $595. That leaves you with four no-cost paint options and plenty of style without spending any extra.
Pricing for either car is pretty much neck-and-neck. Ford charges $19,450 for the SE hatchback model while the Mazda costs $290 more than that. As equipped, the Mazda3 in the test costs $25,810 compared $26,090 for the Focus.
If you choose the Focus, you'll have access to automatic parking assistance for $395. That's probably well worth the price if you don't feel comfortable parallel parking and plan to stop street side with any regularity. Both cars do an admirable job of taking the stress out of performing those sorts of parking jobs with available rear-view cameras that almost make reversing into small spaces a non-issue.
Speaking of outward visibility, Mazda once again has Ford beat. The Focus features a steep, tall dashboard. It isn't prohibitive, but the better view out of the Mazda just makes it a more confidence-inspiring ride. Similarly, Mazda does a better job of dialing in more connected feeling with the road while you're steering. Then again, that has its drawbacks, too.
Ride Harshness
One of the biggest trade-offs in daily driving between two cars is that Mazda's SkyActiv chassis is especially stiff and that is noticeable over rough pavement. It allows for better handling characteristics, but you'll lose a degree of ride comfort compared to the Focus.
Ford's steering feels less precise, but you'll notice that the Focus feels tamer over cracked road surfaces, if only a little.
The Verdict:
Both of these cars are standouts in the compact segment. They both offer attractive styling, practicality, and relatively reasonable pricing. Ford's roots are starting to show and even if you agree that the incoming styling isn't really an enhancement, it's high time for an update. With more power, better real-world fuel economy and venerable handling, the Mazda3 continues to defend its crown.
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