2014 Mitsubishi Outlander Sport Review |
- 2014 Mitsubishi Outlander Sport Review
- 2014 Hyundai Genesis Coupe Review
- 2015 Dodge Challenger 6.4L Scat Pack Review
- 2014 Jeep Grand Cherokee Diesel vs. 2014 Volkswagen Touareg TDI R-Line
- 2015 Acura TLX Review
- 2015 Mercedes-Benz C-Class Review
| 2014 Mitsubishi Outlander Sport Review Posted: 07 Aug 2014 05:00 PM PDT  Share this Article Ah, Mitsubishi. This once proud Japanese automaker has been in a state of seemingly inexorable decline for decades.
Back in the 1990s they used to tussle with the likes of Honda and Toyota, but today the company is an emaciated shadow of its former self, rocked by scandal, blasted by economic fluctuations and gutted by poor business decisions. The triple-diamond used to field formidable nameplates; vehicles like Galant, Montero and Eclipse were popular and competitive products, but these days their lineup is as sparse as a help-wanted listing during the Great Depression. They offer no van, pickup truck or even midsize sedan. Still, the company is trying to lure customers back into showrooms by offering strong warranties, attractive sticker prices and lots of bang for the proverbial buck. Arguably the Outlander Sport is one their strongest vehicle offerings today, but is it competitive enough to survive in America's cutthroat automotive market? Recognized Rivals
This vehicle battles for the hearts, minds and monthly payments of consumers interested in small crossovers like the Honda CR-V, Chevrolet Equinox or Volkswagen Tiguan. Not surprisingly the Outlander Sport is for the most part sized appropriately to compete. Of course it's a junior sibling to the larger Outlander utility vehicle.
Thanks to its somewhat truncated dimensions cargo space suffers. Maximum capacity is a whisker less than 50 cubic feet. By comparison the Equinox offers nearly 64 cubes and the CR-V almost 71. Advantage: the competition. No Coupons Necessary
An entry-level ES model with a five-speed manual transmission can be yours for about $20,400, including $850 in obligatory destination fees. By comparison the Chevy kicks off north of 25 grand while the Honda's cheapest version costs around $24,000. Advantage: Mitsubishi. For that dollar-store price you do get a few attractive features including automatic headlamps, 18-inch alloy wheels, heated side-view mirrors, power windows and hill-start assist with the stick shift. For an additional $1,200 more you can get a continuously variable transmission; for $1,400 beyond that you can also snag all-wheel drive. Out the door our SE AWC model cost $25,820.
The 2014 Outlander Sport SE we evaluated featured all-wheel drive, an automatic transmission and a number of other niceties. Out the door, it stickered for a not-unreasonable $25,820 including delivery fees. Shire Horse or Shetland Pony?
Technically the Outlander Sport offers two transmissions (though the manual is only available in the cheapest variant) but just one engine is on the menu. All versions of this compact crossover are powered by a 2.0-liter four-cylinder. Sporting all-aluminum construction, the company's MIVEC (Mitsubishi Innovative Valve timing Electronic Control) system and a balancer shaft for smooth operation, it churns out 148 hp and 145 lb-ft torque. If those figures sound rather tepid it's because they are. Even an efficiency-maximizing CVT can't make the Outlander Sport feel responsive, but more on that in a few paragraphs.
Sweetening things even further, the Outlander Sport is backed by a generous 10-year/100,000-mile powertrain warranty. Additionally the body is protected against corrosion for seven-year or 100,000-miles and it's got an appealing five-year/60,000-mile bumper-to-bumper warranty. Mitsubishi is clearly trying to prove its products are built for the long haul by offering such generous coverage, but so far it doesn't appear to have done much to improve their sales. Popular-ish Demand
The Outlander Sport is the best-selling model in Mitsubishi's lineup. In fact U.S. dealers delivered more than 15,300 of these American-built crossovers during the first six months of 2014, volume the brand desperately needs. But sales numbers are all relative. Sure that showroom performance is huge compared to the number of cars Lotus moved during the same time period (around 84) but it's paltry when measured next to true volume-sellers. Take the perennially popular Camry for instance. Toyota sold nearly 41,000 of them… in the month of June. Advantage: I'm sad. The Drive
And things don't get any more exciting when you put the Outlander Sport in drive. Its lackluster output figures severely hamper performance; the vehicle feels weaker than Clinton's "I did not inhale" defense.
Fortunately the engine is supremely smooth and beautifully isolated. Scarcely any vibration makes its way into the cabin. Paddle shifters allow you to manually run the CVT through six simulated ratios. Surprisingly the transmission responds very quickly to requests, dropping virtual cogs in the blink of an eye.
This Mitsu's engine performance may be lackluster at best but its electrically boosted steering is even less pleasing. The tiller is initially quite heavy on center, but if you crank it a few degrees to either side it suddenly becomes very light, which makes the Outlander Sport difficult to place while driving through twists and turns. The vehicle also wanders in the lane; it's somewhat difficult to keep pointed straight ahead. Steering feel is one area that needs serious work. The optional all-wheel drive system offers some nice functionality. In addition to an automatic setting it can be left in front-drive mode for increased fuel efficiency or locked in four-wheel-drive for maximum traction in slippery situations, though don't expect the Outlander Sport to keep up with a Jeep Wrangler off road. The Interior
In spite of its driving deficiencies this crossover earned a prestigious Top Safety Pick+ rating from the folks at the Insurance Institute for Highway Safety, the highest score available. Crashworthiness is an important factor for families, especially ones with small children; the Outlander Sport should keep everyone well protected. As for its interior, the design is about as generic as can be. There are no eye-catching elements to be found, just simple shapes and easy-to-use controls. Materials quality is pretty good; there's soft stuff on parts of the dashboard and front doors that has an attractive, low-gloss texture. Regrettably the headliner looks extremely low-rent; I've seen better stuff fished out of a clothes dryer's lint trap. The optional Rockford Fosgate stereo system absolutely jams! It's available on SE models as part of the $1,000 premium package, which also adds an auto-dimming rear-view mirror and a power driver's seat. The stereo is very loud and the sound remains undistorted when you crank it up. |
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2014 Hyundai Genesis Coupe Review
Posted: 06 Aug 2014 05:00 PM PDT
Hyundai seems to take pleasure in changing people's expectations of what its brand can do.
FAST FACTS |
| Engine: 3.8-liter V6 makes 348-hp and 295 lb-ft of torque. Transmission: six-speed manual, eight-speed automatic Fuel Economy: 16 mpg city, 24 mpg highway, 19 mpg combined. Price: Starts at $30,245. Vehicle as tested cost $34,295 |
For example, the Genesis sedan and Equus prove that it can sell premium cars without such a premium price. And with its six-cylinder, rear-wheel drive Genesis Coupe, the company is showing us what kind of sports car you can get below $35,000.
While the company is known for excellent mainstream cars like the compact Elantra and mid-size Sonata, the top-of-the-line Hyundai Genesis Coupe V6 Ultimate shows that Hyundai can compete in the popularity contest that is the sports-car segment.
Aggressive Exterior Shines
If you're still having trouble getting over the fact that Hyundai offers a solid sports car, it's a good thing that the Genesis is far from an eye-sore. The refresh that the coupe received in 2013 is still looking sharp and the aggressive front fascia gives it a personality that's far removed from anything else in the Hyundai lineup.
The wedge-like profile gives the car an aggressive stance 19-inch alloys included with the Ultimate package certainly don't hurt. Peek behind the spokes of those wheels and you'll see bright red, Brembo brake calipers that hint at the cars sporty character, while the rear spoiler – standard on "Ultimate models – helps complete the "race-ready" look.
If you're a fan of the Genesis Coupe, you might haven noticed that something about the rear end looks a little off. That's because the car I tested came with a dealer-installed cat-back exhaust offered to Canadians, but not in the U.S. It probably adds marginally to the performance, but the only noticeable changes are a different looking pipe poking out the back and a louder exhaust note.
Under the Hood
That's fine becuase the Genesis Coupe has a potent six-cylinder engine that makes 348 horsepower and 295 lb-ft of torque. The engine responds to each poke of the throttle with plenty of power for straight-line acceleration. Paired to this engine is a choice of two transmissions: a six-speed manual, or an eight-speed automatic.
I drove the manual and regret to report that it's nothing more than average. Shifting is imprecise, sluggish and the clutch has a touchy engagement point that can be difficult to cope with at first.
It's a good thing that the engine makes up for the disappointing transmission. Passing is possible in any gear and stepping on the gas is intoxicatingly fun. That sort of driving comes at a price, bit it might not be as steep as you think. The Hyundai is supposed to get 16 MPG in the city and 24 MPG on the highway. I averaged 19.5 MPG or about half a mpg better than the official estimates in mixed driving.
Interior Hitches
The leather-trimmed interior of the fully loaded Genesis Coupe I drove is a perfectly fine place to be, but there are certain aspects that might disappoint you. For starters drivers over six-feet tall may be forced to change their usual driving position and recline more than usual in order to fit because the headroom is limited. While the overall interior design is OK, the performance dials on the center-stack that show instant torque and mpg are, frankly, useless. You can see fuel economy readouts easily (and safely) in the gauge cluster, while the torque meter is nothing more than something for your front seat passenger to stare at.
Beyond those minor criticisms, the Genesis is full of accommodating features. The navigation system and seven-inch touch-screen infotainment system is bright, responsive and easy to use. The car also features a rear-view camera and parking sensors that make pulling it into a tight space easy despite its heavily raked rear end.
A moon roof helps make the cabin feel airy despite the constrictive headroom and the back seats are usable… in a pinch. With 10 cubic feet of storage, the trunk space isn't too bad either.
The Drive:
Despite having a few weaknesses, the Genesis pulls it all together on the road. The suspension provides excellent feedback without beating you up over rough pavement and those bright-red Brembo brakes can bring the Genesis to a stop in a hurry. On the other hand, the speed-sensitive hydraulic assisted steering isn't as engaging and makes this car feel more like a loose coupe that's skews towards grand touring.
We also had our resident hot-shoe David Pratte test a similar Genesis Coupe V6 to see how well it stacks up to the other performance vehicles on the AutoGuide.com test track.
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Starting at $30,245 the six-cylinder Genesis Coupe R-Spec is able to satisfy a number of cravings: performance, features and style. For $34,295, the Ultimate model ups the ante with a few more convenience and comfort features and improves handling and braking.
The Verdict:
It's not a hard-edged sports car, but it is a serious performance machine with an excellent list of features. If all you're looking for is straight-line acceleration and a hint of the handling you would get in a more expensive sports car, you will love theV6 Genesis Coupe. Just don't set your expectations in the stars.
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2015 Dodge Challenger 6.4L Scat Pack Review
Posted: 05 Aug 2014 05:00 PM PDT
For 2015 Dodge's retro-inspired muscle car receives its first significant refresh since arriving on the scene seven years ago. More than just a trim change here and there, Dodge has reworked the interior, exterior and drivetrain packages of it's large two door coupe in an effort to better compete with the Ford Mustang and Chevrolet Camaro.
FAST FACTS |
| Engine: 6.4-liter HEMI V8, 485 HP, 475, lb-ft. Transmission: Six-speed manual or eight-speed automatic. Fuel economy: Manual: 14 MPG city, 23 MPG highway. Automatic: 15 MPG city, 25 MPG highway. Price: 6.4-Liter Scat Pack begins at $39,490 after destination charges, $45,465 as tested. |
At first glance the exterior of the Challenger doesn't look all that different, but a closer look reveals the subtle changes. Because the 2008-2014 models used styling cues from the original 1970 Challenger, it seems fitting that the 2015 Challenger draws influence from the 1971 model. This includes a split grille inlay within the larger front grille and a revised rear-end treatment.
More Modern, More Retro
Even Dodge admitted the back end design of the Challenger needed an improvement. Replacing the full-length taillight assembly is a pair of split, full LED lights set within a black surround. These lights not only mimic the 1971 design, but look so much better than last year's design.
The four round headlights now feature LED daytime running light halos along with LED turn signals. Although a minor change, it really does a lot for the overall look of the car and adds a bit of aggression. Depending on which Challenger you pick, there are plenty of hood options including ones finished in matte black or with the Shaker hood scoop. That's right, last year's limited production Shaker hood was so popular that Dodge is now offering it on any of the naturally aspirated V8 Challengers, including the new 6.4-liter Scat Pack.
Return of the Scat
New for 2015, the Scat Pack harkens back to the track focused run of special Mopars from the 1960s and 1970s. Built to bridge the gap between the Challenger R/T and the Challenger SRT, the Scat Pack features a lot of the SRT's go fast bits for a lower price. Think of it as a more drag strip focused BOSS 302 Mustang or Camaro SS 1LE.
SEE ALSO: 2015 Dodge Challenger SRT Hellcat Review
The Scat Pack transformation starts under the hood. The 5.7-liter HEMI V8 found in the R/T is ripped out and replaced by the SRT's 6.4-liter HEMI V8 that produces 485 hp and 475 lb-ft of torque. It can be matched to a six-speed manual transmission or, like every 2015 Challenger variant, an eight-speed automatic. All the engine's ferocity is sent through the the same 2.75-inch, straight-through, twin-exhaust system found in SRT Challengers, that is louder than any factory Challenger of the past seven years.
Being a bunch of diehard traditionalist, we chose a Challenger Scat Pack with the manual transmission for evaluation. As should be expected from a freedom loving muscle car with a ginormous V8, fuel economy ratings are horrible with manual transmission models are expected to get 14 MPG city and 23 MPG highway. Automatic equipped Challengers aren't quite as drunk on gas with ratings of 15 MPG city and 25 MPG highway. But most of this probably doesn't matter because few owners will care and even if they did, real-world fuel economy will be much worse anyway.
Burns Gas and Rubber
Aside from burning gas, the Scat Pack excels at burning rubber. On a nice dry stretch of asphalt, the large HEMI needs little coaxing to obliterate the rear tires, making massive plumes of smoke. Despite weighing around 4,200 lbs., there is plenty of power on tap and the big Challenger can rocket from 0-60 in the mid-four second range.
To achieve this feat, Scat Pack cars come equipped with the SRT model's programmable launch control that allows drivers to choose the exact rpm they wish to launch the Challenger from. This is part of Dodge's Performance Pages that includes programmable shift light and RPM settings for manual equipped cars, acceleration timers, a G-force indicator and real-time engine performance numbers.
Better Steering
The Scat Pack features a sport mode that allows drivers to customize features like engine response, transmission tuning, traction settings and steering response. For 2015 Dodge has addressed steering wheel precision, a sore point with the previous models, by sharpening the new Challenger's electric power steering and making it driver adjustable. The changes worked, making the steering feel more precise than before and finally offering some indication of what the front tires are doing. It's not a great system, but it's still a big improvement.
SEE ALSO: 2014 Dodge Challenger R/T Shaker Review
As a whole, the Scat Pack is more engaging to drive than last year's car or the 2015 R/T model. This is mainly due to the high-performance suspension standard on Challenger 6.4-liter Scat Pack and 392 HEMI Scat Pack Shaker. It's a stepping stone between the performance suspension included with the super track pack that's available on lesser models and the SRT three stage adjustable suspension. The high performance suspension is noticeably more nimble than the performance suspension around a racetrack and compliments the 6.4-liter engine well. The weight can still be felt in corners, but body roll and the chassis' cornering balance are much better.
It also gets an upgraded Brembo braking system with four-piston front calipers squeezing 14.2-inch rotors. Again, these aren't quite as powerful as the larger, six-piston calipers found on SRT models, but they are better than the brakes available on regular Challenger R/T models. One item from the SRT model I wish was included with the Scat Pack are the 275 mm with tires instead of the somewhat skinny 245 mm width tires outfitted to our test vehicle.
Inside Overhauled
Inside the 2015 Challenger's dimensions haven't really changed; just a fraction of an inch gained here and a fraction of an inch lost there. The big difference is in the design. Dodge's stylists spent a lot of time redesigning basically every component inside the car and it shows. The new infotainment screen looks better integrated and all of the HVAC controls now reside in a separate pod protruding from the center console. In front of the driver sits a new steering wheel and 3D retro gauges that look like they were pulled straight from 1971, but are hard to read.
Our car included the optional $1,995 Scat Pack Appearance Group that features, amongst other things, a Bumble Bee rear tail stripe, unique 20-inch black wheels, HID headlamps, Scat Pack logo embroidered seats and the performance steering wheel.
Combined with the driver convenience group, 8.4-inch Uconnect system, leather interior group, technology group and sound group II, our test car came in at $45,465 after destination charges. That's quite an increase from the 6.4-liter Scat Pack's base price of $39,490, but still significantly cheaper than a similarly equipped Challenger SRT Hellcat and even below the starting price of the SRT 392.
The Verdict
That's what makes the Scat Pack special. It has nearly the same performance as the Challenger SRT 392, arguably more visual appeal, the same kick-ass exhaust note and a cheaper price tag. If it were our own money being plopped down on a Challenger, the Scat Pack would be at the top of the list.
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2014 Jeep Grand Cherokee Diesel vs. 2014 Volkswagen Touareg TDI R-Line
Posted: 04 Aug 2014 05:00 PM PDT
Can Jeep's diesel SUV out-perform a Volkswagen?
Mid-size diesel SUVs aren't exactly common in this part of the world, so if you've been thinking about one, the Volkswagen Touareg is probably a familiar option.
But starting in 2014, it has new competition: the Jeep Grand Cherokee.
Both crossovers are available with 3.0-liter V6 diesel engines that offer similar output. In the Jeep, you're looking at 240 hp and 420 lb-ft of torque joined with an eight-speed automatic transmission and a four-wheel drive system. According to Chrysler, it can pull up to 7,200 lbs.
Horsepower in the Touareg TDI is the same as the Grand Cherokee, but it makes 406 lb-ft of torque. That power is directed to an eight-speed automatic transmission and VW's 4Matic permanent all-wheel drive system. It – according to Volkswagen – is able to tow up to 7,716 lbs.
As you can probably guess, both are fuel efficient relative to their gasoline-burning siblings. In the Jeep, you should expect an average of 24 MPG or 23 with the Touareg. Both vehicles roughly lived up to their advertised fuel economy.
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Handsome Styling
The R-Line trim is new to the Touareg for 2014 and adds 20-inch alloy wheels along with oval shaped exhaust tips. You also get special side skirts, LED tail lights and R-Line badges.
Volkswagen vehicles tend to come with a subdued style that tends not to take risks. Still, it's hard to argue with how clean the Touareg looks.
Same goes for the Jeep. It's handsome without looking garish and admittedly more rugged than the Volkswagen.
Capability
Even though the Touareg can pull heavier objects, , you're arguably getting a more capable package with the Jeep because it is available with an air suspension to offer variable ride height.
The R-Line Touareg, on the other hand, has a "sport-tuned" suspension that ends up giving it more car-like characteristics. Steering seems tighter and more direct in the Touareg and by comparison, the Jeep suspension feels soft.
Both vehicles will isolate you from road noise and their chattering diesel powertrains provided you keep the windows up. Similarly, they feel smooth and comfortable while cruising along at highway speeds and neither of them are left wanting for more power.
Cabin Comfort
As you probably expect, Volkswagen does a better job of building a premium interior than Jeep. Both cars have hard plastic surfaces, but the Touareg's cabin still feels better built. VW pitches the Touareg as an attainable luxury SUV and while it might be a stretch to spin it as a luxury product, the interior difference between it and the Jeep are palpable.
For example, the knobs and buttons offer satisfying feedback when you press or turn them. Small details like that are where the Jeep's interior quality starts to feel flimsy. The climate control dials wiggle if you push on them and in the Grand Cherokee just feels hastily assembled beside its German competition.
From a macro perspective, both of them are pretty good. The leather upholstery is actually softer in the Jeep than the Touareg despite the seats having a less stylish design. It also offers more rear-seat headroom, legroom and overall cargo space. Both offer panoramic sunroofs.
I find that the Touareg is easier to see out of and offered a better view of where the front corners were. At least from where I sit, judging that in the Jeep isn't impossible, but it's more challenging.
If it weren't for pricing and equipment package restrictions, the differences between the Grand Cherokee and Touareg would really boil down to whether you prefer more passenger space or a nicer cabin.
Compare Specs
 | vs |  | |
|---|---|---|---|
| Vehicle | 2014 Jeep Grand Cherokee Summit EcoDiesel | Advantage | 2014 VW Touareg TDI R-Line |
| Engine | 3.0-liter V6 | – | 3.0-liter V6 |
| Transmission | eight-speed automatic | – | eight-speed automatic |
| MPGs | – | ||
| City | 21 | Jeep | 20 |
| Highway | 28 | VW | 29 |
| Average | 24 | Jeep | 23 |
| Rear seat legroom | 38.6 inches | Jeep | 36.9 inches |
| Rear seat headroom | 39.2 inches | Jeep | 38.9 inches |
| Cargo space | 36.3 cubic feet | Jeep | 32.1 cubic feet |
| Towing capacity | 7,200 lbs | VW | 7,710 lbs |
| Starting price | $41,990 | Jeep | $52,500 |
| As-tested price | $57,190 | Jeep | $59,100 |
Trouble is, there's more to it than that. The least expensive diesel-powered Grand Cherokee starts at (about) $40,000. For that price, you get a two wheel drive model while the Summit version we borrowed for this comparison came generously loaded and included four-wheel drive for about $58,000. At that price it also included adaptive cruise control and blind spot monitoring.
Meanwhile, the diesel Touareg costs $52,520 to start. That price includes all-wheel drive capability, but it's still a big jump from the Jeep's entry point. The R-Line model pictured here will set you back $59,100, but even at that price you aren't getting a fully-loaded model. That's the "Executive" trim and it costs $62,345, or roughly $3,000 above a loaded Gran Cherokee.
The Verdict
There's no question that Volkswagen builds the nicer product, but I'm not convinced that the upgrades in quality are worth that price. If the payments were mine to make, I would probably suffer the slightly less attractive interior and sign for the Jeep.
2014 Jeep Grand Cherokee Summit 4x4 EcoDiesel
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2014 Volkswagen Touareg TDI R-Line
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Posted: 03 Aug 2014 05:00 PM PDT
Being a sea turtle isn't easy. Moments after taking their first breath, they have to embark on a death-defying crawl from the nest to the sea across a beach filled with predators waiting for an easy meal. It's estimated that only one in 1,000 baby sea turtles ever makes it to adulthood.
FAST FACTS |
| Engine: 2.4-liter four-cylinder, 206 HP, 184 lb-ft. 3.5-liter V6, 290 HP and 267 lb-ft. Transmission: Eight-speed dual clutch automatic, nine-speed automatic Fuel economy: 2.4-liter rated at 24 MPG city and 35 MPG highway, V6 front-wheel drive rated at 21 MPG city and 34 MPG highway. Price: Starts at $30,995, fully loaded TLX V6 SH-AWD with the Advance Package costs $44,700. |
The new 2015 Acura TLX can relate. Although we're quite certain more than 0.1 percent of TLXs will survive their first few years of existence, the road ahead for the compact luxury sedan is not going to be easy. Built as a replacement for both the Acura TL and TSX, the TLX must undertake the daunting task of competing with the heavyweights of the compact luxury sedan segment head-on.
Looks like an Acura
The TLX is instantly recognizable as an Acura thanks to familiar styling cues and the controversial corporate grille. Of course, like all new Acuras, the TLX features the Jewel Eye LED headlights as well as a whole complement of LED lighting around the exterior.
Claiming customers found the TL was a little too large for the class while the TSX wasn't sporty enough, Acura has built the TLX to bridge the gap between the two. With an overall length 3.8 inches shorter than the 2014 TL, the TLX rides on a nearly identical wheelbase and offers similar interior space. Adult passengers will have no issue fitting in the rear seats thanks to an understated 34.5 inches of rear legroom.
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Feels like an Acura
All the usual luxury amenities are offered inside including heated and cooled front seats, the latest version of AcuraLink, Siri Eyes Free technology and an optional ELS 455-watt, 10-speaker audio system. The front seats provide good comfort and the materials used inside the TLX are what we expect from Acura, but nothing more. Soft and pleasant to the eye, the materials don't have a rich, upscale feel to them as found in some of the TLX's competition. The dual infotainment screens on the center stack, an Acura staple, are excellent.
SEE ALSO: Acura TLX GT to Race Against Porsches, Ferraris
Even if the exterior and interior of the TLX aren't exactly ground breaking, what's under the skin is. Two all-new engines and two innovative new transmissions have been fitted in the car. Base TLXs come with a new direct injection 2.4-liter four cylinder making 206 HP and 182 lb-ft of torque. Despite similar displacement numbers, this engine is not a carryover from the TSX.
Eight or Nine Speeds?
Paired exclusively to the four-cylinder is Acura's new eight-speed dual clutch transmission (DCT) that sends power to the front wheels through a torque converter. Unusual for a DCT, Acura installed a torque converter in this transmission to eliminate the jerky initial engagement found in most DCTs. We didn't get a chance to drive the car in any stop and go traffic, so it's hard to say if it works. What does work though is the short spaced gearing. Gears one through seven in the new transmission have shorter ratios than fifth gear did in the old five-speed automatic.
Gear changes are quick for both up shifts and down shifts and the new four cylinder loves to rev. Near redline, the four-pot does get a bit buzzy, but it's well worth the noise to play with all 206 HP and the downshift rev matching dual-clutch transmission.
SEE ASLO: 2013 Acura TL Review
If you want more power, there is a new 3.5-liter direct injection V6 that makes 290 HP and 267 lb-ft of torque. Not available with the eight-speed DCT, the V6 uses an equally innovative nine-speed automatic transmission. Unlike the four-cylinder TLX, the V6 is available with Super-Handling All-Wheel Drive, which now relies on a smaller rear differential that doesn't impede trunk space.
Drives like an Acura
The V6 and nine-speed auto are adequate for this car, but don't feel all that special. Throttle lag is noticeable in AWD-equipped models, especially outside of Sport Plus mode. Acura offers four drive modes with this model as part of what it calls an "Integrated Dynamics System" that offers the choice between fuel economy minded Econ mode, Normal, Sport and Sport Plus.
It might come as a surprise, but the more powerful model is also the less engaging car to drive. Capable cruisers on the highway, the V6 and nine-speed auto don't add up to be a joy to drive. Think of this combination more for the right lane crowd while the four-cylinder and DCT are better suited for left lane bandits.
TLX models with the V6 engine get an electronic gear selector that uses buttons to operate the transmission instead of a conventional shift lever. Acura claims this is to save space. It's unique looking, but it requires acclimation. For example, I kept grabbing for a shift lever that isn't there, sort of like reaching with your left foot for a clutch pedal after switching between cars with a manual and automatic.
Surprisingly Efficient
With so many gears available in either configuration, fuel economy ratings for the TLX are impressive. Four-cylinder models are expected to get 24 MPG city and 35 MPG highway while the front-wheel drive V6 TLX is rated at 21 MPG city and 34 MPG highway. All-wheel drive equipped V6 models lose three MPG on the highway, but Acura claims the car will average 25 MPG just like its front-wheel drive sibling.
The four-cylinder TLX has an entry level weight of 3,483 lbs and V6 models are lighter then similarly equipped 2014 TLs. Some of the weight savings comes from the new nine-speed automatic that is actually lighter than the old six-speed automatic in the TL.
"P-AWS" and "AHA"
Every TLX comes standard with Acura's Precision All-Wheel Steering (P-AWS) system that turns the rear wheels slightly, making the car more maneuverable. For those who want even better handling, there is Agile Handling Assist (AHA). This system uses the TLX's stability control to modulate the brakes individually, helping the car rotate through a corner better. Handling for all models is composed, but not overly sporty. Four-cylinder models feel noticeably lighter and more agile.
Pricing for the TLX will be aggressive with base models starting at just $30,995, which is less than a BMW 320i. Even a fully loaded TLX V6 SH-AWD with the Advance Package will cost only $44,700.
Discuss this car at our Acura TLX Forum
The Verdict
Acura is positioning the TLX against the likes of the Infiniti Q50, BMW 3 Series and Audi A4. That may seem a bit ambitious, but it depends on which TLX we're discussing. Although higher end versions of the TLX will have a tough time stacking up against this competition, the four-cylinder, dual-clutch version is an engaging, spacious, premium sedan at an excellent price. Even if Acura does not succeed in winning conquest sales, the manufacturer has built a car that should keep loyal customers happy.
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2015 Mercedes-Benz C-Class Review
Posted: 31 Jul 2014 05:00 PM PDT
Withering competition from vehicles like the Audi A4, BMW 3 Series and Cadillac ATS have forced Mercedes-Benz's long-standing C-Class to fall behind.
FAST FACTS |
| Engine: 2.0L turbo four cylinder makes 241 hp and 273 lb-ft of torque in the C300. The C400 has a 3.0-liter twin-turbo V6 with 329 hp and 354 lb-ft of torque. Transmission: Seven-speed automatic only. Fuel Economy: C400 4MATIC models get 22 MPG city and 29 highway or 24 MPG combined. Pricing: The C300 starts at $39,325 or $49,515 for the C400 including delivery. |
The compact sports sedan has a few gray hairs showing as fresher rivals from across the globe threaten to take its place. To help it remain relevant, Mercedes comprehensively reworked it for the 2015 model year, gaining fresh styling, class-leading features and exciting new powertrains.
By The Pound
Vehicles tend to get bigger with each successive generation; it's almost like they're human. Not ones to rest on their laurel-laced logo, the folks at Mercedes-Benz went ahead and made the 2015 C-Class slightly larger than its predecessor.
The car's wheelbase has been stretched by three inches, overall length has grown by nearly four inches and the car is some 1.6 inches wider. The dividends from these incremental increases are mostly paid to rear-seat riders as the C's back bench is noticeably more hospitable. Its trunk grows as well and can now swallow like a baleen whale, accommodating up to 17 cubic feet of goods.
Working against the odds, engineers were actually able to lighten the car despite its growth spurt. The weight reduction clocks in at up to 200 pounds, a figure they achieved by incorporating quite a bit of aluminum into the C-Class' structure.
Powertrain Prowess
Ahead of the firewall, base C300s feature a newly invigorated 2.0-liter turbocharged four-cylinder engine. With advanced features including direct fuel injection this refined powerplant puts out a class-competitive 241 horses with 273 lb-ft of torque.
This engine will get the job done for practically every C-Class customer but it's merely an appetizer for the main course, which is found under the C400s hood. This model is propelled by a strapping 3.0-liter V6. Brandishing twin hair-dryers it cranks out 329 hp and a maximum of 354 lb-ft of twist.
Customers may have two engines to choose from but there's only one transmission available in this 2015 model. It's a familiar and pleasingly responsive seven-speed automatic that can be controlled via standard paddle shifters.
Giving snow-belt residents a leg up on old-man winter, C300s can also be had with the company's 4Matic all-wheel-drive system. Helping justify the added expense, this traction-enhancing technology is standard in the C400 where it helps put the engine's abundant torque to the ground.
Speaking of drivetrain technology the company's adjustable Airmatic suspension system is also available. This class-exclusive and quite-appealing feature is available on both versions of the car and is reasonably priced at just $1,190.
Technicalities
Mercedes-Benz has really stepped up its game in designing interiors. The current C-Class' cabin is serviceable, though hardly stellar. Fortunately the 2015 iteration completely changes things for the better.
Round vents ensure climate-controlled air is placed precisely where it's needed, artfully designed seat controls are mounted on the doors for easy access, optional open-pore ash-wood trim invites inquisitive digits to feel its exposed grain and elegantly stitched leather runs across the doors and dash. Nearly everything in the 2015 C-Class interior is thoughtfully crafted to luxury standards, but there is one glaring exception.
Just like its CLA-Class little brother – the Mazda3 is guilty as well – this car's navigation screen looks like a complete afterthought. The layout looks like an iPad Mini that's been zip-tied to the dashboard; it sticks out like a parrot on a pirate's shoulder, fortunately though it never asks for crackers. The way Audi handles its screens is much more appealing. They tuck away neatly into the dashboard when not needed.
Of course there's a new version of the company's COMAND infotainment technology. It maintains the ease of use this system has been known for yet it adds a redesigned look and some appealing new features including a gesture-sensitive touch pad. At first some of the added functionality is a little confusing and the interface does take some getting used to, but with a little practice it should quickly become second nature.
This car's available Burmester Premium Sound system (standard on C400 4Matic models) is absolutely phenomenal. The symphonic addition is part of the $2,700 premium package, which also includes things like LED headlights and heated front seats. The audio quality it provides is totally kicks ass. It's one of the best systems to be found in any car at any price point.
The Drive
The new C-Class' on-road manners are laudable. The car is refined when you need it to be and quite a bit of fun when you want a double-shot of driving excitement.
Evaluating it on stretches of rain-scarred highway revealed that quite a bit of tire noise can breach its NVH defenses. Coarse road surfaces result in a fair bit of ruckus, though in reality it's probably better than many competing models. On smooth surfaces the car is about as quiet as an S-Class.
The C300's acceleration is a little tepid, but honestly it's fine even without pulling quite as strongly as its numbers would suggest. Stepping up to the C400 obliterates this minor complaint.
The up-level C-Class is seriously quick. Its twin-turbo six is exceedingly refined yet it still kicks like a wild stallion. This engine is impressively flexible, delivering tons of torque at very low RPM yet it's still sparkling at high speed, surging ahead as the tachometer needle zips to redline.
Moving one step down the car's drivetrain, there's not much to say about the transmission and that's a good thing. This gearbox is pretty much seamless, slurring between ratios or snapping off quick upshifts as required.
The available Airmatic suspension is another welcome extra. Included with this option is the Agility Select system, which allows you to switch between five separate driving modes, from Eco and Comfort to Sport and Sport Plus. For even greater customizability there's an Individual setting that lets the driver tweak several vehicular parameters to suit his or her desires.
Surprisingly, I prefer Comfort mode. It kept things nice and smooth but it didn't seem to sacrifice much in the handling department. Ride quality in Sport and Sport Plus is pretty stiff and the steering only slightly firmer.
The C-Class' electrically boosted tiller is just fine, though it falls short of being telepathic. Overall, this setup is well done but it still feels like something subtle is missing, like there's not quite enough road texture coming through.
My biggest – and only scathing complaint – about the 2015 C-Class has to do with its front seats. They're cripplingly uncomfortable. After just half an hour my bony backside was numb and I was squirming like a night crawler in the noonday sun, desperately trying to find a comfortable position. That never happened.
In addition to being too low and firm, the bottom cushion feels improperly shaped. Adjusting the seats in every direction and playing with the lumbar didn't make a difference either. Curiously other journalists did not complain about this so it could have been a fluke.
Helping make up for this comfort catastrophe is the available Distronic Plus adaptive cruise control system, which is bundled in the $2,800 driver-assistance package along with features like blind-spot assist, cross-traffic alert and rear-end collision protection. This technology is nothing short of astounding; it's one of the greatest features ever put in a car. When engaged, the system will stop, start and steer the new C-Class almost without intervention. It works amazingly well at both highway speed and in stop-and-go traffic, greatly reducing driver fatigue. These are flagship-level features the company is democratizing by making them available in such a popularly priced and prolific model.
Pricing
The 2015 C-Class kicks off at $39,325 for a rear-wheel-drive C300. If you fancy a base model with 4Matic you can snag one for $41,325. Naturally, a top-of-the-line C400 4Matic is a bit richer; they start at $49,515. Please note, all of these figures include $925 for destination and delivery.
This car should start arriving at U.S. dealers next month.
As for fuel economy the C400 stickers at 22 miles per gallon in the city and 29 on interstate jaunts. Combined it averages a claimed 24 MPG.
The Verdict
The 2015 Mercedes-Benz C400 4Matic looks and feels like a premium product. It raises the bar in a segment that's rife with excellent choices.
It drives nicely, offers some pretty astounding technology and coddles passengers in a luxurious, well-built cabin. But arguably its best features are the torque-rich twin-turbo V6 and available Distronic Plus cruise control.
The new C-Class is more than competitive with its main rivals. Assuming you don't mind the position of its navigation screen and the front seats don't leave you crippled after a brief test drive, the new C-Class could be for you.
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