Friday, 25 April 2014

2014 Jeep Cherokee Trailhawk Review

Posted: 23 Apr 2014 05:00 PM PDT

Craig Cole Apr. 24, 2014 Photos by AutoGuide Staff. Video by AutoGuide Staff.

Jeep revived a legendary nameplate for 2014. The Cherokee is back from extinction, but is it better than before? Riding atop a front-wheel-drive architecture and featuring four-wheel independent suspension the new iteration is worlds – no, galaxies – apart from the old XJ model that bowed out of the North American market nearly a decade and a half ago. In spite of its advanced technology and fancy new features does this Alfa Romeo-based utility vehicle deserve to wear the vaunted Cherokee name?

FAST FACTS

Engine: The 2.4-liter four-cylinder engine offers 184 hp and 171 lb-ft of torque.

Transmission: The Cherokee is only available with a nine-speed automatic transmission.

Fuel Economy: 21 MPG city, 27 MPG highway or 23 average.

Price: The 2014 Jeep Cherokee Trailhawk we evaluated stickered for $36,820, including $995 in destination fees.

No matter how capable it is, dyed-in-the-wool Jeep fanatics are almost certain to sneer at it for the abovementioned reasons. But going a long way toward mollifying these maniacs, the top-of-the-line Trailhawk model features true off-road capability.

Four-by-Four Capability

Giving it street cred... or rather legitimate off-road credentials, the new Cherokee is available with three different four wheel-drive systems. The first one is called Jeep Active Drive I. It features a single power transfer unit, PTU for short, and is fully automatic in its operation. It goes into and out of four-wheel drive as necessary and no intervention is required.

Stepping up from there is Jeep Active Drive II. Capability is enhanced thanks to a two-speed PTU with low-range gearing. Additionally vehicles so equipped feature a ride height that's been elevated by one inch; that's not a bad thing to have when you're out bashing rocks on the trail.

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Finally there's Jeep Active Drive Lock, which includes everything offered in Active Drive II and throws a locking rear differential into the mix. This setup is designed for severe off-road driving and is standard on the high-dollar, range-topping Trailhawk model.
Like its Grand brother, the Cherokee can be equipped with the company's Selec-Terrain traction control system. It features five special modes that tailor a variety of vehicle attributes to different driving conditions. There's Auto, Snow, Sport, Sand/Mud and Rock. Oil Slick and Tartar Sauce settings are not offered at any price.

Lastly if you want to completely defeat the purpose of a Jeep you can opt for a Cherokee with front-wheel drive, though it does pay significant fuel-economy dividends. But do you really want to be "that guy (or girl)"? Perhaps a Geo Prizm is more appropriate for you; they're fuel efficient and styled for the 21st century motorist.

In addition to advanced four-by-four technology, aggressive approach and departure angles help the Trailhawk earn Trail Rated status. These measurements indicate the kinds of grades and obstacles a vehicle can tackle. Up front its approach angle clocks in at 29.9 degrees; around back its departure score is 32.2. The break-over angle is 22.9 degrees and ground clearance is 8.8 inches.

Further validating its rough-and-tumble credentials, the Trailhawk's got a trio of bright red tow hooks that could be a lifesaver at times when Active Drive Lock gets overwhelmed by stones, mud or irresponsible inclines. Additionally it's equipped with skid plates so you don't leave skid marks in your drawers as you climb over rough terrain or jagged rocks. Nobody wants to put a hole in their oil pan, unless of course it's a rental and you bought the extra insurance, then it might be cool!

Dressed to the Nine-Speeds

Aside from tow hooks and underbody armor there are many other features to talk about. Pop the hood and you won't find an old-school AMC straight six no matter where you look or how nostalgic you wax; that indestructible torque monster has gone the way of Walter P. and the Willys Whippet. In its place is a pair of high-tech powerplants that are as refined as they are muscular.

The base engine is a 2.4-liter Tigershark four-cylinder. It delivers 184 very-smooth horses and 171 lb-ft of torque. The optional unit is a 3.2-liter version of Chrysler's Pentastar V6. It puts out 271 hp with 239 lb-ft and supposedly provides a best-in-class tow rating of 4,500 pounds. No matter the engine, a cutting-edge nine-speed automatic transmission is standard.

Fuel consumption with our four-cylinder Trailhawk is pretty reasonable. According to the EPA it will deliver 21 miles per gallon city and 27 on the interstate. Its combined score is 23 MPG.

Base price for a front-wheel-drive Sport model, the cheapest version available, costs $22,990 including delivery. The example we've been evaluating costs nearly $36,320, which isn't cheap, even by today's standards.

Interior Inclinations

Of course its window sticker was inflated by a number of pricey options. An entry-level Trailhawk can be had for $29,990.

Our test machine featured the Technology Group ($2,195), which gets you a number of high-end features including blind-spot monitoring, forward-collision warning, adaptive cruise control, rain-sensing wipers and much more.

Beyond all that we were coddled by the Comfort/Convenience Group ($1,895). This package adds a backup camera into the mix along with an eight-way power driver's seat, a universal garage-door opener and a handful of other helpful additions.

Rounding things out, the Trailhawk in question was also equipped with the Leather Interior Group ($1,295), a black hood decal ($150) and the company's Uconnect 8.4 infotainment system, which seems like a steal at just $795.

But enough numbers! Even if two-plus-two added up to steak dinner I'd still hate math, and my calculus professor would probably fail me again. Anyway, like many recent Chrysler models the Cherokee's interior is really well done. There's a plethora of high-quality soft surfaces and the dash-top is covered in a leather-like material that's accented with contrast stitching.

The company's Uconnect system is as responsive and easy to use as ever. Additionally all of the other controls fall right to hand and are as simple to operate as a coffee mug; the various knobs and buttons are relatively large and easy to grab or poke. Beyond the generously sized center console, there's a concealed storage space on top of the dashboard.

The front chairs are quite comfortable but legroom is a little tight in the second row, even with those seats moved all the way back. Headroom is generous front or rear, as is cargo volume, which measures about 55 cubic feet with the rear bench tucked away. As an added bonus, the front passenger seat folds flat for even more space. This is especially useful when carrying long items such as pipes or boards.

One downside is the design of the Cherokee's rocker panels. They're fairly bulbous and trimmed in plastic cladding that has a predilection for assaulting your trousers with dirt and mud. You have to be extra careful getting in and out, especially if you've been tearing it up off road and the body is dirty. If you're not vigilant you'll inadvertently slide your calf against the trim and sully your britches. Perhaps capris are the answer… wait, they're never a solution, only a problem.

On-Road Agility, Off-Road Ability

Performance with the four-cylinder engine is good; it delivers all you could ever really need and it's about as smooth as can be, though it's not muscular enough to make the Cherokee feel fast. A little more oomph, a touch more fire in its belly would be welcome, especially if you've got a load of people on board. This engine was tuned for midrange performance and gets a little winded as it spins near redline.

The nine-speed transmission is a technological achievement that mostly gets the job done without fuss. However, when it's cold the shifts feel quite a bit firmer than they should, almost like it's banging into gear. Fortunately things smooth out a bit once everything warms up, but it's still not quite as smooth as I'd like it to be.

As with other Chrysler products the Trailhawk's steering wheel is nice and chunky, which makes it easy to grip. Handling performance is good with no egregious faults, though the knobby Firestone Destination tires seem to impart a slightly rubbery feel to the steering. This sensation is especially noticeable on rutted asphalt; the vehicle tends to follow road grooves at times, inexplicably shifting in its lane.

Forward visibility is slightly compromised by portly A-pillars and a high hood, though blind-spot monitoring and a backup camera help alleviate vision issues. The Cherokee's adaptive cruise control is very effective and will bring the vehicle to a halt as traffic dictates. Just tap the accelerator to resume.

Regrettably I did not have an opportunity to do any proper off-roading with the Trailhawk, though I did test it extensively over some horrible dirt two-tracks and a number gravel roads that had been devastated by the spring thaw. Some of the potholes looked like they were a foot deep and twice as wide.

The Cherokee handled it all without breaking a sweat. Time after time, pass after pass, the vehicle made zero indication that it was stressed in any way. Giving it that super sturdy feel, its overall structure is made of about 65 percent high-strength steel, something that's about as flexible as a piece of fine china . Suffice it to say, this thing brushes off washboard surfaces and potholes with ease.

The Verdict

Aside from its controversial exterior that you'll either love or hate, the 2014 Jeep Cherokee is a very likable utility vehicle. It's got a high-quality interior, it's nice to drive and when properly equipped it should perform well off road. Additionally, it offers a host of effective and easy-to-use technologies as well as a pretty good four-cylinder powertrain. But has this car-based vehicle earned the right to be called a Cherokee? Well, ultimately that's up to Jeep enthusiasts to decide.

LOVE IT

Off-road capability
Rock-solid feel
Refined engine
Nice interior

LEAVE IT

Harsh transmission
Feels a little slow
Exterior styling

Wednesday, 23 April 2014

2014 Buick Encore Second Opinion

Posted: 22 Apr 2014 05:00 PM PDT

Mike Schlee Apr. 23, 2014 Photos by Mike Schlee and Buick

The Buick Encore is a peculiar vehicle. Based on the Chevrolet Trax already on sale in other markets, the Encore is a sub-compact crossover designed to bring luxury elements to an otherwise frugal segment. The vehicle isn't just small, it's miniscule by crossover standards. At only 168.4 inches long, the Encore is shorter than an iPhone's battery life.

FAST FACTS

Engine: A 1.4 L turbocharged four-cylinder, 138 hp, 148 lb-ft.

Transmission: The only transmission available is a six-speed automatic.

Fuel economy: Officially rated at 23 MPG city and 30 MPG on the highway We averages 22.8 MPG.

Price: The Encore starts at a base price of $25,085 after destination charges, our test vehicle with the Leather Package and moon roof option came in at $29,210.

It gives up eight inches to the BMW X1 and is even smaller than the Kia Rio sedan. However, at a height of 65.2 inches, the Encore is just as tall as the Audi Q5. This short length, high height may lead to ungainly proportions, but it also offers a high seating position in a vehicle that requires almost no space to park.

To discover whether or not Buick has succeeded in creating a premium subcompact crossover, we gave it to my wife Amanda, our everyday consumer-turned car reviewer. Even as a connoisseur of small hatchback vehicles, it was not love at first sight for her.

Honey I Shrunk the Crossover

Although the front grille and rear design are nice styling elements in her opinion, she isn't a fan of the Encore's profile. She says it looks tall and squished: this coming from the owner of a Suzuki SX4 sedan.

See Also: 2013 Buick Encore Review

Buick's little crossover carries a base price of $25,085 after destination charges, but the as-tested leather package and moon roof raise the price to $29,210. That's a lot of money for a little crossover, especially one that is still not equipped with rain sensing wipers, navigation or front and rear park assist. At this price point, the vehicle does have some nice features like leather-upholstered, heated front seats with power adjustability, a heated steering wheel and memory seat settings for the driver side.

Amanda felt the interior to be high-end and was a fan of the dashboard's overall design as well as the dark grey wood grain trim. The soft touch buttons in the center stack are easy to use and feel premium as well. However, the leather wrapping the steering wheel and seating surfaces feels disappointingly cheap.

Where's My Options?

For a vehicle flirting within the luxury car segment, some features are oddly omitted. There is no smart key entry, push button start or built-in navigation. Then again, the latter can be had as a $795 stand-alone option.

Amanda found the rearview camera could use some improvement. She found the view was not very clear and the lack of parking sensors makes it difficult to tell how close you really are to bumping into something. The steering wheel mounted audio controls can also be frustrating in the winter with gloves on. She had a hard time because they're small and difficult to press without bare hands.

Never Leaves You Out in the Cold

At the tail end of a winter that wouldn't die, the fast warming heated steering wheel and seats can seem invaluable. The remote car starter is also particularly useful on cold mornings when a pre-heated car can make all the difference.

Overall storage in the vehicle is deemed adequate, but center console space is lacking. The double glove box is nice a nice touch, but Amanda couldn't imagine using it very often. The cup holders could be a little more accommodating and are too small for larger water bottles and drink containers. Despite the Encore's pint-sized stature, rear seat passengers still have 35.7-inches of legroom and full-grown adults can fit back there without issue. Storage space suffers to make that possible, as only 18.8 cubic feet of room is available behind the rear seats. That only expands to 48.4 cubic feet when the seats are folded down. For perspective, the Honda Fit offers more cargo space with its rear seats folded if only a little.

Poor Vision, Easy Maneuverability

Sightlines are surprisingly poor for a vehicle this small. Amanda says the two pillars in the back are hard for her to see around, although the blind spot detection system makes up for that somewhat. The narrow, high-riding Encore was easy to park in tight spots for her, yet felt much larger than it was when trying to reverse in close coordinates. Once parked, the doors can be left ajar at various angles without them trying to swing back shut.

Unlike many short wheelbase vehicles, the Encore is smooth on the highway and avoids the choppy ride plaguing many subcompact vehicles. The 138-hp 1.4-liter turbocharged four-cylinder is sufficient for daily driving thanks in large part to the 148 lb-ft of torque it creates. Especially in city traffic, she finds it to be pleasantly responsive. Officially rated at 23 MPG city and 30 MPG on the highway, Amanda achieved an average of 22.8 MPG during a wintery week of driving.

The Verdict

Overall Amanda is impressed with the Buicks attempt to create a subcompact crossover with luxury features – except for the price. Thinking this vehicle listed in the low-to-mid $20,000s, she was shocked to hear as equipped it costs nearly $30,000. At that price, issues with the vehicles bad blind spots, equipment omissions, exterior design and some usability issues would prevent her purchasing one. To her, the Encore's platform mate, the Chevrolet Trax, makes much more sense.

LOVE IT

Interior design
Maneuverability
Ride comfort

LEAVE IT

Sightlines
Styling
Price
Cargo space

2014 Jeep Grand Cherokee EcoDiesel Review

Posted: 21 Apr 2014 05:00 PM PDT

Stephen Elmer Apr. 22, 2014 Photos by Jeep

The Grand Cherokee has many flavors, from a vanilla V6 up to a meaty 6.3-liter V8. For 2014 a diesel engine is joining the list adding a fuel-efficient torque laden option. The engine is shared in the Chrysler family and also serves under the hood of the Ram 1500: the 2014 AutoGuide.com Truck of the Year. And for good reason. In both the Ram and Grand Cherokee, the engine is a gem.

FAST FACTS

Engine: 3.0-liter diesel with 240 hp and 420 lb-ft of torque.

Transmission: Eight-speed automatic.

Towing: V8 and diesel 4x2 models can tow up to 7,400 lbs or 7,200 lbs for the 4x4.

Fuel Economy: 21 mpg city, 28 highway and 24 combined for 4x4 models.

Price: $29,395 to start, EcoDiesel models start at $41,890 including destination fees.

Delightful Diesel

Excessive noise, vibrations and bad smells, often associated with diesel engines, are mostly absent here. There is more noticeable unwanted engine noise than with the V6 or even the V8 HEMI-powered Grand Cherokee, but it isn't overly intrusive. Starting up after sitting outside through a cold winter night, the engine clatter is the loudest, but that mostly fades away once it warms up. It's also worth mentioning that we faced average temperatures between 14 and 20 degrees Fahrenheit and the engine never took longer than three or four seconds to start in the morning.

Low-end grunt is the most noticeable trait of this engine. Torque is a strong-point for any diesel, and Chrysler's 3.0-liter is no exception. Even at highways speeds, the motor always seems to have accessible power.

An eight-speed automatic transmission makes sure that all the power is used effectively and the gearing setup never misses a beat when it comes to shifts. Fuel economy benefits too. The EPA pegs the Grand Cherokee EcoDiesel at 24 mpg combined for four-wheel drive models, and our time with this Jeep returned an average of 23 mpg.

Tricks-a-Plenty

An air suspension system is another trick up the Grand Cherokee's sleeve. Not only does it allow the driver to choose from a range of suspension settings and heights, but the system will also lower the vehicle to improve aerodynamics at higher speeds. The drop is not noticeable and the system works well in the background while providing a solid suspension feel that allows the Grand Cherokee to offer reasonable handling and a comfortable ride.

The GC diesel is rated to tow 7,400 lbs in rear-wheel drive form and 7,200 lbs for the all-wheel drive model, and is fitted with a 3.45:1 rear-end axle. Unfortunately, we didn't get a chance to pull anything with this vehicle, but we have had a chance to pull a large amount of weight behind the Ram 1500 EcoDiesel. In that application with a 3.55:1 rear end, the motor handled the task with ease. Towing won't feel the same in a unibody crossover as it does in a body-on-frame truck of course, but the engine power will remain strong.

To help tackle the elements, this top-trim Grand Cherokee is fitted with that air suspension system that we mentioned earlier, but it also gets a proper transfer case that allows the first-gear crawl ratio to come in at 44.1:1.

And we needed it. Setting the Selec-Terrain system to "Snow," we tackled a solid two feet of the white stuff in some spots along with some shallow water crossings. Throttle calibration is controlled well, allowing you to crawl along at a slow and steady speed, while the torque of the transfer case combined with the diesel engine feels strong enough to uproot a tree.

We did eventually get stuck, which exposed a weakness in the air suspension. Once immobile, we switched it out of snow mode to try and get more top-end power into the wheels. The issue is, when the wheels are freely spinning in the stuck snow, the air suspension decides to drop out of its off-road height setting, which meant that the body of the GC was now sitting on the snow.

This lead to another discovery: the lack of tow hooks on the Summit-trim GC. Granted, this is the most luxurious version of the Grand Cherokee which will probably spend most of its time on pavement, but any vehicle equipped with drive modes like "Snow" and "Mud" should include easy to access recovery hooks. We ended up hooking the tow strap to a part of the axle, which meant crawling underneath, in the freezing snow, to hook it up. Eventually, we yanked it out.

Mature Beyond its Price Tag

As other AutoGuide.com reviews have agreed, the interior of the Grand Cherokee is luxurious beyond its price point with as much style as vehicles twice its price. Our tester was outfitted in Summit trim, which includes a seven-inch LCD gauge cluster, wood accents and comfortable stitched leather that covers just about every surface, including much of the dashboard.

The center console is laid out sensibly and simply, while the 8.4-inch touchscreen found there runs Chrysler's fantastic UConnect infotainment system. It is intuitive and the graphics make it simple to understand. Likewise, the seven-inch screen in the LCD gauge cluster is intuitive and makes pertinent information easy to access.

The one and only problem with the interior ergonomics that we found is the operation of the gear shifter. It is a finicky controller that can have you putting the vehicle in park while looking for reverse and it requires acclimation. Chrysler should consider installing the shift knob that it uses in many of its other vehicles, which is clear and easy to use.

Pricing Peril

Things to complain about on the diesel-powered GC are few and far between, until it comes to the price. The diesel engine is only available with the Limited, Overland and Summit trimmed Grand Cherokee, which means that the cheapest diesel-equipped model you can starts at $41,890. Just to get the oil-burner, you have to drop an extra $4,500 over a V6-powered Grand Cherokee, or $1,305 over the V8 HEMI motor.

The Verdict

The decision to purchase really comes down to how you will use this vehicle. Frankly, the V6 is a fantastic motor when hooked up to the eight-speed, and will return comparable fuel economy and a pleasurable drive experience. But if torque and fuel economy are absolute priorities, then the diesel-powered Grand Cherokee is the only choice.

LOVE IT

Elegant Interior
Loads of torque
Fuel Economy

LEAVE IT

Gear selector
Air suspension susceptible to wheel spin
Lack of tow hooks on Summit trim

Review: The Americans - New Car: Bitchin Camaro! - HitFix

Review: The Americans - New Car: Bitchin Camaro! - HitFix

Posted: 16 Apr 2014 08:10 PM PDT

A review of tonight's "The Americans" coming up just as soon as I sell one of my kids...

Earlier today, FX announced that , an enormous relief given the great disparity between the show's quality and its live ratings. (Though, as noted in that story, half the audience watches on a DVR delay, a huge percentage for any show even in 2014.)

The sense of elation I felt at knowing this great show will be around a while longer (and hopefully live up to the "on our schedule for five years or more" vow of FX's straight-shooting PR chief) comes in a nice contrast to "New Car," an episode whose prevailing emotions are despair and frustration that other people don't believe as deeply as you in the things that you think matter, and that even when they do, belief alone can't prevent great tragedy.

Elizabeth has always been the more ideologically pure half of the partnership, and as she sees Philip pull up to their home in the new Camaro — a big, loud, expensive symbol of the kind of American decadence she despises — it's a tough reminder that even as their feelings for each other have deepened, their feelings about their adopted country remain very far apart.

Elizabeth's sense of frustration only worsens when Lucia goes against orders and attempts to murder Andrew Larrick, putting her need for personal justice over the greater mission to expose America's involvement with the Contras. Elizabeth hasn't been above revenge herself — it's how we were introduced to her in the show's very first episode — so there's more than a little hypocrisy here. And when given the choice between saving Lucia's life or saving the Martial Eagle mission, she chooses the mission. She's not cold about it — like every piece of violence she's witnessed or experienced since her shooting, the whole thing shakes her — but she makes that choice anyway, and Lucia dies with a look of betrayal and disbelief on her face. It's a great scene.

And even Philip doesn't get to enjoy the new car smell for very long, when Kate tells him that the plans they stole earlier this season were responsible for the sinking of a Soviet submarine, with all 160 men aboard lost. Oleg later suggests to Arkady that it was the military's fault as much as theirs — that the design might have worked on an appropriately-sized sub, and with the proper testing period — but even if he's right, there are too many layers between Oleg and the Jenningses for them to hear that theory and take any solace in it.

The small tragedy of Lucia and the greater one of the dead sub crew only winds up hardening the specific beliefs of the spouses. Elizabeth watches a Ronald Reagan speech boasting of his commitment to the defense budget, and he comes across like the absolute personification of evil to her. And when they abduct the regular driver who services the Martial Eagle base's septic system, Philip refuses to kill him, despite the danger he poses to the mission, because he's tired of killing, and, especially after last week's homicide, feels bad for a hard-working guy who is just in the wrong place at the wrong time, and is not a symbol of the larger threats of American capitalism.

In the midst of all this, Henry gets caught by the Intellivision-owning family down the street and breaks down sobbing in front of his parents, so guilt-ridden over what he's done and upset at the thought that they won't think he's a good person. It's a tricky scene, because young Keidrich Sellati is still learning his craft, but the moment ultimately lands on Russell and Rhys, who have to respond to seeing their son in so much genuine distress, and also at the realization that they've raised a pretty good kid, but also that they're raising him in a culture where he would be so envious of another boy's video game system that he would break the law just to enjoy it. The longer they stay in this country, the more bound up in its ways they and, especially, their children are going to become. And it doesn't matter how ideologically pure Elizabeth remains, because the world and their specific assignments don't allow for a whole lot of purity.

Some other thoughts:

* Elizabeth isn't the only character feeling like she's the last true believer left. Stan gets frustrated that no one at the FBI or the Department of Justice will let him look into Anton's abduction and what the Soviets might be doing with his discoveries. (The irony, of course, is that he's getting so high-and-mighty even as Oleg and Nina are getting closer and closer to turning him into an asset.) And even "Clark" tries to play a holier-than-thou game with Martha when she first suggests she wants to stop spying on her colleagues. Fortunately for Philip, his surprise appearance at her apartment wins her back before he has to play her the slightly doctored audio of the FBI agents making fun of her appearance.

* Most of the show's trips back to the Soviet Union have been flashbacks to Philip and/or Elizabeth in their younger days. The scene where Anton meets our old friend Vasili — who is doing decently for himself back in Mother Russia, perhaps because Arkady informed their superiors that Vasilli was framed — suggests we may be getting more contemporary action in the USSR.

* Reagan's speech was from the 1982 CPAC, which would place the episode at the end of February. Among the '80s references: Martha and Clark are catching the tail end of a popular local ad for Jhoon Ree martial arts schools (the "Nobody Bothers Me" song was written by, of all people, Nils Lofgren). Driving home with the new Camaro, Philip and Henry go crazy to "Rock This Town" by the Stray Cats. Also, I'm pretty sure that the video game Oleg and Nina are playing is Choplifter, which I wasted many an hour on using my dad's old Apple IIe.

What did everybody else think?

Alan Sepinwall may be reached at sepinwall@hitfix.com

Tuesday, 22 April 2014

2015 Hyundai Genesis review: The best tech midsize car at the best ...

2015 Hyundai Genesis review: The best tech midsize car at the best ...

Posted: 07 Apr 2014 03:37 AM PDT

2015 Hyundai Genesis, ExtremeTech Editors' Choice

The new Genesis is in the mid-luxury market and should do nicely against Lexus GS and Cadillac CTS, as well as the Mercedes-Benz E-Class. Comparably equipped, the competition runs $10,000-$20,000 more and the second-generation Genesis is now the roomier vehicle. Audi and BMW will be tougher nuts to crack than Mercedes-Benz, and Mercedes tougher than Cadillac and Lexus. Essentially this is the pecking order of how buyers perceive sportiness and status, and Germany Inc. rules. No matter: The 2015 Hyundai Genesis earns the ExtremeTech Editors' Choice among upscale midsize sport sedans. As long as price is part of the calculation, Hyundai Genesis is the car to buy.

Fun to drive, super-comfortable to ride in

For the driver, the car handles well and the driver-assist tech makes long trips bearable if you buy highest or next highest of four trim lines. Hyundai gives you the option of controlling the infotainment system with a cockpit control wheel a la BMW iDrive, with the touchscreen, or voice input. This is brilliant. Google Send To Car, part of the telematics system, lets you send navigation routes from a web browser. Two of the four steering wheel infotainment adjusters are roller wheels (the other two are up-down buttons disguised as wheels). A color multi-information display in the middle of the instrument panel gives you key information such as navigation prompts while the center stack can display audio. Hyundai says the center stack LCD is split screen but on the higher-end models the only split screen was for upcoming turns, not for navigation and audio.

Passengers will appreciate the cockpit room. You'll be fine in back unless the NBA cuts your paycheck. It's huge back there and all but the entry Genesis have side and rear sunshades. The one knock on the back seat is the absence of power outlets, USB jacks, or ventilated rear seats. Rear seats are heated if you buy the all-wheel-drive model.

An industry-first carbon dioxide sensor opens the fresh air vents if it detects more than 2000 ppm of CO2 in the cabin. Hyundai one-upped the Ford and BMW hands-free trunk openers that work after you kick your foot under the back bumper: The Genesis Smart Trunk opens within three seconds so long as the key is in your pocket, you're within three feet, and stand there for three seconds. Then, pop, it opens.

HUD showcases Hyundai driver aids

One reason to buy the priciest Genesis trim line is the superb head-up display that is only on the Genesis Ultra. It even indicates cars in your blind spot (also current speed, posted speed limit, lane departure warning, forward collision, warning, and adaptive cruise control). Most cars with blind spot detection have an indicator lamp in the side mirror and the car beeps loudly if you attempt to change lanes. Hyundai puts the BSD warning in the head-up display and in the MID. That's better for idiot drivers (most of us) who start to change lanes and only then look in the side mirror; with the Genesis that information is front and center. On two of the four trim lines, the audible warning is replaced by haptic feedback: a vibrating steering wheel.

Next page: The 2015 Hyundai Genesis has a lot of tech…

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Monday, 21 April 2014

2014 Ford F-150 Tremor Review

Posted: 20 Apr 2014 05:00 PM PDT

Craig Cole Apr. 21, 2014 Photos by AutoGuide.com Staff. Video by AutoGuide.com Staff

Americans build stuff, go places and haul heavy loads. Consequently we buy trucks, and lots of them. In fact we can't get enough of these versatile vehicles. Ford's capable F-150 is one of if not the most popular of the bunch, and after a few days in the saddle of an earth-quaking Tremor model it's not hard to understand why.

FAST FACTS

Engine: A 3.5-liter EcoBoost V6 puts out 365 hp and 420 lb-ft of torque.

Transmission: A six-speed automatic transmission is the only gearbox available.

Fuel Economy: Officially rated for 15 MPG city, 21 MPG highway, 17 MPG combined.

Price: The 2014 Ford F-150 Tremor we evaluated cost $46,325, including $1,195 in destination fees.

Seismic Activity

The F-150 lineup is like a Mongolian barbecue; there's something for everyone. Offerings range from the fleet-grade XL trim level to the Baja-ready SVT Raptor to the luxurious Limited model, with numerous other versions filling up the spaces in between.

But where does the Tremor fit into the F-Series family? Well, unlike other variants this truck is bred for the street. It's got style and stance in spades, but all that shapeliness is backed up with genuine substance. It's also limited production; if you don't get a 2014 you're out of luck.

The Tremor package is available on FX2 and FX4 trim levels. The model we evaluated happens to be the latter and is equipped with four-wheel drive, among many other goodies. It also comes with things like HID headlamps, power adjustable pedals as well as unique exterior decals.

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Beyond that, Tremor customers get Ford's FX Appearance Package, which includes features like tubular running boards, unique leather sport seats, painted 20-inch wheels and special interior trim. The Power Equipment Group and Trailer Tow Package are also included, and pretty self-explanatory.

One notable option is the Tremor Plus Package, which costs an additional $1,995. Naturally our test truck was so equipped, giving us a navigation system, rearview camera, remote start and tailgate step to list but a handful of its features. Not surprisingly the Tremor is expensive, like, forget-about-sending-your-kids-to-college pricey. The model we evaluated cost $46,325, including $1,195 in shipping and handling fees.

Exterior Aftershocks

Unlike a run-of-the-mill work truck the Tremor is quite a looker. Its graphics are tasteful and bring to mind the dearly departed BOSS 302 Mustang; massive matte-black wheels give it a sinister appearance.

Only offered with a regular-cab body, the Tremor is refreshingly truncated. Extended-body trucks with extra seats have become so popular in recent years that it's quite uncommon to see a pickup with just one bench.

The Tremor's six-and-a-half-foot bed is plenty spacious and very deep; the tailgate step makes it easy to climb into the box. Additionally, the cargo area has been coated with an indestructible spray-in liner to keep scratches, dents and rust at bay for the long haul. At $475 this option is a no-brainer. In fact, why isn't it standard?

Interior Temblor

Stepping up like a trucker, the Tremor's cockpit provides a near-panoramic view of the road. Its A-pillars are pretty small and the sightlines generous. With four-wheel drive it rides nice and tall, giving motorists a commanding view of the road.

Overall the Tremor's cabin is pretty nice, though it feels bigger than an open-pit strip mine. It's huge in just about every dimension. Additionally, there's roughly a foot of space behind the seats (of which there are only two); the room back there is impressive for a regular-cab truck, providing an area to stash tools, shopping bags or firearms.

In the center of the gauges, there's a nice color screen that displays all kinds of information, from trip data and fuel economy to maintenance-related statistics. It's easy to navigate through the menu structure thanks to an intuitive five-way control pad on the steering wheel's left spoke.

Likewise the single-zone climate-control system is a piece of cake to use. Buttons direct airflow where you want it and knobs adjust temperature and fan speed. This layout is so simple and effective it makes us wonder why other manufacturers feel the need to complicate matters with obtuse interfaces.

The F-150's interior is solid and well built with zero squeaks or rattles, but some of the materials are a little disappointing. The dash top for instance is a seemingly endless expanse of shiny plastic with a texture that was looks like it was modeled after elephant skin. Also, some of the switchgear is a generation behind what Ford uses in its other vehicles. Oh well, the F-150 is about to be replaced by a totally new model and this version has aged pretty gracefully despite hard-hitting competition from GM and Ram.

3.5 On The Richter Scale

The Tremor is powered by Ford's ever-capable 3.5-liter EcoBoost V6. Armed with a phalanx of advanced technologies including twin turbocharging, direct fuel injection and variable camshaft timing it delivers 365 hp and 420 lb-ft of torque, 90 percent of which is available between 1,700 to 5,000 RPM. That means you've got ample torque no matter where the tachometer needle is pointing.

The engine is matched to a responsive six-speed automatic transmission that works well. Ensuring rapid acceleration, the truck also features a 4.10 axle ratio. Additionally, the rear differential can be electronically locked for enhanced traction.

Quakin' and Shakin'

Tremors may have the style to send shockwaves through the sport-truck market but how do they drive? In short, they're almost as nice in motion as they are sitting still.

The EcoBoost V6 is an absolute darling; it's smooth and responsive, delivering V8-levels of performance with slightly lower fuel consumption.

In typical Ford fashion it's tuned for torque, and as a result puts out bucket loads of twist. Whether you're just off idle or spinning at five grand, the EcoBoost V6 delivers the goods. You don't have to wind this engine out to get moving, which makes driving a fairly relaxed affair. Oh, and even though it feels placid and tranquil it'll still roast the rear tires with ease if you turn traction control off.

The six-speed automatic transmission changes gears smoothly as you drive and downshifts without fuss when an extra hit of acceleration is required. It didn't exhibit any bad habits during testing.

Best of all this drivetrain combination is pretty efficient. The Tremor stickers at 15 MPG in the city and 21 on the highway. Combined it ought to deliver 17 MPG, though after a week of testing I managed to average about 16, which isn't too bad.

Despite robust performance and responsible economy Ford's force-fed six is missing one critical thing: sound. Regrettably it sort of moans as it goes about its business; there's no passionate rumble or high-strung warble, just a groaning sound, like an annoyed teenager sighing when asked to take the trash out. Don't be disappointed, but it doesn't roar like a V8.

Runnin' down the road the Tremor's steering feels sturdy and nicely weighted but pretty remote. It tracks like it's on rails, but you never really have a good idea of how much grip the front tires have.

One other downside is the truck's ride. It's surprisingly stiff and jiggly over Michigan's cratered roads, which to be fair resemble the streets of Berlin circa April 1945. Even relatively small bumps and potholes cause the Tremor's body to shake and you to get annoyed. Maybe that's where the name comes from? Its big rims probably don't help ride quality.

The Verdict

The 2014 Ford F-150 Tremor is undoubtedly a nice rig. Its elevated ride height and clear sight lines are appreciated; its drivetrain performance is great and the fuel economy isn't too bad, either. It even looks cool and has a surprising amount of storage space despite its regular-cab body.

But at the end of the day it's hard to recommend this pickup to everyday truck customers. Remember, it stickers for more than 46 grand! You can get an SVT Raptor for that much, and any number of other really capable vehicles. When you consider the fact that the entire F-150 lineup is getting redesigned for the 2015 model year and is expected to lose a significant amount of weight thanks to an aluminum body, you're probably better off skipping this one.

LOVE IT

Generous outward visibility
Comfortable interior
Handsome styling
EcoBoost punch

LEAVE IT

All-new F-150 on the way
$46,000 price tag
Dull Steering
Stiff ride