有时因为缺乏对新车的了解，刚买了新车就成了旧款。有些郁闷，除非是挑了个便宜的价格。下面介绍一下2014年一些新款设计的车。这样，大家也好心中有数。
当然，买新款车毛病多些，最好等一年，也容易谈价格。
下列车多数为全新设计：
2014 Porsche Cayman
2014 Acura MDX
2014 Cadillac CTS
2014 Toyota Corolla
2013 Land Rover Range Rover
2014 Toyota 4Runner
2014 BMW 3 Series
2014 Toyota Highlander
2014 Mazda MAZDA6
2014 Honda Accord Plug-In Hybrid
2014 Mercedes-Benz S-Class
2014 Infiniti Q50
2014 Infiniti QX60
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2014 Porsche Cayman
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What's New for 2014
The Porsche Cayman is fully redesigned for 2014.
Introduction
Fair warning to our future selves: It's going to be a challenge to write the review for the next-generation Porsche Cayman. Why? Because the current generation, which kicks off with the 2014 Porsche Cayman, is a nearly perfect sports car. It's usually easy to see how a car could be improved, even when it's considered the segment's latest and greatest, but this Cayman has us scratching our heads. Short of giving this coupe wings, or perhaps making it amphibious, we're not sure how Porsche could do any better.
However, we certainly wouldn't complain if Porsche gave the 2014 Cayman more power. Given its midengine layout, which makes it inherently better balanced than the rear-engine Porsche 911, the Cayman has the potential to be a superior sports car. But in deference to the 911's illustrious legacy, Porsche steadfastly withholds its top motors from the Cayman lineup. As such, the most capable 2014 Cayman, the S model, is roughly on par engine-wise with the 996-generation 911 Carrera from a decade ago, in spite of the fact that this coupe would be mind-blowingly awesome with, say, the 911 GT3's motor.
Also on our list of gripes is the Cayman's new electric-assist power steering system. Although the steering effort is spot-on, it lacks the delicate feedback that distinguished the original Cayman's steering. It's not a deal breaker, but in the eyes of die-hards, it keeps Porsche's midengine sports car from being truly flawless.
Of course, these complaints are balanced against the reality that the 2014 Porsche Cayman is considerably cheaper than the 911. And with the midengine Porsche's seriously compact dimensions, you could even argue that it's a more legitimate heir to the pint-size classic 911s than the current 911 itself. Plus, the Cayman's engines are simply exquisite on their own merits; it's only in comparison with the rest of Porsche's stable that their performance can be questioned.
If you're shopping for a new sports car, the 2014 Porsche Cayman merits strong consideration. Notably, it's the only midengine coupe in this price range. Potential rivals include the new BMW 135is, Chevrolet Corvette Stingray Nissan 370Z and arguably the 911 itself. All are interesting cars, but if you want to own the purest vision of a Porsche sports car, there's no substitute for the 2014 Porsche Cayman.
Body Styles, Trim Levels, and Options
The 2014 Porsche Cayman is a two-seat coupe available in base and S trim levels.
Standard equipment on the base Cayman includes 18-inch wheels, summer high-performance tires, an automatically extending rear spoiler, cruise control, air-conditioning, auto stop-start to conserve fuel, an electric parking brake, variable-ratio electric power steering, partial power sport seats (power recline, manual fore/aft and height adjustment), Bluetooth, a 4.6-inch driver information display, a center-mounted 7-inch infotainment touchscreen, and a shockingly Spartan four-speaker sound system with "2 x 25 watt" output per Porsche's specifications. At least you get an auxiliary input jack in the glovebox.
The Cayman S adds a bigger engine, bi-xenon headlights, 19-inch wheels, larger front brake discs, red-painted brake calipers and dual exhaust pipes, though it keeps the same bare bones base stereo.
Fortunately, you can add 10 Bose speakers driven by an eight-channel amplifier with 445 watts on tap, and there's also a Plus audio upgrade that contributes an enhanced WVGA TFT touchscreen, HD radio, SiriusXM satellite radio and iPod/USB connectivity. Even if you get just the Plus package, the speaker count improves to nine backed by 235 watts. Alternatively, you could spring for the Infotainment package, which brings a hard-drive-based navigation system, smartphone integration via the Aha radio app and yet another audio configuration: a seven-speaker, 185-watt setup. Or, you could go nuts and add either the Bose system or an 821-watt Burmester system to this package. Welcome to the wacky world of Porsche options, and may we suggest that you bring money. Lots of money.
Other notable technology add-ons include keyless entry/ignition, voice-command functionality, adaptive cruise control (available only on Caymans with the PDK transmission), a convenience package with dual-zone automatic climate control and heated seats, and an "electronic logbook" that automatically records various driving data for subsequent analysis on your computer.
While you're upgrading the cabin, there are no fewer than three optional seat designs to consider: 10-way power versions of the base seats, the minimalist Sport Seats Plus (SSP) with racy bolstering (our favorites), and a 14-way power version of SSP called Adaptive Sport Seats Plus. Naturally, there are also countless ways to personalize the interior with distinctive colors and special trim pieces.
Moving to the exterior, Porsche offers adaptive bi-xenon headlights, various wheel designs up to 20 inches in diameter, a sport exhaust system (with a cool on/off button on the center console) and a slew of paint options. On the performance front, meanwhile, you can select ceramic composite brakes, electronically controlled dampers (Porsche Active Suspension Management, or PASM), a mechanical rear differential lock with variable torque distribution (Porsche Torque Vectoring, or PTV), speed-sensitive power steering, and a Sport Chrono package that tacks on dynamic transmission mounts, a dash-top stopwatch, a Sport Plus button that essentially puts your Cayman in madman mode and a launch control feature (PDK only).
Powertrains and Performance
The base Cayman is powered by a 2.7-liter horizontally opposed six-cylinder engine (also known as a flat-6 or boxer-6) that produces 275 horsepower and 213 pound-feet of torque. Like every Cayman, the base model employs rear-wheel drive and comes standard with a six-speed manual transmission. Optional is the PDK seven-speed dual-clutch automated manual.
According to Porsche, the base Cayman should go from zero to 60 mph in about 5.4 seconds with the stick-shift and 5.3 seconds with PDK (5.1 seconds with launch control). EPA fuel economy estimates have improved significantly: The base Cayman returns 20 mpg city/30 mpg highway and 24 mpg combined with the standard six-speed, while PDK creeps up to a remarkable 22/32/26.
The Cayman S steps up to a 3.4-liter flat-6 good for 325 hp and 273 lb-ft of torque. Porsche pegs the 0-60 time at 4.7 seconds with the stick and 4.6 seconds with PDK (4.4 seconds with launch control). Fuel economy remains a strong suit, clocking in at 20/28/23 with the manual and 21/30/24 with PDK.
Safety
The 2014 Cayman comes standard with antilock brakes, stability control and an array of eight airbags that includes two side airbags and a knee airbag for each passenger.
Note that Caymans equipped with adaptive cruise control (ACC) are also treated to Porsche Active Safe, which uses ACC's radar to monitor collision probabilities up to 650 feet in front of the vehicle. The system can operate even when ACC is inactive, and its emergency responses range from simply priming the brakes to applying them with maximum force. If that freaks you out, don't worry: You can turn it off.
Interior Design and Special Features
The Cayman's snug interior has always been a defining trait, and that continues for 2014. There are many meaningful improvements inside, though, starting with the sleek, high-mounted center console design that first appeared in the Panamera and has since spread across the Porsche lineup. Throw in superior materials, high-tech displays and some striking color combinations (check out the optional Amber Orange leather upholstery), and you've got a genuinely premium product. The Cayman used to feel like a junior Porsche, but with its newly refined cabin, it gives up little, if anything, to the much more expensive 911.
Cargo space is not a Cayman strong suit, however, as inside there just aren't many places to store your stuff, and the cupholders are flimsy. But on the bright side, its midengine layout allows it to have two trunks. The one in front measures 5.3 cubic feet and is handy for a duffel bag, while the rear hatchback/trunk measures a more useful 9.7 cubes.
Driving Impressions
If an invigorating sports car driving experience is what you're after, the 2014 Porsche Cayman is one of the best options at any price. Although enthusiasts will no doubt prefer the more potent engine in the Cayman S, both cars deliver the one-of-a-kind experience of a high-revving flat-6 engine wailing directly right behind your head. The optional sport exhaust system makes the soundtrack even more enjoyable.
Although the 2014 Cayman's electric power steering system lacks the vivid feedback of the original Cayman's steering, its accuracy through the bends is still second to none and only the most demanding drivers are likely to find fault with it. You can feel the Cayman's midengine balance around those corners, too, egging you on where lesser machines would be begging for mercy.
Notably, it's an easier car to drive hard than a 911, as its responses are more predictable and forgiving. Of course you're not going to be drifting a Cayman through turns (like you might in, say, a Corvette Stingray), because even the 3.4-liter motor in the S model isn't stupendously powerful. Overall, though, Porsche's midengine coupe is hard to beat for sheer driving pleasure.
Remarkably, the Cayman's supreme handling confidence doesn't translate to a jarring ride in normal operation. We'd be wary of the 20-inch wheels and their itty-bitty sidewalls, but the 19s are compliant enough to make the Cayman a reasonably pleasant road-trip car.
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2014 Acura MDX
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What's New for 2014
The Acura MDX has been completely redesigned for 2014. Highlights include improved fuel economy, a higher-quality and quieter interior, and a new control interface.
Introduction
The 2014 Acura MDX illustrates the benefits of smart and selective evolution. The previous generation was a success, popular with buyers who enjoyed this midsize luxury crossover SUV's sporty performance and luxurious nature. Still, there's always room for improvement, and canny upgrades have produced an even more refined adaptation, poised to achieve even broader appeal.
Last year's MDX shared its platform with the Honda Pilot and previous-generation Odyssey. For 2014, the crossover gets a new platform that offers a slight increase in interior room. Within the MDX's cabin are useful new features, such as a second row that slides forward with the touch of a button to facilitate third-row access. A 7-inch touchscreen largely replaces the endless array of buttons that dominated the center stack of previous models, and this upgrade gives the dash a cleaner, more modern look.
There's a new 3.5-liter V6 under the hood, and though it offers 10 less horsepower than the 3.7-liter it replaces, it boasts more low-end torque thanks to direct fuel injection technology. Acura says the 2014 MDX gets from zero to 60 mph half a second quicker than last year's model, due largely to a 275-pound curb weight reduction. The new engine brings fuel economy gains, too, and AWD models in particular offer a 17 percent improvement in combined mpg. And for the first time ever, Acura's midsize crossover is also available with two-wheel drive, which gives buyers in mild climates a less expensive (and more fuel-efficient) entry point into MDX ownership.
The MDX's talents are formidable, but it faces strong competition. The 2014 Buick Enclave is roomier and less expensive, but falls short of the Acura in refinement and handling. The 2014 BMW X5 is more performance-oriented, but it also represents a significant step up in price. Infiniti's QX60 and Lincoln's MKT are solid picks, but neither is as enjoyable to drive as the MDX. With its pleasant handling and ride dynamics and generous feature content, the highly evolved 2014 Acura MDX earns our recommendation for drivers seeking a three-row crossover that hits the sweet spot when it comes to driver engagement, luxury and value.
Body Styles, Trim Levels, and Options
The 2014 Acura MDX is a midsize luxury SUV that seats seven. It is offered in one well-appointed trim level with progressive add-on packages.
Standard features include 18-inch wheels, automatic LED headlamps, heated mirrors, a power liftgate, a sunroof, rear privacy glass, keyless entry/ignition, heated eight-way power front seats (with driver power lumbar), driver memory settings, a power tilt-and-telescoping steering wheel, leather upholstery, tri-zone automatic climate control and an auto-dimming rearview mirror. Electronics features include twin console displays (7-inch touchscreen and 8-inch information), a multi-angle rearview camera, Bluetooth phone connectivity, and an eight-speaker sound system with a CD player, an iPod/USB interface, a Pandora radio interface and satellite radio.
The Technology package adds a navigation system, voice controls (navigation and audio), Bluetooth audio connectivity, AcuraLink (with the Aha smartphone app interface) and a 10-speaker Acura/ELS surround-sound audio system with HD radio. Also included with this package are 19-inch alloy wheels; rain-sensing wipers; rear-door keyless entry; GPS-linked and solar-sensing climate control; and lane departure warning, blind spot warning and forward collision warning systems.
The Technology and Entertainment package adds a 115-volt household-style power outlet, heated rear seats, rear-door window sunshades, a rear-seat DVD entertainment system with a 9-inch screen, and an additional speaker for the surround-sound audio system.
The Advance and Entertainment package builds on the above features with roof rails, front and rear parking sensors, remote start, auto-dimming sideview mirrors, upgraded leather upholstery, ventilated front seats, a collision mitigation braking system, lane-keeping assist, adaptive cruise control, an eight-way power front passenger seat (with power lumbar) and an upgraded rear-seat entertainment system with a 16.2-inch screen, two additional speakers and an HDMI input.
Powertrains and Performance
The 2014 Acura MDX is powered by a 3.5-liter V6 that produces 290 hp and 267 pound-feet of torque. A six-speed automatic transmission and front-wheel drive are standard, and all-wheel drive is available as an option.
EPA-estimated fuel economy with front-wheel drive is 20 mpg city/28 mpg highway and 23 mpg combined, while the AWD version rates 18/27/21. Properly equipped, the MDX can tow up to 5,000 pounds.
Safety
Standard safety equipment for the 2014 Acura MDX includes antilock disc brakes, front-seat side airbags, side curtain airbags, a driver's knee airbag, active front head restraints and traction and stability control. A multi-angle rearview camera is also standard, and AWD models come with a stabilizing feature for trailer towing.
Optional safety features include lane-departure and blind-spot warning systems. A forward collision warning system is also available, and it works by warning the driver of a possible collision with auditory and visual alerts. The MDX is also offered with collision mitigation braking, which automatically applies the brakes to prevent or mitigate an impending collision. A lane-keeping assist system is available as well, and it provides automatic steering assistance to keep the MDX in its lane.
Interior Design and Special Features
The MDX's interior is driver-focused, with a pleasantly thick, leather-wrapped steering wheel and easy-to-read gauges. Materials quality is high grade, a step up from last year's model. The center stack has been simplified, with a cleaner layout and two display screens that largely replace the previous generation's seemingly endless ocean of buttons. Overall, the cabin is a pleasant and luxurious place in which to spend time.
Using the navigation system is simple and intuitive, as Acura allows you to look up destinations by using the central control dial, a new 7-inch touchscreen interface (mounted below the 8-inch nav screen) or an enhanced voice recognition system. The touchscreen provides both haptic and audible feedback, and in our experience, this helps you enter a destination more quickly.
Second-row seats now slide fore and aft, with an adjustment range of 5.9 inches, for added flexibility. Rear legroom is reasonably generous. The one disappointment is the front seats' minimal adjustability. Relative to other models in this segment, they offer only basic adjustments.
The third row is best suited for kids, but adults should be OK back there on short trips. Accessing the third row is a breeze, thanks to power-sliding second-row seats that slide forward with the touch of a button.
With 15.8 cubic feet of space behind its third row, the MDX trails its competition in cargo room when all three rows are in use. However, when you fold the second and third rows, cargo capacity becomes quite generous, with 90.9 cubic feet of room available for luggage and belongings.
Driving Impressions
The 2014 Acura MDX remains one of the more enjoyable luxury crossovers to drive. Relative to the previous generation, the steering is now lighter in low-speed situations and gives this midsize luxury SUV a more confident feel on the open road. The 2014 model also has a more forgiving, less busy ride quality than previous models.
Though the current V6 engine offers slightly less power than the old V6, Acura claims that the 2014 MDX is actually a bit quicker than its predecessor. We have yet to instrument-test the new MDX, but during our initial drive, we found the acceleration brisk enough and feel that most buyers will be happy with this luxury crossover SUV's performance. Also, Acura has taken measures to reduce engine noise, and as a result, the cabin remains tranquil in most situations.
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2014 Cadillac CTS
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What's New for 2014
The 2014 Cadillac CTS looks mostly the same, but gets multiple changes under the metal. These include a new base engine, an eight-speed transmission, additional size with less weight, and a new high-performance trim level.
Introduction
A perennial tween, the CTS has always been too big for the 3 Series crowd, yet too compact to interest an E-Class buyer. But now with the smaller ATS squaring shoulders with other compact luxury sedans, the 2014 Cadillac CTS is free to move into the upmarket midsize luxury ring.
The new CTS sits atop a 1.2-inch longer wheelbase, is 5 inches longer and 1 inch lower, and in profile looks large enough to stand alongside the midsize Germans. Styling is largely an evolution of the current model, with a wider grille, headlights flowing into the hood line and bulkier rear shoulders.
The 3.6-liter V6 returns, up a few more horsepower to 325 hp and 275 pound-feet of torque. A turbocharged 2.0-liter four-cylinder shared with the ATS becomes the new base engine, good for 272 hp and 295 lb-ft. Cadillac expects the 2.0-liter to return 19 mpg city and 30 mpg highway.
The 2014 Cadillac CTS will also introduce a top trim level called Vsport, offering a twin-turbocharged 3.6-liter V6 generating 420 hp and 430 lb-ft of torque -- more than the turbo V8 in BMW's top 550i. The Vsport model will only be available with rear-wheel drive, while both the four-cylinder and naturally aspirated V6 models will also offer optional all-wheel drive.
GM's first eight-speed transmission comes standard on rear-drive V6 models, while 2.0-liter and all-wheel-drive V6s get a six-speed automatic with paddle shifters. The CTS will also offer another Caddy first: automated parking assist.
Based on the new ATS platform, the 2014 CTS sheds considerable weight compared to the current model. According to Cadillac, the four-cylinder CTS weighs about 200 pounds less than the BMW 528i. No doubt, BMW will trim pounds from the 5 Series for its next redesign, but the more important consideration is that the CTS weighs less than its current self: The base curb weight of the new model is more than 200 pounds lighter than the lightest current CTS.
Inside, the CTS takes its lead from the XTS with rich leather and trim elements, a 12.3-inch configurable dash display, and a second display to operate the CUE infotainment system. We hope Cadillac updates CUE's touchscreen controls and haptic touch-sensitive "buttons" for more intuitive, tactile response. Our experience with CUE thus far has been maddening.
The 2014 Cadillac CTS arrives at dealers this fall starting at around $46,000. Check back for a full review of the new CTS, including specs, driving impressions and buying advice as it becomes available.
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2014 Toyota Corolla
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What's New for 2014
The 2014 Toyota Corolla is fully redesigned.
Introduction
Toyota is on a roll of product redesigns, including current Camry and Avalon models, and new 4Runner and (forthcoming) Tundra trucks. Now the automaker turns its attention to another of its cornerstones. The 2014 Toyota Corolla marks the compact sedan's 11th generation and comes not a moment too soon, as well-dressed competitors begin to outpace what was once a no-brainer pick among compact sedans.
The 2014 Corolla's wheelbase and overall length are nearly 4 inches longer, yet tight overhangs and a subtly lower, wider stance give the new sedan a leaner and more elastic look. The new Corolla retains an independent front and torsion-beam rear suspension, but the growth spurt promises increased rear legroom.
Toyota also stamps the Corolla with its recent design obsession, an exaggerated front end that looks like an angry carp (also see: new 4Runner SUV). But LED headlights -- adopted to minimize the mass of headlight housings -- come standard, a nice, high-end touch for this segment. The Corolla will come in four trim levels, including the sportier S model that offers 17-inch aluminum wheels. Depending on trim level, other features include premium vinyl upholstery, heated front seats, a leather-wrapped steering wheel, navigation and the Entune smartphone integration system.
Underhood, a 1.8-liter four-cylinder engine generates 132 horsepower and joins a continuously variable transmission (CVT) on all but the base Corolla, which offers either a four-speed automatic or six-speed manual transmission. The S model, which features steering-wheel-mounted paddle shifters to manipulate the CVT's shift points, can also be ordered with a six-speed manual. The S also features a Sport mode that sharpens CVT and steering response.
A new LE Eco model aims for 40 mpg by using 15-inch wheels, low-rolling-resistance tires, a CVT and the 1.8-liter with a specialized valvetrain that actually boosts output to 140 hp.
The compact economy class doesn't lack for choice and makes the 2014 Toyota Corolla's exterior design something of a gamble for Toyota. The Honda Civic has rebounded from its own design missteps, while the Mazda 3 and Ford Focus remain well-stocked drivers' favorites. Nor can the full-featured Hyundai Elantra and Kia Rio models be dismissed. The spec sheet, however, indicates that the Corolla should have all it needs to compete in this segment.
The 2014 Toyota Corolla arrives this fall. Check back for a full review of the new Corolla, including specs, driving impressions and buying advice as they become available.
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2013 Land Rover Range Rover
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What's New for 2013
The 2013 Land Rover Range Rover is totally redesigned. Highlights include a new interior design, an all-aluminum body structure for reduced weight, a new eight-speed automatic transmission and expanded rear-seat room.
Introduction
For years now, Land Rover has sought to make the Range Rover the luxury SUV benchmark for consumers who crave both jungle-conquering off-road ability and the kind of high-end cabin furnishings that make you feel like you're headed out on an expensive safari vacation every time you climb aboard. In most respects, the top Land Rover has been quite successful at this. The mission won't be any different for the redesigned 2013 Land Rover Range Rover, but in a nod to today's more environmentally sensitive and technology-oriented world, fuel economy ratings are up and the Range Rover's cabin electronics have moved into the modern era.
Starting things off for the redesigned 2013 Range Rover is a trip to the gym. All-aluminum body construction and numerous other measures have resulted in massive weight reduction compared with last year's model. Depending on trim level and options, this Range Rover is anywhere from about 400 to 900 pounds lighter than its predecessor. The result is a significant improvement in both fuel economy and acceleration. What's more, the new Range Rover handles better than before, and properly equipped, it can still tackle off-road trails normally reserved for Jeeps. Inside, the new Land Rover Range Rover is still one of a kind. Few SUVs can combine the old world ambience of high-grade leathers and woods with the contemporary electronic displays as effectively as the 2013 Range Rover.
The 2013 Land Rover Range Rover is indeed impressive, but in its effort to offer do-it-all capability under one roof, it makes some compromises. It doesn't ride particularly well for a vehicle in this price range, and its steering effort is overly heavy at higher speeds, which can get old on the interstate. And of course it's not your only option for a high-end luxury SUV. The roomy 2013 Lexus LX 570 offers similar off-road credentials and luxury furnishings, along with a stellar reputation for reliability. The comparatively ancient 2013 Mercedes-Benz G-Class (wins points for its amazing rock-crawling ability and sheer audacity, and the 2013 Porsche Cayenne has some of the best road manners in this class and available diesel power for better fuel economy. If you just want a luxury SUV that goes fast, the Cayenne Turbo, BMW X5 M and Mercedes ML63 and GL63 are all compelling alternatives to a supercharged Range Rover.
None of these alternatives boasts the 2013 Range Rover's beguiling British heritage and elegant safari-ready aesthetics, however. If you simply must have a Range Rover, consider this year's model, as it is certainly the most refined and desirable one to date.
Body Styles, Trim Levels, and Options
The 2013 Land Rover Range Rover is a five-passenger luxury SUV available in two trim levels: base and Supercharged.
The base Range Rover comes standard with 19-inch wheels, an adjustable air suspension, front and rear parking sensors, a rearview camera, heated and power-folding mirrors, a power clamshell-style liftgate, automatic xenon headlights, keyless entry/ignition, tri-zone automatic climate control, eight-way power front seats, driver memory settings, leather upholstery, a power tilt-and-telescoping steering column and a heated steering wheel. Also standard are touchscreen navigation with voice control for most infotainment functions, Bluetooth phone and audio connectivity and a 13-speaker Meridian audio system with USB/iPod/auxiliary audio ports and satellite and HD radio.
Optional for the base 2013 Range Rover is a Vision Assist package that includes an automatic setting for the Terrain Response system, surround-view parking cameras, adaptive headlights with automatic high-beam control, a blind-spot monitor, reverse traffic detection, auto-dimming sideview mirrors and foglights.
Stand-alone options for the base Range Rover include an automated parallel-parking system, a rear-seat entertainment system, panoramic sunroof, an upgraded Meridian surround-sound audio system, adaptive cruise control and a tow package.
The Range Rover's HSE package adds 20-inch alloy wheels, the panoramic sunroof, the auto-dimming sideview mirrors, 12-way power front seats, heated rear seats and upgraded leather upholstery. With the HSE, you can further opt for 22-inch wheels and a couple of extra interior upgrade packages. The Front Seat Climate Comfort package adds ventilated and massaging front seats and a front cooler box. The Four Zone Climate Comfort pack further ups the Range Rover's luxury status with rear seats that have heating, ventilation, power recline and power lumbar adjustment. Four-zone automatic climate control is also included with this package.
Moving up to the Range Rover Supercharged model gets you a supercharged V8 engine, 21-inch alloy wheels, the automatic Terrain Response system and the contents of the HSE package. Options essentially mirror those available for the base Range Rover, though a locking rear differential is also available here.
For the Supercharged, you can also get the line-topping Autobiography package. It brings in almost all of the above standard and optional equipment but adds specific 21-inch wheels, extensive extra leather trim including the headliner and dashboard, 18-way adjustable front seats with massage and memory and 22 distinct exterior colors. The only options for the Autobiography-package Range Rover are a Rear Executive Seating package (it incorporates two individual rear seats with memory, extra power adjustments, massage functions and a center console) and a 29-speaker Meridian audio system with simulated 3D surround-sound technology that's said to provide a concert-like experience for every occupant.
Powertrains and Performance
The base 2013 Land Rover Range Rover is powered by a 5.0-liter V8 that generates 375 horsepower and 375 pound-feet of torque. The Range Rover Supercharged uses a supercharged version of the V8 that amps up the output to a stupendous 510 hp and 461 lb-ft of torque. An all-new eight-speed automatic transmission is coupled to either engine and, along with the significant weight reduction, is a big reason for this luxury SUV's higher fuel economy numbers.
With the standard V8, Land Rover says the new Range Rover can hustle from zero to 60 mph in 6.5 seconds. At our test track, a Supercharged model thundered to 60 mph in just 4.7 seconds, which is nearly as quick as Porsche's Cayenne Turbo. The EPA rates the base 2013 Range Rover at 14 mpg city/20 mpg highway and 16 mpg combined. The Range Rover Supercharged is nearly as efficient at 13/19/15.
All models come with full-time four-wheel drive, low-range gearing for serious off-roading and Land Rover's signature Terrain Response system, which allows the driver to optimize powertrain, suspension and electronic stability and traction-control functions for five distinct, mostly off-road traction situations. Standard on the Range Rover Supercharged and optional on base Range Rovers is Terrain Response 2, which features an automatic function that commands the system to employ its many sensors to select the most appropriate setting. A locking rear differential is optional on the Supercharged.
Safety
The 2013 Land Rover Range Rover comes equipped with antilock brakes, traction and stability control (with rollover control and hill descent control), front-seat side airbags, side curtain airbags, front-seat active head restraints and a driver-side knee airbag. Front and rear parking sensors and a rearview camera are also standard.
The optional Vision Assist package adds blind-spot monitoring, adaptive front lighting, automatic high-beam assist and multicamera parking assist. All models offer Emergency Braking Assist, which uses forward-sensing radar and primes the brake system if a collision seems imminent. Optional for all models is adaptive cruise control that includes Intelligent Emergency Braking, which uses the radar to detect a possible collision situation and initiates braking to help avoid it. If the driver doesn't respond and a collision is deemed unavoidable, the system can engage full-force braking.
Interior Design and Special Features
A big part of the 2013 Range Rover's appeal is its high-class interior. Few SUVs combine the old world ambience of rich leathers and woods with contemporary electronic displays as effectively as this Range Rover.
Once you get beyond the opulent materials, your attention turns to the massive 12.3-inch screen located directly ahead of the driver for the primary gauges and the 8-inch touchscreen in the center stack that controls most infotainment and secondary controls. On the center console is a unique rotary knob for transmission selection and a similar rotary dial for the Terrain Response settings -- and that's about it. The rest of the visual statement comes from the uncluttered design. As much as we like this interior, our early-production 2013 Range Rover test vehicle had a handful of quality glitches, and we'd advise prospective buyers to try all of the electronics before taking delivery.
Rear-seat headroom and legroom should be adequate for most adults, but 6-footers will find the accommodations a little cozy compared with those in such larger rivals as the Lexus LX 570 and Mercedes GL-Class. There are numerous options to enhance rear-seat comfort, including reclining seatbacks and an optional (and opulent) two-seat layout to replace the three-occupant bench. Note that a third-row seat isn't offered.
The 2013 Range Rover is only adequate when it comes to carrying cargo. With the rear seats in use, there are 32.1 cubic feet of cargo space. With them folded down, maximum capacity measures 71.7 cubic feet, which is significantly less than most competitors, including the Mercedes M-Class (80.3 cubic feet), the larger Lexus LX 570 (83.1 cubes) and the king-size Mercedes GL (93.8). One nice feature the Range Rover does offer is a clamshell-style rear hatch that allows for tailgate seating.
Driving Impressions
We haven't yet sampled the standard V8 in the new Range Rover, so our commentary pertains mainly to the Supercharged version, which we've driven extensively. Any luxury SUV that rockets to 60 mph in just 4.7 seconds qualifies as quick. But when it happens in a 5,500-pound vehicle that's shaped like a refrigerator, the feat feels borderline absurd. Although the 2013 Land Rover Range Rover Supercharged is genuinely fun, the trade-off with this much power is abrupt response to gas pedal inputs, which can make it a bit tricky to ease the Rover into tight parking spots.
The 2013 Range Rover still doesn't handle as well as the German-brand performance SUVs in this segment, but it's better behaved than previous versions and feels satisfyingly composed when driven around turns. Unfortunately, ride quality isn't best in class, as the Range Rover gets unsettled over rough pavement. In addition, although the steering is light and precise enough for easy maneuvering around town, the effort level gets overly heavy at highway speeds and this grows tiresome on road trips.
Of course, part of the 2013 Land Rover Range Rover's appeal lies in its off-road ability, regardless of whether you choose to tap into it. Equipped with all of the available off-road hardware, the Land Rover flagship will walk right up trails designated for Jeeps.
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2014 Toyota 4Runner
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What's New for 2014
The 2014 Toyota 4Runner is redesigned.
Introduction
The 2014 Toyota 4Runner marks the model's 30th model year. That's an impressive run, due in no small part to Toyota sticking to a basic formula of Land Cruiser Junior toughness and Toyota small-truck pricing. The 4Runner has, of course, grown larger through the years, as has its price, but the rugged all-terrain DNA remains.
Toyota calls the 2014 4Runner a redesign but it's mostly cosmetic changes rather than a full re-engineering of the entire vehicle. The new SUV arrives with a bold new look bound to polarize 4Runner traditionalists and casual observers alike. An expanded grille is set atop a pronounced bumper chin and flanked by vertical air intakes with inset foglights. Narrower headlights replace halogen lamps with projector beams and LED accents. Not everyone will be won over by the new 4Runner's floppy jowls and bulldog smile, but Toyota clearly achieved the "forceful" look it intended.
Bold action didn't extend under the hood, however. While the 4Runner carries over its truckish body-on-frame construction, it also brings over its 4.0-liter V6 engine, rated at 270 horsepower and 278 pound-feet of torque. A five-speed automatic transmission also carries over. The 4Runner offers rear-wheel drive standard on SR5 and Trail trim levels (four-wheel drive is optional) while the top-trim Limited gets full-time four-wheel drive. All 4Runners can tow up to 5,000 pounds.
Toyota hasn't released EPA fuel economy estimates, but the same powertrain in the current 4Runner equipped with four-wheel drive returns 19 mpg combined.
SR5 models come with 17-inch wheels, a roof rack, new soft-touch door trim, a leather-wrapped steering wheel and a rearview camera. Trail models are similarly equipped, but offer increased off-road ability with an optional suspension system that can disconnect the stabilizer bars for improved agility on difficult terrain. Crawl control comes standard and takes over throttle and braking duties on tough off-road sections, allowing the driver to concentrate on steering. All 4Runners offer hill start assist and hill descent control.
Limited models get more upscale with 20-inch wheels, leather upholstery, automatic dual-zone climate control, and heated, ventilated and power-adjustable front seats. Optional third-row seating for SR5 and Limited models accommodates seven passengers.
The new 4Runner also packs Toyota's multimedia offerings, which include Entune smartphone integration. The SR5 bundles Entune with an eight-speaker audio system, satellite radio, Bluetooth connection and streaming audio and iPod connectivity. The Limited adds a premium 15-speaker JBL audio system with a navigation system and 7-inch display.
The 2014 Toyota 4Runner goes on sale in late summer. Check back for a full review of the new 4Runner, including specs, driving impressions and buying advice as it becomes available.
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2014 BMW 3 Series
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What's New for 2014
The 3 Series wagon returns, as it has finally received the same redesign the sedan got in 2012. In addition, a new four-cylinder diesel engine joins the 2014 BMW 3 Series lineup. It's available on both the sedan and wagon. There is no 3 Series coupe or convertible for 2014, as BMW has transitioned those body styles to the new 4 Series line.
Introduction
Entry-level luxury cars dominate premium-brand vehicle sales in the United States. These are the cars people buy when they get that big promotion at work, and the BMW 3 Series has long been a favorite with consumers and critics alike. There's good reason for its success. The 3 Series comes with some of the most powerful and fuel-efficient four- and six-cylinder engines in this class and arguably the nicest interior furnishings. It also has a reputation for providing sporty handling and a fun overall driving experience. Although the current-generation car puts more priority on ride comfort than previous versions, the 2014 BMW 3 Series remains enjoyable whether you're seeking out roads less traveled or just driving to the office.
The 2014 model year brings plenty of change for the 3 Series line. The BMW 3 Series wagon returns to the lineup early in the model year after taking 2013 off, and it shares its platform architecture and engines with the 3 Series sedan. This time around the wagon is all-wheel drive only. Meanwhile, the 3 Series coupe and convertible are history, as the redesigned versions of these cars will be part of the 2014 4 Series line.
BMW is also introducing a brand-new engine for 2014, and if your heart bleeds for mpg, you're probably going to like this 2.0-liter, turbocharged diesel four-cylinder. Rated at 180 horsepower and 280 pound-feet of torque, this engine is capable of returning up to 45 mpg on the highway, according to BMW. And while the 2014 328d sedan and wagon won't be as quick as other 3 Series models, they won't exactly be slow, as the automaker estimates they'll deliver you to 60 mph in the low 7-second range.
The high fuel economy numbers on the diesel BMW 3 Series will make the potent but pricey ActiveHybrid3 sedan an even tougher sell this year (it rates only 33 mpg on the highway), but every other 2014 BMW 3 Series sedan and wagon is worth serious consideration. Strong competitors like the Audi A4, Cadillac ATS, Infiniti Q50, Lexus IS 250 and IS 350, and Mercedes-Benz C-Class will make your decision much harder, but none of these cars can quite match the BMW's combination of fantastic road manners, high-end interior furnishings and outright refinement. If you only test-drive one entry-level luxury car this year, let it be the 2014 BMW 3 Series.
Body Styles, Trim Levels, and Options
Currently, the 2014 BMW 3 Series is available only in the wagon body style. The 328i xDrive model will be offered initially, with the diesel-powered 328d xDrive wagon joining the lineup later. The 2014 3 Series sedan will arrive in late summer 2013; until then, please refer to our 2013 3 Series review for information on the sedan.
The 328i xDrive wagon comes standard with 17-inch alloy wheels, automatic headlights, foglights, automatic wipers, cruise control, dual-zone automatic climate control, eight-way power-adjustable front seats, driver memory functions, leatherette premium vinyl upholstery, a leather-wrapped tilt-and-telescoping steering wheel, an auto-dimming rearview mirror, a trip computer, Bluetooth, the iDrive electronics interface with a 6.5-inch display, and a premium sound system with a CD player, HD radio, an auxiliary audio jack and an iPod/USB audio interface.
BMW offers four optional equipment lines -- Luxury, Modern, Sport and M Sport -- that include different wheel designs, color schemes, trim types, seats and steering wheels and even suspension tuning. Meanwhile, the Technology package provides a hard-drive-based navigation system (with 20GB available for personal music storage), a higher-resolution 8.8-inch display with a 16:9 aspect ratio, real-time traffic data, BMW Apps (a suite of apps for iPhones, including Pandora and Stitcher), BMW Remote Services (which allows both Apple and Android users to lock the car remotely and turn on the climate control, among various other tasks) and a head-up display.
The Premium package is your ticket to leather upholstery, a keyless ignition and a power liftgate that can be opened by swiping your foot under the bumper, while the Driver Assistance package provides a rearview camera (that also shows top and side views of the car), front and rear parking sensors, and blind-spot monitoring. If that's not enough help, you can also purchase an automated parking system. The Driver Assistance Plus package adds a lane departure warning system and a speed limit info display. The Cold Weather package heats every seat in the car plus the steering wheel, and the Dynamic Handling package bundles the sportier suspension tune from the M Sport line with variable-ratio steering. The Lighting package provides adaptive bi-xenon headlights. Adaptive cruise control and an upgraded Harman Kardon audio system are à la carte extras.
Powertrains and Performance
2014 BMW 3 Series sedans offer a choice between rear-wheel drive and the xDrive all-wheel-drive system, while AWD is standard on 3 Series wagons. A six-speed manual is available on sedans, but the wagon comes only with an eight-speed automatic transmission (optional on the sedan). Automatic-equipped 3 Series cars with the Sport or M Sport package have a "sport" version of this transmission with steering wheel paddle shifters. Both transmissions come with an automatic stop-start function that turns off the engine when the car stops in order to save fuel.
The 328i model uses a turbocharged 2.0-liter inline four-cylinder rated at 240 hp and 255 lb-ft of torque. EPA estimates for the automatic-equipped 328i are 23 mpg city (22 for the wagon), 33 mpg highway and 26 mpg combined. These are outstanding numbers for this class.
Later in the 2014 model year, you'll see a 320i sedan, a 328d sedan and wagon, a 335i sedan and the ActiveHybrid3 sedan. The 320i has a less powerful version of the 2.0-liter turbocharged engine rated at 180 hp and 200 lb-ft of torque. EPA fuel economy ratings are 24 city/36 highway and 28 mpg combined for a rear-drive sedan with the automatic (23/36/27 with the manual).
The 328d models have a 2.0-liter, turbocharged diesel four-cylinder rated at 180 hp and a heady 280 lb-ft of torque. This engine only comes with the automatic regardless of which body style you choose. BMW estimates the sedan will earn a 45 mpg highway rating.
The 335i sedan has a turbocharged 3.0-liter six-cylinder engine rated at 300 hp and 300 lb-ft of torque. With the automatic, it's just as fuel-efficient as the 328i, boasting a 26 mpg combined EPA rating. Getting the manual gearbox drops the combined rating to 23 mpg. With AWD, you're looking at 1 or 2 combined mpg less.
Finally, there's the ActiveHybrid3, which pairs the 335i's engine with the eight-speed automatic, a rear-drive electric motor and a lithium-ion battery pack. This combination provides 335 hp and 330 lb-ft of torque. The ActiveHybrid3 sedan is quick, as BMW claims it will hit 60 mph in 5.2 seconds, but don't expect huge mpg numbers, as the EPA rates it at just 23 city/35 highway and 28 mpg combined.
In Edmunds performance testing, a manual-equipped 328i sedan covered zero to 60 in 5.9 seconds, while an automatic 328i M Sport sedan did it in 5.4 seconds -- in both cases, quicker than any of the car's four-cylinder competition.
Safety
Every 2014 BMW 3 Series comes standard with antilock brakes, traction and stability control, front side airbags, side curtain airbags and front knee airbags.
The stability control system integrates several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use and automatically snugging the pads to the rotors when the driver abruptly lifts off the throttle. BMW Assist emergency communications is standard and includes automatic crash notification, stolen vehicle recovery and on-demand roadside assistance. A visit to the options list will provide parking sensors (front and rear), a rearview camera, blind spot monitoring, a lane departure warning system and an automated parking system.
In Edmunds brake testing, a 328i sedan with 18-inch summer tires came to a stop from 60 mph in 115 feet, while the 328i M Sport stopped in 109 feet -- average distances for an entry-level luxury sedan with summer tires.
In government crash testing, the sedan received five out of five stars for overall crash protection, plus four stars for frontal protection and five for side protection. The Insurance Institute for Highway Safety gave the sedan the highest possible rating of "Good" in the frontal-offset, side and roof strength tests. It received the second-worst rating of "Marginal" in the Institute's new small overlap front crash test, but few cars have been subjected to this test, and a majority received a similar rating or worse.
Interior Design and Special Features
Although the 3 Series cabin has a contemporary feel, BMW has taken pains to make sure it's still a comfortable and inviting place. The company's classic analog gauges provide a historical link with BMWs of previous decades, while the Luxury, Modern, Sport and M Sport give you plenty of leeway to customize the cabin to your taste. Materials quality within the cabin is exceptional, and it's all put together with care.
The basic 6.5-inch display screen is adequate, but you'll want to get the larger, optional screen for a true, luxury electronics interface. Although early versions of BMW's iDrive electronics interface had a reputation for being complicated and frustrating to use, this latest version ranks near the top of the entry-level luxury car class for sheer ease of use. The menu structure is straightforward, the graphics are crisp and processing times are quick, which helps minimize the amount of time you spend looking away from the road. That said, new owners should sit down and familiarize themselves with iDrive before hitting the road, because it's still a complex system and you can't master everything while the car's in motion.
The base-model seats are comfortable and supportive, while the purpose-built seats in the sport packages are even more so. If rear-seat accommodations are a priority, you won't find a more spacious backseat in the entry-luxury car class. Rear legroom is particularly impressive. Trunk space is above average in the sedan (13 cubic feet), while the wagon offers a maximum cargo capacity of 53 cubic feet with its seats folded. That's more than BMW's X1 and basically equal to the Audi Allroad.
Driving Impressions
The 240-hp four-cylinder gasoline engine in the 2014 BMW 328i models is highly impressive. Acceleration is very quick (quicker than some rival six-cylinders, in fact), and we've had little difficulty duplicating the EPA fuel economy numbers in real-world driving. Should you want the traditional BMW experience with inline-6 power, though, the 335i satisfies with a huge wallop of midrange torque that you'll savor every time you execute a highway passing maneuver. The auto stop-start function can be an annoyance in heavy traffic, because the engine doesn't restart as quickly or smoothly as we'd like when transitioning between the brake pedal and the gas (fortunately, you can manually disable this feature).
Although the latest 3 Series has lost a bit of the previous car's hard-edged athleticism, the reality is that this car still delivers the best all-around driving experience in the entry-level luxury sedan class. The ride is smooth and quiet, no matter which wheels and tires you choose, so the car is a natural candidate for road trips. Although we haven't driven the 2014 BMW 3 Series wagon, its handling should be similar to the sedan, which feels nicely composed when going around turns. The steering is the weakest link in this package: Most consumers will find it very precise, but demanding drivers might notice the steering no longer offers the detailed feedback that made older BMWs feel special.
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2014 Toyota Highlander
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What's New for 2014
The 2014 Toyota Highlander is redesigned and now offers seating for eight passengers.
Introduction
Toyota says Highlander owners praised the versatile SUV's ability to weave through tight spaces, but wanted more room for people and stuff. With the 2014 Toyota Highlander, both issues have been addressed. The third-generation Highlander can now seat eight passengers and offers 34 percent more cargo volume behind the third row, thanks to a revised rear suspension design and 3 inches of additional length. Toyota hasn't released final specs yet, but figure on about 14 cubic feet back there.
The Highlander's engine options carry over, with a 2.7-liter four-cylinder generating 187 horsepower and a 3.5-liter V6 making 270 hp. A hybrid model pairs the V6 with an electric motor for 280 hp. EPA fuel economy estimates aren't available, but a new six-speed transmission offers an additional gear compared to the current model and promises better fuel economy all around. As before, the Highlander comes standard with front-wheel drive and offers optional all-wheel drive.
The Highlander's looks evolve slightly, with a new wide-mouth grille flanked by longer wraparound headlights, LED running lights and more pronounced fender creases. Stretched rear glass alleviates any mild claustrophobia of the current model. The Highlander also gets an upgraded interior that includes a standard 6.1-inch touchscreen display, Bluetooth, an optional 8-inch screen with Entune apps and smartphone integration, and an available rear-seat entertainment package.
Safety features include a standard rearview camera, hill-start control, parking sensors, blind spot monitoring, lane departure alert, rear cross-traffic warning and a pre-collision system.
The 2014 Toyota Highlander goes on sale early next year. Pricing has not been announced, but given the competitive nature of this class, don't expect it to stray far north of its current base price of $28,870. Check back for a full review of the new Highlander, including specs, driving impressions and buying advice as it becomes available.
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2014 Mazda MAZDA6
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What's New for 2014
The Mazda 6 is fully redesigned for 2014.
Introduction
The Mazda 6 has always been a darling of car critics everywhere, yet for a multitude of reasons, it has never quite caught on with the masses. So Mazda has redoubled its efforts with the new 2014 Mazda 6, and the result is a more stylish-looking 6 that gets better fuel economy while still being roomy, practical and fun to drive.
The new Mazda 6 has one of the more striking designs in the class, and to our eyes is an easy rival to the elegant Ford Fusion. Under the sleek skin there's a new 184-horsepower, 2.5-liter four-cylinder engine that provides spirited performance along with pleasantly subdued noises and an impressive 30 mpg combined fuel economy estimate. As a sign of these more fuel-efficient times, a V6 upgrade is no longer offered. Instead, Mazda will introduce a turbocharged 2.2-liter diesel four-cylinder later in the model year that should return at least 40 mpg highway while offering stronger acceleration than the base gasoline engine.
What separates the 2014 Mazda 6 from most of the pack is its sporty, involving personality. But it's not the only midsize sedan vying for your attention, of course. The Nissan Altima is also one of the sportier entries in the class, while the Honda Accord offers an excellent all-around package. The aforementioned Fusion and the Kia Optima are also worth a look if sharp styling and creature comforts are high on your priority list. Nor should you ignore a perennial sales leader like the Toyota Camry. In short, there are many other outstanding choices in the family car segment, but if owning a classy midsize sedan that's also enjoyable to drive sounds appealing to you, the Mazda 6 is a great choice.
Body Styles, Trim Levels, and Options
The 2014 Mazda 6 is a five-passenger sedan offered in Sport, Touring and Grand Touring trim levels.
Standard features on the base manual-transmission Sport include 17-inch alloy wheels, cloth upholstery, a tilt-and-telescoping steering wheel, air-conditioning, cruise control, full power accessories, a 60/40-split rear seat, a 3.5-inch multi-information display and a four-speaker sound system with a USB/iPod interface and an auxiliary audio jack. If equipped with the optional automatic transmission, the Sport also includes Bluetooth phone and audio connectivity, a 5.8-inch touchscreen, a rearview camera and audio upgrades (voice commands, HD radio, Pandora, text-message display function and automatic 911 notification).
Stepping up to the Touring trim adds 19-inch alloy wheels, premium vinyl (leatherette) upholstery, dual-zone automatic climate control, a sliding console armrest and a six-way power driver seat. An optional Touring Technology package adds keyless ignition/entry, automatic headlights, rain-sensing wipers, auto-dimming rearview and driver-side mirrors, heated side mirrors, navigation, an upgraded 11-speaker Bose audio system and the Smart City collision mitigation system.
The Grand Touring includes all of the above as well as unique wheels, a rear spoiler, adaptive/bi-xenon headlights, LED running lights, foglights, a power sunroof, leather upholstery, an eight-way power driver seat (with power lumbar support), a four-way power passenger seat, driver memory functions, heated front seats and satellite radio.
Optional for the Grand Touring is adaptive cruise control bundled with a forward collision warning system. An Advance package (late availability) includes those optional features as well as lane-departure warning, automatic high beams and an energy capture system called i-Eloop ("intelligent energy loop") that can store energy during deceleration to a capacitor, which can then power air-conditioning, lighting and accessories for about a minute while the stop-start system shuts down the engine at a stoplight.
Powertrains and Performance
The 2014 Mazda 6 is powered by a 2.5-liter four-cylinder engine that makes 184 hp and 185 pound-feet of torque. It can be matched to either a six-speed manual or six-speed automatic transmission (with shift paddles on the steering wheel). The Grand Touring comes standard with the automatic.
In Edmunds testing, an automatic-equipped Mazda 6 sprinted to 60 mph in 7.6 seconds, making it one of the quickest four-cylinders in its class. Fuel economy estimates stand at 26 mpg city/38 mpg highway and 30 mpg combined for the automatic, with the manual-transmission numbers rating 1 mpg less across the board.
Safety
Standard safety features for the Mazda 6 include antilock disc brakes, traction and stability control, front-seat side airbags, full-length side curtain airbags and active front head restraints. The Touring and Grand Touring trims additionally include blind-spot and rear cross-traffic monitoring.
The Grand Touring alone has Mazda's Smart City Brake Support, which is a collision-mitigation system that uses an infrared laser sensor at the top of the windshield to detect an imminent collision. It can automatically brake the car to a stop at low speeds if the driver doesn't react. A separate package (late availability) for the Grand Touring bundles a forward collision-warning system (that uses radar to detect your closing distance on vehicles ahead and then provides visual and audible alerts) with a lane-departure warning system.
In Edmunds brake testing, a 6i Grand Touring came to a stop from 60 mph in 128 feet, which is a bit longer than average for the midsize sedan class.
Interior Design and Special Features
With plentiful rear legroom, the 6's rear passengers will feel as if they've been given access to a first-class cabin rather than coach. There's also generous headroom, even for those taller than 6 feet, though the sedan's sloping rear roof line makes the rear windows smaller, resulting in a more claustrophobic feel than you'd get in an Accord or a Camry. There's decent luggage space, as the efficiently shaped trunk offers 14.8 cubic feet of capacity.
Inside, the Mazda 6 design aesthetic is clean and functional. Polished aluminum trim accents the cabin, while the Grand Touring's leather upholstery features contrasting stitching. Materials quality and fit and finish are among the best in the class. Most controls are simple and user-friendly, but the touchscreen interface found in most models is a step behind the systems in most competitors. The screen and the touch buttons on the interface are small, and we've found that it doesn't always get along with Apple products. On the upside, a multipurpose knob located south of the shifter grants a welcome level of control redundancy.
Driving Impressions
One standout characteristic of the 2014 Mazda 6 is its powertrain. The base 2.5-liter four-cylinder gasoline engine is smooth and surprisingly hushed, and provides quick acceleration. And although many automatic transmissions in cars that boast high mpg numbers quickly upshift to the highest gear possible and are reluctant to downshift, the Mazda 6's automatic is responsive to gas pedal inputs and never feels flat-footed when you're initiating highway passing maneuvers. Furthermore, driving enthusiasts will appreciate the availability of a six-speed manual, which is fast becoming an endangered species in the midsize class.
This same light-on-its-feet character carries through when the topic turns to handling. With its communicative, precise steering and sporty chassis tuning, the 2014 Mazda 6 feels sharp-witted and willing around corners, with stand-out dynamics for the class. The flip side, however, is that the 6 rides a bit more stiffly than competitors, especially with the 19-inch wheels. Like many Mazdas, the 6 is a car for practical-minded buyers with enthusiast leanings.
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2014 Honda Accord Plug-In Hybrid
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What's New for 2014
The 2014 Honda Accord Plug-In Hybrid is an all-new model.
Introduction
Honda recently redesigned the Accord for its ninth generation, improving the sedan's interior and exterior styling. For 2014, the Honda Accord gains a new model, the Accord Plug-In Hybrid. With this new addition to the lineup, Honda becomes one of the few automakers to offer a midsize family sedan in a plug-in hybrid configuration.
Unlike Honda's other hybrids such as the Insight, the Plug-In has an all-new hybrid system that's capable of accelerating the car using pure electric power. And as its name implies, the Plug-In can be recharged externally, thereby minimizing gas usage. Honda says the Accord Plug-In provides about 10-15 miles of pure electric range, after which point it switches over to normal hybrid operation. In regular hybrid mode, this Accord earns EPA estimates of 47 mpg city/46 mpg highway and 46 mpg combined.
Like the standard Accord, the plug-in hybrid offers similar features and comes in one well-appointed trim level based on the standard Accord Touring trim. That includes LED headlights, a rearview camera, Bluetooth, a navigation system and monitoring of vitals like charge status, charging stations and even enabled remote charging controlled by smartphone apps. Honda says a full battery charge on a 120-volt outlet will take three hours, while charging on a 240-volt outlet takes less than one hour.
The family sedan segment is packed with more great choices than ever before, but the field is wide open for plug-in hybrids. For now, the Accord competes directly with the 2013 Ford Fusion Energi, which, like the Accord, bundles a lengthy list of winning features into a plug-in package. One could also consider the 2013 Chevrolet Volt. It offers approximately three times the electric-only range, though it only seats four and those in back will find cramped quarters compared to the Honda.
For now Honda will only sell the Accord Plug-In Hybrid in California and New York, so consider yourself lucky if you're interested in the car and happen to live in one of those states. We've yet to fully test the 2014 Honda Accord Plug-In, but check back for a complete evaluation in the coming months.
Body Styles, Trim Levels, and Options
The 2014 Honda Accord Plug-In Hybrid comes in one well-equipped trim level.
Standard features include 17-inch alloy wheels, LED headlights, foglamps, dual-zone automatic climate control, full power accessories, a rearview camera, adaptive cruise control, a tilt-and-telescoping steering wheel, an auto-dimming rearview mirror, special "bio-fabric" upholstery, heated front and rear seats, an eight-way power driver seat (with power lumbar), driver memory settings and a leather-wrapped steering wheel. Electronic features include Bluetooth connectivity, an 8-inch touchscreen interface, voice recognition, a navigation system and a six-speaker sound system with satellite radio, an iPod/USB interface and smartphone app integration (HondaLink). Adaptive cruise control, lane-departure warning and a blind-spot monitor are also standard.
Powertrains and Performance
The 2014 Honda Accord Plug-In Hybrid is powered by a 2.0-liter four-cylinder engine combined with an electric motor. Together, they send a total of 196 horsepower to the front wheels through a continuously variable transmission (CVT). A 6.7 kWh lithium-ion battery pack powers the electric motor.
The Accord Plug-In Hybrid offers three driving modes: full electric, gas/electric (switches when battery capacity depletes to a specific threshold) and gasoline (for higher speeds or under high demand for acceleration). Additionally, two sub-modes tailor the Accord Plug-In's hybrid mode. "HV" acts as a conventional hybrid, blending gasoline and electric power for optimum fuel efficiency, while "HV Charge" does the same, while feeding energy back into the battery.
The EPA estimates stand at 47 mpg city/46 mpg highway and 46 mpg combined.
Safety
The 2014 Honda Accord Plug-In Hybrid comes with antilock disc brakes, stability and traction control, active front head restraints, front seat side airbags and side curtain airbags. Blind-spot monitoring, lane-departure and forward-collision warning systems are also standard.
Of note is the LaneWatch blind-spot system, which instantly switches the 8-inch screen's display to a low and expansive view of the passenger side of the car when the right turn signal is engaged. A camera in the right-side mirror dedicated to this function provides a confidence-inspiring view, and acclimating to catching the view in the center-dash display is quick and natural.
Interior Design and Special Features
With a few exceptions, the 2014 Honda Accord Plug-In Hybrid features an elegant and well-constructed cabin trimmed with high-quality materials that you could almost mistake for an Acura. The center stack embraces the spirit of legibility with an effective three-tier layout, capped at the top with an 8-inch display.
Despite the new Accord's slightly smaller exterior dimensions compared to the previous generation, its interior room remains impressive. There is plenty of leg and shoulder space for front occupants, and rear-seat passengers should be quite comfortable and happy. Road and tire noise -- often among Honda's traditional weaknesses -- are noticeably reduced in the 2014 Accord thanks in part to two active noise-cancellation systems plus improved aerodynamics.
We're also fond of the visibility afforded by the Accord cabin, which offers a lower beltline, slimmer roof pillars and a generous amount of glass. Unfortunately, the presence of the plug-in hybrid's battery pack means the rear seat does not fold down, thus limiting the Accord's cargo usefulness. The trunk, at 8.6 cubic feet, is also considerably smaller than the regular Accord's.
Driving Impressions
We've yet to test the 2014 Honda Accord Plug-In Hybrid, so check back for impressions on the car's new plug-in hybrid powertrain and handling capabilities.
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2014 Mercedes-Benz S-Class
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What's New for 2014
The 2014 Mercedes-Benz S-Class is fully redesigned.
Introduction
Mercedes is swinging for the fences this year with the redesigned S-Class. The German automaker has even said as much and plans to introduce no fewer than six new S-Class models through this year and into next. Whether all of them come to the North American market is another question, but the house that Karl and Gottlieb built is nothing if not ambitious.
The introductions begin with the 2014 Mercedes-Benz S-Class sedan in standard and long-wheelbase versions. A decadent stretched-wheelbase "Pullman" model (or two) will arrive to fill the void left by the departed Maybach marque. Next year, the S-Class coupe arrives, effectively replacing the CL-Class nameplate, while a follow-up four-seat convertible should give Mercedes a formidable pair of Bentley Continental GT challengers.
The shape and profile remain largely untouched, as the new S-Class is less than an inch longer and barely an inch wider than the current model. The S-Class' softer, rolling curves give way to tighter, sharper lines, and a more muscular front fascia features larger lower intakes, a wider, more upright grille and a new headlight design. The rear end gets a similarly chiseled new look.
Inside, a revised COMAND interface controls the S-Class' array of vehicle settings and multimedia technology. An expansive 12.3-inch screen in the center stack and additional buttons are arrayed horseshoe-like around the dial controller and nifty hand rest near the center console. Round vents replace the horizontal design for a classic, semi-retro look, and in the dash is a display nearly as big as the COMAND monitor that shows digital "analog-look" gauges with a large information center display in between. And in a more unconventional touch, the steering wheel uses a single "spoke" design -- there's no support column extending to the bottom of the wheel -- for a quasi-floating effect.
Engine options in global markets will be plenty, but for its initial U.S. launch, the 2014 S-Class will only offer a revised version of the outgoing model's twin-turbocharged 4.7-liter V8. In S500 trim, the carryover engine produces 449 horsepower (up 20 hp) and 516 pound-feet of torque and it will pair with a seven-speed automatic transmission. Mercedes says the new S500 will cover zero to 62 mph in 4.8 seconds, down from the previous 5.4 seconds. A nine-speed transmission is likely for the 2015 model.
The S500 initially arrives with rear-wheel drive only, but an all-wheel-drive 4Matic model should come by November. At the top end of the lineup, a new S63 AMG will continue to use a twin-turbocharged 5.5-liter V8 generating 544 hp, or 571 hp with an optional performance package. All-wheel drive will be standard.
Other engines that could make it to the States by 2014 include a 302-hp 3.5-liter V6 hybrid, a 3.0-liter diesel and a 6.0-liter V12 for the S65 AMG good for a suicidal 621 hp.
Of course, the S-Class would not be a Mercedes-Benz flagship without a tour de tech. One safety system, designed for use in Germany but adaptable to other markets, recognizes traffic signs and can alert wrong-way drivers of their error. An available adaptive suspension will use multiple onboard cameras to read the road ahead and adjust the damping to suit the surface. The Distronic Plus steering system, along with lane-keeping assist, adaptive cruise control and multiple sensors and radar systems almost make the S-Class an autonomous driving car. There's even an inflatable rear seatbelt system, and Mercedes is touting that the new S-Class uses all-LED lighting throughout.
Look for the 2014 Mercedes-Benz S-Class to arrive in the fall and begin serving a wide swath between the well-heeled and golden-slippered. Pricing hasn't been announced, but expect the starting $92,350 sticker to climb slightly. Check back for a full review of the new S-Class, including specs, driving impressions and buying advice, as more information becomes available.
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2014 Infiniti Q50
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What's New for 2014
The 2014 Infiniti Q50 is an all-new model.
Introduction
The 2014 Infiniti Q50 is not only the new generation of the car formerly known as the G37, but it's also the first to bear Infiniti's new naming strategy. Infiniti passenger cars will earn "Q" designations, while SUVs get "QX." The Q50 might use a different name, but it is essentially the next generation of the car we used to know as the G37.
With a bolder snout, smoother curves, subtle character lines and optional 19-inch wheels (17-inchers come standard), the Q50 looks like an evolution of the G series and every bit a luxury sport sedan. The Q50 comes standard with a 3.7-liter V6, a seven-speed automatic transmission and rear-wheel drive, with all-wheel drive an available option. The V6 is rated at 328 horsepower and 269 pound-feet of torque. Infiniti will also offer a hybrid version with a 3.5-liter V6 good for an estimated 345 hp combined and the seven-speed automatic.
Infiniti debuts a new technology -- Direct Adaptive Steering -- on the Q50, a system that the automaker claims allows independent control of wheel angle and steering depending on the driver's enthusiasm. Four different settings also give the driver control over steering effort and ratio. Sounds good on paper, but we'll have to wait to learn how it affects the Q50's handling. Infiniti touts that Formula One champion Sebastian Vettel helped tune the car, so we're guessing it won't be horrible.
While Infiniti used a traditional knob-and-button electronic interface that we've found to be among the best in the business, the Q50 embraces the future with a large touchscreen panel that controls most multimedia functions. The new i-Key system also stores preferences -- driving position, heating and cooling, audio, navigation -- for up to four drivers. The Q50 will also offer 18 cubic feet of luggage space, with the hybrid rated at a smaller 14.1 cubic feet.
A new safety technology called Active Lane Control also debuts on the Q50. It's part of the Lane Departure System and uses a camera mounted in the rearview mirror to read lane markings and road conditions. If the system senses changing road surfaces or crosswinds, it will add minor steering corrections, thus reducing driver effort and fatigue. Other safety features will include adaptive cruise control with forward and reverse-collision mitigation, blind spot monitoring and lane departure warning.
The 2014 Infiniti Q50 goes on sale early this summer. Pricing has not yet been announced. Check back for a full review of the Q50, including specs, driving impressions and buying advice as it becomes available.
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2014 Infiniti QX60
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What's New for 2014
The 2014 Infiniti QX60 Hybrid is an all-new model.
Introduction
You say this new Infiniti SUV looks familiar? You're not mistaken. The 2014 Infiniti QX60 is the new name for the current JX35, and the QX60 Hybrid is the same full-size, seven-passenger crossover as its non-hybrid counterpart. Instead of a 3.5-liter V6, however, the hybrid uses a supercharged 2.5-liter four-cylinder engine paired with a lithium-ion battery and an electric motor.
Infiniti hasn't announced power specs, but expect them to mirror the forthcoming Nissan Pathfinder Hybrid's numbers: 250 horsepower, 243 pound-feet of torque and 26 mpg combined. Like the outgoing JX35, the QX60 Hybrid uses a continuously variable transmission (CVT), offers both front- and all-wheel drive and should be able to tow up to 3,500 pounds.
Aside from LED taillights, feel-good badging and hybrid-specific info screens, the 2014 Infiniti QX60 Hybrid won't look much different inside or out. The second row still slides (5.5 inches fore and aft) and reclines, and Infiniti says a super-slim battery pack design mounted under the third row doesn't infringe on rear legroom or cargo space.
The QX60 Hybrid's standard features include 18-inch wheels, leather upholstery, heated front seats, tri-zone climate control, a rearview camera, Bluetooth and a USB/iPod connection. A few different options packages add 20-inch wheels, ventilated front seats, heated second-row seats, a heated steering wheel, an air purifier and a 15-speaker premium Bose audio system.
Enhanced safety systems include a 360-degree camera, blind spot and lane departure warning/intervention (adds slight steering and braking corrections), adaptive cruise control and forward collision warning.
The 2014 Infiniti QX60 Hybrid arrives later this year, following the non-hybrid V6 model. Infiniti hasn't announced specific pricing, but indicates that the hybrid will carry a $3,000 premium over the regular model. Expect a starting price around $45,000. Check back for a full review of the Infiniti QX60, including specs, driving impressions and buying advice as it becomes available.
From: edmunds
