2013 Chevrolet Malibu Eco

2013 Chevrolet Malibu Eco

Meeting The Next-Generation Chevrolet Mid-Size

2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco2013 Chevrolet Malibu Eco

It's been a very long time since the midsize market went easy on American automakers, and recent years have conspired to make an uphill sales slog even steeper with a rash of new and redesigned models. Kia and Hyundai have taken up arms by offering buyers the stylish and efficient Optima and Sonata in an effort to dethrone longtime D-segment stalwarts like the Honda Accord and the freshly redesigned Toyota Camry. Not one to back away from a fray, Nissan has been busily sharpening the next-generation Altima to do battle with the rest of the war horses on the field, and Volkswagen has just recently unleashed a new Americanized Passat to riotous praise from the automotive press.

The barbarians aren't just at the gates for automakers like Ford and General Motors. They're picnicking on the front lawn.

Ford has turned to its global operations for help designing a new Fusion fit to beat back the invading hordes while General Motors has focused on transforming the aging Chevrolet Malibu into a weapon capable of carving out a more sizable market share. Built on new bones borrowed from the company's Global Mid-Size architecture, the 2013 Chevrolet Malibu will boast an all-new direct-injection 2.5-liter Ecotec four-cylinder engine by mid-2012 and a turbocharged 2.0-liter four-cylinder version will debut shortly thereafter.

But buyers who flock to Chevrolet dealers in the first quarter of 2012 won't find those vehicles waiting for them on the show room floor. Instead, GM has moved to launch the new 2013 Malibu with just one engine option – it's most efficient. Meet the 2013 Chevrolet Malibu Eco.

    The Malibu is a full two inches wider in the rear and 2.5 inches wider up front.

The outgoing Chevrolet Malibu benefited from a stylish exterior that was simply starting to grow stale in the face of fresher sheetmetal from the competition. Designers have managed to incorporate the familiar face of the 2011 model in a new way. While the company's corporate dual-inlet grille and center-mounted Bowtie have tagged along for another generation, elements like the heavily contoured halogen projector headlights, aggressively sculpted front fascia and scalloped hood all help lend the sedan a bit more personality. The vehicle is also substantially wider than before, with a full two inches of width added in the rear and 2.5 inches of span up front.

GM unleashed the aerodynamic hounds on the 2013 Chevrolet Malibu in an effort to squeeze ever better fuel economy from the vehicle. Subtle adjustments like squared headlight housings, slightly smaller sideview mirrors and a specifically proportioned and chamfered rear decklid are all part of the recipe along with plenty of unseen tidbits. Engineers chose a unique grille set up for the Malibu in which the upper opening is completely sealed at all times. The middle opening remains partially open to provide proper air flow for the engine compartment and the lower inlet makes use of the same active shutter technology found on the Chevrolet Cruze Eco.

2013 Chevrolet Malibu Eco side view2013 Chevrolet Malibu Eco front view2013 Chevrolet Malibu Eco rear view

Throw in a dash of underbody cladding and the 2013 Chevrolet Malibu Eco is good for a .30 coefficient of drag. For reference, the Chevrolet Corvette is only slightly slipperier at .29 – a figure the standard 2013 Malibu will reach in part thanks to its more aerodynamic wheel and tire package. GM tallied the pros and cons of greater fuel efficiency by decreased drag or decreased rolling resistance courtesy of the Goodyear Assurance rubber found on the Eco, and the 17-inch alloy wheels and low-rolling rubber won out against the slicker 18-inch option. GM says that the standard Malibu will feature a coefficient of drag that's within spitting distance of the .28 of the Chevrolet Volt – a figure that vehicle shares with the 2012 Toyota Camry.

    Designers strove to pull parallels between the new Malibu and the Chevrolet Camaro by importing the muscle car's square tail-light treatment.

GM specifically said the automaker wanted to give mid-sized buyers a sportier, more aesthetically interesting vehicle in the 2013 Malibu. While we'll gladly agree the four-door looks as sharp as a snake bite from the front compared to most of the its competitors, the design quickly grows dull toward the vehicle's rear just as before. The company's designers have taken pains to draw parallels between the new Malibu and the Chevrolet Camaro by importing the muscle car's square taillight treatment. To put it simply, the stunt doesn't work, and the large, jutting fixtures detract from an otherwise well-executed exterior.

Even so, it's clear Chevrolet has finally taken to sweating the details on a vehicle like the 2013 Malibu. The sedan boasts incredibly tight and uniform panel gaps that help lend it a sense of quality largely absent elsewhere in the segment. The company also turned its attention to cleaning up the intermediate surfaces between interior and exterior, and as a result, you won't find any exposed fasteners or unsightly structural adhesive between the outer sheetmetal and the vehicle's newly plush innards.

2013 Chevrolet Malibu Eco headlight2013 Chevrolet Malibu Eco front fascia2013 Chevrolet Malibu Eco wheel2013 Chevrolet Malibu Eco taillight

Step indoors, and the Malibu welcomes you with a cabin that feels more expansive than its figures would suggest. The clever double-concave dash design serves up the impression of added spaciousness, despite the fact that the vehicle now rides on a wheelbase that's 4.5-inches shorter than the previous generation. Surprisingly, that abbreviation has had little impact on interior space. At 42.1 inches, front occupants will have to make due with .1 fewer inches of leg room, but those in the rear will be forced to make a larger sacrifice. The 2013 Malibu offers up 36.5 inches of rear leg room, which is a full 1.2 inches less than last year.

    This isn't a hardcore hybrid. At no point can the electric motor turn the vehicle's wheels by itself.

The real hitch in this giddy-up is that the Malibu isn't clearly better than any of its competition, at least in terms of interior volume. The Hyundai Sonata and Nissan Altima best the Chevrolet in front legroom, while the Ford Fusion, Honda Accord and Volkswagen Passat trump the vehicle in both front and rear categories.

The designers at Chevrolet have executed a very nice cabin, however. Quality materials abound on the upper dash with texturized soft-touch rubber. The door panels serve up a complex and attractive design with a quality feel all their own, and we appreciate the simplified center stack immensely. The seven-inch color LCD touch screen is a nice addition to the cabin as well, and while Chevy is proud of a hidden storage compartment behind the touch screen, the door feels cheap and flimsy compared to the rest of the interior.

2013 Chevrolet Malibu Eco interior2013 Chevrolet Malibu Eco front seats2013 Chevrolet Malibu Eco gauges2013 Chevrolet Malibu Eco shifter

Under the hood, GM has paired the same 2.4-liter four-cylinder Ecotec engine from the previous-generation Malibu with a 15 kilowatt electric motor and 115 volt lithium-ion battery pack. The engine alone produces 182 horsepower and 172 pound-feet of torque, though the electric motor adds in an extra 15 horsepower and 75 pound-feet of torque to that mix. Like other GM eAssist vehicles, however, this isn't a hardcore hybrid. At no point can the electric motor turn the vehicle's wheels by itself. Instead, the motor allows the 2013 Malibu to use a taller final drive gear than would otherwise be possible. That means the internal combustion engine can turn fewer rpm and consume less fuel while the electric motor picks up the slack.

    GM estimates the 2013 Malibu can deliver up to 25 mpg city and 37 mpg highway.

In addition, the motor allows GM to cut fuel to the engine entirely upon deceleration, resulting in an aggressive auto stop system that further conserves fuel. The electric motor sits in the same location as the old alternator and is plumbed into the engine's cooling system to maintain optimum operating temperature regardless of the weather. GM has also graced the 2013 Malibu with an all-new six-speed automatic transmission, and while the car's paddle shifters have gone the way of the obsolete, the console-mounted shift lever now includes an up/down gear selector rocker on the top of the shift knob. Do yourself a favor and let the cogs swap themselves.

GM estimates that the 2013 Malibu can deliver up to 25 mpg city and 37 mpg highway, and the city figures fall fairly well in line with what we experienced during our brief time with the vehicle. Unfortunately, those numbers just barely beat out the base four-cylinder Hyundai Sonata and Toyota Camry and fall well short of both competitors' hybrid variants.

2013 Chevrolet Malibu Eco engine

Behind the wheel, the Malibu Eco seems to suffer from nearly all the pitfalls of a hybrid vehicle without being able to offer buyers the benefits of dual-mode fuel economy. GM estimates the Malibu Eco can pull to 60 miles per hour from a dead stop in around 8.7 seconds, which is acceptable for a four-cylinder sedan. We have to wonder how the vehicle will perform with four adults and their luggage aboard, however. Throttle response feels murky and ambiguous and the vehicle's regenerative brakes are far from confidence inspiring.

Those downfalls are a real shame, too. Even with low-rolling resistance tires on all four corners, the Malibu is a confident and quiet driver at highway speed. The vehicle's steering is appropriately weighted and the comfortable front bucket seats kept us happy even after over three hours at the helm. We would have appreciated a little more power for quick two-lane passes, though chances are that has more to do with the vehicle's tall gearing and curb weight than actual horsepower figures. At 3,620 pounds, the Malibu Eco does have some weight to move around. The Chevrolet tips the scales at more than 300 pounds heavier than the automatic-equipped base model Sonata and Camry. Don't think all that heft comes from the Eco's battery pack, either. The tech weighs in at just 65 pounds.

2013 Chevrolet Malibu Eco rear 3/4 view

The 2013 Chevrolet Malibu will set you back $25,996, including destination, which doesn't exactly make it a steal compared to the more efficient 2012 Toyota Camry Hybrid at $25,900 excluding destination.

GM has said that it when came to benchmarking vehicles for the next-generation Malibu, the company specifically looked inward with the aim of bettering the old model instead of besting the competition. To that end, the company has succeeded. The 2013 Malibu is better than the 2011 model, but based on our first drive, it still fails to stack up against the ranks of vastly improved D-segment vehicles on the market right now. With an even sharper Ford Fusion baking in the oven and substantially more efficient hybrid models from Hyundai and Toyota, the 2013 Malibu still finds itself trailing the pack.

                                                                            Engine:

    2.4L I4 / 15kW motor

Power:

    197 HP / 247 LB-FT (comb.)

Transmission:

    6-Speed Automatic

0-60 Time:

    8.7 Seconds

Drivetrain:

    Front-Wheel Drive

Curb Weight:

    3,620 LBS

Seating:

    2+3

Cargo:

    14.3 CU-FT

MPG:

    25 City / 37 HWY

MSRP:

    $25,996 (base)

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2013 Dodge Dart

2013 Dodge Dart 

Meeting The Best Small Car Dodge Has Ever Made



Chrysler has managed an impressive turnaround since the dark days of 2009. After carpet-bombing the market with a spate of new or refreshed models, the automaker saw its retail sales jump a whopping 43 percent in 2011, helping it report a modest $183 million profit in the process. Chrysler even managed to pay out profit-sharing checks for the first time since 2005. According to Richard Cox, director of the Dodge brand, that trend hasn't slacked up in 2012. Year-to-date sales are up in the neighborhood of 40 percent.

But those gains were made largely by fluffing the pillows on old platforms. New engines, new interiors and reworked sheetmetal aside, we've yet to see what "the new Chrysler" can pull off with a completely fresh model. At least, that was the case.

Behold the 2013 Dodge Dart: the first serious small-car effort from the automaker since the Neon rolled off into the sunset in 2005. As the first completely new machine from Chrysler since the automaker's bankruptcy and subsequent takeover by Fiat, there's plenty riding on the new compact.

While technically based on the Alfa Romeo Giulietta, American engineers have drawn and quartered the chassis while also reworking the suspension to suit domestic tastes. With eye-catching styling, an à la carte option system and a range of fuel-efficient and powerful engines, the 2013 Dart isn't just a step forward for Dodge, it might just be a step forward for the compact class.

2013 Dodge Dart side view2013 Dodge Dart front view2013 Dodge Dart rear view

The last few years have seen America's C segment grow increasingly competitive. Higher fuel prices and looming CAFE standards mean that more manufacturers and consumers have pointed their eyes toward smaller, more efficient vehicles that still manage to offer all of the technology, convenience, safety and comfort features of their larger brethren. Despite an explosion of content stuffed into quiet cabins, the segment continues to remain dominated by lackluster styling. With the exception of the youth-oriented Ford Focus and the polarizing swoopiness of the Hyundai Elantra, buyers have been largely left with different variations on the same white bread theme.

    The Dart lifts a page from the Charger playbook with a wide "racetrack" LED tail lamp array.

Perhaps more than any other domestic brand, Dodge has established itself as driven by style. Machines like the Charger and Challenger are built to stir up the primal "do want" in all of us, and designers have managed to translate much of that same flare into the 2013 Dart. Significantly longer, wider and taller than its Italian predecessor, the Dart manages to look well-proportioned despite its extra girth. Up front, standard scowling projector headlamps and a menacing interpretation of the corporate split crosshair grille give the sedan heaps of attitude, and the contrasting black inset of our Rallye tester adds a layer of complexity to the front fascia without cluttering the design.

This car looks damn sharp from every angle, thanks in part to a contoured sheetmetal along the four-door's side. Designers chose to accent the wider track with subtle fender bulges front and rear, and the optional 17-inch alloy wheels on our tester did a smart job of filling the fender wells. Around back, the Dart lifts a page from the Charger playbook with a wide "racetrack" LED tail lamp array. From a distance, it looks just like Charger police cruisers we've begun keeping an eye out for of late. Unlike big brother, the base Dart doesn't illuminate the entire array when the driver crams the brakes, at least for now. The full LED suite will be available on SXT trim and above starting in the third quarter.

2013 Dodge Dart headlight2013 Dodge Dart fog light2013 Dodge Dart wheel2013 Dodge Dart taillight

Were it not for the impressive light show, the dual chrome exhaust tips would be the big story out back. The pieces are part of the Rallye appearance package and are integrated into the rear valance to take care of any alignment issues.

    Dodge wants the Dart to be all things to all buyers.

But the design is as much about detail as it is large-scale flash. Small tricks like projector fog lamps up front, slightly raised front fenders and a set of pint-sized flying buttresses on the C pillars make this a vehicle that has no trouble catching your eye and holding on to it. Engineers managed to abandon the traditional roof gutter thanks to a new laser brazing technique that seamlessly joins the roof panel to body structure. To the naked eye, there's no separation between the two pieces of metal, resulting in a smooth, upscale appearance on every model.

And that may be our largest complaint with the Dart design. Stepping up to Limited trim does away with the sexy contrasting inset in the front fascia and the dual-outlet exhaust out back, at least with the base engine. Stripped of those simple tweaks, the Dart can't help but look more mainstream. And by mainstream, we mean boring and somehow cheaper. That's a problem for the top-of-the-line model and a boon for buyers who prefer the middle child of the Dart family. Dodge wants the Dart to be all things to all buyers, and the different exterior treatments are designed to appeal equally to those with conservative and more flamboyant tastes. Even so, we can't help but think the sedan looks infinitely better with the added contrast.

2013 Dodge Dart grille2013 Dodge Dart exhaust tip

Ward's honored the Dodge Dart as one of the publication's Top 10 Interior Designs for 2012, and while we'll be the first to agree that the cabin is a massive step forward compared to the cockpit found in the thankfully-deceased Dodge Caliber, there are still some rough edges. We love the contoured, leather-wrapped steering wheel on our tester, and the stylish brushed-metal shift knob on manual-equipped vehicles is a nice touch as well. Technically, buyers can chose from a spate of interior options, including a handsome two-tone black and tan. Dodge says there are a total of 14 cabin and trim combinations, including both cloth and leather. Our tester came awash in a sea of grey, and while the seats look handsome enough, they feel a bit overstuffed for our tastes. Likewise, the rough cloth feels and looks cheap.

Dodge stayed cozy with plenty of interior plastic. While the upper dash is slathered in nice, soft-touch material, the lower center stack is a smattering of poorly grained plastics. Likewise, Rallye trim sticks the driver with fully plasticized door panels. Even the wrapped gauge cluster hood feels like a bit of an afterthought – flimsy and not particularly well integrated. Step up to Limited trim, however, and you're treated to a hood with attractive contrast stitching and soft-touch upper door panels. While we're fine with plastics in the compact class, they can be better executed. Look no further than the cabin in the Elantra to see what we mean.

2013 Dodge Dart front seats2013 Dodge Dart steering wheel2013 Dodge Dart gauges2013 Dodge Dart navigation system

There is plenty to be excited about indoors, however. Dodge has done an excellent job with packaging in the 2013 Dart. A vertical HVAC system behind the dash means this sedan boasts one of the most cavernous glove boxes we've ever seen. The box goes nearly all the way back to the firewall, which means there's space for a small laptop, text books or an entire Lilliputian village in there. Likewise, designers have moved the CD player from the center stack to the center console to reduce clutter, and an optional storage compartment under the front passenger seat means buyers now have a clandestine spot to stash small valuables.

If anything can tempt us to forgive the Dart its interior woes, it's the sedan's available technology. Dodge made a smart move by importing the same delicious 8.4-inch touchscreen Uconnect system found in the likes of the Charger and Journey. With a brilliantly quick interface, the system is easy and intuitive to operate, single-handedly putting the Dart leagues ahead of the competition in the infotainment department. Our Rallye tester did not come with the optional seven-inch TFT gauge cluster, but we stole some time in a Dart Limited to see what all the fuss is about. The screen is near completely customizable, with two speedometer configurations. The driver may also fill the four corners of the display with any information he or she so desires, including compass direction, gear selection or outside temperature. Check out the Short Cut video below to take a look.


Both the gauge cluster and the Uconnect system are visually separated from the rest of the dash with a handsome "floating" bezel, backed by red ambient lighting, and the finished product gives the array a driver-centric appearance not unlike what's found on the Charger. Material choices aside, the 2013 Dart is competitively spacious inside. That's thanks in part to clever carving by Dodge engineers. After stretching the Giulietta platform in every direction, designers were left with a Dart that's longer and wider than any other compact in the segment. With a 106.4-inch wheelbase and a 183.9-inch overall length, the Dart boasts 1.3 inches of extra space between the wheels than the Honda Civic. The Dart is also 6.6 inches longer stem to stern than the Japanese compact.

Surprisingly, that span doesn't necessarily translate into additional space indoors. For brevity's sake, we'll focus on the Civic and the Chevrolet Cruze. Up front, the Dart offers 42.2 inches of leg room, which is slightly more than the Civic and .1 inches less than the Cruze. Rear passengers enjoy 35.2 inches of legroom – an inch less than Civic Sedan and .2 inches less than the Cruze – while the trunk serves up 13.1 cubic feet of cargo storage. That number falls in at 3 cubic feet less than the Chevrolet and .5 cubes more than the four-door Honda. The numbers put the Dart squarely in the middle of the pack in terms interior space.

2013 Dodge Dart rear seats2013 Dodge Dart trunk

But it's what's under the hood that helps distinguish the Dart from its rivals. By the end of this year, buyers will be able to choose from a total of three engine and transmission options, starting with a naturally aspirated 2.0-liter Tigershark four-cylinder. With 160 horsepower and 148 pound-feet of torque, the engine serves only to help the Dart meet its entry price point. While offering 22 more horsepower than the base 1.8-liter engine in the Cruze and 23 more lb-ft of torque, the entry four-cylinder still feels a bit sluggish pulling the 3,243-pound Dart around town when paired with a six-speed automatic transmission. For comparison, Honda only offers buyers a 1.8-liter four-cylinder with 140 hp and 128 lb-ft of torque. It's not exactly a spring chicken, either.

    Opt for the extra aero package, and that number will jump to 41 mpg highway when bolted to the manual gearbox.

The 2.0-liter does manage to match the base Cruze decimal for decimal in terms of fuel economy. Both machines yield 25 mpg city and 36 mpg highway, at least according to early estimates from Dodge. Even so, we imagine most buyers will have no trouble stepping up to the turbocharged 1.4-liter Multiair four-cylinder engine found in our Rallye tester. While technically the same engine as found in the Fiat 500 Abarth, engineers managed to crank up the torque thanks to a slightly beefier transmission. With 160 hp and 184 lb-ft of twist on hand, this engine has no problem pulling the Dart through traffic through fifth gear with our six-speed manual.

Sixth remains an incredibly tall overdrive geared toward yielding the best highway fuel economy possible. Even with 36 additional pound-feet of torque, Dodge says the 1.4 should yield 27 mpg city and 39 mpg highway. Opt for the extra aero package, and that number will jump to 41 mpg highway when bolted to the manual gearbox. A dual-clutch six speed will also be available later this year.

2013 Dodge Dart enginec

For reference, that number is within spitting distance of the 42 mpg highway netted by the Chevrolet Cruze Eco with substantially more power. With more grunt and better fuel economy, the 1.4 is the goldilocks engine to have in the 2013 Dart. That is, at least until the 2.4-liter Multiair 2 shows up later this year with its 184 horsepower and 171 pound-feet of torque. That mill will be available with a six-speed automatic as well as a six-speed row-your own, though Dodge hasn't mentioned any fuel economy estimates just yet.

On the road, the cabin is surprisingly quiet thanks to triple seals on the doors, over 600 hours of documented wind-tunnel work and an acoustic windshield on all models. Acceleration is a bit slow through second thanks to tall gearing, though torque piles on from third through fifth, providing plenty of delicious pull. The wide-ratio manual seems stunted by a tall shift lever with a long, flimsy-feeling throw, though we never missed any gears during our time behind the wheel.

2013 Dodge Dart badge2013 Dodge Dart badge2013 Dodge Dart badge

Traditionally, the compact class hasn't had much to offer in terms of handling. Fortunately, the Dart seems to be happy to shirk tradition. Engineers graced the Dart with what is likely the best steering feel in the entire class. Perfectly weighted and responsive, the wheel is the first hint that there's a chassis just waiting to have some fun underneath. Dodge says 68 percent of the chassis is stamped from high-strength steel, and the result is a plenty sold-feeling ride. The suspension toes the line between comfortable and poised remarkably well, edging out the Ford Focus on our list of better-handling compacts. We would be highly interested in lining the Dart up against the Mazda3 for a quick shot around our favorite track to see which comes out on top.

Of course, we're now anxiously holding our breath for word of a Dart SRT as well.

Through the hills around Austin, Texas, the Dart had no trouble transitioning between brisk frolicking and comfortable cruising in a way we haven't seen from the compact class. Don't get us wrong. The car doesn't feel light by any stretch, but it is well composed in nearly every situation. We found only the slightest trace of understeer even under hard flogging. With disc brakes on all four corners, the Dart can scrub speed quickly and confidently, and the snarl and bark from the turbo 1.4 gives the machine a snap of soul that's long been absent from the economy car set. We're sure we could have gotten better fuel economy if we would have just kept from blipping the throttle every two seconds. Check out the Short Cut below to have a listen.


Dodge fully expects the SXT trim, which starts at $17,995, to take the lion's share of sales, complete with 17-inch aluminum wheels, body color trim work and the sexy illuminated tail lamp surround, though Rallye guise should take a close second. Our tester carried an entry price of $18,995, excluding a $795 destination fee. The extra $1,000 throws in the excellent chrome exhaust treatment, cruise control, steering-wheel-mounted audio controls and fog lamps, though our tester also included optional goodies like a sunroof, Uconnect with voice command, premium audio group, the turbo 1.4 and a rear-view camera for a final tally of $23,065, excluding destination. That's a chunk of change given the top-of-the-line Dart R/T starts at $22,495.

That underscores an important point about how quickly buyers can option a model above higher-tier trims. Dodge has adopted a European-style option sheet where buyers aren't lured into clunky content packages. Instead, the company lets consumers pick and choose which options they want, nudging the price tag skyward in the process.

2013 Dodge Dart rear 3/4 view

Still, stick to base packages, and the Dart is pretty competitive with the likes of the Chevrolet Cruze. Step into the Cruze's 1LT trim with a turbo 1.4, and you're looking at spending $18,555, excluding destination. The money will buy you smaller wheels, a less stylish exterior and less powerful engine.

Dodge has managed to put together an impressive machine in the 2013 Dart. With an engaging drive, powerful and efficient mid-level engine option and a very stylish exterior, it should have no problem welcoming disillusioned Civic buyers who want a car that doesn't feel as if it were designed by the minds at Frigidaire. Fun is far from dead in the compact class, and the 2013 Dodge Dart proves it.

2013 Cadillac XTS

2013 Cadillac XTS

A Return to Greatness Or Just A Stopgap?



There was a time when the name of the second oldest American automotive nameplate meant something more. The term "Cadillac" was widely used to express the best of the best. In fact, it was common for people to use the term when referring to other items (e.g., "It's the Cadillac of audio receivers" or the "Cadillac of washing machines") to drive home the point that something was nothing short of top-of-the-line.

It was good to be Cadillac, and the automaker supported the conviction with vehicles such as the 1928 Series 341, 1936 V12 Series 85 and 1959 Eldorado Biarritz.

By the 1970s, though, much of the brand's luster had begun to fade. Then vehicles like the Cimarron and Catera happened.

But Cadillac has been on track to redeem itself. Vehicles like the CTS range (especially the high-performance CTS-V models) and the strong-selling SRX crossover have helped the 110-year-old luxury automaker alter the public's opinion and reinvigorate the brand. Retiring the full-size DTS is another milestone, as fresh new products began to fill the pipeline.


Enter the all-new 2013 Cadillac XTS. For the next couple years, the full-size luxury sedan is tasked with holding the flagship role in Cadillac's passenger car lineup. Meaning, in so many words, that the range-topping model loaded with nearly every bell-and-whistle known to man and a price of $60,000 should be... well... the Cadillac of Cadillacs.

2013 Cadillac XTS side view2013 Cadillac XTS front view2013 Cadillac XTS rear view

    Where the Lacrosse wears leisure suit sheetmetal, the XTS arrives with much crisper and more attractive attire.

Perusing Autoblog's archives, first word of the Cadillac XTS arrived nearly three years ago at a General Motors press conference. But it wasn't until January of 2010, at the Detroit Auto Show, when we first took pictures of the XTS Platinum concept on stage. At the time, we said "...this is one of, if not the most production ready 'concepts' we've ever seen." More than two years later, we found ourselves behind the wheel of a preproduction XTS that appears strikingly similar to the concept, running through the hills above Malibu, California.

The XTS is built on a long-wheelbase variant of GM's Epsilon II platform, shared with the Buick Lacrosse and upcoming 2014 Chevrolet Impala, not to mention the short-lived Saab 9-5. It is a solid chassis, and its use allows Cadillac to also borrow the engine, transmission and front suspension from its near-cousin.

But to make a Cadillac a Cadillac, the automaker had to do more than just a simple tailor's job. Where the Lacrosse wears leisure suit sheetmetal, the XTS arrives with much crisper attire. It is modern, sophisticated and classy. From the automaker's signature grille and HID headlights, to the low center-mounted LED reverse lamps, the overall styling has presence. In fact, it's a bonafide head turner.

2013 Cadillac XTS headlight2013 Cadillac XTS grille2013 Cadillac XTS wheel detail2013 Cadillac XTS taillight

The interior is even more distinctive. Leather upholstery contrasted by real wood and aluminum trim is standard across the board, and it makes the cabin especially warm and inviting. Nearly every imaginable surface a human is likely to touch has been addressed either with soft materials or premium-grade components. Higher grades feature a full leather-wrapped instrument panel and dashboard with ambient cabin lighting throughout.

    All models arrive with the automakers new CUE (Cadillac User Experience) system as standard equipment.

Raising the bar even further, Cadillac has seriously committed the XTS to the digital age. The main instrument cluster is an advanced user-configurable color flatscreen to display everything from a virtual analog speedometer to Pandora album art (premium models not only receive an even larger display, but they are configured with a color head up display as standard equipment) and all models arrive with the automakers new CUE (Cadillac User Experience) system as standard equipment.

Under the hood of the XTS is GM's 3.6-liter LFX V6 engine. The direct-injected powerplant, mounted transversely in the engine bay, is rated at 304 horsepower at 6,800 rpm and 264 pound-feet of torque at 5,200 rpm. It is bolted to a Hydra-Matic 6T70 six-speed automatic transmission sending power to the front wheels. A Haldex all-wheel-drive system with electronically controlled limited-slip differential is optional on all but the base model. Burning regular unleaded fuel, the EPA rates the front-wheel drive XTS at 17 mpg city, 28 mpg highway and 21 mpg combined.

2013 Cadillac XTS engine

A coilover strut suspension is used in the front, while the rear features a linked H-arm suspension architecture. GM's Magnetic Ride Control (MRC) damping is standard on all four corners with an air system used to keep the body level in the rear. The four-piston fixed-caliper front brakes, and single-piston sliding-caliper rear brakes are sourced from Brembo. Standard models are fitted with 19-inch wheels (wearing 245/45R19 all-season tires), but the range-topping model is equipped with 20-inch alloys (245/40R20 tires) from the factory.

    The loaded XTS we were driving was priced at about $59,100 including destination.

Cadillac will offer the XTS in four different trim levels. The standard model, which is impressively well-equipped in our book, is just called the XTS (base price $44,075). Moving up is the Luxury Collection ($48,690) followed by the Premium Collection ($53,585). At the top of the podium is the Platinum Collection ($58,160), while a mandatory destination fee will add $920 to all prices. Major options include all-wheel drive ($2,225), the UltraView sunroof ($1,450), Driver Awareness Package ($890) and an upgraded audio package for lower trim levels with navigation ($795). Our test vehicle, priced at about $59,100 (including destination), was a Premium trim fitted with all-wheel drive and the expansive panoramic glass roof.

We spent several hours with the all-new full-size sedan in the greater Los Angeles Basin following a drive route that Cadillac had mapped out for journalists. It included stop-and-go city traffic in Santa Monica, highway travel up Pacific Coast Highway and touring some of the area's famed mountain roads including Mulholland, Encinal and Old Topanga Canyon.


Seated comfortably in the driver's seat, we found ourselves surrounded by a cockpit emitting an undeniable aura of luxury. It both looks and feels spacious. The soft, 10-way adjustable seats were supportive (plenty of lumbar), but the side bolstering felt minimal against your author's six-foot, two-inch 190-pound frame. A quick glance around the cabin revealed average outward visibility with the only major obstructions being thick C-pillars and bloated rear head restraints from the second row. Of particular note, we liked the padding on each side of the center console that provides a cushion for your right leg and the thick padding for your left elbow on the door.

    CUE's entire facade shows fingerprints as if recently dusted by a criminologist.

Taking center stage is Cadillac's highly touted CUE system. In practice, the CUE is intuitive, seemingly all-encompassing and wildly fascinating to use. Unlike the more common joystick-type controllers (e.g. BMW iDrive, Mercedes-Benz COMAND and Audi MMI), Cadillac's system requires the operator to physically manipulate an eight-inch capacitive-touch control screen as its human interface. Working it much like they would an iPad (one of Apple's popular tablet devices come free with every XTS), users simply touch the buttons or screen to activate various features. Proximity sensing (it sees your hand moving towards the screen and comes "alive") and haptic feedback (the buttons vibrate when touched) ease use in the automotive environment. As an added surprise, resting a hand on the silver bar at the bottom of the CUE opens the panel to reveal a storage compartment complete with a USB input for a phone or other input device.

After experimenting with the system in a parked vehicle, as a passenger and lastly from the driver's seat, we found its reaction time slower than expected. Plus, the often-used "Home" button is small and off to the right (away from the driver). We wanted it smack in the middle at the bottom of the screen, as found on so many tablets. And CUE's entire facade – from the capacitive-touch display to the glossy black panel – shows fingerprints as if recently dusted by a criminologist. Cadillac thoughtfully provides a small microfiber towel in the glove box of each XTS to wipe away the accumulated grease, but isn't that an obvious admission of the flaw?

2013 Cadillac XTS interior2013 Cadillac XTS seat speaker2013 Cadillac XTS sill plate2013 Cadillac XTS rear seats

With the six-cylinder engine idling (the exhaust note is non-existent) we spent a few more minutes playing around with the instrument cluster. The primary digital instrument display, projecting the tachometer, speedometer, fuel and temperature gauges, is much more legible and with better contrast than the one currently used by Jaguar/Land Rover. It is configurable to an extent, but none of the preset arrangements met our needs (so we just kept it in standard mode).

    The ride is unmistakably tuned for luxury, but also never feels floaty, unsettled or unstable.

On the road, there was no mistaking this Cadillac's mission. Unlike the Audi A6, which masks its front-wheel-drive architecture convincingly well, the XTS couldn't keep a straight face for two minutes – it is nose heavy and front-biased. The 5 Series and E-Class feel much better balanced, as those rear-wheel sedans should.

Yet the Cadillac does ride very well. The Epsilon II chassis deserves some of the kudos, as it provides an excellent foundation for GM's very competent MRC damping. The magneto-rheological system won't work impossible miracles, meaning passengers will still feel bumps and dips, but it did do an amazing job removing the harshness and unnecessary body roll. Overall, the ride was comfortable on even the most broken pavement. The ride was unmistakably tuned for luxury, but it also never felt floaty, unsettled or unstable.

2013 Cadillac XTS CUE

We were less impressed with the powerplant. Even though the XTS sprints to 60 mph in under seven seconds, the engine felt overwhelmed when tasked with moving this 4,215-pound sedan and its cargo smartly off the line (in its defense, we did have three adult males on board – a hefty extra 600 pounds). Further frustrating us, the six-speed transmission seemed challenged to shift smoothly and with confidence. The automatic gearbox hunted for gears often, and its shifts (both up and down) were not up to today's competitive standards. Cadillac puts steering wheel-mounted paddle shifters in each XTS, but their reaction to our finger's inputs felt numb and delayed.

    Cruising is what this full-size Cadillac is all about.

The XTS was more at home on the highway. A quiet and well-isolated cabin kept noise levels low, and the ride was smooth and comfortable. Straight-line stability is good and the brakes were reassuringly strong when traffic slowed unexpectedly. Cruising is what this full-size Cadillac is all about.

Yet midway through our drive, about two miles on Old Topanga Canyon road, the Cadillac was struggling to uphold its composure. In a well-sorted car, the brakes, suspension, engine, transmission and steering all work as a team. In the XTS, the brakes and suspension were working magnificently (we really like the MRC), but the engine, transmission and steering appeared confused with the challenging drive route. Four squealing Goodyear tires weren't helping the argument, either. While the XTS was actually fairly competent overall (we never felt out of control), it really didn't want to be on that road.

2013 Cadillac XTS rear 3/4 view

After grabbing a bite to eat at the Inn of the Seventh Ray, we headed down Topanga Canyon until it intersected Pacific Coast Highway again. With the nose of the sedan pointed east, we headed back to our hotel. The 40-minute drive gave us plenty of time to relax and ponder the big picture when it came to Cadillac's newest sedan.

    In its current state the XTS won't do much to raise the image of the brand.

We spent a lot of time talking with Cadillac executives about the new car, as we tried to figure out exactly what it is competing with. By the tape, it is as large as the Audi A8, BMW 7 Series and Mercedes-Benz S-Class. However, it's priced to undercut the A6, 5 Series and E-Class. But size and price alone do not define competitors.

Cadillac displayed a graphic to further help us out. With vehicles represented as tiny diamonds on a chart, the upcoming ATS was aligned with the A4, 3 Series and C-Class. The slightly larger CTS models were aligned with the A6, 5 Series and E-Class. Curiously though, the infographic presented the new XTS aligned with the A8, 7 Series and S-Class. Isn't that where the rumored upcoming rear-wheel drive Omega-based luxury sedan is supposed to go?

The all-new Cadillac left us bewildered and mildly frustrated. The sedan offers a strong platform, impressive interior, innovative electronics and a superb ride, yet the engine and transmission are serious shortcomings. The XTS may be an interesting alternative for those accustomed to the Lexus ES350, Toyota Avalon and Buick LaCrosse, but at least in its current state, the new luxury sedan probably won't do enough to raise the image of the brand – and that is what the automaker really needs. Sadly, the all-new 2013 Cadillac XTS falls short of being the highly anticipated, and much-needed, "Cadillac of Cadillacs."



Engine:
    3.6L V6
Power:
    304 HP / 264 LB-FT
Transmission:
    6-Speed Auto
0-60 Time:
    6.7 Seconds (est.)
Drivetrain:
    All-Wheel Drive
Curb Weight:
    4,215 LBS
Towing:
    1,000 LBS
Seating:
    2+3
Cargo:
    18.0 CU-FT
MPG:
    17 City / 27 HWY
MSRP:
    $59,100 as tested

2013 BMW 6 Series Gran Coupe

2013 BMW 6 Series Gran Coupe
BMW Takes On Mercedes And Audi In The Profit Margin Wars

As the years go by, it's become the Germans who are most closely watching what each other are doing over the backyard fence. So much so, at times, that it can almost seem like they're freely swapping all their trade secrets unapologetically in full view.

Take this nicely executed new luxo-niche player, the BMW 6 Series Gran Coupe. It's no scoop, of course, that it was created specifically to not miss out on what both Mercedes-Benz and Audi are discovering for themselves with the CLS and A7. And yes, that "nicely executed" modifier just used to describe the Gran Coupe could indeed ring with more enthusiasm.

The 640i Gran Coupe we sailed around in all over Sicily under a crisp sun is a generally good-looking machine. BMW designers have taken the existing Big Bimmer language and successfully created a new dialect for the company, if you will. But these "four-door coupe" creations are curiosities for which many develop a love (or, occasionally, a distaste) for over the long run. Only the first-generation CLS in 2003-04 absolutely socked it to us at first glance, and since then, everything else in the genre has felt derivative. Well, they essentially are blatant derivatives, right?

2013 BMW 6 Series Gran Coupe side view2013 BMW 6 Series Gran Coupe front view2013 BMW 6 Series Gran Coupe rear view

It would be great if the automakers' marketing departments would please cease and desist when it comes to trying to push these prettier sedans on us as though they were actually coupes. They just aren't. We all love a good sedan, so why the massive effort to co-opt the inherent sexiness of a coupe right down to how the car is used by the buying public? These are lifestyle sedans and they're all pretty fascinating executions. However, we do tip our hats to Audi for owning the Sportback moniker. That sounds about right.

The 6 Gran Coupe is a true mix between the 5, the 6, and the 7 Series cars. It's better looking in some key ways than either the latest 5 or 6 Series models – front, rear and profile views, for starters. Still, it's the 7 Series that comes off feeling like the most complete package for the segment it is meant to represent. At least, that is, for this current generation of large BMW cars.

2013 BMW 6 Series Gran Coupe headlight2013 BMW 6 Series Gran Coupe grille2013 BMW 6 Series Gran Coupe wheel2013 BMW 6 Series Gran Coupe taillight

The 197.1-inch length of the 6 Series Gran Coupe is much closer to that of the standard 7 Series (199.7 inches) than it is to that of the 5 Series (192.9 inches), yet the wheelbase is equal to that of the 5 Series. Front and rear tracks – 63.0 inches and 65.6 inches, respectively – are the same as seen on the 6 Series coupe. Curb weight is quoted at 4,023 pounds, putting the 6GC right between the 200-pound lighter 640i coupe and 245-pound heavier 740i. As for height, the Gran Coupe sits one inch taller than the 6 Series coupe and three inches shorter than the 5 Series sedan.

After spending a full day in the 640i Gran Coupe with the full-on BMW Individual interior treatment, we can say that everything inside the cabin works well, perhaps to a best-in-class degree. Space for four adults is exceptional and is both extremely well-crafted and comfortable. The four-plus-one seating promise in back isn't exactly a revelation, but it's possible. Without the spare tire and with the fully folding rear seat, luggage space is a respectable 44.7 cubic feet. The luxury and level of indulgence are spot-on for this new player in the segment.

2013 BMW 6 Series Gran Coupe interior2013 BMW 6 Series Gran Coupe front seats2013 BMW 6 Series Gran Coupe rear seats2013 BMW 6 Series Gran Coupe trunk

Keeping in mind those various weights and measures just listed, we were really curious to see what the result would be over the slippy road surfaces of Sicily. The overall weight is not a surprise for this 640i, but the 3.0-liter TwinPower Turbo inline-six with 315 horsepower was perfectly fine for our less-than-ambitious requirements of this executive/family/lifestyle car.

It's the 330 pound-feet of torque – available as low as 1,300 RPM – however, that allows this engine to work in this above-average-sized BMW. Acceleration to 62 miles per hour is quoted at 5.4 seconds, but we firmly believe that extreme testing will no doubt result in a 60-mph run in around 5.0 seconds flat. That off-the-line speed is more than sufficient, but the real test is how we felt in the 640i GC while humming between the third, fourth and fifth gears of the standard eight-speed Steptronic automatic, overtaking diesel-smoke-chuffing fuel tankers, and slipping through the hundreds of roundabouts that Italy has so fallen in love with.

2013 BMW 6 Series Gran Coupe engine

Under these everyday dynamic circumstances, the 640i Gran Coupe is absolutely at its ease and there is honestly not a negative note regarding the chassis, steering, gearbox, or engine. BMW has so completely honed this ideal setup for all its larger vehicles to such an extent that we practically knew this would be the case before ever pressing the Start button.

Where we did notice a couple of negative discussion points, however, was during our shuffle along the autostrada at about 80 mph – the Italian legal limit on most multi-lane highways. The overall general comfort we found with the Driving Dynamics Control interface was perfectly fine whether in any of the Sport or Comfort setups, but where we found things less than optimal – no matter the setup in DDC – was when driving over expansion strips and the like. The mapping for the rebound traits of the dampers is not quite where it should be for this character of car. There was a sort of 'jiggle' after each strip was slapped by the weighty and hard Michelin Primacy HP run-flat tires, measuring 245/40R19 in the front and 275/35R19 at the rear. (For reference, the standard wheels and tires available in North America are 18-inchers, and the wheels seen on this test car are currently not available Stateside.)

2013 BMW 6 Series Gran Coupe driving2013 BMW 6 Series Gran Coupe driving2013 BMW 6 Series Gran Coupe driving

If we really wanted to own the 640i Gran Coupe, we'd consult BMW techies about the best 18- or 19-inch all-season radial we could buy since this post-kathump jiggle is really odd on an otherwise very good chassis setup. Under dynamic circumstances, this is not noticeable as much, and we imagine that over pristine German pavement, the dampers would be about perfect. Nonetheless, we can get a 740i to where it is smoother than this in straight cruising, though that's possibly due to the added weight. Still, why not here? We want an expensive BMW cruiser 6 Series four-door that costs more than the 740i to be able to give us a more refined damper rebound while driving along less-than-perfect pavement.

Another negative observation was sort of an easy target when you consider the car's design: the compromised rear window visibility. Getting the rear-view mirror set for optimal viewing through that slender rear glass took an unusual amount of time and you simply have to accept the compromise as a consequence of your sweet lookin' new car. The high sides and low profile greenhouse mean that we needed to adjust the seat higher, bringing the head on your author's six-foot-tall frame just a little too close to the headliner. And with the sliding glass roof – a standard feature in North America – your dear author's head would get even a little closer.

2013 BMW 6 Series Gran Coupe rear fender2013 BMW 6 Series Gran Coupe rear window

But the most important quality of the 6 Series Gran Coupe is indeed its interior – the living space. Even without a BMW Individual makeover, the design is pretty luscious and doesn't seem to be overwrought. The cockpit has never been so driver-oriented in a BMW, while the front passenger side feels practically like a cocoon in how it wraps that person in leathery goodness. A nice detail is that the leathers and touch surfaces on the front passenger side are softer for comfort, while those on the driver side are a bit firmer and hold the pilot better in place. As for the back seats, when we had the front chairs adjusted for this six-foot-tall driver, our knees had a good four inches of clearance from backside of the front seats. What's more, our tootsies slid very nicely under the forward passenger squabs.

The 2013 BMW 6 Series Gran Coupe starts deliveries in North America in June at a base price of $76,895 – that's $5,895 more than a 740i, $24,395 more than a 535i and $3,295 more than a 640i coupe.

2013 BMW 6 Series Gran Coupe rear 3/4 view

A 402-horsepower Mercedes CLS550 with its 4.6-liter twin-turbo V8 starts at $71,300 and an Audi A7 with its 310-horsepower supercharged 3.0-liter V6 can start as low as $60,600 when modestly equipped. The 650i Gran Coupe, featuring a 443-horsepower, 4.4-liter twin-turbo V8 that arrives a little later this year is set to start at $87,395. Yes, there's plenty of standard kit on these 6 Gran Coupes, but these are some heady prices for the privilege of a svelte lifestyle sedan. Blame it partially, we suppose, on the Germans' total frustration with the ongoing bad exchange rate between the suffering United States dollar and over-valued Euro.

We thought we were in an economic crisis, but apparently, the Germans have created so much value in the brands that they can do this. With pricing-to-trim trends like these, now everyone German and otherwise is bound to scooch the prices up as they catch wind of what the others are able to get away with over the backyard fence.

Engine:
    Turbo 3.0L I6
Power:
    315 HP / 330 LB-FT
Transmission:
    8-Speed Auto
0-60 Time:
    5.4 Seconds (Est.)
Top Speed:
    155 MPH
Drivetrain:
    Rear-Wheel Drive
Curb Weight:
    4,023 LBS
Seating:
    2+3
Cargo:
    44.7 CU-FT (Max)
MPG:
    19 City / 30 HWY
MSRP:
    $76,895 (Base)

2013 Bentley Continental GT V8

2013 Bentley Continental GT V8
The Red Badge Of Courage

2013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V82013 Bentley Continental GT V8


When it comes to high-end automobiles, there exists a surprisingly large group of well-heeled buyers seemingly only too happy to plunk down the vast sums required to buy the most expensive model in a given range. To these shoppers, a loftier price connotes that they are buying the best of the best, all but guaranteeing that they'll never suffer the indignity of being shown up at the valet stand. And while the notion that what is best is what's the most expensive is often correct, that isn't always the case.

Take this splashy Dragon Red Bentley Continental GT V8, for example. On the surface, this new model is just a cut-price coupe with four fewer cylinders and less horsepower, but make no mistake – this is the Thinking Man's Continental, not the Miser's.

Of course, word that the British automaker's latest should cost around 10 percent less than its 12-cylinder counterpart is unlikely to arch any impeccably manicured brows – we're going to go ahead and assume that the price differential won't really be of consequence to anyone with the wherewithal to shop for a Bentley. As a result, it will likely take a bit of individuality and pluck to show up at this season's Keeping Up With The Jones' Charity Ball in a GT V8.

Your fellow Flying B benefactors will know you've opted for the V8 because it's clearly marked out by an array of red enamel badges, along with subtle trim differences around the grille and lower fascia, along with a pair of charismatic sideways-eight-shaped exhaust pipes surrounded by a dark lower valance. And while Bentley and its Mulliner bespokery will happily customize your new purchase just about any way you want, they will resolutely deflect requests to paint the crimson badges in the dark green of your W12-driving compatriots no matter how much money you offer them, a subtle move to protect the 12-cylinder model's exclusivity.

2013 Bentley Continental GT V8 side view2013 Bentley Continental GT V8 front view2013 Bentley Continental GT V8 rear view

Previous Autoblog driving reports have told you all you need to know about the Continental GT, as it was substantially refreshed just last year. So we'll spare you the details on the heavyweight's exquisitely aromatic and richly appointed interior, its gracious air-suspended ride and its much-needed infotainment updates.

Instead, it's best to focus on the heart of this car, a new 4.0-liter twin-turbo V8 co-developed with Audi while sunning under the Volkswagen Group's immense corporate umbrella (the engine also calls the S8 home). Part of Bentley's pledge to reduce C02 emissions by a whopping 40 percent, the V8 powertrain weighs less than the W12, a nice place to start. The difference is only about 55 pounds, but crucially, those pounds have gone missing from the front axle, imbuing the big grand tourer with better weight distribution. Bentley has also fitted the Conti V8 with the same ZF-sourced gearbox that we've enjoyed in countless other luxury automobiles. It's an accomplished cogswapper that Crewe's crew has tuned especially for duty in this model, including enabling "block downshift" electronics, which enable the gearbox to swap down as many as four ratios at once for improved responsiveness. Sporting two more cogs than the W12's aging six-speeder, the added ratios not only help fuel economy, they keep the V8 on the balls of its feet at all times.

2013 Bentley Continental GT V8 interior2013 Bentley Continental GT V8 seat embroidery2013 Bentley Continental GT V8 dash clock2013 Bentley Continental GT V8 shifter

The 4.0-liter features de rigueur technology like twin-scroll turbos, direct-injection, improved thermal management, displacement-on-demand (the V8 can teetotal around as a V4 thanks to active motor and transmission mounts that quell untoward vibrations). Other small improvements include low rolling-resistance tires, an 'on-demand' power steering pump, slipperier bearings and improved tumble flow control on the air coming into the combustion chambers. Bentley North America President and CEO, Christophe Georges, tells Autoblog that start/stop technology was considered, but in order to make a self-imposed deadline of 2014, they had to take a pass.

Add it all up, and you get 500 horsepower at 6,000 rpm and 487 pound feet of torque from 1,700 to 5,000 rpm. That's just 67 horses and 29 torques shy of the much larger W12. Bentley says that the power deficit works out to a 0-60 time of 4.6 seconds – 0.2 seconds longer than that of the Conti that's playing the dozen. Top speed also tumbles by 10 mph to 188, but out in the real world, we suspect you won't notice a difference in performance. What you will notice, however, is the V8's far more assertive vocals. Bentley's W12 is many things – surprisingly compact, robust and power-packed, but it's never been the most sonorous of engines. Bentley is positioning the V8 as a sportier alternative for new and younger buyers (where have we heard that before?), and it should deliver – it simply sounds much more engaging than the W12 thanks to a different intake and an exhaust with an asymmetric muffler on the left-hand side that uses switchable "clappers" to vary sound levels.

2013 Bentley Continental GT V8

We had the chance to sample the Conti V8 hardtop in Logroño, Spain at the Circuito de Navarra, a freshly minted 2.4-mile road course, as well as over the local roads where the big GT could unwind over long straights, shrugging off the unseasonably cold weather (low-to-mid 30s) and biting winds. And while nobody is going to confuse this Brit with something out of Hethel, Bentley's engineers have done a bang-up job ramping up this car's engagement.

In order to accommodate the new V8 and gearbox, changes had to be made to the body-in white. With a different engine hanging over the front axle changing the car's weight balance (now 51/49 front-to-rear), Bentley went ahead and completely reworked the suspension, with V8-specific spring rates, bushings, shock tuning and special programming for the air suspension system. Combined with slightly smaller anti-roll bars and a unique front differential, the all-wheel drive seems slightly more resistant to understeer and turn-in feels demonstrably quicker. At the end of the day, this is still a 5,000-pound heavyweight with all-wheel drive, so tighter turns coupled with too much entry speed will see the Bentley push predictably wide, but the net-net is a more tossable car with road manners that are every bit as polished as those of the W12 – even riding on the optional 21-inch tuning-fork alloys seen here.

2013 Bentley Continental GT V8 on track2013 Bentley Continental GT V8 on track2013 Bentley Continental GT V8 on track

We also had the chance to sample a GTC V8 convertible on the open road, but due to the unseasonably cold weather and driving winds, we left the insulated soft top fixed above our heads. The V8's burlier growl was clearly more vocal through the drophead's canvas lid, but it wasn't annoying – on the contrary, we cursed the uncooperative conditions and longed for top-down driving to better hear the V8's bellow. The W12's strengths are still here in spades – effortless power across the tachometer, disciplined ride and soaking luxury. It even felt like the paddle shifters were a skosh more responsive than in the V12.

Interior changes to the V8 are limited to items like a cloth headliner and pillar trim borrowed from the GTC along with a shorter rear center console, a single front armrest and Dark Fiddleback Eucalyptus wood (so named because the timber was popular for use in stringed instruments). For a fee, Bentley will tweak the cabin any way you want, and most every option available on the W12 will be on the table for the V8 as well, including the carbon-ceramic brakes that we had at our disposal for track work.

2013 Bentley Continental GT V8 rear 3/4 view

Presumably, when one acquires the sort of financial gravitas capable of affording The Bentley Lifestyle, thrift isn't foremost in one's mind. And despite an impressive 40 percent improvement in fuel efficiency (and thus, emissions), we don't see this car softening disapproving stares from the hemp clothing set. Official EPA numbers aren't in yet, but Bentley says drivers could see up to around 24 miles per gallon (the W12 posts city/highway scores of 12/19 and we've seen real-world figures a Cheney cackle removed from single digits in that car), so the V8 figures to be a major upgrade. In the face of these massive improvements, one might begin to wonder if Bentley is planning to phase out the W12. On the contrary, the automaker says that it believes many buyers sleep better at night knowing they've got 12 cylinders underhood. As a result, Georges promises "we will continue to invest [in] and develop the W12."

Bentley officials are understandably keen to promote this car's freshly greened credentials, and it's hard to blame them, but we think that prospective buyers will be more interested in this car's newfound range – the V8 manages over 500 miles between premium fill-ups, while the W12 could only managed about 300.

Better range, better handling, better sound and more money left in the proverbial Swiss bank account. Let the profligates flaunt their black-badged GTs – the Continental to have is the one brandishing the Red Badge of Courage.

Engine:
    Twin-Turbo 4.0L V8
Power:
    500 HP / 487 LB-FT
Transmission:
    8-Speed Auto
0-60 Time:
    4.6 Seconds
Top Speed:
    188 MPH
Drivetrain:
    All-Wheel Drive
Curb Weight:
    5,060 LBS
Seating:
    2+2
Cargo:
    12.6 CU-FT
MPG:
    15 City / 24 HWY
MSRP:
    $171,000

2013 Audi S7

2013 Audi S7
Performance With Poise




As reaction settles down to news that Audi has scooped up Italian bikemaker Ducati right from under the nose of Mercedes-Benz for a cool billion, we can now get back to the four-wheeled performance Audi does best. And there are few better ways I can think of doing that than throwing body and mind into a fully optioned new Audi S7 and hitting the sunny German countryside.

At least for this scribe-driver, Audi does a much finer job on its S models than it attempts to do on the RS versions. Not that the RS lineup is a bad thing, but its various members often strike me as just souped-up S models – not the true RennSport icons they ought to be. I want mayhem and magic in an RS and never really get it. What I probably really want is rear-wheel drive and about 400 fewer pounds to lug around, but knowing Audi's modern day raison d'être, that'll never be allowed to happen.

But the S cars are genuinely satisfying Sport-driving professionals that happily double as very stylish everyday drivers. The current civilian Audi that expresses best the stylish part of the equation is the sleek A7. It's a funny car in that the initial reaction to the swoopy A7 was a bit hesitant from some quarters. But the enthusiasm has grown over time and now the sportback-style car is a certifiable hit in the United States and elsewhere.

2013 Audi S7 side view2013 Audi S7 front view2013 Audi S7 rear view

Those of us liking the car already have been eagerly awaiting the 414-horsepower S7 – called the S7 Sportback in all other markets. Pricing for the U.S. has not been announced yet prior to the first deliveries in late October, but some basic calculations lead us to believe the price for a base S7 Premium Plus trim will come in somewhere a bit north of $70,000. Warning: Audis do get expensive.

Just looking at this S7 in profile in so-called metallic Rocky Mountain Brown is a bit of an aesthetic event. At its lowest point while at rest or at speeds over 75 miles per hour on an Autobahn, the S7 sits 1.2 inches lower on its air suspension perches than a bog-standard A7. For Europe, the base wheel is a 19-inch design and there was talk of making the standard U.S. wheel a 20-inch set, such as that on the test car for this story. [CONFIRMED: U.S. gets 19s standard.] Optional wheels can hit 21 inches. I was already mumbling to myself: "Why exactly does one need a Bentley Continental GT with essentially this same powertrain at over twice the price?" The S7 is gorgeous.

2013 Audi S7 grille2013 Audi S7 headlight2013 Audi S7 wheel2013 Audi S7 taillight

But this is old news. Does the A7 persona lend itself well to being an aggressor car of prey? The silly but effective red ring around the engine start-stop button at the console made me feel as though the S7 was going to live up to the hype I'd heaped on it. It's okay to be gullible sometimes... right?

Fortunately, this svelte cruiser from Neckarsulm fulfills the promise of that little red ring. The 414 horses maxing between 5,500 rpm and the 6,400 rpm redline are accompanied by a good kick of 406 pound feet of bi-turbo torque between 1,450 and 5,250 rpm. This 4.0-liter TFSI version of Audi's EA824 V8 has been modified with Cylinder on Demand technology (also seen in the previously tested S8, new S6, and Bentley Continental GT and GTC V8), and it officially totes the 4,450-pound S7 to 62 mph in 4.7 seconds. Top speed is held to the usual 155 mph.

2013 Audi S7 engine

Succinctly put as possible, the S7 and I had a good ol' time for our three-hour blind date. The 20-inch Dunlop SPSport Maxx GT treads (265/35 R20 99Y) wrapped around 20-inch Star design wheels made a big difference in road feel through the dynamic transitions during the spirited drive. Between the adaptive air suspension (tweaked via the Audi Drive Select interface on the MMI screen), optional ceramic brake discs, optional Dynamic Steering, and (yep) Euro-optional Sport Quattro with locking rear differential and torque vectoring, the drive system felt in sync under all conditions and levels of stress. It sure as heck had better do so, what with a presumed $90,000+ price tag at this equipment level.

Then there is that lower height versus any A7 or A6/S6 to consider, plus the wide tracks (64.6 inches front, 64.3 in. rear). When I drove another S7 without the much-improved optional steering or sport differential and torque vectoring, the dynamics in the hotter sections of road were clearly less willing, forcing me to back off a bit more than I would have liked at times. The steering wheel as dressed for the S7 is a wonderful gripper at just the right diameter, a few inches narrower than my shoulders.

I do wish the S7 could come with a six-speed manual if some crazy troglodyte like me requested it; the seven-speed S-tronic dual clutch with this bi-turbo's lower revs can be frustrating at times. Even with the ADS interface all set to full-on Dynamic and me behind the wheel shifting manually with paddles, the transmission upshifts in certain steamier moments... thereby taking the steam out. Then it would not let me downshift during these same points until revs dropped down nice and safe, further taking the steam out of an otherwise terrific drive.

2013 Audi S7 interior
2013 Audi S7 front seats2013 Audi S7 rear seats2013 Audi S7 rear cargo area

Of all the optional equipment we have come to expect from the marketing-savvy Germans, the fact that at this level of power and mass and cost I have to opt for the sport differential with torque vectoring is a bit of a $1,100 slap in the face. The S7 should really come with this included – preferably with no further impact on the sticker price. [APPARENT UPDATE: Sources are saying that this is optional in Europe but standard for the North American S7. Good news.]

A nicely dynamic yet comfort-focused feature was the multi-adjustable and monogrammed S sport seating with quilted stitching. They also bump you from already good Nappa leather up to sumptuous Valcona leather – and all for just about $2,500 for the chairs alone. The two passengers in back also get the seat treatment when you specify an optional interior package. Side bolster support for these sitters remains right where it should be for this nature of car.

As to the telltale large liftgate of the S7, it is a paragon of virtue whenever it comes to loading up with gear. Cargo volume ranges from 18.9 cubic feet up to a big 49.1 cubes and accessibility is easy. At the same time, standard Audi Noise Control operates through the sound system, and the active engine mounts introduced with the new S8 work together to compensate for any minor roughness caused when the Cylinder On Demand technology transitions in and out of V4 mode.

2013 Audi S7 rear 3/4 view

Under hard throttle and in full V8 mode, though, the S7 hauls. There's also a good voice that penetrates the cabin thanks to a sound amplifier in the front bulkhead. The amplifier doesn't fake the soundtrack – it uses the actual wavelengths of the engine itself and just gives them their proper voice. It sounds excellent, for sure, and the two twin exhaust pipes out back with their own noise enhancement by Faurecia manage a heady song as well. Nonetheless, in the European cycle, Audi anticipates an average of 24.5 miles per U.S. gallon from the S7. The readout suggested around 18 mpg during my drive, which really is pretty good considering my eager right foot.

Despite some stories to the contrary, don't count on an RS version of the A7, however – officials have pretty much confirmed that one isn't in the cards despite some discussions having happened. This is just as well from my point of view; until Audi gets their RS thinking right, the S models – including now this properly engaging S7 – are the ones to get if performance with poise is your game.

Engine:
    4.0L Biturbo V8
Power:
    414 HP / 406 LB-FT
Transmission:
    7-Speed S-tronic
0-60 Time:
    4.7 Seconds
Top Speed:
    155 MPH (limited)
Drivetrain:
    All-Wheel Drive
Curb Weight:
    4,450 LBS
Seating:
    2+2
Cargo:
    18.9 / 49.1 CU-FT
MPG:
    24.5 MPG (est.)
MSRP:
    $75,000 (est.)

2013 Audi S6

2013 Audi S6
Proof That Less Of Some Things Can Equal More.


It's been fascinating to sample Audi's new greener edition of the EA824 V8 in all of its various incarnations. Our first crack at the new TFSI powerplant with cylinder-on-demand was in Audi's own 513-horsepower S8, and we then went on to try it out in the new 500-hp Bentley Continental GT and GTC V8 models. Most recently, we dipped into the 4.0-liter biturbo in the new S7 before getting behind the wheel of the closely related S6 seen here.

Versus the previous S6 with its muy macho Lamborghini-derived 5.2-liter V10, everything is quicker, more efficient and lighter in weight. The new fourth-generation S6 Quattro with S-tronic seven-speed dual clutch comes in at a European curb weight of 4,178 pounds – about 30 pounds lighter than the previous V10-stuffed car with its automated six-speed. Yes, power is slightly lower now at 414 horses, but peak torque of 406 pound-feet is slightly higher and happens over a vastly wider range of 1,400 to 5,200 rpm. Audi's 0-62 miles per hour sprint time is now listed at 4.6 seconds, a figure that compares favorably with the outgoing car's official 5.2-second time.

For my test drive, Audi thoughtfully provided a couple of S6 four-door setups for me to sample: those with Dynamic Steering and the torque vectoring sport Quattro rear differential, and those without. You know which trim I went for already. So equipped, these S6 sedans were all painted Misano Red... an exterior color that Americans cannot get this time around. So, just visualize me thundering around Bavaria in a car painted shades of white, black, silver, gray, or blue, since those are the paint chips you'll find on the order sheet at your local dealer.

2013 Audi S6 side view2013 Audi S6 front view2013 Audi S6 rear view

    Everything is quicker, more efficient and lighter in weight.

First of all, when a particularly intelligent person (Yes, I am blatantly insinuating.) goes for either this loaded Audi S6, a similarly equipped Mercedes-Benz E550 4Matic, or what have you, one's drive expectations are not about how well it manages a controlled oversteer, smoking-tire pose on your favorite run up to lover Mila Kunis' house. These premium juggernauts are generally for executives and their families, and they get used a lot year-round in areas with four real seasons. What one appreciates at this price, though, is the sophistication, the poise, the aesthetics and the ride and drive sensations. It's a pricier club, and either you want to be part or you don't. No skin off anyone's back.

I tried both this red S6 fully equipped as well as a version painted Ice Silver that was not equipped with S-calibrated dynamic steering or the rear sport differential with torque vectoring. The difference is crystal clear when you drive them back-to back. My take? You can be very pleased that North America gets a far finer base S6 than do the Europeans at the higher price.

2013 Audi S6 wheel2013 Audi S6 side mirror2013 Audi S6 taillight2013 Audi S6 badge

    North America gets a far finer base S6 than do the Europeans at the higher price.

Between the evenly distributed weight typical of Audis, a default 40:60 sport Quattro torque split and standard programmable adaptive air suspension, this beefed-up A6 cannot do it much better than it does. Driven properly over the region's country roads with the S-tronic in either D, S for Sport automatic, or sequential manual mode via the console lever or steering wheel paddles, this four-door feels capable of just about anything, and it's unerringly smooth while going about its business. My preferred red tester came with optional 20-inch Rotor five-spoke wheels wrapped in Bridgestone Potenza rubber – 255/35 R20 (97Y) all around – and over the nearly pristine German asphalt, grip was plentiful. Throttling on or off was smooth, too, the nicely wrapped three-spoke steering wheel felt great, and the standard eternally adjustable S sport seats gave me what support and cush was needed throughout the day.

The S6 also goes one better than the S7 in how it differs in height from the civilian A6/A7. Whereas the S7 sits as much as 0.8 of an inch lower versus a standard A7, the S6 sits a full 1.2 inches lower than an A6, so the dynamic feel – especially with the 20-inch treads – is more responsive.

2013 Audi S6 interior2013 Audi S6 front seats2013 Audi S6 settings display2013 Audi S6 shifter

    Fuel consumption improves by 25 percent over the outgoing C6 model.

Despite the much-improved driving performance, fuel consumption and hence CO2 emissions improve by 25 percent over the outgoing C6 model. That's thanks in part to the Cylinder On Demand technology also used in the engine's other applications. Imagine 19 miles per gallon in the city and as high as 26 mpg on the highway. Those figures won't sway any greenies from prying open their hemp wallets, but a healthy 25 percent uptick is a healthy 25 percent uptick nevertheless.

Regarding the on/off camshaft action of Cylinder On Demand, to negate any potential roughness or acoustic unpleasantries, Audi has included both active engine mounts and Audi noise control. The first operates proactively to fill the frequency gaps left when in V4 mode and cylinders 2, 3, 5, and 8 take a break. The second works through the infotainment system, creating noise-cancelling sound waves. Both work as advertised – when tooling along at a modest pace, I honestly never felt like I was driving a tinny four-cylinder at all.

2013 Audi S6 engine

    The United States will not be getting the new S6 Avant all-star hauler.

Whereas European buyers of the new S6 don't get many bells and whistles thrown in with the German base price of 72,900 Euros after heady taxes ($96,400 USD at the time of this writing), Americans should be able to get a very nicely equipped S6 Quattro Prestige Plus with S-tronic, a nicer interior than the Euro standard, sport Quattro rear differential, et al. for right around $70,000. The true pricing for North America will be announced prior to the start of deliveries in October. Western Europe starts getting its S6 allotment in July.

Sadly and perhaps predictably, the United States will not be getting the new S6 Avant all-star hauler. I couldn't resist driving one fully optioned, 60 cubic feet of cargo space and all. What – A – Car.

    Some have said the RS6 will exceed even the Bentleys in power and torque.

So, given that this downsized V8 can handle so many different VW Group models so successfully, I can't help but wonder exactly how far this bi-turbo 4.0-liter can go in terms of power and torque before Audi has to broom the underrated seven-speed S-tronic in favor of something more robust. I was generally pleased by the S6's gear changes up and down, but there were occasional lagging downshifts – or cog swaps not allowed – as the drivetrain sought to overprotect itself as I entered tighter curves. Some have said the RS6 will exceed even the Bentleys in power and torque, so things could get very out of whack if the transmission doesn't at least get updated shift logic.

Audi has gone with a smaller displacement engine on the 2013 Audi S6, meaning there’s no more V-10 option. Even so, the twin-turbocharged V-8 is more efficient than the old engine and still nets a big boost in horsepower over the standard V-6 powertrain.  

More 2011 L.A. Auto Show Coverage

Like other “S” branded Audis, exterior and interior changes are subtle.

Clicking on any image below will launch a larger photo gallery; you can browse through them by hitting the right and left arrow keys. Cars.com photos by Ian Merritt.

At first, I was concerned that downsizing from the spectacle of the Raging Bull's V10 would harm the S6's character and competence, but as it turns out... it's actually quite the overall upgrade.