2014 BMW 328d

-->

I fell deeply, rhapsodically in love with its long-term diesel stormer, the 2009 BMW 335d. That 3.0-liter/265-hp/425-lb-ft I-6 hotrod oil-burner was priced near the top of the range and delivered amazing performance (5.8 seconds to 60 mph), while returning quite respectable fuel economy (EPA ratings of 23 mpg city/36 highway, and an observed average of 29.4 mpg over 30,733 miles). The 335d accomplished its mission of completely rehabbing any lingering image problems the technology might have suffered from the slightly wheezy 524td. Today, BMW believes diesel buyers expect highway ratings in the 40s -- as delivered by our current diesel long-termer, the roomy VW Passat TDI. So the next 3 Series diesel, the 2014 328d, will get the latest 2.0-liter TwinPower turbodiesel I-4, codename N47. Output drops to 180 hp and 280 lb-ft or torque (at 1750 rpm), and 0-60-mph times will stretch to about 7 seconds, but we're promised a 4 in highway fuel economy. Final EPA figures are expected any day, but BMW expects a 20 percent improvement over the 2.0-liter TwinPower turbo gas version, with which this engine shares some 40 percent of its parts, including the aluminum block. If that holds true, we'll see 28 mpg city/40 mpg highway in the automatic sedan. With a 16-gallon fuel tank, that adds up to over 640 miles of bladder-busting highway range. When it goes on sale later this summer (production starts in July), the 328d will be offered in both sedan and wagon bodystyles with all options available on the gasoline models (including xDrive all-wheel-drive), with one exception -- no manual transmission. The take-rate was just deemed too small, and it would have presented the conundrum: Bring the super-wide-ratio Euro box that would blunt performance relative to the eight-speed automatic, or bring the performance-oriented ratios that might kill that 40-mpg number? To meet U.S. NOx emissions regulations, the engine uses a selective-catalytic-reduction (urea) fluid. The onboard tank is not expected to require refilling between oil-change intervals (typically 6000-10,000 miles), unless it's being operated a lot in very cold weather or at higher altitudes. On the eve of the New York auto show, BMW offered brief test drives around its New Jersey headquarters, which revealed the new engine's more earnest earth-hugging mission. This 328d sedan seems to strike a better balance between performance and fuel economy, and as such it comes off as better optimized for drivers inclined toward obsessively Tweeting their fuel economy. Nevertheless, floor the throttle in Sport+ mode and it surfs the waves of 280-lb-ft torque, merging smartly with freeway traffic or easily jumping ahead of a line of dawdlers for the right-hand-turn lane when necessary. Yet, it feels more at home in the EcoPro transmission setting. Leave it there, and you'll never feel either edge of the torque plateau as the car wafts from ratio to ratio seamlessly. The four-cylinder's firing pulses are enough farther apart than the six's that it sounds a bit more

2014 Lexus IS 250 F Sport

-->

Having shamelessly modified a classic idiom for our subtitle, we presume there's explaining to be done. We just had our first 2014 Lexus IS in for testing -- an IS 250 F Sport. The bad news first: Since the car doesn't drop to the public until this June, we can't attest with hand over heart to the value proposition, because pricing was unknown at time of writing. Also, the test car is an early-build vehicle and hopefully not production-representative (we'll get into this later), and as the IS 250 doesn't reinvent itself mechanically over the 2006-2013 model, some of its newness is lost on the enthusiast populace. So, symbolically, the holdover 2.5-liter V-6 and basic mechanicals are the lamb that hasn't yet grown into a sheep. Now, the good news. Lexus bills the latest IS as having "[kicked] it up a notch with true sport sedan driving dynamics, state of the art onboard technologies, and an all-new design that makes it look fast even when it's standing still." The design certainly plays a big role in an attempt to shake things up in the world of sporty luxury sedans. The cabin's modernization brings a familial but fresh take to the center stack and console. Neat electrostatic switches (a first for the brand, says Lexus) manage the dual-zone automatic climate control's temperature settings, perfect for the generation used to finger-swiping their smartphone touch screens. The F Sport tachometer needle's color can be changed to red, white, or blue. Backseat space in the 2013 model was laughable. For 2014, the IS is noticeably more spacious for passengers astern, with 0.2 inch more headroom, 0.3 inch more hip room, 0.7 inch more shoulder room, and, most conspicuously, 1.6 inches of additional legroom. Only time will tell if the exterior design -- with its aggressive stance and fascias, elongated wraparound taillights, and enormous, pinched front grille -- will age as gracefully as the safely styled IS 300 and IS 250, but there's no doubt the 2014 car has attitude. The big(ger), bad(der) IS 250 F Sport has its wolf's clothing.

• 
• 
• 
• 
• 
• 

Here's how the First Test went down. The early-build IS 250 F Sport was delivered to us after it partook in the 2014 IS media launch in Austin, Texas -- the navigation system had Texas destinations programmed into it. Snooping around the infotainment system with the Remote Touch mouse controller (which could really use a physical 'back' button) is how we found glitches in the interface software. Our past experience with the Remote Touch multimedia system has been generally positive, though the mouse could stand to be more precise. But this IS 250's screen froze twice as we tried to cycle through apps and functions. The first time it happened, we were on a long drive and the nav showed us locked in the same position for several minutes (we were still barreling down the highway) before unfreezing of its own accord. Control of the sound system went missing, too -- neither the steering wheel switches nor the center stack's volume or tune/scroll knobs could change what we were listening to or the audio level. (At least it wasn't magically increasing the volume.) In the second instance, the display suddenly went blank (it was set to the nav as well) but rebooted in less than a minute. Another oddity in the car was the Snow button below the Drive Mode Select dial (Eco, Normal, and Sport) and stability/traction control switch on the center console. Pressing it didn't start the car in second gear, but then again, we didn't have the all-wheel-drive IS 250. To make sure we weren't part of some funny game, we checked for half-shafts behind the front wheels, and there weren't any. These two head-scratcher moments brought variety to this First Test before we headed to the track. Flat-footing the accelerator and brake pedals (not at the same time) and timing the paddle shifts just right (tap early to cover the shift delay, right before bouncing the rev limiter) on the dragstrip yielded no surprises, with 0-60 mph clocked at 7.2 seconds, the quarter mile at 15.6 seconds with a trap speed of 89.4 mph, and a stop from 60 mph in 113 feet. The last 2011 IS 250 F-Sport we tested did 0-60 mph in 7.2 seconds, the quarter mile at 15.6 seconds in 89.6 mph, and braked from 60-0 mph in 114 feet. Both cars are powered by a direct-injected 2.5-liter V-6 with 204 horsepower and 185 lb-ft of torque and share identical gear ratios in the six-speed automatic transmission. The 2014 IS 250's axle ratio is about 5 percent taller and its curb weight is 93 pounds more, but no measurable effect from the differences was found here. Under acceleration, the engine pulls smoothly, but the thought of the IS 350's 306-hp, 3.5-liter V-6 is always in the back of the mind. There's greater induction noise at higher load and revs as a result of the F Sport intake sound generator, but it's nowhere near as obnoxious as it is in the Ford Focus ST.

• 
• 
• 
• 
• 
• 

But we were scratching our heads again around the figure eight. The 2014 IS 250 with revised, F Sport-specific suspension could only find 0.85 g to 2011's 0.91 g, despite both cars utilizing Bridgestone Turanza ER33 grand touring summer tires (225/40-18 fronts and 255/40-18 rears). The new one trailed the older car by a hefty 0.9 second on a flying figure-eight lap, implying it's losing precious time in the corners. The root cause is up for debate. Maybe the 2014's 2.7-inch-longer wheelbase or 0.6-inch-wider rear track played a part. Maybe the alignment was off. The 2014 car gives up nothing in terms of sensation and feedback from the driver's seat. It slices and dices and feels planted all the time. The steering is direct, predictable, and communicates enough information to the driver. No one would call this sedan overpowered, especially not with 255mm meats in the rear. It'll lift-throttle oversteer if forced, but should drifting be your IS 250 obsession for whatever reason, you'd probably be better off with a square-stance model.

• 
• 
• 

Electronics teething troubles aside, the IS 250 F Sport works for the real world. It's an energetic handler, firm yet compliant, and not uncomfortable. It's decently quiet. You can show off the F Sport's sliding, LFA-inspired meter/thin-film transistor display to friends and family -- the display's information panel features three fuel economy-related tabs, one for tire pressure, and most coolly, one for gear position. There are now two console cupholders instead of one. You can seemingly sit lower than in the older model, which can be helpful for taller drivers. However, the low hip point combined with the high center console height can make the interior feel cramped, even though the 2014 version is statistically ahead in all regards. We hope a fresh powertrain is under consideration. So the lamb is about ready to go on sale, and we anticipate quality control will snuff any potential issues. We weren't expecting the new IS 250 F Sport to be a car transformed. But we can't say our expectations are the same for the 2014 IS 350 F Sport. We foresee that one being more of a mouflon ram in wolf's clothing.

2014 Lexus IS 250 F Sport
BASE PRICE	$39,000 (est)
PRICE AS TESTED	$42,000 (est)
VEHICLE LAYOUT	Front-engine, RWD, 5-pass, 4-door sedan
ENGINE	2.5L/204-hp/185-lb-ft DOHC 24-valve V-6
TRANSMISSION	6-speed automatic
CURB WEIGHT (F/R DIST)	3594 lb (53/47%)
WHEELBASE	110.2 in
LENGTH x WIDTH x HEIGHT	183.7 x 71.3 x 56.3 in
0-60 MPH	7.2 sec
QUARTER MILE	15.6 sec @ 89.4 mph
BRAKING, 60-0 MPH	113 ft
LATERAL ACCELERATION	0.85 g (avg)
MT FIGURE EIGHT	27.1 sec @ 0.65 g (avg)
EPA CITY/HWY FUEL ECON	21/30 mpg (est)
ENERGY CONS., CITY/HWY	160/112 kW-hrs/100 miles (est)
CO2 EMISSIONS	0.80 lb/mile (est)

2013 Kia Rio SX Arrival

-->

Does this Motor Trend Garage introduction qualify as one of those "that awkward moment" Internet posts? Our last subcompact hatchback comparison's final draft order made the Kia Rio the automotive proxy for Mr. Irrelevant ("Shiftbox Revolution," April 2012). We aired grievances ranging from driving dynamics to the lack of features onboard. But that was a stripped-out LX, picked to the bone and devoid of power door locks, electric-crank windows, and cruise control for the sake of low pricing. The Rio SX furnishes all three, plus automatic headlights, tilt/telescoping steering wheel, power-folding side mirrors, and backup camera. The SX-specific sport suspension has higher-rate rear springs, specially valved shock absorbers, and a 2 mm-thicker front anti-roll bar. Despite the LX's poor showing, our new long-termer is the kind of car embraced by car buffs. Not because it's crazy powerful -- the direct-injection, 1.6-liter I-4 makes 138 hp, "beating" the 140-hp VW Passat TDI for least amount of pony power in the Garage. It's the transmission. A limited run of just 459 SX five-doors with six-speed manuals were built and sent to Atlanta, Cleveland, Dallas, Miami, four East Coast markets, and Southern California.

Behold the only long-term garage vehicle named after a city. Or a river. Or a restaurant? It couldn't be the kid-friendly movie...

Further tickling the car aficionado gene is a calculated purloining of equipment from the auto SX's $2350 Premium Package. The single-spec manual SX nabs the keyless entry with push-button ignition and 7-inch audio/video/nav touchscreen display at no extra cost. What didn't make the cut: a sunroof, leather seating, and heated front seats. We'll examine how the car behaves around town and far away from home base. We'll even see how it engages the enthusiast driver, and we'll sneak a peek at the chassis beneath the well-dressed sheetmetal. Nope, there won't be anything awkward about any of this at all.

• 
• 
• 

2013 Kia Rio SX
BASE PRICE	$18,650
PRICE AS TESTED	$18,794
VEHICLE LAYOUT	Front engine, FWD, 5-pass, 4-door hatchback
ENGINE	1.6L/138-hp/123-lb-ft DOHC 16-valve I-4
TRANSMISSION	6-speed manual
CURB WEIGHT (F/R DIST)	2522 lb (61/39%)
WHEELBASE	101.2 in
LENGTH x WIDTH x HEIGHT	159.3 x 67.7 x 57.3 in
0-60 MPH	8.2 sec
QUARTER MILE	16.5 sec @ 83.1 mph
BRAKING, 60-0 MPH	123.5
LATERAL ACCELERATION	0.80 g (avg)
MT FIGURE EIGHT	27.9 sec @ 0.60 g (avg)
EPA CITY/HWY FUEL ECON	29/37 mpg
ENERGY CONS., CITY/HWY	116/91 kW-hrs/100 miles
CO2 EMISSIONS	0.60 lb/mile
TOTAL MILEAGE	1442 mi
AVERAGE FUEL ECON	30.9 mpg

2014 Kia Soul First Look

-->

SHOW FLOOR UPDATE: Kia's Track'ster-inspired 2014 Soul was just unveiled amid a DMX remix, break dancers, and yes, dancing hamsters, today at the 2013 New York auto show. The stylish new Soul is Kia's attempt at keeping the car fresh among young buyers. Though it may make slightly less power than before, it comes with a higher-quality interior, a capacitive eight-inch infotainment touch screen, and offers tech features like Pandora Internet radio, which is built right into the head unit. - Christian Seabaugh The Kia Soul undoubtedly outsells its competition and serves as one the automaker's bestselling models, but that hasn't stopped the Korean automaker from pumping new life into the urban box with a significant redesign. Although the 2014 Soul sticks to the same recipe that made it a sales success, it's been infused with extra ingredients to improve ride quality, passenger comfort, and visual appeal, making for an even more delightful box car. To start, the Soul has filled out quite a bit. Its wheelbase was extended by 0.8 inches to 101.2 inches, and it's gotten stouter with a 0.6-inch wider waist. While it remains 63.4 inches high, its tailgate opening has increased by 2.4 inches. The increased dimensions mean the Soul's interior was also given plenty room to grow, with legroom increasing 0.8 inches, headroom by 0.2 inches, and front shoulder room by 0.3 inches. Step-in height has dropped 0.2 inches for easier exit and entry, while cargo space steps up half a cubic foot to 24.2 cu ft. Roomier, but also quieter, Kia says increased NVH materials in the door cavities reduce wind and road noise, while an isolation pad and layered carpet further reduce interior noise levels by three decibels. The chassis' torsional rigidity is 29 percent stiffer than before, and engineers tinkered with the front and rear suspension set up to improve ride and handling. The front subframe now wears four bushings versus none on the current Soul, which Kia says helps absorb harsh bumps. The stabilizer bar has been pushed back on the McPherson strut front suspension, and shock absorbers have been turned at a different angle and stretched out for more suspension travel. The steering box, which now uses a one-piece steering gear housing instead of a two-piece unit, has been moved forward in an effort to improve steering response and on-center feel. Kia also says this reduces vibrations felt through the wheel. The same Flex Steer system offered in the new Kia Forte is also featured in the new Soul, allowing the choice among three different levels of steering tuning: Comfort, Normal, and Sport.

2014 Ford Fiesta ST (European Spec) First Drive

-->

After missing out for decades on the hot, small, and fun cars that personified Ford in Europe, now it seems the company can't stop bringing them over to the U.S. Not long after the Focus ST's arrival comes the Fiesta ST, a rowdy, unflappable, and hilarious little car. Smaller and lighter, it's the ST formula distilled, and that is a very good thing. First, a disclaimer. For the car's launch, Ford invited journalists to Nice, France, to drive two-door hatchbacks that won't be available in the U.S. The only trim we'll see is a four-door hatchback with a manual. While it has two extra doors and weighs more, there are no other hardware differences between the U.S. and European models. From the engine to the suspension to the tires, all the parts are the same, although some tuning differences exist. For example, the rebound setting on the U.S. car had to be changed to meet a U.S.-specific pothole test. As for the ST-specific hardware, there are the requisite drop in ride height, new dampers, and stiffer springs. A torsion beam with greater roll stiffness helps induce the tail-out antics, while new steering knuckles and revised camber give the wheel greater control. The brakes are discs all around; the bucket seats have thick side bolsters; and, of course, there's that potent turbo I-4.

• 
• 
• 
• 
• 
• 

Though mechanically identical in other Fords, the calibration of the 1.6-liter here is specific for this application. It makes either 180 hp or 197 hp and 177 lb-ft or 214 lb-ft of torque depending on overboost, which is when the turbo breathes as much as 21 psi for 20 seconds maximum. (It reverts to 14.5 psi after.) Ford engineers say that the recovery time is virtually nil, so that lifting off the throttle briefly and going back to wide open throttle, either during a gear change or while navigating a corner, puts the engine back in overboost. That means outside of the autobahn, it's always available on public roads.

2015 Volkswagen GTI The First is Still The Best

-->

In 1976, Volkswagen created the “hot hatch” with the MK1 Golf GTI. Since then, many competitors have come and gone, but the little GTI has evolved into the seventh generation you see here. Though the GTI has grown bigger, stronger, and more refined over the years, it has retained plenty of its original character, with this Mk7 the best GTI yet.

Power Train

In base trim, the 2014 GTI is rated at 210 hp. We have to list base trim, because, for the first time, Volkswagen will offer a Performance Package that, among other things, will bump power to 220 hp. Even bigger is the addition of 51 lb-ft of torque over the Mk6, bringing the total to 258 lb-ft. (The figure is the same for base and Performance Package cars.) Better still, torque peaks at just 1500 rpm and remains tabletop flat all the way until 4400 (base) or 4600 (Performance Package) rpm. I have a feeling the engineers in Wolfsburg are being modest with their numbers, as not only does this GTI feel faster than the previous car, but the Performance Package car feels like it receives far more than a 10-hp bump. In addition to having extra power, the third-generation 2.0-liter EA888 turbo-four is lighter and more efficient. The increases come from a number of changes, the first of which is the use of both direct and port injection. Port injection is still preferable for low RPM situations, and direct injection is more efficient once power is requested. It is unconfirmed by VW, but I have a feeling that using a small amount of port injection will also help with the carbon buildup on the intake valves inherent in direct injection engines. Those valves are now controlled by a pair of cams that feature variable timing on both the intake and exhaust side. The exhaust-side cam also features variable lift, which optimizes exhaust charge velocity to decrease turbo lag.

• 
• 
• 
• 
• 
• 

Another remarkable engine feature is the absence of the exhaust. Instead, the exhaust runners collect in the head before dumping out directly into the turbo. Minimizing runner length means faster spool times and probably saves a few bucks in the process. Those runners are surrounded by coolant to keep exhaust gas temperature down, primarily in high-power situations. Previously, these engines had to run richer than optimal to preserve the O2 sensor and the catalytic convertor. Not only does leaning out at the top end pick up a

2014 Jaguar F-Type First Drive

-->

The instant designer Ian Callum began to calmly speak about his new design, it was apparent that Jaguar had decided to confront the F-Type's first problem -- the ancient E-Type -- head on. Never mind that the E-Type was introduced in 1961, and left the stage along with Richard Nixon's presidency. It was an ominous presence here, a fuselage-shaped ghost threatening to haunt the new cat king's coronation. In fact, an E-Type was at the event. It shared the courtyard stage alongside a C-Type and D-Type Le Mans racer, making for a Holy Trinity of Jag alphabet-soup sports cars ceremonially arranged around the F in Pamplona, Spain, a place better known for rampaging bulls than fleet-footed cats I was all ears, because the E-Type largely shaped my own conception of what a sports car is supposed be -- and certainly should look like. I had driven a '66 roadster to high school (among Orange County's most astonishing parental misjudgments). And as a refresher before packing for Spain, I'd asked a friend if I could go for a ride in his spectacular '65 example. All the magic remained -- the urgent cam chain whir, the hood so long it prompted off-color jokes, the view of the taut grilles of louvers set on top of it (mine, often venting steam), the patented English burble when you'd lift off its throttle. How could the F-Type possibly top this?

Please upgrade your browser to view HTML 5 content

• 
• 
• 
• 
• 
• 

Pointing to the nearby E-Type, Callum calmly said it can't. And, basically, get over it. Lawyerly, he explained that modern regulations on crash standards, bumpers, lighting, rollover -- the whole thick book of them -- simply wouldn't permit an E-Type's existence today. It's a pointless comparison. Moreover (my addition here), after a 40-year hiatus that included at least a pair of stillborn attempts at an F-Type, almost two

Luxury Diesel SUV Jeep Grand Cherokee vs. Mercedes-Benz ML350 vs.Porsche Cayenne vs. Volkswagen Touareg

-->

We just missed the five-friend cut, so would having four real chums make us eligible for a very good life? Gathered before us is a collection of diesel-powered midsize SUVs that manages to strike an even keel between capable off-roader, luxurious long-hauler, and excellent all-weather family transporter/urban warrior. It's quite the specific niche. Two newbies lead off: The Jeep Grand Cherokee EcoDiesel and Porsche Cayenne Diesel are the fresh faces whose base vehicles debuted in 2011 but didn't deliver a diesel engine for a few years. Then there's the Volkswagen Touareg TDI, the pack's longest-running contender. Its current model also came out in '11. Rounding out the bunch is the Mercedes-Benz ML350 BlueTec, an associate of the vaunted M-Class that helped spur the luxury SUV market's expansion upon its release in 1998. Like a tight-knit group of friends, the foursome enjoys a common bond: They all possess 3.0-liter turbodiesel V-6 torque monsters producing an identical 240 hp and drive all four wheels through 265mm tires, but each has its own background, pedigree, and personality. Naturally, the Porsche and Volkswagen arise from a shared family lineage nearly 10 years old. They both have their own set of high expectations: The first Touareg was Motor Trend's 2004 SUV of the Year, while the second iteration of the Cayenne was the 2011 winner. Yet they couldn't be more dissimilar. The original M-Class was our '98 Truck of the Year (the award predated the first SUOTY by a year) and is presently in its third generation ('12 and forward). Likewise, the Grand Cherokee was the '93 TOTY. More than a decade after the honors, Jeep experimented with a different diesel for a grand total of two years. It was known as CRD, for Common Rail Diesel, from 2007-2008. We predict Jeep will stick with its EcoDiesel for more than two years.

• 
• 
• 

With four vehicular friends in town, we did what any pals would do. We went out. We stumbled around Southern and Central California and saw some sights. We took pictures. We ended up at the Hollister Hills State Vehicular Recreation Area for off-roading. There may have been yelling and shouting. And after spending lots of quality time, we believe we've come up with four friend archetypes that relate to the 'utes. Mr. Iacocca may have tagged the great life at five friends, but these stout-hearted four will follow you through thick and thin.