Mercedes-Benz 2012 S350 Bluetec Consumer's Review

Mercedes-Benz 2012 S350 Bluetec

No one buys a Mercedes-Benz S-Class by chance. this can be Mercedes’ largest and most snug sedan. By no coincidence, it's conjointly the foremost expensive. An S-Class may be a rolling, four-door announcement. It says you recognize what you’re doing together with your life, and whereas you've got cash to pay, you are doing not pay it foolishly.

Or a minimum of that’s the stereotype. In reality, gobs of individuals purchase S-Classes while not wondering it. Parking heaps from South Beach to Palm Springs are dotted with the cars, and big apple town boasts virtually as several chauffeured S-Classes because it will yellow Ford sedans. for several individuals, an S — the letter stands for the German word sonderklasse, or “special class” — is solely a standing image. It’s the cushiest, fanciest sedan from the oldest and most revered carmaker extant. What a lot of may there be to consider?
The S350 is that the initial diesel S offered in America since 1995. It’s conjointly the sole full-size diesel luxury sedan you'll be able to purchase within the u.  s., Mercedes or not.

Lots, actually. Mercedes-Benz has been creating cars in one kind or another for a hundred twenty five years. you are doing not keep in business that long, notwithstanding the merchandise, while not being smart at what you are doing. Similarly, whereas there are lots of S-Classes on supply — within the u.  s., the model vary encompasses six cars and runs from the $92,275 S400 hybrid to the $211,775, 621-hp S65 AMG — every may be a distinctly totally different machine and will various things well.

Still, most S-Class consumers appear to simply waltz into a dealer and obtain the foremost expensive version of the automotive they'll afford. At the danger of being blunt, this can be stupid. and therefore the 2012 S350 Bluetec 4Matic diesel, the newest entry into the S-Class vary, is proof.

Let’s take a quick detour and examine the remainder of the S-Class vary. At very cheap, there’s the aforementioned S400 hybrid. It gets 19/25 mpg city/highway and is that the slowest S to sixty mph. Directly on top of that's the S350, that we’ll get to in a very moment. One step on top of lies the $95,375 S550, that offers a 429-hp, 4.6-liter, twin-turbo gas V-8 and 15/25 mpg. on top of that's the 536-hp S63 AMG (twin-turbo V-8, 15/23 mpg, $140,175), the 510-hp S600 (V-12, 12/19 mpg, $160,375), and therefore the twin-turbo, V-12-powered S65 AMG (12/19 mpg).

Confused yet? every of those cars is suited to a particular client. The S400, as an example, is best for captains of business with a protracted, chauffeured commute in stop-and-go traffic; its forte is keeping gridlock inexperienced whereas still creating you're feeling like you’ve arrived. The S550 is what you purchase if you would like a decent all-rounder, neither outrageously quick or wanting for power. The S63 is that the canyon-carver special, loud and quick enough to satisfy your hot-rod urges however lacking the nose weight of the V-12 models and so comparatively lightweight on its feet. The S65 offers autobahn-crushing power and noteworthy refinement with somewhat of the S63′s edge and exhaust note. The S600 pairs most of the S65′s grunt with the understated grace of the S550. It’s best for people who wish to have the highway however don’t wish to be obvious regarding it.

Where will that leave the $93,425, diesel-powered S350? Easy: It’s what you purchase if you’re sensible.

The S350 is that the initial diesel S offered in America since 1995. It’s conjointly the sole full-size diesel luxury sedan you'll be able to purchase within the U.S., Mercedes or not. Its turbocharged three.0-liter V-6 produces 240 hp and a thumping 455 pound-feet of torque at simply one,600 rpm. (This variety of power delivery is common with diesels, that typically thrive at low rpm.) sixty mph comes up in seven.0 seconds. Fuel economy is 21/31 mpg, an astounding figure only if the S350 weighs virtually five,000 pounds. A version of Mercedes’s wonderful seven-speed transmission is that the solely gearbox obtainable, and all-wheel drive is normal. (The latter is optional on the S550 however unavailable on different S-Classes.) the top result's one in every of the most effective massive sedans on the market. within the interest of science, I drove an S350 from Chicago to Key West and back within the middle of winter. the thought was to take advantage of the S350′s strengths — tremendous vary, good fuel economy, peerless comfort — whereas deciding simply who, exactly, would wish an oil-burning autobahn sled.
Like all S-Classes, the S350 is essentially a rolling lounge on wheels.

Like all S-Classes, the S350 is essentially a rolling lounge on wheels. you'll be able to purchase it with massaging front seats, every of that comes with multiple massage designs (From the menu, and that i quote: “Fast and vigorous.” “Slow and delicate.”). Headrest video monitors are an choice, as are electrically reclining rear seats, a split-view front screen — the driving force will read the navigation system whereas the front-seat passenger watches a DVD — radar cruise management, and a number of different high-tech choices. In typical Mercedes-Benz fashion, all of them work exceedingly well and do precisely what they’re designed to try to to, that is over you'll be able to say for many of what’s on a contemporary Lexus.

But the S-Class’s interior appointments and obtainable tech aren’t the most draw, nice as they're. massive|the massive} pull is that the S350 may be a no-excuses large diesel sedan, with everything that entails. To wit:

Economy: sort of a heap of contemporary diesels, the S350 delivers over what its EPA numbers may indicate. Over 3,000-plus miles, I saw a mean of twenty five mpg in town use, thirty two mpg on the highway. vary varies with use, however figure on between five hundred and 700 miles a tank, counting on use. this can be outstanding. whereas rocketing down I-65, my bladder was repeatedly outlasted by the car’s fuel tank.

Torque: You get ample it, and everywhere on the tach. The seven-speed automatic may be a bit slow to downshift however goes regarding its business smoothly, launching the automotive faraway from stoplights with a velvety, refined surge. the sole factor extremely missing is an more than highway passing power — traffic maneuvering at speed generally takes somewhat of coming up with.

Noise: You get very little of it. Diesel clatter is audible from the road however virtually never from the cockpit; At ninety mph, there’s a small wind whoosh over the A-pillars, barely enough to remind you that you’re moving.

Highway stability and long-distance comfort: Oh lord. Oh lord, lord, lord. If there’s a bigger highway joy than cranking out thousands of miles behind the wheel of an oversized, pavement-crushing Mercedes, I don’t wish to grasp regarding it. As a driver, you’re given barely enough info — barely enough steering feel, wind noise, and body roll — to remain awake, informed, and interested. As a passenger, you tend to go to sleep lots, that is that the nicest compliment anyone will provides a massive sedan, notwithstanding the worth.

Chevrolet 2012 Corvette ZR1 Consumer's Review

Chevrolet 2012 Corvette ZR1

For alittle fraction of the car-buying public, value is irrelevant. These individuals merely see one thing they need and purchase it, despite value.

You may image this demographic shopping for Ferraris, or Bugattis, or perhaps mammoth quantities of additional prosaic stuff (“Fifteen BMW M3s, one for each Caribbean island I own? Hell yes!”). and that they do. however a number of them purchase Corvettes. And once they purchase Corvettes, they are doing not purchase a budget ones. as a result of that will be silly. And slow.

They purchase this: the $113,500, 638-hp Corvette ZR1.

Forget for a flash that the ZR1 prices quite the other new Corvette. In supercar terms, this can be pennies; a Ferrari 458 is quite twice as expensive, a Bugatti Veyron Super Sport, over ten times the maximum amount. Why, you ask, would the one percenters need one thing that plays at all-time low of the scale? Why hassle with a budget seats, although that term is relative?

Simple: Supercars exist to produce insanity. And few mass-produced, warrantied machines are additional insane than this.

Consider the alternatives. That 458? The chassis is flawless to the purpose of being distant, and you usually get the sensation that the automobile hates you. Porsches? nearly universally beautiful, however not as raw and toothsome as they once were. The Bugatti? A technological surprise and one amongst the fastest cars on earth, however it’s doing far more work than you are; a blindfolded Lindsay Lohan may break lap records with that issue, and she or he drives sort of a dead moose. There are Paganis and McLarens and Shelby SSCs and such, and that they are all well and sensible, however all of them escort caveats. Most are fiendishly impractical, emotionally uninteresting, or both.
The ZR1 is that the biggest, baddest ‘Vette in Chevrolet’s arsenal.

And then there’s the ZR1, that desires to each kill you and be your ally. It conjointly carries a a hundred,000-mile powertrain warranty, makes a hellacious noise, and appears very similar to a normal Corvette, therefore the cops won’t get suspicious. Happily, and in contrast to with most supercars, you'll see out of it in traffic.

Words cannot describe the charm.

The ZR1 is that the biggest, baddest ‘Vette in Chevrolet’s arsenal. The supercharged vi.2-liter LS9 V-8 below the car’s carbon-fiber hood produces 638 hp and an enormous 604 pound-feet of torque. Computer-controlled magnetorheological shocks — created by Delphi, and therefore the same technology found on the Ferrari 599 GTB — are commonplace, as could be a nice deal of carbon-fiber bodywork, an aluminum frame shared with the bottom Corvette, and carbon-ceramic brakes. As on lesser Corvettes, a two-mode exhaust system keeps noise to a minimum unless you boot the throttle. Curb weight could be a respectable three,353 pounds, or roughly as serious as a BMW 1-Series M Coupe, that makes regarding three hundred fewer horsepower.

The ZR1 has been around since 2008, when it absolutely was introduced as a 2009 model. When automobile and Driver tested one in late 2008, the magazine saw a three.4-second sprint to sixty mph and a seven.6-second run to a hundred. Grip with the ZR1′s base tires is an astounding one.07G. On a standard automobile, these numbers would be wonderful. returning from a machine that carries a a hundred,000-mile engine warranty, they're ridiculous.

There are few changes for 2012, save the addition of a $1,495 “High Performance Package” (kind of a redundant name, no?) that features Michelin Pilot Sport Cup run-flat tires. For the uninitiated, this can be what enthusiasts decision an “R-compound” tire, DOT-certified street rubber that resembles a racing slick however is legal for road use. It offers additional grip than the ZR1′s base tire, that is each ludicrous and awesome. the sole penalty could be a homicidal lack of grip when wet or cold. this can be not an exaggeration. need to die cold and fast? Drive a Sport-Cup-equipped ZR1 on a wintry mountain road, within the rain, with stability management off. If you reside, pat yourself on the rear and begin shopping for lottery tickets.
At what purpose does one end up wrapped around a tree, dead and grinning?

Consider the engine. That blown V-8 dominates the ZR1 expertise — there’s even a plastic window within the hood thus you'll check out it — to the purpose where you'll think about nothing else whereas behind the wheel. however 638 hp? What does one do with that? Where does one go while not breaking laws or bones? At what purpose does one end up wrapped around a tree, dead and grinning?

I spent sooner or later with a 2012 ZR1 on public roads before the answers became obvious: Six hundred-plus ponies can't be properly exercised on a highway. thus you move to a track, as I did. You get snug with the automobile and its silly power, and therefore then you switch traction management and the Corvette’s trick “active handling” stability-control system fully off (not counting full disable, there are 5 settings, from “Wet” to “Race”). And then you cackle till your face hurts, as a result of you have got simply unlocked Darth automobile, Evil Incarnate.

What we've got here is solely a monster. In terms of user-friendly performance, durability, value per mile, and longevity, the ZR1 may be the only most competent automobile on the earth. That vastly powerful engine idles sort of a Camry, solely rocking or misfiring on the coldest of mornings. The throttle is long-throw and progressive, the higher to meter out power while not letting an involuntary leg twitch throw you into the closest ditch. The twin-rotor Eaton supercharger whines a bit because it builds boost, however the engine barely makes a sound around city. The adaptive shocks work wonders; they’re compliant and comfy when required, firm when not. Below 3000 rpm, you tend to forget you’re in something apart from a base Corvette ($50,575 and 430 hp, for the record).

So yes, you'll be nice to the ZR1, and it likes that. otherwise you will nail the throttle, launching the tach needle into consequent county. At that purpose the sky cracks open and your face melts, like that scene in Raiders of the Lost Ark, solely while not the Nazis and a bit additional Holy Power of a Thousand Millennia raining on upon humanity. Below 5500 rpm, the noise could be a thundering boom. Above it, and every one the thanks to the 6500-rpm redline, you hear nothing however a deafening, gut-trembling snarl, sort of a Stuka dive-bombing your lower intestine. It’s intoxicating. once you get up, you’re two, perhaps 3 time zones away, with no memory of what simply happened. And a definite need to try and do it once more, immediately.
On the primary lap of the day, you’re petrified of it. By the last, you’re exiting 90-mph corners sideways while not a care within the world. Supercars aren’t purported to behave like this.

For all the engine’s glory, however, the ZR1′s chassis is that the real star. With the electronic aids on, the automobile is approachable and friendly and mean all directly. It cuts throttle in corners — a cool “bupbupbup” as cylinders are pulled — to stay sideways weirdness to a minimum. With everything off, the automobile could be a versatile, diabolical contradiction. It desperately desires to frighten you however falls in line below a firm hand. It constantly begs for throttle and convinces you that you simply grasp what you’re doing, although you don’t. It’s stiffly sprung however allows you to hammer over track curbing and bumps like they aren’t even there. The carbon-ceramic brakes gain pedal travel when hot however never get away, repeatedly pulling you down from triple-digit speeds and returning to street duty while not a hiccup. The six-speed gearbox is slick and straightforward to shift, clutch effort lightweight and surprisingly friendly. The adaptive shocks regulate themselves from corner to corner, sopping up curbs and seemingly changing bump stiffness — and therefore turn-in feel — at completely different speeds. It’s wonderful.

Volkswagen Beetle Consumer's Review

Volkswagen Beetle

The automotive that embarked on on Ferdinand Porsche’s planning stage within the Nineteen Thirties went on to become a automotive around anybody would drive — till it absolutely was reborn within the Nineteen Nineties.

The original, iconic Volkswagen Beetle of the Sixties was a cool, hip, economical and fun means that of obtaining around. It additional or less single-handedly popularized little cars. Even VW’s ad campaigns revolutionized Madison Avenue in ways that Don Draper wouldn’t have seen returning. within the era of larger is best, chrome is king and power is everything, Volkswagen created it cool to differ. it absolutely was fun to be little, slow and low cost to possess.

The Beetle spent many decades on hiatus (at least here within the U.S.), before reincarnation in 1998. And whereas the New Beetle for the new millennium looked acquainted, it absolutely was very solely appreciated by those with 2 X chromosomes.

Now, Volkswagen is rebooting the Beetle once more. With the new campaign, the corporate incorporates a massive challenge on its hands. Sales of the new Beetle are smart, despite the dearth of a significant update since its introduction in 1998. however currently Volkswagen desires to sell the most recent Beetle to the opposite 1/2 the population. And if you’re willing to ditch the last gen’s flower holder, VW is also ready to pull it off.
Unlike its predecessor’s triple bubble form, this Beetle is additional kind of like the first in profile, albeit slightly larger.

Our middle-of-the-range tester came equipped with the a hundred and seventy horsepower, 2.5-liter four-cylinder engine that has over enough acceleration for commute duty. If you are doing need additional, it’s there for the taking, with a two hundred horsepower turbocharged version offered. Underpinned by the popular and punctiliously crafted VW Golf, the Beetle may be a tight handler, and in contrast to different little front-wheel-drive cars, understeer doesn’t create an look till you’re exceeding affordable cornering speeds. And with a firm however comfy suspension, you'll take many corners on the faster facet once you feel the urge.

Had this been the automotive that was reintroduced within the ’90s, VW may need been ready to avoid the name it’s acquired over the past fifteen years. in contrast to its predecessor’s triple bubble form, this Beetle is additional kind of like the first in profile, albeit slightly larger. The hood stands proud somewhat unusually, and therefore the lines from the roof to the rear bumper follow a similar continuous curve of its iconic grandparent.

Inside there's over enough space within the front seats for anybody over six feet tall, and whereas the rear seats aren’t as roomy, there’s enough area for 2 adults on a shorter trip, or a extended trip if they’re not whiners. The flat-bottomed steering wheel has all the standard redundant controls for radio, Bluetooth phone, cruise management and therefore the trip pc. The switchgear is straightforward and uncomplicated, as well as the GPS navigation system that takes solely seconds to work out for anybody who doesn’t have a blinking “12:00″ on their microwave.

Electric Mayhem

Electric Mayhem

These are very scooters, right?

Nope. Last year, electrical racing prototypes started turning lap times that rival their 600-cc gas brethren and are capable of hitting speeds over two hundred mph. These electrical street versions don't seem to be quite as fast, however they have lots of muscle for maintaining with freeway traffic and, due to weights as low as two hundred pounds, pulling ahead when the sunshine turns inexperienced. These are noticeably motorcycles.

Then why have no of the massive makers gotten involved?

They're close to. In November, Honda showed off a plan electrical superbike thought to be engineered round the electrical motor from its Insight hybrid automobile. And Austrian dirt-bike manufacturer KTM is entering into the sport later this year. however simply because the move to electrical cars let innovators like Tesla jump sooner than established automakers, the electric-motorcycle scene has been dominated to date by startups — mainly BRD, Brammo, and Zero. Brammo locked down $28 million during a second spherical of funding last year, whereas Zero raised $26 million.

Hyundai 2013 Genesis Coupe Consumer's Review

Hyundai 2013 Genesis Coupe

Hyundai has aggressively collected client feedback concerning its cars over the last decade. By being attentive to what Hyundai drivers need and then delivering on those needs, the corporate is stronger, the general public perception of the complete has improved remarkably, and sales are through the roof. The Korean automaker currently has over five p.c of the U.S. market and industry-beating sales will increase through early 2012.

It simply shows the facility of the Feedback Loop principle — action, data, reaction. By embracing the cycle of constant feedback and improvement, Hyundai has been ready to turn out successively higher generations of cars over the years.
The two-door coupe, that shares its design (and comparatively long wheelbase) with the four-door Genesis sedan, arrives in 2012 as a 2013 model.

Evidence: the 2013 Genesis Coupe, that has progressed in refinement since it debuted four years ago. The two-door coupe, that shares its design (and comparatively long wheelbase) with the four-door Genesis sedan, arrives in 2012 as a 2013 model. It builds on the previous version with revised front- and rear-end styling, more power, a revamped interior, additionally as drivetrain and suspension tweaks. There are not any but six trim levels accessible, from the bottom, manual transmission turbo four-cylinder a pair of.0T beginning at $24,250 all the high to the V6 three.8 Track with a brand new eight-speed automatic transmission, at $34,250.

Hyundai is serious concerning selling the Genesis Coupe as a automobile with “sporting cred,” however it’s necessary to recollect that it's primarily a GT or “personal luxury coupe,” as cars of this kind are typically known as. that means four-seater functionality, and therefore the Genesis has enough rear legroom for additional passengers, however insufficient headroom for anyone over 5′ 7″. As such, it’s very a longish two-seater with additional space for storing.

Thus, it aligns with some competitors higher than others. the foremost obvious is that the similarly-profiled Infiniti G37, over that the Hyundai enjoys a $10,000 worth advantage. alternative Hyundai targets embrace the Ford Mustang, Chevrolet Camaro, and Scion FR-S, that all play within the same rear-wheel drive coupe worth vary, though all of them differ in temperament. Volkswagen’s Golf GTI and Golf R, Nissan’s 370Z, BMW’s three Series coupe and Honda’s Accord V6 Coupe arguably additionally compete with the Genesis for an identical audience. Basically, there’s competition aplenty in an auto section where vogue counts.

To that finish, Hyundai refreshed the Coupe’s exterior, aiming, because the company says, for a “bolder and a lot of aggressive statement.”

Lexus GS 350 AWD Consumer's Review

Lexus GS 350 AWD

Judging by the sales of its ES, RX and LS models, it’s simple to forget that Lexus hasn’t forever had the Midas bit.

The once-stylish SC, best known for a throwaway line in an equally forgettable massive Tymers song, languished for pretty much a decade till it became the last new automobile sold with a cassette deck as normal equipment. no one paid attention to the first-generation IS, either, till it got some love from the aftermarket tuner crowd.

Since its 1993 introduction, the rear-drive Lexus GS — the company’s supposed BMW 5-series fighter — remained yet one more also-ran: Over twenty years, its sales were 0.5 that of the flagship LS. Driving dynamics and perceived quality aside, Lexus had a tough time even obtaining customers to steer through the showroom doors within the 1st place. Even once redesigns, the car’s thick C-pillar and high trunkline gave it a chunky, bloated look, and a rising yen meant the GS had a tough time beating its German rivals on worth. in a very phase where image is all-important, the foremost famous GS owner was Larry David, who ceremoniously ditched his for a Prius within the second season of Curb Your Enthusiasm.
The revamped GS’s enhancements embody a wider stance, an all-new multilink suspension and a a lot of aggressive style — and a high-tech interior and a protracted list of optional upgrades.