2013 Mercedes-Benz SLS AMG GT First Impressions

Circuit Mont Tremblant, QC - Sometimes, life is good… no, scratch that: Sometimes, life is glorious. Just such a glorious occasion arose when I was handed the keys to a pumped up 2013 Mercedes-Benz SLS AMG GTand told to take it out on one of the most well known and loved tracks in North America.

Nestled in the valleys of a popular ski resort, the Circuit Mont Tremblant offers everything from tight hairpins to elevation changes and blind, cresting corners; I love it. And I love it even more behind the wheel of a hopped up version of the already fantastic MB SLS AMG.

What is a Mercedes-Benz SLS AMG GT?
This is the MB supercar, the cream of the crop, and it’s the first such car to emerge from Mercedes since the Mercedes-Benz SLR McLaren. Developed in-house by Mercedes and AMG, the SLS first appeared as a 2010 model.

In just three short years, Mercedes-Benz unveiled 13 separate “versions” of the SLS AMG, the GT being one of them. With the same body and styling as a regular SLS AMG, the GT gets a boost in the horsepower department as well as a set of fancy rims.

This is the MB supercar, the cream of the crop, and it’s the first such car to emerge from Mercedes since the Mercedes-Benz SLR McLaren. (Photo: Mathieu St-Pierre)
Technicalities
A quick look on the Mercedes-Benz website will prove the GT isn’t actually listed there, but trust me when I tell you that this version of the SLS AMG gets a 20-horsepower jump, making the 6.2L V8 good for 583 glorious horses and 479 lb-ft of torque.

An AMG SPEEDSHIFT DCT 7-speed transmission handles all that fantastic power as it’s pushed out the rear wheels. The 0-100 km/h sprint is covered in 3.4 seconds.

A base 2013 Mercedes-Benz SLS AMG GT will set you back at least $207k, so it’s safe to assume the GT version will cost more coin. However, I’d say it’s well worth every penny if you’ve got ’em.

This version of the SLS AMG gets a 20-horsepower jump, making the 6.2L V8 good for 583 glorious horses and 479 lb-ft of torque. (Photo: Miranda Lightstone)
Driving the Mercedes-Benz SLS AMG GT
It’s not so much “driving” as it is experiencing the track through the SLS AMG GT. From the moment your anxious finger brushes the bright red start/stop button and the gnarly V8 barks to life, spitting glorious expletives out the oversized dual exhaust pipes, the 2013 Mercedes-Benz SLS AMG GT will try to kill you -- and that’s bloody fantastic.

Throttle response is almost telepathic, and will have you flying towards corners and rumble strips at mad speeds. Speed-sensitive power steering ensures you’re fully in control and able to keep the SLS AMG GT on the right line. The precision with which the 2013 Mercedes-Benz SLS AMG GT turns is shocking at first and some adjustment is needed after the first few turns.

In Sport Plus mode with the AMG button activated, this sporty beast will rip through gears faster than any human ever could, executing spot-on downshifts and throttle blips (the sound!). The 2013 Mercedes-Benz SLS AMG GT is a happy track monster.

For all that power, nestled behind the SLS AMG GT’s stunning 20” matte black, AMG light-alloy rims are a set of AMG high-performance phenomenally powerful ceramic composite brakes. Really, I need not say more.

I was drunk on the 2013 Mercedes-Benz SLS AMG GT’s power after the first lap and couldn’t wait for the next round. This is a car that asks to be pushed, wants to be tested, and needs to be driven to the limits.

For all that power, nestled behind the SLS AMG GT’s stunning 20” matte black, AMG light-alloy rims are a set of AMG high-performance phenomenally powerful ceramic composite brakes. (Photo: Miranda Lightstone)
Ins and Outs of the Mercedes-Benz SLS AMG GT
The SLS AMG is hot; there’s really no other word for it. It’s sexy, seductive and curvy in all the right places. Mercedes-Benz and AMG designed a proper supercar in the SLS AMG, and thankfully the GT model sticks to the coupe, gullwing look. Only the rims and a small “GT” badge give it away.

Inside, the 2013 Mercedes-Benz SLS AMG GT is sumptuous and sporty. Wrapped in red Nappa leather, the cockpit of the SLS AMG GT is a place to behold -- once you get that gullwing door closed. As a 5’2” (on a good day) driver, I had to coordinate my entry, grabbing the door as I sat down as there was no way I could reach the handle once seated.

Despite a complicated-looking middle console, it’s actually quite straightforward throughout the cabin of the 2013 Mercedes-Benz SLS AMG GT, which I was also grateful for.

Mercedes-Benz and AMG designed a proper supercar in the SLS AMG, and thankfully the GT model sticks to the coupe, gullwing look. (Photo: Miranda Lightstone)
Comparing the Mercedes-Benz SLS AMG GT
After driving the SLS AMG (and its predecessor, the SLR McLaren -- another glorious day), I must say there’s very little on the road today that feels quite like a Mercedes-Benz supercar. However, on a non-personal level, the SLS AMG has some steep competition in the Porsche 911 Turbo S, Ferrari 458 and the brand new (and much anticipated) Jaguar XKR-S.

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2014 Mercedes CLA-Class First Impressions

Marseille, France. The upcoming 2014 Mercedes-Benz CLA 250 was recently introduced in France to select Canadian auto writers ahead of an on-sale date set for fall 2013.

This highly-attainable new “four-door coupe” is safe to get excited about. A smaller, front-drive cousin of the iconic Mercedes CLS, it intends to be a new and unconventional entry-point to the brand for Canadians. The 2014 Mercedes-Benz CLA’s great to drive, and comes off as a purebred Benz, inside, outside and at the driver’s fingertips.

Attainable Benz Magic
I have a friend called Billy Cullens. He’s a hard-working young father and massive fan of cars that he refers to as ‘baller’—that is, cars with pedigree, class, exclusivity, and (where possible), offensively large chrome wheels.

Cullens, and countless aspirational folks like him, light up when they come across a high-dollar Benz. It’s largely the looks, attitude, and sense of occasion, as well as the hope that one day, a new Benz would be one’s rolling lounge to celebrate one’s successes, and communicate them to those nearby.

When Cullens sees the pricey Mercedes CLS on the road, he stops dead, loses control of most motor functions, and salivates all over everything nearby. There’s magic in that three-point star for folks like him.

Sadly, like many Canadians, Cullens can’t afford a CLS. He can afford the new 2014 Mercedes-Benz CLA, though, and I think he’d buy one.

Looks
The 2014 Mercedes-Benz CLA is a small car with the detail and styling energy of a flagship. The brand’s latest classy and youthful style cues are applied, as are stout proportions which give the CLA a beefy, muscular demeanor inspired by its big buck bro, the CLS.

Two distinct character lines run down the side of the car, and the fascias are vibrantly confident. All said, the latest Benz packs a concentrated visual punch, and looks like a seriously big deal coming down the road.

The 2014 Mercedes-Benz CLA is a small car with the detail and styling energy of a flagship. The brand’s latest classy and youthful style cues are applied. (Photo: Justin Pritchard)
A Remarkable Powertrain
One powertrain and two drivetrain options will be served up in Canuck-spec units. A 2.0-litre direct-injected four-banger with intercooled turbo spins up 211 horses and nearly 260 lb.-ft of torque. This drives the front wheels as standard, or all four optionally. A 7-speed dual-clutch transmission is the sole offering here, even if other markets get manual-equipped variants.

Hammer the throttle from a stop, and the 2014 Mercedes-Benz CLA 250 glides forward a half-second before the turbo gets working, at which point the front tires scramble slightly for grip until the quick shift up into second.

There’s virtually no torque steer or axle hop—just creamy, head-in-your-seat pull and a mellow hum from the engine room. This little beast of an engine has impressive low-end kick and works smoothly, even when spinning fast. It reminded me of a VW GTI, and that’s a good thing.

Even pushed towards its limits on twisty French back-roads, only a hint of understeer ever became apparent. Mostly, the 2014 Mercedes-Benz CLA just bites in and goes where you point it, more so with the 4MATIC AWD on board.

A 2.0-litre direct-injected four-banger with intercooled turbo spins up 211 horses and nearly 260 lb.-ft of torque. (Photo: Justin Pritchard)
A striking cabin
Drivers enjoy it all from a cabin full of sporty touches—including plenty of red accent stitching, sport seats with one-piece seat-backs, SLS AMG inspired gauges, frameless windows and more.

A big aluminum trim piece adds contrast to the center of the dash, and the aviation-inspired air-vents dial in some unique flare and some distinctive character. The 2014 Mercedes-Benz CLA’s dash and instruments look as upscale and fresh as its body.

Gripes? The manual seat adjuster on the passenger-side is a large dial wedged with an inch to spare between the seat and lower area of the B-pillar, and rear seat headroom, thanks to the swoopy roofline, will be tight for full-sized adults.

A big aluminum trim piece adds contrast to the center of the dash, and the aviation-inspired air-vents dial in some unique flare and some distinctive character. (Photo: Justin Pritchard)
The Drive
Very intentionally, the 2014 CLA feels like a Mercedes at the fingertips. In the cabin, that means premium surfaces in the right places, and substantial tactile responses to the switchgear.

It’s relatively quiet at speed, even exceeding the 130 km/h speed limit on French highways while overtaking gaggles of Peugeots. The sport suspension doesn’t murder ride quality, and even the standard comfort suspension is more than happy to be tossed around.

In the process, the 2014 Mercedes-Benz CLA feels solid and dense, and takes direction via a steering system that’s quick enough to encourage hard driving, but heavy enough to inspire a sense of locked-on confidence in the process. Brakes are remarkably powerful, even if they lack the precise pedal feel you’ll find elsewhere in the market.

The whole package isn’t as sharply mischievous as a Cadillac ATS when you drive the bejesus out of it, nor as effortless as a BMW 3-Series. All said, the CLA’s performance capabilities nicely balance the tastefully refined character promised by its badge with the brag-worthy dynamics its potential owners will cross shop against.

The sport suspension doesn’t murder ride quality, and even the standard comfort suspension is more than happy to be tossed around. (Photo: Justin Pritchard)
I imagine folks like Billy Cullens will be keeping their eyes peeled and wallets ready for the first units to arrive at dealers this fall, with a starting price of $33,900.

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2014 Acura MDX First Impressions

The weight of the world
Newberg, Oregon - Few manufacturers currently depend on an SUV or CUV to make “ends meet.” However, Acura’s star happens to be the biggest, and nearly most expensive, product in their current lineup.

The 2014 Acura MDX has much riding on its shoulders. Most Acura products have garnered little or (let’s be honest) no success over the last few years. Their latest RDX is doing well, but the MDX will make or break the brand.

The new 2014 Acura MDX is conservatively styled and only mildly discernible alongside the RDX, but Acura put in tremendous efforts to refine and improve what was a good driving vehicle. In short, few three-row CUV drives or feels as composed as the new MDX.


What is an Acura MDX?
The 2014 Acura MDX is a large midsize luxury crossover that lucratively marries sporty driving dynamics and high-end amenities in a sophisticated package. A critical volume leader, the MDX is responsible for 1/3 of all Acura sales.

The new MDX will be available in four trims: MDX, Navi, Tech, and Elite -- a decision made in the hopes that the MDX’s reach and appeal will increase.

The 2014 Acura MDX is a large midsize luxury crossover that lucratively marries sporty driving dynamics and high-end amenities in a sophisticated package. (Photo: Mathieu St-Pierre)
Technicalities
The 2014 Acura MDX features a new 3.5L V6 with i-VTEC and direct injection; two of the components of Earth Dreams technology that help it produce 290 hp and 267 lb-ft of torque and enhance fuel economy significantly.

The figures are 11.2L/7.7L city/highway per 100 km which represent an improvement of nearly 20% over the 2013 MDX. Its all-new platform, 131 fewer kgs, and aerodynamics all play a role in this result.

All 2014 MDXs use a 6-speed automatic transmission, and are equipped with Acura’s famous SH-AWD.

2014 MDX prices range from $49,990 to $65,990. A heated steering wheel and wiper area, and rear-view camera are all standard.

The 2014 Acura MDX features a new 3.5L V6 with i-VTEC and direct injection. It produce 290 hp and 267 lb-ft of torque and enhance fuel economy significantly. (Photo: Mathieu St-Pierre)
Driving the Acura MDX
To drive the new 2014 Acura MDX is to understand that leaps and bounds separate the new from the old. Acura wisely (or not?) had 2013 MDXs for comparison drives. The stark contrast from something that was “good” to the 2014 couldn’t be more obvious.

The most immediate difference comes as a result of intensive work done to attenuate and control NVH. The new MDX has active engine mounts, thicker glass, and quieter tires. In the process, the new rear and revised front suspension were heavily improved and steering was beefed up all in the name of civility.

The 2014 Acura MDX’s handling, ride harshness, and road noise are all spot-on. The big MDX drives smaller than it actually is. I was fortunate enough to take an RDX out for a quick spin and only substance, not girth or driving-pleasure-sapping weight, divide the two. In fact, the MDX feels better.

The 2014 Acura MDX’s electric power steering features three modes of assistance that are only novel for a few minutes. Weight and feedback are very good. One of the tricks to the 2014 MDX’s drive is the combination of SH-AWD and AHA (agile handling assist); SH-AWD works on throttle while AHA works from turn-in through the ESP. The result is impressive.

Altogether, I was never concerned about tossing the MDX on twisty mountain passes; it took it all in stride.

My sole gripe with the 2014 Acura MDX comes from brake feel. The pedal is soft and response is poor. I drove three different MDXs and noted some were better than others, but none matched that of the RDX.

The 2014 Acura MDX’s handling, ride harshness, and road noise are all spot-on. The big MDX drives smaller than it actually is. (Photo: Mathieu St-Pierre)
Inside and out of the Acura MDX
The 2014 Acura MDX’s shell is slightly longer, but narrower than before making it easier to squeeze into parking spaces.

On the aesthetic front, the MDX is nothing special. Other than the standard LED head and taillights, it has no distinct crowd-wowing elements. The previous MDX was handsome whereas this one is barely an evolutionary sidestep.

The cabin is top-notch. The dash sports a more intuitive multi-info display and far fewer buttons (from 41 to 9). Although sparse and clean, I have an issue with two screens, as with the 2013 Honda Accord. Thankfully, the jog dial for menu navigation remains, and the lower display screen is touch-sensitive.

Interior elegance is matched with utility: there’s now more interior storage, particularly in the centre console. As well, access to the third row is easier with one-touch second-row seats that fold completely flat thanks to the new chassis.

Oddly, working the third row remains a chore. There is no power operation available and two hands (along with serious reach and effort) are required to raise or lower it.

The cabin is top-notch. The dash sports a more intuitive multi-info display and far fewer buttons (from 41 to 9). (Photo: Mathieu St-Pierre)
Comparing the Acura MDX
The 2014 Acura MDX comes to market as a reigning champion in its field. As it stands, I know that this new third generation will continue to dominate its segment that includes the Audi Q7, Buick Enclave, and Infiniti JX35.

The 2014 Acura MDX arrives in July 2013, is built in Alabama and projected sales are of 6,000 units in its first full year.

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2014 Nissan Versa Note First Impressions

San Diego, Ca. - Nissan is working hard to totally refresh its lineup, and it is the entry-level Nissan Versa hatchback’s turn. The Versa is getting more than a new design, it’s getting a new name, sort of. The rest of the world knows the Versa as the Note. In North America, the new official title is the Nissan Versa Note, for now at least.

What Is a Nissan Versa Note?
For 2104, the first model of the second generation Nissan Versa Note is the five-door entry level, compact hatchback that has more features, more space and more standard equipment than the first generation introduced in 2007. In effect, Nissan intends to hit a high note in sales with this vehicle.

Technicalities
The Nissan Versa Note is available in Canada in three trim levels. The pricing, which will be music to your ears, goes like this; the S starts at $13,348, the SV at $14,998 and the SL is in tune with a base price of $16,998. Within these three trim levels, consumers can choose between a 5-speed manual or an extra-cost CVT (Continuously Variable Transmission). Stand-alone options such as stereo upgrades, the around-view monitor or GPS are few and far between. Just about everything is packed into either a trim level or an optional package.

The Nissan Versa Note is available in Canada in three trim levels. (Photo: Nissan)
Driving the Nissan Versa Note
The 2014 Nissan Versa Note utilizes a 1.6L DOHC inline-four that puts out 109 horsepower and 107 lb-ft of torque. Driveability is enhanced by both the amount of torque the engine produces and the broad torque curve that makes a significant amount of power available from idle to highway speeds.

After the first five minutes of driving, you can’t help but notice that the CVT transmission not only works better than the previous version, but the constant drone of the engine under acceleration is less noticeable/objectionable than in the past.

Fuel economy with the CVT is another of the “high notes” on the Nissan Versa Note’s music sheet. City fuel economy ratings stand at 6.1L/100km, while the highway rating comes in at 4.8L/100km. The combined rating stands at 5.5L/100km.

Improvements were also made to suspension components. The 2014 Nissan Versa Note handles grooved pavement, road undulations, and freeway on and off ramps with aplomb. It seems as if nothing upsets the balance of this car. There is body lean when the 2014 Nissan Versa Note is pushed hard, and the nose will slip out a bit if you are sloppy in cornering, but overall this hatchback gets over the road well enough to put a grin on your face while making sure that you can get the groceries home without breaking an egg.

The 2014 Nissan Versa Note utilizes a 1.6L DOHC inline-four that puts out 109 horsepower and 107 lb-ft of torque. (Photo: Nissan)
Inside and Out of the Nissan Versa Note
Exterior sculpting in the side panels and changes to the front and rear facia make the 2014 Nissan Versa Note look capable -- not aggressive or cute, just capable. Not so obvious changes to the roofline and reductions in overall length provide more interior space in a vehicle that is easier to zip through town in, take downtown and park, as well as be a weekend warrior.

Inside the 2014 Nissan Versa Note, the seats seem a touch more comfortable up front while the revised instrument cluster provides a well-lit and well-organized information centre. The big news is the continued improvement in rear-seat space: Leg room, head room, ease of entry and exit all make this a car that really can hold three adults in comfort in the back.

Cargo space is limited with the rear seats up, but is more than adequate for a trip to the grocery store. With the seats folded, owners can use the new “drive-n-hide” floor system to provide a flat floor for improved cargo space usage or use the same system to add to shelf space in the cargo area when the seats are upright.

The seats seem a touch more comfortable up front while the revised instrument cluster provides a well-lit and well-organized information centre. (Photo: Nissan)
Comparing the Nissan Versa Note
On a stand-alone basis, the 2014 Nissan Versa Note is one of those cars that you will get into and enjoy driving no matter what type of driving you do. When you compare it with competitors such as the Spark and Sonic from Chevrolet, as well as the Toyota Yaris and Honda Fit, the “high note” is the 2014 Versa Note. If you bracket the base price with the Ford Fiesta on the bottom side and the Ford Focus on the higher side, the choice becomes a bit harder. Overall the 2014 Nissan Versa Note offers great value for the money.

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2014 Porsche Cayman S First Impressions

Code of the Curve, indeed

Canadian Tire Motorsports Track, ON - When Porsche Canada asked me to join them at a local race track for a day of testing their latest 2013 model lineup, I wasn’t about to say no. And when I found out the 2014 Porsche Cayman was going to be there, I was prepared to do anything in my power to get there and drive it.

Which is precisely what I did.

There’s absolutely nothing cold-blooded about this new Cayman (which derives its name from the caiman lizard) from its looks to its handling abilities, this thing is hot.

What is the Porsche Cayman?
First introduced in 2005, the Porsche Cayman coupe is a rear-wheel drive, mid-engine sports car. Originally sharing the same platform as the Porsche Boxster, the Cayman offered up hard-top cruising where the Boxster didn’t, and also offered up more storage space up front and in the back where the Boxster didn’t.

Far from diluting the lineup, the Porsche Cayman adds a new level of driving dynamics to an already dynamic stable of vehicles. Abiding by Porsche’s “code of the curve” the Cayman filled a gap between the 911 and the Boxster that no one really knew existed, but we’re damn happy they filled it.

Technicalities
The 2014 Porsche Cayman S features a mid-mounted 3.4L flat-6, 3.4L good for 325 horsepower and roughly 273 lb-ft of torque attached to the ever-fantastic 7-speed dual clutch PDK transmission all pushed out the rear wheels and aboard a vehicle that only weighs 1,695 kg. Need I say more?

Wait, there are a few more important numbers: You’ll see 100 km/hr from a standstill in just under 5 seconds and on the track you could potentially take the 2014 Cayman S up to 281 km/hr (believe me, I tried).

Perhaps a few of the most intriguing numbers attached to the Porsche Cayman S are its cost-to-own digits, because there aren’t as many as you might expect. With a starting price of just $76,560 owning a Cayman S is conceivable for more than just a select few -- which makes this sporty model even more appealing.

The 2014 Porsche Cayman S features a mid-mounted 3.4L flat-6, 3.4L good for 325 horsepower and roughly 273 lb-ft of torque. (Photo: Philippe Champoux)
Driving the Porsche Cayman S
From the moment I sat behind the wheel of my bright Racing Yellow (complete with matching yellow seat belts) 2014 Porsche Cayman S in the pits at the Canadian Tire Motorsports Track, I knew I was in for a treat.

Having just stepped out of a Porsche 911 Carrera 4, the difference in handling, weight and dynamics was immediately clear. And I actually preferred the feel of the Cayman S.

Light and nimble, the 2014 Cayman S will go where you want and need it to with the slightest input to the steering wheel. Throttle response is also spot on, and thanks to the PDK transmission it’ll keep you in the juicy part of the powerband, no matter what you ask of it. Cornering is slick and precise, with just the right amount of grip or tail snap when asked. This two-seater coupe begs to be driven hard, so how could I resist?

While paddle shifters are available with the PDK in the 2014 Porsche Cayman S, I chose to let the transmission handle all the gear selections for me, and was never disappointed. Seamless cog swaps meant I could focus on the correct line on the track, cutting my apexes and hammering down as soon as I reached the back straight. Yes, this thing is fast.

Well-balanced to the point where only the G-force meter lets you know what’s really going on, the 2014 Porsche Cayman S is as composed on the track as it would be on the city streets. And that flat-6 wail at wide-open throttle? Well, I’m pretty sure you’ll never get sick of hearing that.

Light and nimble, the 2014 Cayman S will go where you want and need it to with the slightest input to the steering wheel. (Photo: Philippe Champoux)
Inside and Out of the Porsche Cayman S
Some criticize the exterior look of the 2014 Cayman S with its pout-y rear end, but I think it’s fantastic. As per the norm, the Cayman is instantly recognizable as a Porsche. With the classic headlights and fog light housing, the 2014 Cayman S is curvaceous in all the right spots, and angular where needed.

Inside, standard Porsche fare ensues. Very customizable, Porsche offers a long list of extras that can push your personal Porker into a whole new level of cool (as well as price bracket). For example, the colour-matched seatbelts found in my 2014 Porsche Cayman S were an extra $400, which I suppose in the grand scheme of things isn’t that much, but still.

Very customizable, Porsche offers a long list of extras that can push your personal Porker into a whole new level. (Photo: Philippe Champoux)
Comparing the Porsche Cayman S
The 2014 Cayman S is in very good company amongst the likes of the BMW M3 Coupe and Lotus Evora. When it comes to track-ready performance and luxury amenities, there’s also the Audi TT RS. The Porsche carries the loftiest price tag of the bunch but I think it’s a warranted difference.

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