2013 Ford Fusion Energi Review

A hybrid with fashion sense
Slowly, but surely, I’m warming up to the idea of hybrid-drive living. After many hours behind the wheels of vehicles such as the Prius c, Chevy Volt and even the Nissan LEAF, I’ve come to appreciate them quite a bit.

Now, after a week with the 2013 Ford Fusion Energi, I’m once again singing the praises of a hybrid vehicle. It’s amazing what a little evolution, and a good design package, can do for one’s opinion.

What is a Ford Fusion Energi?
While definitely not the first hybrid Fusion to hit the streets, the 2013 Ford Fusion Energi is one of two plug-in hybrids from Ford. The Energi promises a 1,000km total range (gas and battery combined), with an MPG-e rating of 2.4L/100km (in full electric mode), and it’s combined gas/electric rating is 4.1L/100km.

Sitting squarely in the midsize sedan segment, the Ford Fusion Energi offers up good looks, plenty of space and rather outstanding fuel efficiency numbers; something much of its competition has yet to do.

While definitely not the first hybrid Fusion to hit the streets, the 2013 Ford Fusion Energi is one of two plug-in hybrids from Ford. (Photo: Ford)
Technicalities
The base 2013 Ford Fusion model starts at $24,149 while the top tier Titanium tops out at just over $35k. Amidst the now five available Fusion models, there are four engines and two drive types (FWD or AWD), as well as both a 6-speed manual and 6-speed automatic, and an available E-CVT.

To save space and headaches with endless numbers, let’s focus on the 2013 Ford Fusion Energi SE: With a starting price just under $39k, it sits at the top of the Fusion price bracket.

The engine in the Energi is a 2.0L Atkinson-Cycle I4 good for a combined 195 horses, coupled with an Electronic Continuously Variable (e-CVT) transmission. On a full charge, the 2013 Ford Fusion Energi could potentially take you up to 34km in battery mode alone; however, much depends on driving style and other influencers along the way.

On a full charge, the 2013 Ford Fusion Energi could potentially take you up to 34km in battery mode alone; however, much depends on driving style and other influencers along the way. (Photo: Ford)
Driving the Ford Fusion Energi
The 2013 Ford Fusion Energi was as big to drive as it looked -- with a dash that seemed to stretch on forever before me and a nose I felt was much too long -- it was also quite nimble to pilot.

Thanks to the e-CVT, in full EV mode the power delivery is smooth and silky… and silent. It’s a strange thing driving a battery-powered vehicle, I was constantly sneaking up on people everywhere.

Of course, the 2.0L will kick on if you push the throttle to the floor hard enough (read: for passing manoeuvres on the highway). However, once the vehicle realizes you’re done being a yahoo (and travelling under 137km, which you should be!) the gas engine will flick off and you’ll be back in battery mode, provided you have the charge.

The 2013 Ford Fusion Energi features Ford’s cute little “Efficiency Leaves” in the gauge cluster and it became a game; how many leaves could I get into that little screen? Every time one floated away, I felt quite defeated.

How efficient was the 2013 Ford Fusion Energi? Well, very. I travel close to 100km a day to and from work. The max range I was able to pull from the Energi in full battery mode, with regen kms added, was 39.1km -- not bad. After eight days of driving in all conditions (city/highway/traffic/country roads/hot/cold) for a total close to the 900km mark, I managed an overall average of 3.1L/100km and the highest battery range I managed after a charge was 33km. I used just over a ½ tank of gas.

The 2013 Ford Fusion Energi was as big to drive as it looked -- with a dash that seemed to stretch on forever before me and a nose I felt was much too long -- it was also quite nimble to pilot. (Photo: Ford)
Inside and Out of the Ford Fusion Energi
The 2013 Ford Fusion Energi is a good looking sedan, truly. Parking it next to the previous generation is almost laughable. If we thought the old Fusion was nice to look at, the new Fusion is a super model by comparison.

Inside, the good looks continue. Large, comfortable seats up front and in the rear ensure the Ford Fusion Energi is accommodating to all who enter. Add in Ford’s SYNC system, an easy-to-understand and operate gauge cluster and there’s very little not to like.

Of note, the trunk in the 2013 Ford Fusion Energi is, in a word: useless. At just 232 litres (8.2 cu-ft) it’s not exactly practical. Why so small? The battery is back there.

The 2013 Ford Fusion Energi is a good looking sedan, truly. Parking it next to the previous generation is almost laughable. (Photo: Ford)
Comparing the Ford Fusion Energi
Based on fuel efficiency numbers, the 2013 Ford Fusion Energi’s main competition is the Toyota Prius PHEV, which offers up the same fuel ratings. However, in its segment the Fusion is up against the likes of the brand new Honda Accord PHEV and the Kia Optima Hybrid. However, it seems to stand alone in terms of “the complete package” with great styling, drivability, practicality and great fuel efficiency.

View the original article here

2013 Audi R8 e-tron Farewell Review

Forgot your password ? click here Sorry, I could not read the content fromt this page.

View the original article here

2013 Toyota Venza AWD Review

Long roads reveal much
It’s interesting how quickly opinions are formed. However, it’s the lasting impressions that matter the most. I rather liked the idea of the 2013 Toyota Venza AWD at first, but after spending an extended period with it, my affections quickly dwindled.

It’s not that the Venza is a bad car, just that its shortcomings will surface sooner rather than later, and that’s a bit of a shame. I really do like the idea of the 2013 Toyota Venza, if only a few tweaks were made here and there.


What is a Toyota Venza?
The Toyota Venza, first introduced in North America in 2008, is essentially a larger Toyota Camry. Based on the same chassis, the Venza falls into that lovely grey area of crossover/wagon/SUV. Personally, I think the Venza is more of a wagon than a crossover as it’s more carlike, however, I know there are those who would disagree.

Offering more space and AWD, the Toyota Venza’s engines have remained unchanged since its introduction, and as far as looks go, have remained relatively unchanged as well.

First introduced in North America in 2008, the Venza is essentially a larger Toyota Camry.(Photo: Philippe Champoux)
Technicalities
The 2013 Toyota Venza is available in four different trim levels: base, Venza V6, Venza AWD and the Venza V6 AWD. The base and AWD feature Toyota’s 2.7L 4-cylinder engine (182 hp), while the others are equipped with a 3.5L V6 (268 hp). There are also a few packages available from a Premium Package (for enhanced seats and amenities) to a Touring & JBL Package for the audiophiles out there.

Power is managed via a 6-speed automatic across the lineup, no manual is available.

Pricing starts at a decent $28,690 for a base 2013 Toyota Venza. However, once you get into the Toyota Venza V6 AWD zone (with a Touring & JBL Package), you’re looking close to $40k. My as-tested Venza AWD with Touring Package was sitting pretty at $36,545 -- a decent price for the amenities offered, in my opinion.

The base and AWD feature Toyota’s 2.7L 4-cylinder engine (182 hp), while the others are equipped with a 3.5L V6 (268 hp). (Photo: Toyota)
Driving the Toyota Venza
A driver’s car the 2013 Toyota Venza most definitely is not. While I appreciated the solid-feeling handling and surefootedness of the AWD (even though our winter months are blissfully behind us), that’s where the likes end.

Perhaps I’d feel differently about the 3.5L V6, but the 4-cylinder just felt lazy and tired to me. Too many times the automatic transmission struggled to find the appropriate gear, and when asked to ramp up the pace for highway merges and traffic manoeuvres, the 2013 Toyota Venza AWD felt a bit out of sorts.

The brakes were also rather lacking. I hadn’t really noticed it until we loaded up the vehicle to help a family member move. With a loaded trunk, the backseat full of my son, mother-in-law and even more bags, and the front with my husband and I, the empty top portion of the brake pedal seemed to grow even larger. I found myself having to stomp harder than I wanted just to bring the 2013 Toyota Venza to a stop.

Gas mileage was impressive in the 2013 Toyota Venza with my final number hitting the 9.9L/100km mark.

A driver’s car the 2013 Toyota Venza most definitely is not. While I appreciated the solid-feeling handling and surefootedness of the AWD, that’s where the likes end. (Photo: Philippe Champoux)
Inside and Out of the Toyota Venza
Where I do like the 2013 Toyota Venza is from the outside. Facelifted in 2012, the new front facia looks awesome. A touch of LED will do a car’s front end wonders, and such is the case with the 2013 Toyota Venza AWD.

Inside, the 2013 Toyota Venza AWD seems comfortable, but let me explain. Sure, the backseat is quire cavernous and able to accommodate three adults comfortably or two seemingly in their own zip codes. However, it’s up front where things get dicey.

Let’s start with the good: I adore the centre console ripe with storage bins, sliding bits and so many ports for plugs and wires I was giddy at the thought of all the things I could charge on our 2-hour+ drive. One of the cupholders is, unfortunately, a bit close to the shift knob and so makes accessing drinks awkward. The onboard entertainment system is easy to use, as are the steering-wheel mounted buttons and controls.

Now, the bad: The seats! While seemingly comfortable at first, by the time we began return journey home my back was a mess. No matter how I adjusted the seat and lumbar support, my tailbone felt as if it were being crushed.

The backseat is quire cavernous and able to accommodate three adults comfortably or two seemingly in their own zip codes. (Photo: Philippe Champoux)
Comparing the Toyota Venza
The Venza stands amongst some pretty stiff competition with the likes of the Honda Crosstour, Subaru Outback and Chevrolet Equinox. Each has specific areas that clearly outshine the Toyota Venza (Crosstour: interior, Outback: AWD, Equinox: interior space); however, perhaps it’s the 2013 Toyota Venza’s “happy medium for the right price” that will help set it apart from the pack.

View the original article here

2013 Scion iQ Review

Questioning your brain power
If you’re in the market for a microcar -- a term I was hesitant to use until I set foot in the likes of the Scion iQ -- then you already know what to expect: very little. I don’t mean that in a derogatory way (shockingly), I mean you’ll be getting little amounts of everything (wheelbase, engine displacement, trunk space, respect on the road, etc.).

What makes the 2013 Scion iQ “unique” in the microcar market is its ability to seat four. While the ability is there, I don’t really recommend it. All you need to know at the moment is that I managed to make the Scion iQ my family vehicle for the week with a baby seat, stroller, 6-foot husband and all.

What is the Scion iQ?
Well, first off it’s small. Really, it’s kind of shocking the first time you walk up to it. First unveiled in 2008 at the Geneva Auto Show, the Toyota iQ (as it’s known in Europe) was released as a direct competitor for the Mercedes smart fortwo, a vehicle that previously stood alone in the segment in North America.

The iQ is a microcar -- or supermini -- thanks to its 2-meter (78.7”) wheelbase and 3.05-meter (120.1”) length. Designed for city living, the Scion iQ isn’t about power and driveability, but more about being comfortable in small spaces .

First unveiled in 2008 at the Geneva Auto Show, the Toyota iQ (as it’s known in Europe) was released as a direct competitor for the Mercedes smart fortwo. (Photo: Philippe Champoux)
Technicalities
The 2013 Scion iQ is a 2+2, three-door hatchback equipped with front-wheel drive and carrying around a somewhat peppy 94 horsepower 1.3L 4-cylinder engine. Controlling the Scion iQ’s miniature grunt is a CVT that’s actually not the most horrible thing in the world.

The car’s starting price is a little shocking. At $17,070 I think Scion (and by association, Toyota) are out to lunch on this one. I’m clearly not the only one who thinks so. In 2012, Fiat sold eight times as many 500s (another micromini offering four spots), and since the beginning of 2013 they’ve outsold Scion iQs by nearly 2,200 units.

The 2013 Scion iQ is a 2+2, three-door hatchback equipped with front-wheel drive and carrying around a somewhat peppy 94 horsepower 1.3L 4-cylinder engine. (Photo: Philippe Champoux)
Driving the Scion iQ
In all honesty, the 2013 Scion iQ is quite pleasant to drive. The transmission is much “easier” to master than the smart fortwo’s (which will make most favour the iQ, I’d say), and the CVT fake shifts, which my ears appreciated. Engine and road nose at highway speeds was a bit harsh and required raised voices and/or music to compensate. And while it was convenient having Bluetooth hookup for my phone, again at highway speeds callers found it very hard to hear me.

Handling in the 2013 Scion iQ is exactly how you’d expect it to be: precise and nimble. I was a bit shocked at the weight transfer under heavy braking or acceleration, but then it does have a “backseat,” unlike the smart fortwo.

After a week behind the wheel, I averaged roughly 7L/100km. In the 2013 Scion iQ, I should have been seeing closer to 5L. Why do I think that happened? Well, my right foot is mostly blame, as is the want/need to pop it into “S” (sport) mode as often as possible.

Handling in the 2013 Scion iQ is exactly how you’d expect it to be: precise and nimble. (Photo: Philippe Champoux)
Inside and Out of the Scion iQ
Like a real-life Angry Bird, the 2013 Scion iQ looks like it has a serious chip on its shoulder. Intimidation through visual tactics is obviously the name of the game, as it’s not fooling anyone with its size. Beefy and squat, it looks determined -- determined to prove a point. Little Car Syndrome, for sure.

Inside, I did expect more. For the price of my tester (close to the $19k mark), I found the plastics much too cheap and the seats uncomfortable.

It is important to note that, yes, I did manage to fit my Britax Advocate baby seat in the back (with my nearly 2-year-old son in it), as well as a small umbrella stroller. And not much else. Sure, it can seat four, but not if the driver is over 5’3”. With the rear seats down, the 2013 Scion iQ offers only 168 litres of trunk space (the Fiat 500 offers 184 litres… with the rear seats up).

Inside, I found the plastics much too cheap and the seats uncomfortable. (Photo: Philippe Champoux)
Comparing the Scion iQ
I’ve already done a bit of comparing throughout the text, but I’ll go a little further now. What I find most shocking is that for a few hundred dollars more, you can get a 2013 Fiat 500 Turbo. If the Fiat’s not small enough and you don’t really care about the back seats, then you’re looking at the smart fortwo coupe, which you can have for nearly $3k less, and frankly I prefer the interior and drive of the smart.

Based on sales numbers, I’m glad to see the general public is actually showing some intelligence when it comes to choosing other microcar models over the Scion iQ.

View the original article here

2013 BMW M6 Coupe Review

Shopping for a ride in six-digit pricing territory opens the door on a tremendous selection of posh, advanced excellent performance models, and the new BMW M6 Coupe is one of the most recent. Advanced technology, performance, and everyday usability are the big draws here.


BMW’s latest M-powered rocket-sled delivers lung-squishing performance, face-peeling acceleration, locked-on handling, and killer looks in a package that’s surprisingly easy to drive. Effectively, the 2013 BMW M6 is two cars in one: a comfortable tourer one moment and a fire-breathing sports coupe that’s absolutely track-ready when dialed into “M” mode. It’s a good thing you get two cars here because the tester, with some options, wore a sticker of $145,000.

The 2013 BMW M6 is two cars in one: a comfortable tourer one moment and a fire-breathing sports coupe that’s absolutely track-ready when dialed into “M” mode. (Photo: Justin Pritchard)
Technicalities
The latest M-power engine motivates the 2013 BMW M6 Coupe. Specifically, it’s a 4.4L V8 with targeted upgrades for durability and performance in a motorsports setting. Using turbocharging, it creates simply monstrous output as a pair of exhaust-driven air compressors blast the combustion chambers full of cooled, compressed air at a moment’s notice.

The result? The 2013 BMW M6 Coupe generates a monstrous 560 horsepower, and video-game-like sound.

Drivers can expect it to dispense with 0-100 km/h in a tick over 4 seconds, followed by a non-stop flood of torque that blasts the big two-door ahead until the throttle is released. Explosive is a good word to describe acceleration. Drop your foot and after a very brief moment of turbo lag, the 2013 BMW M6 Coupe consumes the road ahead at an absolutely startling rate. If you haven’t got the self-control of Buddhist monk, this thing will be the weapon of mass destruction for your driver’s license. Often, the 2013 BMW M6 Coupe is just too fast for roads with speed limits.

The transmission is the engine’s partner in crime: a 7-speed twin-clutch box that completes an entire gearshift in a blink at the click of a paddle, complete with perfect rev-matching in both directions. Left in drive it functions like a regular automatic, shifting gently and easily.

The 2013 BMW M6 Coupe generates a monstrous 560 horsepower, and video-game-like sound.(Photo: Justin Pritchard)
Driving the 2013 BMW M6 Coupe
Drivers can have all of the 2013 BMW M6 Coupe’s performance any way they like thanks to switches that adjust the calibration of the suspension, steering, transmission, and overall system response in real time.

Fully dialed up, the shocks stiffen, the engine gets louder, and the transmission and engine become markedly more responsive. Drivers feel and hear more, and it all works to pull them into the experience right down to the steering that thickens up. Set up thusly, handling dynamics capitalize on the M6’s size and weight for a stable, solid, and clamped-on agility that’s big on confidence.

All the while, it fully reminds you that you’ll get nowhere near the limits of its grip on a public road.

When a more relaxed drive is in order, the 2013 BMW M6 Coupe is surprisingly laid-back. It proves largely quiet and comfortable when cruising the highway in no particular rush.

Drivers can have all of the 2013 BMW M6 Coupe’s performance any way they like thanks to switches that adjust the calibration of the suspension, steering, transmission, and overall system response in real time. (Photo: Justin Pritchard)
Ins and Outs of the 2013 BMW M6 Coupe
Complaints were minimal, as expected of a car with pricing bordering on real-estate territory. Rearward visibility is limited, as is back-seat space. Fuel consumption is very reasonable during gentle highway driving, though it can spike as high as 17L / 100km in the city if you don’t watch your right foot.

Drivers enjoy the 2013 BMW M6 Coupe from a cabin lined sumptuously with carbon fibre, leather, and gadgets; and in the case of the tester, $6k worth of stereo upgrades from Bang & Olufsen. I have no idea what their stereo sounds like, however… Twin-turbo V8, and all.

Front seat space is generous, even for taller drivers. Numerous passengers throughout the week admitted to expecting a far stiffer and noisier ride, as did I.

And, on a personal level, I’m not a fan of such a huge array of tech-y gadgets in a high-performance car, but gadget-geek types will love it.

Drivers enjoy the 2013 BMW M6 Coupe from a cabin lined sumptuously with carbon fibre, leather, and gadgets (Photo: Justin Pritchard)
Comparing the 2013 BMW M6
At this price range, there’s no shortage of worthy options. The Audi R8 is less powerful for the money, but arguably attracts more attention than anything this side of a half-million dollars. The Jaguar XKR is more dated and not as powerful, but it’s sumptuously classy and extremely attractive -- for thousands less. A Porsche 911 Carrera S is just as quick in a straight line, and feels more agile and lively to drive hard.

Ultimately, the 2013 BMW M6 will appeal highly for its size, space, high-tech flare, and all-out firepower. Having to choose a model from the above list is a nice problem to have.

blog comments powered by 4.4L V8 twin-turbo DOHC 32-valve

View the original article here

2013 Range Rover Supercharged Review

Lexington, KY - I’ve always had a bit of a soft spot for the Range Rover. I love the idea of a luxurious SUV that is as at home in Beverly Hills as it is in the hills of Tunisia. Land Rover’s Range Rover is a tried and true any-surface vehicle that’s not just nice to look at, but a pleasure to drive as well.

As I scaled the Bluegrass hills of Lexington, Kentucky aboard the 2013 Range Rover Supercharged I was reminded of all the reasons why this British brute is worth all the many pennies it requires to purchase.


What is a Range Rover Supercharged?
The Rover Company, responsible for creating the Land Rover brand, has been building off-road utility vehicles since the 1950s. The Range Rover has been around since the ‘70s. It didn’t always look so sleek and sexy, but it’s always been a highly capable off-roader -- and that’s why the Range Rover is so well known the world over.

Range Rover’s first vehicle was far from a luxurious model, and was pretty bare bones in terms of amenities. It was meant to be utilitarian and not much more. Today’s Range Rover, now in its fourth generation, is all about all-terrain capability as well as luxurious accoutrements.

I love the idea of a luxurious SUV that is as at home in Beverly Hills as it is in the hills of Tunisia. (Photo: Miranda Lightstone)
Technicalities
The 2013 Range Rover is available in two styles: Supercharged or Autobiography. While there is a nearly $30k difference between the two, they sport the same 510-horsepower supercharged, 5.0L LR-V8 engine controlled via an 8-speed automatic transmission.

Of course, both models also offer Range Rover’s Terrain Response system and are height-adjustable as well. Permanent 4WD ensures the 2013 Range Rover remains surefooted no matter the conditions below its 21” wheels.

The 2013 Range Rover Supercharged starts bidding at $114,750, while its even-more-luxurious brother, the Range Rover Autobiography, opens up at $144k even.

The 2013 Range Rover Supercharged have a 510-horsepower supercharged, 5.0L LR-V8 engine controlled via an 8-speed automatic transmission. (Photo: Miranda Lightstone)
Driving the Range Rover Supercharged
Rolling along the streets of Lexington, Kentucky with luscious green fields on either side of me, the elegant the 2013 Range Rover Supercharged truly is as at home on smooth tarmac as it is on uneven gravel or even door-level wading water – which I quickly discovered via a special off-road course offered by Land Rover.

What I really like about the 2013 Range Rover Supercharged is the smoothness with which those 510 horses are put to use when the throttle is pressed. Nothing is jarring or shocking in the Range Rover; it’s sinewy, silky, gentle, but man does it ever boogie. You’ll quickly forget its size – I always do. Gear changes are imperceptible. Although the Range Rover sports steering wheel mounted paddle shifters, I didn’t use them at all. The 8-speed handles itself so well, it’s not necessary.

With near-12” of ground clearance and a maximum water wading depth of 35.4”, the 2013 Range Rover Supercharged could, essentially, take you anywhere you wanted to go in complete comfort and safety. From city streets to the Kentucky Horse Park grounds, my Range Rover happily went wherever I asked it to without trouble.

The 2013 Range Rover Supercharged also, blissfully, handles like a much smaller vehicle than it actually is. The electronic speed-sensitive power assisted steering system is accurate and connected without feeling too heavy or laborious.

The elegant Range Rover Supercharged truly is as at home on smooth tarmac as it is on uneven gravel or even door-level wading water. (Photo: Miranda Lightstone)
Ins and Outs of the Range Rover Supercharged
There’s no denying: This is one good-looking, classy SUV. The 2013 Range Rover Supercharged exudes aristocracy, sophistication and a hint of modernism. The newly designed front fascia is both menacing and regal. I adore the geometric, angular daytime running lights and the symmetrical layout of the new front fog lamps as well. The symmetry continues to the rear where the LED taillights are stacked to perfection.

Details like the continued use of threes throughout the exterior is also a nice touch; they can be found from the “gills” on the side to the turn signals and front grille.

Inside, the 2013 Range Rover Supercharged is as plush and comfortable as you’d imagine. Not much changed for this fourth generation save for the pop-up shift knob (first seen in the Jaguar XF, and now commonplace across the company’s lineup of vehicles). Otherwise, it’s standard Range Rover fair; which is fine by me.

Today’s Range Rover, now in its fourth generation, is all about all-terrain capability as well as luxurious accoutrements. (Photo: Miranda Lightstone)
Comparing the Range Rover Supercharged
When it comes to big, bold luxury, off-road SUVs the pickings are a bit slim. While many claim to do it all, few actually can – especially to the extent that Range Rover does. However, should you be in the market for a Range Rover Supercharged you will want to take a look at the Porsche Cayenne Turbo S, Mercedes-Benz GL63 and the BMW X5M, all of which can match the Rover in terms of luxury but will struggle to meet off-road capabilities.

View the original article here

2014 Mazda6 GT Review

Mazda’s on a roll
The completely redesigned 2014 Mazda6 is a stunner. There is no other way to describe the automotive physical specimen that sat silently parked in front of my house each morning of my test week.

The silence was fleeting as the moment the engine burst to life, the birds would scatter from the trees and passersby would turn in confusion. Seconds later, the engine would settle and the blissful driving experience delivered by the new Mazda6 commenced.

Mazda has hit a cycle with the 2014 Mazda6 as it caters to efficiency, performance, styling, and value. Mazda’s on a roll for the 2014 model year.

What is a Mazda6?
The 2014 Mazda6 competes in one of the toughest segments in North America. In the U.S., midsize sedans still hold the top spot with the largest slice of the sales pie. In Canada, this category regularly finds itself in the top biggest sellers. In other words, the Mazda6 has its work cut out for it.

In essence, the new Mazda6 has become the brand’s flagship car and for a number of reasons. Not only does it carry the brand’s latest KODO design language and direction, but it is also built as a showcase for SKYACTIV technology; much like the 2014 CX-5, but meant for a larger audience.

Technicalities
The 2014 Mazda6 features one engine, regardless of trim and it is Mazda’s SKYACTIV-G 2.5L 4-cylinder. The impressive piece of machinery pumps out 184 hp and 185 lb-ft of torque. To it can be mated a 6-speed manual gearbox (a rarity in 2013) or, alternatively, a 6-speed automatic.

Currently, and probably for good as the wagon will probably sadly never come, the Mazda6 is available as a sedan and in three different trims. Prices range from $24,495 for a base GX all the way to $34,195 for the as-tested GT with automatic transmission and Technology Package.

The 2014 Mazda6 features one engine, regardless of trim and it is Mazda’s SKYACTIV-G 2.5L 4-cylinder. The impressive piece of machinery pumps out 184 hp and 185 lb-ft of torque. (Photo: Philippe Champoux)
Driving the Mazda6
Once past the aural assault of the cold start, the 2014 Mazda6 drive as good as its exterior shell suggests. This is a rare treat for testers like me as I often find myself with a car that’s all show, no go. The opposite can also be true.

Much like the CX-5, the transmission is especially good and it makes sense; both are identically geared, only the final drive differs. This translates to brisk acceleration and proper and clean up- and downshifts.

Some may protest the lack of a more powerful engine choice, but the 2.5L is plenty strong. Thanks to the transmission, passing manoeuvres are brisk as is acceleration from a dead stop.

Taking the 2014 Mazda6 out on the road is a good experience. The suspension expertly marries comfort and sporty handling. The rigid chassis plays a strong role in making this midsize sedan ride as well as it does. It positively rivals all other Japanese offerings in the segment, possibly surpassing all of them.

As for steering, the “conventional” (non-electric) variable-assist power assistance is pleasant and well calibrated. Where the brakes are concerned, they too perform admirably well.

The suspension expertly marries comfort and sporty handling. (Photo: Philippe Champoux)
Inside and out of the Mazda6
I believe I’ve already made it abundantly clear here (and everywhere online) that the 2014 Mazda6 is honk-worthy hot. My evaluated GT sports the large (yet necessary) 19” alloy wheels that further add a layer of dynamism to the car’s slippery shape.

The cabin is more of the same: Elegance and modernism blend to near perfection. In fact, there’s a German quality to it where the level of seriousness is reminiscent of Volkswagen. Similarly, there’s a beautiful flow to each of the dashboard’s components mimicking the flow of the exterior body panels.

The off-white leather, black plastics and Soul Red Mica exterior make for a luxury car-like allure.

The front seats are quite comfortable, as is the rear bench. For the driver, the 2014 Mazda6 offers up a sporty driving position that works well with the thick-ish, 3-spoke steering wheel and the mounted shifter paddles.

i-ACTIVSENSE is Mazda-speak for all manner of active and passive safety features. Optional and part of the Technology Package ($2,000) with the GT trim it includes:
Lane Departure Warning System (LDWS)Mazda Radar Cruise Control (MRCC)Forward Obstruction Warning (FOW) which works with the MRCCSmart City Brake Support (SCBS)
There’s a beautiful flow to each of the dashboard’s components mimicking the flow of the exterior body panels. (Photo: Philippe Champoux)
Comparing the Mazda6
The 2014 Mazda6 is not in a league of its own. If ever there was a time for Mazda to introduce such a fine car, it was now. The 2013 Honda Accord and Volkswagen Passat are impressive in their own right, offering quality and efficiency. While other midsize sedans may sell in greater numbers than the latter, these two have currently established the bar.

Had Mazda unleashed a lesser version of the 6, they would have found themselves in the same position as the last time around. The previous Mazda6 was nice, but that was it; however, this version is amazing and will definitely fare much better.

View the original article here

2013 Toyota Camry LE Review

What’s in a name?
Everything. Why do we buy Guess jeans, drink Fiji water, and wear Oakley sunglasses? Because we feel a certain affinity for a brand or feel emotionally safe with it -- and nothing feels safer than a Toyota.

In this case that Toyota is the Camry, which has been a go-to car for the better part of the last two decades and is a brand unto itself. People shop for a Camry, not a midsize car. This remains true to this day, despite Toyota’s recent checkered past.

The ">2013 Toyota Camry is a car that sells itself. Few if any gimmicks are necessary to attract consumers. Every time I get to spend time with one, I immerse myself in the mindset of a typical owner and immediately understand: This is a good car.


What is a Toyota Camry?
The 2013 Camry is Toyota’s superstar, behind the bestselling car of all time; the Corolla. The midsize Camry is the pride of Toyota Manufacturing Kentucky, in Georgetown, and one of the strongest contenders in the most important segment in North America.

The Toyota Camry is fresh from a 2012 overhaul that infused character into its styling. Introduced in 1982, the Camry has found over 16 million buyers and has consistently been regarded as a best pick by numerous specialized media outlets.

The 2013 Toyota Camry LE is one of the strongest contenders in the most important segment in North America. (Photo: Toyota)
Technicalities
The 2013 Toyota Camry can be delivered with one of two engines: The base is a 2.5L 4-cylinder and the other a 3.5L V6. The 4-pot generates 178 hp while the slowly-going-out-of-style V6 puts out 268 hp. A 6-speed autobox is standard across the board.

The as-tested base 2013 Toyota Camry LE goes for $23,700. The chart-topping XLE V6 sports a $34,275 sticker price.

The base version comes with a 2.5L 4-cylinder engine that generates 178 hp. (Photo: Toyota)
Driving the Toyota Camry
Yes, there is much to say about driving a Camry. In fact, I really enjoyed every minute I spent with the car. Auto123.com staff repeatedly checked my vitals every time I raved about the Camry’s drive.

The 2013 Toyota Camry is supremely comfortable, far more so than its sub-$24k price should allow. Don’t get me wrong, comfortable need not equal float-y and boring. The Camry will lean slightly into a corner, but its P205/65R16 all season tires grip to the road. This is a direct result of the well-calibrated independent suspension.

The 2.5L powerplant is more than sufficient. The transmission is no slouch and matches the inline-4 punch for punch with determined gear holding and strong shifts at the right time. Truly, I was more than happy with this duo’s performance. By week’s end, the Camry siphoned fewer than 8L per 100 km.

Although I was very content with the brakes’ prowess, I was less than pleased with the 2013 Toyota Camry’s vague and inconsistent steering. This aspect of the drive was the only one that faithfully reminded me I was driving a Camry.

The 2013 Toyota Camry is supremely comfortable, far more so than its sub-$24k price should allow. (Photo: Toyota)
Inside and out of the Toyota Camry
The 2013 Toyota Camry’s styling is in with the times, but I will not say that it’s attractive. It has some redeeming qualities, but when draped in Champagne Mica (aka beige) with 16” hubcaps, it’s not what one would call “dynamic.”

When matched to a Honda Accord and Kia Optima, the Camry looks its median buyer’s age and that’s a shame; while I had it, a pair of women in their late-70s were its biggest fans and admirers.

This Camry’s cabin suffers from the same shortcomings as all other recently tested Toyotas. The materials are hard and look cheaper than they actually are because of their awful texture.

The remainder of the interior is well conceived. The ergonomics are simple and the standard 6.1” touchscreen display is a breeze to use. I would suggest Toyota Canada revise their selecting a backup camera as standard over heated seats; seems a little backwards to me.

All seating positions are cosy; the rear bench is wide and will take three adults across, when needed. My sole gripe with the driving position is the width of the center-stack. The base, which meets up with the console, protrudes and made contact with my right knee. The trunk is large.

This Camry’s cabin suffers from the same shortcomings as all other recently tested Toyotas. The materials are hard and look cheaper than they actually are because of their awful texture. (Photo: Toyota)
Comparing the Toyota Camry
The 2013 Toyota Camry is a winner. Although a compelling car for senior citizens, it still holds many good points that make it a fine pick, regardless of the buyer’s age. Then again, the Camry name has long been associated with “old” people. The joke’s on us younger folks as we’ll eventually get older and all end up in a Camry at some point...

In the meantime, the Accord, Optima, Ford Fusion or Volkswagen Passat are all great alternatives. Get them while we’re young!

View the original article here

2013 Toyota Avalon Limited Review

Reborn, but not
Flagship cars are just that: a company’s shining star, the one every other model looks up to. Flagships are generally large saloons, built for comfortable cruising and packed with luxurious amenities. They are, after all, the best the company has to offer.

Well, Toyota’s flagship has been “reborn” this year, according to them. While I was excited to see this rebirth of the Avalon, I can’t say I was immediately taken with the results. As is common with Toyota products these days, the outside pleases, while the interior and drive came up short.


What is a Toyota Avalon?
The Toyota Avalon is a North American model, although it did spend a bit of time in Australia and the Middle East as well. First introduced in 1994, Toyota’s full-size sedan was a brand new model for the company, at the time.

With two bench seats, the ’95 Avalon offered up seating for six and a 3.0L V6 good for 192 horsepower. It was a long, large vehicle made for highway cruising and comfortable, long drives. And the Toyota Avalon only increased in size in the coming years and model generations, and eventually dropped the front bench feature in 2005. Still considered a flagship vehicle, the ’13 model is every bit as large and “luxurious” as the original model was intended to be, it’s just in a prettier package now.

Still considered a flagship vehicle, the ’13 model is every bit as large and “luxurious” as the original model was intended to be, it’s just in a prettier package now. (Photo: Philippe Champoux)
Technicalities
The 2013 Toyota Avalon is available in two trim levels: XLE and Limited. A base XLE starts at $36,800 which is reasonable considering its amenities. However, once you get into the Limited area (which has a Premium option package) you’re brushing the low-$40k zone with the Premium Package selected, and that’s where Toyota loses me -- but I’ll get into that in a moment.

Both 2013 Toyota Avalon models are equipped with the same 3.5L 6-cylinder engine good for 268 horsepower and 248 lb-ft of torque. The front wheels handle all the power managed via a 6-speed automatic Super Electronically Controlled Transmission (Super ECT).

The 2013 Toyota Avalon is available in two trim levels: XLE and Limited. (Photo: Philippe Champoux)
Driving the Toyota Avalon
There’s no denying that the 2013 Toyota Avalon is a cruiser. It’s not meant for fast, sporty driving, but don’t be fooled; it can handle a corner or two. Thanks to a suspension that I found too stiff for comfort at times, the Avalon can hold its own when asked to. But make no mistake, this is still a heavy, lazy kind of car that is happier locked into cruise control on the highway.

The 3.5L V6 wasn’t as thirsty as I thought it would be either, and I managed a decent 10L/100km throughout my week and 700km behind the wheel. I even popped it into “Sport” mode every now and then, which just made the throttle response slightly peppier and the revs hold longer.

The 3.5L V6 wasn’t as thirsty as I thought it would be. I even popped it into “Sport” mode every now and then, which just made the throttle response slightly peppier and the revs hold longer. (Photo: Philippe Champoux)
Inside and Out the Toyota Avalon
As I mentioned before, the exterior of the 2013 Toyota Avalon is well done. I’m not entirely taken with the gaping, chrome-lined lower grille (reminds me a bit too much of Mazda’s insane-asylum look), but the elongated, modular headlights that are echoed in the taillights have just the right amount of sophistication and design to them. This is a handsome vehicle.

Inside, it’s much the same: We’ve been a bit harsh on Toyota’s interior ergonomics as of late (the Sienna comes to mind), but they got it a bit more “right” in the 2013 Avalon and RAV4. With a centre console that’s actually visible in the sunlight and dials I can reach as a driver, interacting with the HMI and HVAC settings was a breeze.

Where the interior fell short was in something that should have been a bonus: the rear sunshade. Part of the Premium Package, I was excited to use It as the summer months are upon us and my 17-month-old rides in the back. Stupidly, I assumed that a rear windscreen sunshade meant the rear passenger doors also had sunshades. They did not. And the rear shade in the back window was rather ill-conceived, not quite reaching the top of the window with support arms far enough into the screen material that they were distracting.

With a centre console that’s actually visible in the sunlight and dials I can reach as a driver, interacting with the HMI and HVAC settings was a breeze. (Photo: Philippe Champoux)
Comparing the Toyota Avalon
Here’s where I get a bit down on the Toyota Avalon: For $350 less you can bring home a Lexus ES 350 (with a Premium Package), that will get you the same engine and a more upscale interior, plus the status symbol on the hood. Given that choice, I’m not sure I’d spring for the Avalon.

Outside its own company, the 2013 Toyota Avalon stacks up against the likes of the Hyundai Genesis and new Chevrolet Impala, both worthy adversaries offering much in the way of drivability and amenities.

blog comments powered by

View the original article here

2013 BMW X1 xDrive 35i Review

Warning: it boogies!
The X1 struck fear in many BMW enthusiast’s hearts when it was introduced in 2011 as a 2012: many assumed that it signaled the end of the 3 Series wagon, but it was not. Then came the 3 Series GT and more fear, but still no end to the delightful wagon.

Highly popular, the BMW X1 quickly became an alternative to the perennial 3 Series. The fact is there is no less expensive way to get behind the wheel of an AWD BMW with more powerful engines than in a 2013 X1.

The X1 xDrive35i may be one of the fastest, certainly most unassuming, luxury German vehicle for $40,000. My issues with the 2013 X1 are essentially limited to its shape as the drive is beyond impressive as is fit and finish, and luxury levels.

What is a BMW X1?
The 2013 BMW X1 is the lowest echelon in BMW’s collection of crossover vehicles. This once niche category continues to expand and shows great potential for the near future as a conquest segment.

The X1’s lineup gains one new trim; more precisely, a new engine that transforms the BMW crossover from friendly to monstrous with the simple addition of a new powertrain.

The 2013 BMW X1 is the lowest echelon in BMW’s collection of crossover vehicles. (Photo: BMW)
Technicalities
The 2013 BMW X1 features a gem of a turbocharged 2.0L 4-cylinder engine. Its 241 hp are strong and healthy. The tested xDrive35i gains one of my favourite 6-cylinder mills: BMW’s superb turbocharged 3.0L that pumps out 300 hp and 300 lb-ft of torque.

The 4-pot’s transmission gets an 8-speed, while the 6 gets the same number of gears. All BMW X1s include BMW’s xDrive intelligent AWD system. Steering is managed by good, old hydraulics.

A base 2013 BMW X1 xDrive28i sports a $36,900 sticker price while stepping up to the xDrive35i requires $39,900. As tested, my 35i with options (Executive and xLine packages) retailed for $52,100.

The tested xDrive35i gains one of my favourite 6-cylinder mills: BMW’s superb turbocharged 3.0L that pumps out 300 hp and 300 lb-ft of torque. (Photo: BMW)
Driving the BMW X1
I keep blabbing about how BMWs no longer drive like BMWs. I touch on it in a number of my reviews, including the one on the 2013 BMW 335i xDrive, but as I state: the car is still fantastic.

Not quite as dedicated to clawing at the tarmac as a 3 Series, the 2013 BMW X1 xDrive35i can still make way at a stunning pace. The 3.0T has gobs of power -- it’s almost mind-blowing. As of 1,300 rpm, all torque comes out to play and eventually meets up with the horses at 5,800 rpm. The rush surprised me constantly.

With a gentle stab at the brake pedal, the X1’s forward momentum is cancelled. As with all BMW products, the X1’s road manners are just about flawless. It’ll hug, it’ll glide, and everything in between without ever struggling.

The “good, old” hydraulic steering is surprisingly heavy at first, especially at low speeds, but the weight evens out beautifully at speed. I would suggest BMW increase power assistance at low speeds if only to improve maneuverability in tight spaces.

By week’s end, the 2013 BMW X1 xDrive35i fuel consumption averaged at 11.5L/100 km.

As of 1,300 rpm, all torque comes out to play and eventually meets up with the horses at 5,800 rpm. The rush surprised me constantly. (Photo: BMW)
Inside and out of the BMW X1
The 2013 BMW X1’s shell is where my love for it turns to like. The profile or side view disturbs the eye to a point that even the hottest 19” M wheels do little to improve its looks. Despite this, the simple fact that it wears the right crest makes it all OK.

The X1’s innards are typical BMW fare with business as usual. The steering wheel is meaty and the dashboard is finely sculpted and austere as it should be in a German product. Fit and finish are also to BMW standards.

Some of the controls in the lower portion of the center stack are smallish; however, the 2013 BMW X1’s HMI controller holds not only a level of simplicity but the majority of the required commands for comfort and entertainment.

The xLine package brings with it specific terrific touches such as Oyster Nevada leather with orange and black piping. The seats are firm and comfortable, but short on lateral support. The rear bench serves a pair of anything, and the X1’s overall dimensions limit the trunk.

The X1’s innards are typical BMW fare with business as usual. The steering wheel is meaty and the dashboard is finely sculpted and austere as it should be in a German product. (Photo: BMW)
Comparing the BMW X1
The 2013 BMW X1 xDrive35i is hugely compelling, especially because of its performance and drive. It will reach 100 km/h in 5.6 seconds! A more powerful-on-paper Infiniti EX37 takes 0.3 seconds more. Seriously, with a little weight reduction and some slicks, the X1 xDrive35i could be a drag-strip monster.

In the real world, the X1 must tackle the likes of the upcoming Audi Q3, the Land Rover LR2 and to a lesser extent, the Volkswagen Tiguan. In this lineup, the Bimmer needs little encouragement as it holds its own very well.

View the original article here

2013 Volkswagen Jetta GLI Review

The 2013 Volkswagen Jetta GLI and the regular Jetta stand worlds apart. Unlike the latter, the much sportier GLI rides on an independent rear suspension and delivers typical German handling, with fit and finish to match. Cheap plastics are nowhere near as present as in some American and Japanese sedans, while steering impresses with its responsiveness and feedback.

The many little details make a big difference in the 2013 Volkswagen Jetta GLI; consider the aluminum pedals and sport seats with red stitching. Elsewhere, the unique honeycomb grille and red brake calipers add flair to the vehicle’s clean exterior shell.

What is a Volkswagen Jetta GLI?
The Jetta needs no further introduction. Nearly 30 years after the original, it keeps going strong and remains instantly recognizable. However, while the GLI model looks provoking, I feel like the MKVI Jetta's design should have been edgier, and that Volkswagen should work harder to surprise us.

Still, there's no denying the car's fun driving dynamics. In addition to a capable engine -- shared with the GTI hatchback -- owners will definitely enjoy the available 6-speed Direct Shift Gearbox (DSG) with Tiptronic paddle shifters.

Simply put, the 2013 Volkswagen Jetta GLI may fly under the radar when it comes to styling, but it provides more than its fair share of thrills and treats on the road.

The Jetta needs no further introduction. Nearly 30 years after the original, it keeps going strong and remains instantly recognizable. (Photo: Mathieu St-Pierre)
Technicalities
Buyers have just one trim level to choose from, so to speak: The 2013 Volkswagen Jetta GLI starts at $27,590 with the standard 6-speed manual transmission, or $28,990 with the aforementioned DSG. Options include 18” alloy wheels, navigation, bi-xenon headlights with adaptive lighting, Vienna leather, a power sunroof, and a Fender premium sound system. What this means is that a fully equipped Jetta GLI can cost nearly $35,000 before taxes and freight.

Volkswagen's signature 2.0L turbocharged 4-cylinder endows the car with 200 horsepower and 207 lb-ft of torque. Premium gas is recommended and, for your information, I averaged 7.5L/100km during my test week, which included 80% highway driving.

Volkswagen's signature 2.0L turbocharged four-cylinder endows the car with 200 horsepower and 207 lb-ft of torque. (Photo: Mathieu St-Pierre)
Driving the Volkswagen Jetta GLI
The 2013 Volkswagen Jetta GLI feels lively from the moment you push the start button. On the other hand, the sensitive brakes prove hard to modulate at low speeds and take some getting used to.

The sharp steering, sporty suspension, and paddle shifters on the steering wheel make driving the 2013 Volkswagen Jetta GLI a joy. The reasonably compact dimensions enhance the car's agility and manoeuvrability.

Making the experience even sweeter is the user-friendly multimedia interface. I also loved the keyless entry system given that I always seem to have my hands full when I get back to my car.

Now, let me fire a few gripes: The raised trunk and wide C-pillars significantly impede rearward visibility, cruise controls are somewhat difficult to access, there are no automatic headlights, and soundproofing is decent at best.

Inside and out of the Volkswagen Jetta GLI
None of the 2013 Volkswagen Jetta GLI's exterior design cues look questionable: dual-reflector halogen headlights, dual exhaust pipes, chrome window trim, 17” alloy wheels, side mirrors with turn signals, sharp lines, etc. It's the whole package that leaves me wanting more -- there's something plain and boxy about this sedan that fails to keep me interested.

That's a shame because of what lies inside. A distinct German flavour pleases the senses as soon as you open any door of the 2013 Volkswagen Jetta GLI. Comfortable seats and quality materials combine with a modern, ergonomic dashboard, and a steering wheel that felt great in my hands.

More generous storage, and a larger trunk opening would have been appreciated, mind you. The trunk itself is quite capacious, although it slightly penalizes rear-seat passengers in terms of legroom.

Comfortable seats and quality materials combine with a modern, ergonomic dashboard and a steering wheel that felt great in my hands. (Photo: Mathieu St-Pierre)
Comparing the Volkswagen Jetta GLI
Performance compact sedans like the 2013 Volkswagen Jetta GLI are an exciting, albeit small bunch. Shoppers ought to compare this German offering with Japan's best, including the Mazdaspeed3, Honda Civic Si, Subaru WRX and Mitsubishi Lancer Ralliart, as well as the Ford Focus ST.

A 2013 Volkswagen Jetta GLI is a smart choice; however, in the long haul, it’s always tough to bank on Volkswagen’s reliability.

View the original article here

2013 BMW 650i xDrive Gran Coupe Review

Grand in more ways than one
The idea of a four-door coupe may be lost on some, but not on BMW. Somehow, they’ve managed to design a vehicle that’s cavernous inside but feels small and nimble on the road. From long sweeping lines to tight, taut handling, the 2013 BMW 650i Gran Coupe is just that: Grand.

There’s another thing that’s quite grand about the 650i, and that’s its price tag. However, in my mind, BMW justified the numbers (and there are many) attached to the Gran Coupe. While it is quite a large vehicle (stretching nearly 16 ft in length), it’s the attention to detail that really dragged me into the luxurious stronghold that is the 2013 BMW 650i Gran Coupe.

What is the BMW 650i Gran Coupe?
BMW’s 6 Series is a coupe model, and first hit North American soil in the ‘70s. Available as a two-door and later, a convertible, the 6 Series was, and still is, seen as the sportier brother to the 7 Series. Larger in size and with ample power, the 6 Series is the sporty businessman’s vehicle of choice.

It wasn’t until its third iteration that the BMW 6 Series gained an extra pair of doors to rival the likes of the Audi A7 and Mercedes-Benz CLS. The Gran Coupe four-door model was first seen in 2012.

Technicalities
While there are a few engine choices available in Europe, we only get one here in Canada for 2013, but at least it’s a very good power source. The 2013 BMW 650i Gran Coupe features a TwinPower Turbo V8 that pumps out a glorious 445 hp and 480 lb-ft of torque. One hundred from a standstill happens in just 4.8 seconds. The power in the 650i Gran Coupe is fluid and always there.

Turbo lag is nearly non-existent and the 8-speed sports automatic transmission is a joy to manipulate. Steering wheel-mounted paddle shifters offer more control, but I rarely used them as the transmission is that quick to respond and functional on its own.

The 2013 BMW 650i starts at $98,800. At the top of the 6 Series lineup sits the M6 Gran Coupe for $127,900. Where does the 650i Gran Coupe fit in? Well, it sits pretty at $99,800 -- to start. BMWs are highly customizable and are made to order. As such, my tester’s price rose to a dramatic $131,100 after various packages for seats, sound, and technology were added.

The 2013 BMW 650i Gran Coupe features a TwinPower Turbo V8 that pumps out a glorious 445 hp and 480 lb-ft of torque. (Photo: Olivier Delorme)
Driving the BMW 650i Gran Coupe
For a vehicle weighing somewhere in the 4,500lb range, the 2013 BMW 650i Gran Coupe is quite light on its feet. I expected to feel as if I was piloting a small land yacht; instead, I felt like I was behind the wheel of a slightly fatter 3 Series. That’s the thing about BMWs; they really are driver’s cars (no matter how big the backseat is).

I’ll admit, the nose on the 650i Gran Coupe was a little stretched out for my liking (I paid close attention when parking near curbs, etc.). However, as far as handling, cornering and acceleration were concerned, the 650i is an absolute joy to drive -- and the bark from the dual exhaust will keep you coming back for more.

Visibility in the 2013 BMW 650i Gran Coupe isn’t the best as the rear window has quite a severe angle; however, the available backup camera will help with that.

For a vehicle weighing somewhere in the 4,500lb range, the 2013 BMW 650i Gran Coupe is quite light on its feet. (Photo: Olivier Delorme)
Inside and out of the BMW 650i Gran Coupe
There’s no denying that the 650i Gran Coupe is a big beast of a car. I adore the recessed, angel-eye headlights and bulbous, ferocious nose of the front fascia. A traditional kidney grille and sporty front lip complete the intimidating look that ensures traffic parts in your wake. The coupe line is stunning on the 650i Gran Coupe. Four-door vehicles that can wear the coupe line so well without looking awkward always intrigue me, and the 650i is one such vehicle.

Here’s where the little things come to light: From subtle “Gran Coupe” branding below the rear side windows (integrated into the door frame) to “BMW LED” branding in the headlamps, BMW really took a fine-tooth designing comb to the 650i.

Space in the 2013 BMW 650i Gran Coupe is ample front and back, and standard fare is present in terms of amenities (iDrive, heated seats, privacy screens in the rear, Bluetooth, etc.).

I adore the recessed, angel-eye headlights and bulbous, ferocious nose of the front fascia. A traditional kidney grille and sporty front lip complete the intimidating look that ensures traffic parts in your wake. (Photo: Olivier Delorme)
Comparing the BMW 650i Gran Coupe
As mentioned above, the 650i Gran Coupe was released to compete directly with the Audi A7 and Mercedes-Benz CLS-Class. As far as a grand touring saloon goes, I’m not sure the BMW is at the top of the pack; however, when it comes to sporty driving dynamics the BMW has it in the bag.

View the original article here