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2014 Mercedes-Benz E350, E350 4MATIC, E400 Hybrid, E550 4MATIC, E63 AMG 4MATIC Low Fleet Pricing on all New and Pre-owned Cars with Fast Worldwide Delivery, Huge Selections Available, and Special Offers. (800)851-9000
2014 Mercedes-Benz E-Class
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2014 Mercedes-Benz E-Class Review
The 2014 Mercedes-Benz E-class is the result of what we imagine is the most extensive face-lift in the history of the brand. This mid-term make over packs a considerable amount of new technology under significantly restyled sedan and wagon bodies. But a nip and tuck as extreme as anything seen in any plastic surgeon's office wasn't unwarranted given the number of redesigned competitors in the mid-size luxury-sedan segment. The Audi A6, the BMW 5-series, and the Lexus GS all are still quite fresh, and the next-gen Cadillac CTS---larger and more upscale than ever---will be here before you know it.
Walkaround
The engine lineup of the E-class has been significantly overhauled, but only a fraction of those mills will be offered in the U.S., where the global 2.0-liter turbo four of the E200 and E250 will not be available. Eventually, we believe base duties in America will be handled by the 248-hp, naturally aspirated direct-injected 3.5-liter V-6 in a new-to-the-U.S. E300. For now, though, that same engine will be tuned to deliver 302 hp for duty in the E350, which will again be available with rear- or 4MATIC all-wheel drive and in both body styles. The E400 hybrid sedan pairs the 3.5-liter six with a 27-hp, 184-lb-ft electric motor to deliver an estimated 24 mpg in the city and 30 mpg on the highway. Benz will continue to offer the 402-hp, twin-turbocharged 4.7-liter V-8 in the four-door E550, which will again be exclusively all-wheel drive.Topping the E lineup will be the significantly revised E63 AMG, with its updated 5.5-liter twin-turbo V-8 producing 550 hp and 531 lb-ft of torque and feeding all four wheels; we recently got a ride in a prototype, and you can read much more about the car here. There will again be an E63 AMG wagon, which is of course awesome. On the compression-ignition front, the E350 BlueTec will be supplanted the new-for-2014 E250, available with 4MATIC. The E250's diesel four-cylinder will deliver 190 hp and 369 lb-ft of torque, not far off the 210 hp and 400 lb-ft of the six-pot diesel it will replace. All powertrains will feature stop-start capability.A seven-speed automatic will be standard fare across the E-class board. The interior is beautifully equipped, with lavish-looking seats, a new steering wheel, and wood or aluminum decor that now stretches along the entire dashboard. One highlight is a center-mounted analog clock that recalls art-deco style.The new E also will preview the next S-class, as it will debut a number of gadgets and active- and passive safety systems that will trickle up to Mercedes' flagship sedan. (Here's a rundown on the next S's technology array.) An optional stereoscopic camera mounted in the windshield offers forward visibility of up to 550 yards. Within 50 yards, the camera can recognize three-dimensional shapes and movement. That data, in concert with the car's radar systems, is fed into the car's collision-mitigation system. Radar also is used in the car's active cruise control, which can now be used in a semi-autonomous fashion in stop-and-go traffic, including automatic lane-keeping. The brake-assist system, when cross traffic or pedestrians are detected, will now increase brake pressure to avoid hitting them. Pre-Safe Plus will cinch the seatbelts and apply more brake pressure in the event of a rear-end collision, reducing the possibility of serious injury and helping to avoid sliding into a car or object to the front. These systems---as well as a few others---may not be entirely likeable to many, but they're certainly impressive, underscoring Benz's claim to make some of the safest and most technologically advanced cars on the road.The design team under Gordon Wagener has done away with the Ponton-inspired rear fenders, which were launched with much fanfare almost four years ago. But the biggest changes feature at the front end. For the first time since the W124 E-class went out of production in 1995, Mercedes returns to a single, if complex, headlamp shape. The four-eye look is now merely hinted at by the car's LED daytime running lights. Two trims, Luxury and Sport, will be immediately recognizable just by checking the resculpted hood: The former will retain the three-pointed star ornament, while the latter ditches it in favor of a more aggressive grille-and-logo treatment. Sport models will also sit slightly lower than their more comfort-oriented counterparts.
Summary
The 2014 Mercedes-Benz E-class will make its in-the-metal debut at the 2013 Detroit auto show in just a few weeks' time; the E350 and E550 are slated to hit showroom floors in the spring, the diesel E250 in the fall. Timing for the hybrid is unannounced and the E63 will go on sale next summer. While the E-class never felt outdated, even in the face of a rapidly improving segment, its extensive face lift certainly will do Mercedes no harm in fighting off its bread-and-butter's adversaries new and old.
The 2014 Mercedes-Benz E-class is the result of what we imagine is the most extensive face-lift in the history of the brand. This mid-term make over packs a considerable amount of new technology under significantly restyled sedan and wagon bodies. But a nip and tuck as extreme as anything seen in any plastic surgeon's office wasn't unwarranted given the number of redesigned competitors in the mid-size luxury-sedan segment. The Audi A6, the BMW 5-series, and the Lexus GS all are still quite fresh, and the next-gen Cadillac CTS---larger and more upscale than ever---will be here before you know it.
Walkaround
The engine lineup of the E-class has been significantly overhauled, but only a fraction of those mills will be offered in the U.S., where the global 2.0-liter turbo four of the E200 and E250 will not be available. Eventually, we believe base duties in America will be handled by the 248-hp, naturally aspirated direct-injected 3.5-liter V-6 in a new-to-the-U.S. E300. For now, though, that same engine will be tuned to deliver 302 hp for duty in the E350, which will again be available with rear- or 4MATIC all-wheel drive and in both body styles. The E400 hybrid sedan pairs the 3.5-liter six with a 27-hp, 184-lb-ft electric motor to deliver an estimated 24 mpg in the city and 30 mpg on the highway. Benz will continue to offer the 402-hp, twin-turbocharged 4.7-liter V-8 in the four-door E550, which will again be exclusively all-wheel drive.Topping the E lineup will be the significantly revised E63 AMG, with its updated 5.5-liter twin-turbo V-8 producing 550 hp and 531 lb-ft of torque and feeding all four wheels; we recently got a ride in a prototype, and you can read much more about the car here. There will again be an E63 AMG wagon, which is of course awesome. On the compression-ignition front, the E350 BlueTec will be supplanted the new-for-2014 E250, available with 4MATIC. The E250's diesel four-cylinder will deliver 190 hp and 369 lb-ft of torque, not far off the 210 hp and 400 lb-ft of the six-pot diesel it will replace. All powertrains will feature stop-start capability.A seven-speed automatic will be standard fare across the E-class board. The interior is beautifully equipped, with lavish-looking seats, a new steering wheel, and wood or aluminum decor that now stretches along the entire dashboard. One highlight is a center-mounted analog clock that recalls art-deco style.The new E also will preview the next S-class, as it will debut a number of gadgets and active- and passive safety systems that will trickle up to Mercedes' flagship sedan. (Here's a rundown on the next S's technology array.) An optional stereoscopic camera mounted in the windshield offers forward visibility of up to 550 yards. Within 50 yards, the camera can recognize three-dimensional shapes and movement. That data, in concert with the car's radar systems, is fed into the car's collision-mitigation system. Radar also is used in the car's active cruise control, which can now be used in a semi-autonomous fashion in stop-and-go traffic, including automatic lane-keeping. The brake-assist system, when cross traffic or pedestrians are detected, will now increase brake pressure to avoid hitting them. Pre-Safe Plus will cinch the seatbelts and apply more brake pressure in the event of a rear-end collision, reducing the possibility of serious injury and helping to avoid sliding into a car or object to the front. These systems---as well as a few others---may not be entirely likeable to many, but they're certainly impressive, underscoring Benz's claim to make some of the safest and most technologically advanced cars on the road.The design team under Gordon Wagener has done away with the Ponton-inspired rear fenders, which were launched with much fanfare almost four years ago. But the biggest changes feature at the front end. For the first time since the W124 E-class went out of production in 1995, Mercedes returns to a single, if complex, headlamp shape. The four-eye look is now merely hinted at by the car's LED daytime running lights. Two trims, Luxury and Sport, will be immediately recognizable just by checking the resculpted hood: The former will retain the three-pointed star ornament, while the latter ditches it in favor of a more aggressive grille-and-logo treatment. Sport models will also sit slightly lower than their more comfort-oriented counterparts.
Summary
The 2014 Mercedes-Benz E-class will make its in-the-metal debut at the 2013 Detroit auto show in just a few weeks' time; the E350 and E550 are slated to hit showroom floors in the spring, the diesel E250 in the fall. Timing for the hybrid is unannounced and the E63 will go on sale next summer. While the E-class never felt outdated, even in the face of a rapidly improving segment, its extensive face lift certainly will do Mercedes no harm in fighting off its bread-and-butter's adversaries new and old.
2014 Mercedes-Benz CLS550, CLS550 4MATIC, CLS63 AMG 4MATIC Nationwide Delivery with Over a Half Million New and Pre-owned Cars available, all at Discounted Low Fleet Prices. Huge Selection, All Colors/Options Available (800)851-9000
2014 Mercedes-Benz CLS-Class
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2014 Mercedes-Benz CLS Review
The CLS550 and CLS63 AMG have distinctive body-lines that combine the sporty character of a coupe with the practicality of a sedan.
Walkaround
The CLS features a trademark coupe-like silhouette that still manages to incorporate sedan-like four doors. The CLS550 and CLS550 4MATIC (all-wheel drive) are equipped with a 402-hp bi-turbo 4.6-liter V8 engine. The more aggressive CLS63 AMG 4MATIC has a 518-hp 5.5-liter bi-turbo V8 (550-hp with the AMG Performance Package). A seven-speed automatic transmission with sequential shift capability sends power to the rear wheels. All models are equipped with Mercedes-Benz's Pre-Safe system, which will automatically close the sunroof and move the front seats to the safest position if sensors automatically detect an impending collision. More traditional safety features such as side-curtain airbags and anti-lock brakes also come standard. As expected from Mercedes, luxury appointments abound. With features like power front seats, four-zone automatic climate control, six-disc satellite surround sound audio, and doors that shut themselves if you forget to, comfort and convenience are everywhere.
Summary
The CLS550 is a carryover for 2014. The CLS63 AMG receives 4MATIC (all-wheel drive) as standard equippment for 2014.
The CLS550 and CLS63 AMG have distinctive body-lines that combine the sporty character of a coupe with the practicality of a sedan.
Walkaround
The CLS features a trademark coupe-like silhouette that still manages to incorporate sedan-like four doors. The CLS550 and CLS550 4MATIC (all-wheel drive) are equipped with a 402-hp bi-turbo 4.6-liter V8 engine. The more aggressive CLS63 AMG 4MATIC has a 518-hp 5.5-liter bi-turbo V8 (550-hp with the AMG Performance Package). A seven-speed automatic transmission with sequential shift capability sends power to the rear wheels. All models are equipped with Mercedes-Benz's Pre-Safe system, which will automatically close the sunroof and move the front seats to the safest position if sensors automatically detect an impending collision. More traditional safety features such as side-curtain airbags and anti-lock brakes also come standard. As expected from Mercedes, luxury appointments abound. With features like power front seats, four-zone automatic climate control, six-disc satellite surround sound audio, and doors that shut themselves if you forget to, comfort and convenience are everywhere.
Summary
The CLS550 is a carryover for 2014. The CLS63 AMG receives 4MATIC (all-wheel drive) as standard equippment for 2014.
2013 Land Rover LR4, LR4 LUX, LR4 HSE Americas Greatest Source For New and Pre-owned Cars Online. Best Rebates, and Lowest Lease Payments Available. (800)851-9000
2013 Land Rover LR4
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2013 Land Rover LR4 Review
If the idea of luxury in an off-road vehicle puzzles, the Land Rover LR4 will confound. Mingling mud and premium leather is core to Land Rover's identity, and the five- or seven-seat LR4 aims to toe the line between off-road excellence and on-road luxury. It's got the hardware for the former, but how well does it master the latter? Buried within this fortress of posh leather and walnut wood trim is a highly capable terrain master. Chances are, though, that most LR4s are destined to spend much more time in heated garages than on trails. As there's not a lot of mud to slog through or rock craters to crawl out of near my downtown condo, this review focuses on the LR4's on-road abilities.
Walkaround
The cabin is vast, and it feels as big inside as it looks outside; front-seat headroom and legroom abound. The seats are large and supportive, and a little firm. Three — yes, three — sunroofs contribute to the interior's expansive, airy feel. The one over the front seats opens and has a sunshade; the other two are fixed but also have sunshades. As with other SUVs this price, the interior is all about luxury. Though there's plastic, it's the highly padded variety. Rich wood trim warms up the otherwise austere black cabin. Bright metal trim around the gauges and vents also classes things up. I was unimpressed with the navigation system. The small touch-screen and outdated graphics felt out of place in the otherwise opulent cabin, and there's a delayed response when you touch the screen. It couldn't find the two addresses I inputted, including my home address. I'm sure it exists.
Summary
The LR4 is an incredibly powerful, capable off-road crawler that offers its occupants a high level of luxury amenities and road isolation. Like most niche vehicles, the LR4 will strike the right note with a specific audience: well-heeled outdoor enthusiasts — or people who want to give that impression. Off-roaders in the mood to be coddled should put the LR4 on their shopping list. Families looking for a comfortable three-row SUV should keep searching.
If the idea of luxury in an off-road vehicle puzzles, the Land Rover LR4 will confound. Mingling mud and premium leather is core to Land Rover's identity, and the five- or seven-seat LR4 aims to toe the line between off-road excellence and on-road luxury. It's got the hardware for the former, but how well does it master the latter? Buried within this fortress of posh leather and walnut wood trim is a highly capable terrain master. Chances are, though, that most LR4s are destined to spend much more time in heated garages than on trails. As there's not a lot of mud to slog through or rock craters to crawl out of near my downtown condo, this review focuses on the LR4's on-road abilities.
Walkaround
The cabin is vast, and it feels as big inside as it looks outside; front-seat headroom and legroom abound. The seats are large and supportive, and a little firm. Three — yes, three — sunroofs contribute to the interior's expansive, airy feel. The one over the front seats opens and has a sunshade; the other two are fixed but also have sunshades. As with other SUVs this price, the interior is all about luxury. Though there's plastic, it's the highly padded variety. Rich wood trim warms up the otherwise austere black cabin. Bright metal trim around the gauges and vents also classes things up. I was unimpressed with the navigation system. The small touch-screen and outdated graphics felt out of place in the otherwise opulent cabin, and there's a delayed response when you touch the screen. It couldn't find the two addresses I inputted, including my home address. I'm sure it exists.
Summary
The LR4 is an incredibly powerful, capable off-road crawler that offers its occupants a high level of luxury amenities and road isolation. Like most niche vehicles, the LR4 will strike the right note with a specific audience: well-heeled outdoor enthusiasts — or people who want to give that impression. Off-roaders in the mood to be coddled should put the LR4 on their shopping list. Families looking for a comfortable three-row SUV should keep searching.
2014 BMW 6-Series Nationwide Delivery with Over a Half Million New and Pre-owned Cars available, all at Discounted Low Fleet Prices. Huge Selection, All Colors/Options Available (800)851-9000
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2014 BMW 6-Series Review
BMW is planning a few changes for its 6-Series lineup in 2014, and from an enthusiast perspective virtually all of them are positive. First and foremost, BMW has heard the complaints of U.S. buyers, and it will introduce a six-speed manual gearbox as a no-charge option on all 2014 M6 variants.That means you'll be able to row your own gears in a 2014 BMW M6 Coupe, M6 Convertible or M6 Gran Coupe. In Efficient and Sport mode, the gearbox also provides rev-matching on downshifts, but this feature is disabled in Sport + mode.
Walkaround
M Carbon Ceramic Brakes are an available option across the M6 range, and shed a total of 42.8 pounds of unsprung weight. The carbon ceramic rotors shed heat quicker than their (more affordable) cast iron counterparts, too, which should be a consideration for owners planning on regular track day use.New to the 6-Series product line for 2014 is the limited-production Frozen Brilliant White Edition Convertible, which comes in either 650i (rear-wheel drive) or 650i xDrive (all-wheel drive) versions. Just 100 will be built, each boasting a matte white finish, matte black mirror caps, black grille and 20-inch two-tone alloy wheels.Inside, the Frozen Brilliant White Edition Convertible gets black Nappa Leather upholstery, a black soft top, gray poplar wood trim, the M Sport Package, the Executive Package and BMW's Dynamic Digital Instrument Cluster, which varies the car's instrument display by the Driving Dynamic mode selected.All-wheel drive Frozen Brilliant White Edition Convertibles get the Cold Weather Package, too, and are priced at $110,095 including $895 for destination and handling. Rear-wheel drive Frozen Brilliant White Convertibles are priced at $106,695, also including destination charge.
Summary
The other big news for 2014 is that all 6 Series models will come with BMW's iDrive version 4.2, and xDrive now becomes an available option on 640i Gran Coupe models.
BMW is planning a few changes for its 6-Series lineup in 2014, and from an enthusiast perspective virtually all of them are positive. First and foremost, BMW has heard the complaints of U.S. buyers, and it will introduce a six-speed manual gearbox as a no-charge option on all 2014 M6 variants.That means you'll be able to row your own gears in a 2014 BMW M6 Coupe, M6 Convertible or M6 Gran Coupe. In Efficient and Sport mode, the gearbox also provides rev-matching on downshifts, but this feature is disabled in Sport + mode.
Walkaround
M Carbon Ceramic Brakes are an available option across the M6 range, and shed a total of 42.8 pounds of unsprung weight. The carbon ceramic rotors shed heat quicker than their (more affordable) cast iron counterparts, too, which should be a consideration for owners planning on regular track day use.New to the 6-Series product line for 2014 is the limited-production Frozen Brilliant White Edition Convertible, which comes in either 650i (rear-wheel drive) or 650i xDrive (all-wheel drive) versions. Just 100 will be built, each boasting a matte white finish, matte black mirror caps, black grille and 20-inch two-tone alloy wheels.Inside, the Frozen Brilliant White Edition Convertible gets black Nappa Leather upholstery, a black soft top, gray poplar wood trim, the M Sport Package, the Executive Package and BMW's Dynamic Digital Instrument Cluster, which varies the car's instrument display by the Driving Dynamic mode selected.All-wheel drive Frozen Brilliant White Edition Convertibles get the Cold Weather Package, too, and are priced at $110,095 including $895 for destination and handling. Rear-wheel drive Frozen Brilliant White Convertibles are priced at $106,695, also including destination charge.
Summary
The other big news for 2014 is that all 6 Series models will come with BMW's iDrive version 4.2, and xDrive now becomes an available option on 640i Gran Coupe models.
2014 Porsche Cayenne New and Pre-owned Cars with Low Fleet Prices, Nationwide Delivery, and Special Offers (800)851-9000
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2014 Porsche Cayenne Turbo S Review
Futures markets are, in essence, Wall Street's mechanisms for betting on events and prices that haven't happened yet. Fortunes are made and lost because traders simply can't know what gold, or wheat, or frozen concentrated orange juice will cost in six months. Porsche's product portfolio, thus, would never be eligible for trading on a futures market; everybody already knows what's next. Introduced a new Cayenne, did they? It must be time for the spin-offs. Even if you could see it coming a mile away, Porsche's new Cayenne Turbo S probably would still turn you into a pancake before you could get out of the way. A twin-turbo V-8 delivers 550 hp and 553 lb-ft of torque—the same output as the first-gen Cayenne Turbo S. Worth mentioning: The Cayenne Turbo S matches the Panamera Turbo S in horsepower, but it's a very sad 47 lb-ft down in torque. The top Cayenne gets the eight-speed automatic used in the rest of the current Cayenne range, while Turbo S v1.0 had a six-speed auto.
Walkaround
We ran the "normal" 500-hp Cayenne Turbo from standstill to 60 in 4.5 seconds, and the heavier previous-generation Turbo S in 4.1 seconds, so we're thinking Porsche's estimated 4.3-second time for the new Turbo S is a little conservative. These fractions matter, you know.
Summary
Standard kit for the Turbo S draws on the options sheet from the regular Cayenne Turbo. Porsche Dynamic Chassis Control, Power Steering Plus, and rear-wheel torque vectoring all are standard, as is the Sport Chrono package. The exterior is lightly modified from the Turbo's, adding 21-inch wheels, some glossy black trim, and differently shaped quad exhaust outlets. Two two-tone leather packages are available for the interior. The Turbo S will start at $146,975 when it goes on sale this spring. You didn't think Porsche's pricing would be any less predictable than its model variants, did you?
Futures markets are, in essence, Wall Street's mechanisms for betting on events and prices that haven't happened yet. Fortunes are made and lost because traders simply can't know what gold, or wheat, or frozen concentrated orange juice will cost in six months. Porsche's product portfolio, thus, would never be eligible for trading on a futures market; everybody already knows what's next. Introduced a new Cayenne, did they? It must be time for the spin-offs. Even if you could see it coming a mile away, Porsche's new Cayenne Turbo S probably would still turn you into a pancake before you could get out of the way. A twin-turbo V-8 delivers 550 hp and 553 lb-ft of torque—the same output as the first-gen Cayenne Turbo S. Worth mentioning: The Cayenne Turbo S matches the Panamera Turbo S in horsepower, but it's a very sad 47 lb-ft down in torque. The top Cayenne gets the eight-speed automatic used in the rest of the current Cayenne range, while Turbo S v1.0 had a six-speed auto.
Walkaround
We ran the "normal" 500-hp Cayenne Turbo from standstill to 60 in 4.5 seconds, and the heavier previous-generation Turbo S in 4.1 seconds, so we're thinking Porsche's estimated 4.3-second time for the new Turbo S is a little conservative. These fractions matter, you know.
Summary
Standard kit for the Turbo S draws on the options sheet from the regular Cayenne Turbo. Porsche Dynamic Chassis Control, Power Steering Plus, and rear-wheel torque vectoring all are standard, as is the Sport Chrono package. The exterior is lightly modified from the Turbo's, adding 21-inch wheels, some glossy black trim, and differently shaped quad exhaust outlets. Two two-tone leather packages are available for the interior. The Turbo S will start at $146,975 when it goes on sale this spring. You didn't think Porsche's pricing would be any less predictable than its model variants, did you?
2014 Porsche Cayman S Lowest Prices, Lease Payments, Special Offers, and Best Incentives. Huge Selection Available (800)851-9000
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2014 Porsche Cayman S Review
The Germans are at it again. From the same country that brought us the "four-door coupe" and engine soundtracks played through the speakers of the audio system comes another wishful fantasy: that the 2014 Porsche Cayman S is not a Boxster coupe. The Germans have declared the Cayman S to be a stand-alone car, one distanced from the roadster that shares its engines, transmissions, and architecture by virtue of being stiffer, more powerful, and sportier. Never mind that these attributes go part and parcel with adding a steel roof and three grand to the price. But of course the Cayman S is a Boxster coupe. Frankly, we couldn't come up with higher praise. Whether the roof folds or not, Porsche's mid-engined, smaller sports car is a perennial favorite and a mainstay on our annual 10Best list. Riotous flat-six engines, balanced handling, and vivid steering punch your ticket to driving nirvana. With this third-generation car, Porsche promises a higher plane of enlightenment by way of lower weight, more power, and new chassis technologies.
Walkaround
Plus, just look at it. All grown-up and filled out in all the right places, the Cayman S finally appears ready to step out from the 911's shadow. This latest croc has a wider track with a longer wheelbase and stretched greenhouse, and it possesses a newfound presence, thanks to details such as larger air ducts behind the doors, brawnier rear haunches, and an elegant spoiler that tapers into the taillights. It might be a bosom-est buddy with the Boxster, but the new Cayman S again shares a large amount of its architecture with the new 911, too, which pays off in its intensive use of aluminum. The lightweight alloy makes up 44 percent of the Cayman S's body-in-white, specifically, the front and rear body, the floorpan, the doors, and the front and rear trunklids. Porsche says this more than offsets the added mass of new equipment and larger wheels and that the net weight loss for a Cayman S S is a claimed 66 pounds. The base Cayman S's flat-six has slimmed down from 2.9 liters to 2.7, and output climbs by 10 horsepower to 275. Despite more muscle and less fat, the Cayman S is still a car with more chassis than guts, like a quicker and stickier version of the Mazda Miata MX-5 or Scion FR-S/Subaru BRZ. It's a formula that rewards fluid drivers who maintain momentum and minimize the amount of time they spend off-throttle. This car feels tailor-made for roads like the one running between Alcalar and Casais, Portugal. (Good thing it was on our drive route.) You can cover the eight miles without ever moving your hands from nine and three o'clock, and you only see dead center for as long as it takes to saw from left to right and back again. We've driven these very roads before in a 550-hp Jaguar XKR-S, but the lighter and better-balanced Cayman S makes for an entirely new experience. It instills confidence and begs for a quicker pace, communicating with you more clearly than your significant other ever will.
Summary
Regardless of whatever engine or suspension setting you might choose from the variously available adjustable systems, Porsche has only one steering calibration for the Cayman S. It's perfect. True, the new electric setup isn't as tactile overall as the old hydraulic system was, but the swap has filtered out white noise—the conversation is now more to the point. Snug sport seats keep the passengers in step with the fast-dancing chassis. The shifter puts solid weight and a satisfying engagement behind every throw. Its only flaw is a reverse gate without a true lockout. When hurrying the three-two downshift, it's too easy to land in reverse.
The Germans are at it again. From the same country that brought us the "four-door coupe" and engine soundtracks played through the speakers of the audio system comes another wishful fantasy: that the 2014 Porsche Cayman S is not a Boxster coupe. The Germans have declared the Cayman S to be a stand-alone car, one distanced from the roadster that shares its engines, transmissions, and architecture by virtue of being stiffer, more powerful, and sportier. Never mind that these attributes go part and parcel with adding a steel roof and three grand to the price. But of course the Cayman S is a Boxster coupe. Frankly, we couldn't come up with higher praise. Whether the roof folds or not, Porsche's mid-engined, smaller sports car is a perennial favorite and a mainstay on our annual 10Best list. Riotous flat-six engines, balanced handling, and vivid steering punch your ticket to driving nirvana. With this third-generation car, Porsche promises a higher plane of enlightenment by way of lower weight, more power, and new chassis technologies.
Walkaround
Plus, just look at it. All grown-up and filled out in all the right places, the Cayman S finally appears ready to step out from the 911's shadow. This latest croc has a wider track with a longer wheelbase and stretched greenhouse, and it possesses a newfound presence, thanks to details such as larger air ducts behind the doors, brawnier rear haunches, and an elegant spoiler that tapers into the taillights. It might be a bosom-est buddy with the Boxster, but the new Cayman S again shares a large amount of its architecture with the new 911, too, which pays off in its intensive use of aluminum. The lightweight alloy makes up 44 percent of the Cayman S's body-in-white, specifically, the front and rear body, the floorpan, the doors, and the front and rear trunklids. Porsche says this more than offsets the added mass of new equipment and larger wheels and that the net weight loss for a Cayman S S is a claimed 66 pounds. The base Cayman S's flat-six has slimmed down from 2.9 liters to 2.7, and output climbs by 10 horsepower to 275. Despite more muscle and less fat, the Cayman S is still a car with more chassis than guts, like a quicker and stickier version of the Mazda Miata MX-5 or Scion FR-S/Subaru BRZ. It's a formula that rewards fluid drivers who maintain momentum and minimize the amount of time they spend off-throttle. This car feels tailor-made for roads like the one running between Alcalar and Casais, Portugal. (Good thing it was on our drive route.) You can cover the eight miles without ever moving your hands from nine and three o'clock, and you only see dead center for as long as it takes to saw from left to right and back again. We've driven these very roads before in a 550-hp Jaguar XKR-S, but the lighter and better-balanced Cayman S makes for an entirely new experience. It instills confidence and begs for a quicker pace, communicating with you more clearly than your significant other ever will.
Summary
Regardless of whatever engine or suspension setting you might choose from the variously available adjustable systems, Porsche has only one steering calibration for the Cayman S. It's perfect. True, the new electric setup isn't as tactile overall as the old hydraulic system was, but the swap has filtered out white noise—the conversation is now more to the point. Snug sport seats keep the passengers in step with the fast-dancing chassis. The shifter puts solid weight and a satisfying engagement behind every throw. Its only flaw is a reverse gate without a true lockout. When hurrying the three-two downshift, it's too easy to land in reverse.
2014 Porsche Cayman Best Cars Available. Excellent Finance Rates with Special Offers and Delivery Worldwide, All Colors/Options Available (800)851-9000
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2014 Porsche Cayman Review
The Germans are at it again. From the same country that brought us the "four-door coupe" and engine soundtracks played through the speakers of the audio system comes another wishful fantasy: that the 2014 Porsche Cayman is not a Boxster coupe. The Germans have declared the Cayman to be a stand-alone car, one distanced from the roadster that shares its engines, transmissions, and architecture by virtue of being stiffer, more powerful, and sportier. Never mind that these attributes go part and parcel with adding a steel roof and three grand to the price. But of course the Cayman is a Boxster coupe. Frankly, we couldn't come up with higher praise. Whether the roof folds or not, Porsche's mid-engined, smaller sports car is a perennial favorite and a mainstay on our annual 10Best list. Riotous flat-six engines, balanced handling, and vivid steering punch your ticket to driving nirvana. With this third-generation car, Porsche promises a higher plane of enlightenment by way of lower weight, more power, and new chassis technologies.
Walkaround
Plus, just look at it. All grown-up and filled out in all the right places, the Cayman finally appears ready to step out from the 911's shadow. This latest croc has a wider track with a longer wheelbase and stretched greenhouse, and it possesses a newfound presence, thanks to details such as larger air ducts behind the doors, brawnier rear haunches, and an elegant spoiler that tapers into the taillights. It might be a bosom-est buddy with the Boxster, but the new Cayman again shares a large amount of its architecture with the new 911, too, which pays off in its intensive use of aluminum. The lightweight alloy makes up 44 percent of the Cayman's body-in-white, specifically, the front and rear body, the floorpan, the doors, and the front and rear trunklids. Porsche says this more than offsets the added mass of new equipment and larger wheels and that the net weight loss for a Cayman S is a claimed 66 pounds. The base Cayman's flat-six has slimmed down from 2.9 liters to 2.7, and output climbs by 10 horsepower to 275. Despite more muscle and less fat, the Cayman is still a car with more chassis than guts, like a quicker and stickier version of the Mazda Miata MX-5 or Scion FR-S/Subaru BRZ. It's a formula that rewards fluid drivers who maintain momentum and minimize the amount of time they spend off-throttle. This car feels tailor-made for roads like the one running between Alcalar and Casais, Portugal. (Good thing it was on our drive route.) You can cover the eight miles without ever moving your hands from nine and three o'clock, and you only see dead center for as long as it takes to saw from left to right and back again. We've driven these very roads before in a 550-hp Jaguar XKR-S, but the lighter and better-balanced Cayman makes for an entirely new experience. It instills confidence and begs for a quicker pace, communicating with you more clearly than your significant other ever will.
Summary
Regardless of whatever engine or suspension setting you might choose from the variously available adjustable systems, Porsche has only one steering calibration for the Cayman. It's perfect. True, the new electric setup isn't as tactile overall as the old hydraulic system was, but the swap has filtered out white noise—the conversation is now more to the point. Snug sport seats keep the passengers in step with the fast-dancing chassis. The shifter puts solid weight and a satisfying engagement behind every throw. Its only flaw is a reverse gate without a true lockout. When hurrying the three-two downshift, it's too easy to land in reverse.
The Germans are at it again. From the same country that brought us the "four-door coupe" and engine soundtracks played through the speakers of the audio system comes another wishful fantasy: that the 2014 Porsche Cayman is not a Boxster coupe. The Germans have declared the Cayman to be a stand-alone car, one distanced from the roadster that shares its engines, transmissions, and architecture by virtue of being stiffer, more powerful, and sportier. Never mind that these attributes go part and parcel with adding a steel roof and three grand to the price. But of course the Cayman is a Boxster coupe. Frankly, we couldn't come up with higher praise. Whether the roof folds or not, Porsche's mid-engined, smaller sports car is a perennial favorite and a mainstay on our annual 10Best list. Riotous flat-six engines, balanced handling, and vivid steering punch your ticket to driving nirvana. With this third-generation car, Porsche promises a higher plane of enlightenment by way of lower weight, more power, and new chassis technologies.
Walkaround
Plus, just look at it. All grown-up and filled out in all the right places, the Cayman finally appears ready to step out from the 911's shadow. This latest croc has a wider track with a longer wheelbase and stretched greenhouse, and it possesses a newfound presence, thanks to details such as larger air ducts behind the doors, brawnier rear haunches, and an elegant spoiler that tapers into the taillights. It might be a bosom-est buddy with the Boxster, but the new Cayman again shares a large amount of its architecture with the new 911, too, which pays off in its intensive use of aluminum. The lightweight alloy makes up 44 percent of the Cayman's body-in-white, specifically, the front and rear body, the floorpan, the doors, and the front and rear trunklids. Porsche says this more than offsets the added mass of new equipment and larger wheels and that the net weight loss for a Cayman S is a claimed 66 pounds. The base Cayman's flat-six has slimmed down from 2.9 liters to 2.7, and output climbs by 10 horsepower to 275. Despite more muscle and less fat, the Cayman is still a car with more chassis than guts, like a quicker and stickier version of the Mazda Miata MX-5 or Scion FR-S/Subaru BRZ. It's a formula that rewards fluid drivers who maintain momentum and minimize the amount of time they spend off-throttle. This car feels tailor-made for roads like the one running between Alcalar and Casais, Portugal. (Good thing it was on our drive route.) You can cover the eight miles without ever moving your hands from nine and three o'clock, and you only see dead center for as long as it takes to saw from left to right and back again. We've driven these very roads before in a 550-hp Jaguar XKR-S, but the lighter and better-balanced Cayman makes for an entirely new experience. It instills confidence and begs for a quicker pace, communicating with you more clearly than your significant other ever will.
Summary
Regardless of whatever engine or suspension setting you might choose from the variously available adjustable systems, Porsche has only one steering calibration for the Cayman. It's perfect. True, the new electric setup isn't as tactile overall as the old hydraulic system was, but the swap has filtered out white noise—the conversation is now more to the point. Snug sport seats keep the passengers in step with the fast-dancing chassis. The shifter puts solid weight and a satisfying engagement behind every throw. Its only flaw is a reverse gate without a true lockout. When hurrying the three-two downshift, it's too easy to land in reverse.
2014 BMW X3 Low Fleet Pricing on all New and Pre0owned Cars with Fast Worldwide Delivery, Huge Selections and Special Offers Available (800)851-9000
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BMW is expected to release the third iteration of the popular X5. Six months later, the new X6 is scheduled to see the light. Both models are based on a new components set known in-house as "X for all," a result of BMW's growing interest and expertise in all-wheel drive.
Walkaround
For the X5 and X6, "X for all" means new axles derived from the 5-series sedan. They will, according to BMW, help reduce the weight by up to 330-pounds. As a result, the lightest X5 replacement is said to undercut the two-ton mark by a small yet significant margin. An unfortunate victim of this new design is the X6's torque-vectoring rear differential, which works magically but adds weight and cost. Instead, BMW intends to offer the optional active steering, a self-leveling air suspension and Adaptive Drive, which employs adjustable anti-roll bars to suppress unwanted body movements. The three-way damper calibration system (normal, sport, comfort) and the related engine/transmission control are expected to be no-cost parts of the X5/X6 parcel. The two crossovers also introduce an array of driver assistance devices that likely preview what's to come on the next 3-series. Among them are lane departure warning and compensation devices, night vision, park assist with surround view cameras, traffic sign recognition and active cruise control that allows the vehicle to come to a complete stop and accelerate up to speed. All-new styling for the X5 likely refrains from the swoopy swooshiness of Adrian van Hooydonk's most recent creations like the 6-series coupe. The cabin layout is said to be remarkably close to the 5-series Gran Turismo, which is doing extremely well in China. Expect extras like a full-length glass sunroof, power-operated rear seats, and a much more practical split tailgate with a lower section that folds up rather than down.
Summary
A sports package includes larger wheels and a more ground-hugging stance, as well as an aero kit that reduces drag and increases down force at speed. Although the X6 styling still won't be an object lesson in functional design, the coupe crossover does get a dose of practicality. A redesigned (and better looking) stern improves visibility and creates quantifiably more rear headroom. Wider rear doors ease entry and exit. That said, the pseudo SUV also gets an even more dynamic looking greenhouse. New front and rear fascias round out the update.
BMW is expected to release the third iteration of the popular X5. Six months later, the new X6 is scheduled to see the light. Both models are based on a new components set known in-house as "X for all," a result of BMW's growing interest and expertise in all-wheel drive.
Walkaround
For the X5 and X6, "X for all" means new axles derived from the 5-series sedan. They will, according to BMW, help reduce the weight by up to 330-pounds. As a result, the lightest X5 replacement is said to undercut the two-ton mark by a small yet significant margin. An unfortunate victim of this new design is the X6's torque-vectoring rear differential, which works magically but adds weight and cost. Instead, BMW intends to offer the optional active steering, a self-leveling air suspension and Adaptive Drive, which employs adjustable anti-roll bars to suppress unwanted body movements. The three-way damper calibration system (normal, sport, comfort) and the related engine/transmission control are expected to be no-cost parts of the X5/X6 parcel. The two crossovers also introduce an array of driver assistance devices that likely preview what's to come on the next 3-series. Among them are lane departure warning and compensation devices, night vision, park assist with surround view cameras, traffic sign recognition and active cruise control that allows the vehicle to come to a complete stop and accelerate up to speed. All-new styling for the X5 likely refrains from the swoopy swooshiness of Adrian van Hooydonk's most recent creations like the 6-series coupe. The cabin layout is said to be remarkably close to the 5-series Gran Turismo, which is doing extremely well in China. Expect extras like a full-length glass sunroof, power-operated rear seats, and a much more practical split tailgate with a lower section that folds up rather than down.
Summary
A sports package includes larger wheels and a more ground-hugging stance, as well as an aero kit that reduces drag and increases down force at speed. Although the X6 styling still won't be an object lesson in functional design, the coupe crossover does get a dose of practicality. A redesigned (and better looking) stern improves visibility and creates quantifiably more rear headroom. Wider rear doors ease entry and exit. That said, the pseudo SUV also gets an even more dynamic looking greenhouse. New front and rear fascias round out the update.
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BMW is expected to release the third iteration of the popular X5. Six months later, the new X6 is scheduled to see the light. Both models are based on a new components set known in-house as "X for all," a result of BMW's growing interest and expertise in all-wheel drive.
Walkaround
For the X5 and X6, "X for all" means new axles derived from the 5-series sedan. They will, according to BMW, help reduce the weight by up to 330-pounds. As a result, the lightest X5 replacement is said to undercut the two-ton mark by a small yet significant margin. An unfortunate victim of this new design is the X6's torque-vectoring rear differential, which works magically but adds weight and cost. Instead, BMW intends to offer the optional active steering, a self-leveling air suspension and Adaptive Drive, which employs adjustable anti-roll bars to suppress unwanted body movements. The three-way damper calibration system (normal, sport, comfort) and the related engine/transmission control are expected to be no-cost parts of the X5/X6 parcel. The two crossovers also introduce an array of driver assistance devices that likely preview what's to come on the next 3-series. Among them are lane departure warning and compensation devices, night vision, park assist with surround view cameras, traffic sign recognition and active cruise control that allows the vehicle to come to a complete stop and accelerate up to speed. All-new styling for the X5 likely refrains from the swoopy swooshiness of Adrian van Hooydonk's most recent creations like the 6-series coupe. The cabin layout is said to be remarkably close to the 5-series Gran Turismo, which is doing extremely well in China. Expect extras like a full-length glass sunroof, power-operated rear seats, and a much more practical split tailgate with a lower section that folds up rather than down.
Summary
A sports package includes larger wheels and a more ground-hugging stance, as well as an aero kit that reduces drag and increases down force at speed. Although the X6 styling still won't be an object lesson in functional design, the coupe crossover does get a dose of practicality. A redesigned (and better looking) stern improves visibility and creates quantifiably more rear headroom. Wider rear doors ease entry and exit. That said, the pseudo SUV also gets an even more dynamic looking greenhouse. New front and rear fascias round out the update.
BMW is expected to release the third iteration of the popular X5. Six months later, the new X6 is scheduled to see the light. Both models are based on a new components set known in-house as "X for all," a result of BMW's growing interest and expertise in all-wheel drive.
Walkaround
For the X5 and X6, "X for all" means new axles derived from the 5-series sedan. They will, according to BMW, help reduce the weight by up to 330-pounds. As a result, the lightest X5 replacement is said to undercut the two-ton mark by a small yet significant margin. An unfortunate victim of this new design is the X6's torque-vectoring rear differential, which works magically but adds weight and cost. Instead, BMW intends to offer the optional active steering, a self-leveling air suspension and Adaptive Drive, which employs adjustable anti-roll bars to suppress unwanted body movements. The three-way damper calibration system (normal, sport, comfort) and the related engine/transmission control are expected to be no-cost parts of the X5/X6 parcel. The two crossovers also introduce an array of driver assistance devices that likely preview what's to come on the next 3-series. Among them are lane departure warning and compensation devices, night vision, park assist with surround view cameras, traffic sign recognition and active cruise control that allows the vehicle to come to a complete stop and accelerate up to speed. All-new styling for the X5 likely refrains from the swoopy swooshiness of Adrian van Hooydonk's most recent creations like the 6-series coupe. The cabin layout is said to be remarkably close to the 5-series Gran Turismo, which is doing extremely well in China. Expect extras like a full-length glass sunroof, power-operated rear seats, and a much more practical split tailgate with a lower section that folds up rather than down.
Summary
A sports package includes larger wheels and a more ground-hugging stance, as well as an aero kit that reduces drag and increases down force at speed. Although the X6 styling still won't be an object lesson in functional design, the coupe crossover does get a dose of practicality. A redesigned (and better looking) stern improves visibility and creates quantifiably more rear headroom. Wider rear doors ease entry and exit. That said, the pseudo SUV also gets an even more dynamic looking greenhouse. New front and rear fascias round out the update.
2014 Audi A8 L Nationwide Delivery With Over a Half Million New And Pre-owned Cars Available, Al at Discounted Low Fleet PRices. Huge Selection, All Colors/Options Available
2014 Audi A8 L
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2014 Audi A8 L Review
A direct-injected 4.2L V8 engine making 372 horsepower and 328 pound-feet of torque is standard on A8 and S8L models. The A8L W12 FSI, to be available later in the model year, gets a direct-injected, 450-hp, 6.3-liter W12 engine. The A8 can get to 62 mph in 5.7 seconds, while the A8L W12 takes just 4.9 seconds. All A8 models come with quattro all-wheel drive, which is calibrated to feel sporty and enhance cornering confidence yet also take on slippery road conditions. The system can send 60 percent of torque to the rear wheels during normal driving, or more to whichever wheels have the best traction. Both models now come with an 8-speed automatic transmission. Audi says that fuel efficiency has been very significantly improved this year, with gains of 12 percent for the W12 model and 15 percent with the V8. Fuel economy ratings are up to 17 mpg city, 27 highway for the V8 models.
Walkaround
The A8 is a very large sedan, but it handles like a smaller, more nimble sport sedan, thanks to its air suspension system, which comes with three modes: Comfort, Dynamic and Auto. Dynamic not only firms up the suspension and steering feel but also makes the accelerator pedal a little more responsive. The new A8 is built on a version of the aluminum Audi Space Frame, which helps keep weight down yet enhances rigidity, for a smooth more refined ride and crisper handling response. A8L models are about five inches longer than the standard-wheelbase A8, with most of that length going to backseat legroom. The A8's very spacious and luxurious cabin includes supple leather upholstery with trims and inlays that include wood veneers, aluminum and padded leather. The new instrument panel design has an especially wide, flat center console and the shift lever has been modeled after the throttle control on yachts. On the outside, the A8 includes the first full LED lamp system-including high and low headlight beams, parking lamps, and cornering lamps-of any new car. Top driver-assistance technology options include adaptive cruise control (with a stop-and-go function), night vision assistant with pedestrian detection, Audi lane assist and Audi side assist. There's also a new Audi braking guard system, which warns the driver of obstacles or hazards ahead and will sound a warning and prime the brakes. Automatic emergency braking will even deliver strong braking when it's determined that a collision is unavoidable to help lessen its severity. Audi Pre Sense also helps reduce the severity of a crash by readying vehicle safety systems, adjusting seats to an ideal position, closing the sunroof and windows, and stiffening the suspension.
Summary
Also included in the new A8 is an upgraded Bang & Olufsen sound system, now making 1400 watts and, as Audi puts it, "a theater-like sound experience." The new navigation system also draws input from Google Maps and has an improved look. To help manage all the onboard technology, Audi has installed a next-generation version of its Multi-Media Interface (MMI). A new MMI Touch function lets you write out letters on a touchpad for entering navigation destinations, enter numbers for radio functions, flip through album covers for the MP3 library, or use it as a pointer for map functions.
A direct-injected 4.2L V8 engine making 372 horsepower and 328 pound-feet of torque is standard on A8 and S8L models. The A8L W12 FSI, to be available later in the model year, gets a direct-injected, 450-hp, 6.3-liter W12 engine. The A8 can get to 62 mph in 5.7 seconds, while the A8L W12 takes just 4.9 seconds. All A8 models come with quattro all-wheel drive, which is calibrated to feel sporty and enhance cornering confidence yet also take on slippery road conditions. The system can send 60 percent of torque to the rear wheels during normal driving, or more to whichever wheels have the best traction. Both models now come with an 8-speed automatic transmission. Audi says that fuel efficiency has been very significantly improved this year, with gains of 12 percent for the W12 model and 15 percent with the V8. Fuel economy ratings are up to 17 mpg city, 27 highway for the V8 models.
Walkaround
The A8 is a very large sedan, but it handles like a smaller, more nimble sport sedan, thanks to its air suspension system, which comes with three modes: Comfort, Dynamic and Auto. Dynamic not only firms up the suspension and steering feel but also makes the accelerator pedal a little more responsive. The new A8 is built on a version of the aluminum Audi Space Frame, which helps keep weight down yet enhances rigidity, for a smooth more refined ride and crisper handling response. A8L models are about five inches longer than the standard-wheelbase A8, with most of that length going to backseat legroom. The A8's very spacious and luxurious cabin includes supple leather upholstery with trims and inlays that include wood veneers, aluminum and padded leather. The new instrument panel design has an especially wide, flat center console and the shift lever has been modeled after the throttle control on yachts. On the outside, the A8 includes the first full LED lamp system-including high and low headlight beams, parking lamps, and cornering lamps-of any new car. Top driver-assistance technology options include adaptive cruise control (with a stop-and-go function), night vision assistant with pedestrian detection, Audi lane assist and Audi side assist. There's also a new Audi braking guard system, which warns the driver of obstacles or hazards ahead and will sound a warning and prime the brakes. Automatic emergency braking will even deliver strong braking when it's determined that a collision is unavoidable to help lessen its severity. Audi Pre Sense also helps reduce the severity of a crash by readying vehicle safety systems, adjusting seats to an ideal position, closing the sunroof and windows, and stiffening the suspension.
Summary
Also included in the new A8 is an upgraded Bang & Olufsen sound system, now making 1400 watts and, as Audi puts it, "a theater-like sound experience." The new navigation system also draws input from Google Maps and has an improved look. To help manage all the onboard technology, Audi has installed a next-generation version of its Multi-Media Interface (MMI). A new MMI Touch function lets you write out letters on a touchpad for entering navigation destinations, enter numbers for radio functions, flip through album covers for the MP3 library, or use it as a pointer for map functions.