2015 Toyota Avalon Hybrid review notes

Toyota’s full-size sedan straddles the line between Lexus LS and Camry

DIGITAL EDITOR ANDREW STOY: The Avalon is part of a dying breed -- the full-size sedan; it's kind of a shame, because some of the best mass-market examples of this traditional body style are on sale today, including the Avalon XLE Hybrid.

Setting aside what already makes the Avalon one of my favorite full-sizers -- interior refinement, space and build quality -- this may also be the first hybrid I've driven that made me wonder why anyone would buy the straight gasoline version. This powertrain is absolutely seamless, uses barely any fuel and, when needed, can deliver gobs of electric torque for a push the V6 Avalon can only dream of. Yes, the regenerative brakes take a bit of mental recalibration, but once you've got a feel for them the car is remarkably satisfying to drive.

This generation of Avalon is blessed with one of Toyota's best interior designs ever -- it's big, bright and airy, and manages to feel as though it belongs in a more expensive car. The touch-sensitive switchgear lives on a corrugated panel that doesn't show fingerprints, and little cutouts demarcate "buttons" to help guide your finger. The effect manages to look just as elegant as Cadillac's CUE or the previous upper trim ranges of MyFord Touch, but it's more intuitive.

Big, comfortable front thrones appear built for 'Murican butts and offer tons of adjustability; limo-like legroom exists for rear passengers even with a 6-foot-plus driver, and the trunk will undoubtedly swallow some focus-group-determined quantity of golf clubs. Basically, whatever you'd expect to be able to use a full-size sedan for, the Avalon will meet your needs and then some.

It's the poor man's Lexus LS, this Avalon XLE Premium. Though, given its luxury amenities, 40-mpg capability and under-$40K price tag, the Avalon hybrid might actually be the smart man's Lexus LS too.

The cabin of the Avalon displays luxury with the leather seats and three spoke wheel. Photo by Toyota

EXECUTIVE CREATIVE DIRECTOR KEN ROSS: The Avalon is amazingly … OK. I don’t mean that in a bad way because there are lots of cars that aren’t good at anything. The exterior is what you would draw if you were asked to pen a semi-upscale midsized sedan. Everything is proportioned properly and there are a few hints of sport in the front fascia. That sharp line behind the running lights gives an impression of motion. It fades out and picks up again behind the front tire, continuing just above the door handles and ending at the point of the wrap-around taillights. On the other hand, my explanation of the line is probably more interesting than the line itself.

The interior continues to be adequate, with a hint of wood-like material along the bottom of the dashboard and a good mix of well-done leather. All of these materials look good together and make a great placeholder for the Toyota. Once again, there are no surprises or disappointments, just business as usual.

I walked away from this car thinking that the discussion in Toyota design was something like, “We can’t make it too upscale or they won’t buy Lexus; OK but we need to make it better than a Camry.”

That’s what the company did and it’s … OK. 

The Avalon Hybrid has a 2.5-liter I4 with permanent magnet AC synchronous motor. Photo by Toyota

Options: Entune premium audio with navigation and app suite includes Entune multimedia bundle including 7-inch high resolution touchscreen with split screen display, AM/FM CD player with MP3/WMA playback capability, nine speakers including amplifier, auxiliary audio jack, USB 2.0 port with iPod connectivity and control, advanced voice recognition, hands-free phone capability, phone book access and music streaming via Bluetooth wireless technology, Entune app suite, HD radio, HD predictive traffic and Doppler weather overlay, AM/FM cache radio, SiriusXM radio with three month trial and integrated backup and camera display with projected path ($935); carpeted floor mats/trunk mat ($225)

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2015 Mercedes-Benz S63 AMG Coupe review notes

Mercedes' flagship coupe does opulence -- and ridiculous speed -- without drama

EDITOR WES RAYNAL: Interesting to get out of the long-term F-Type Jag and into this. In some ways they’re completely different cars, in some ways they’re similar -- they both look terrific and go like stink.

The S63 is just gorgeous inside and out. Not flashy (well OK, maybe a little flashy), but curvy and beautiful. Dignified. It wafts along in town like the luxury car it is, but tromp on the gas pedal and whoa baby!! Hang on! In the conditions I drove it in (rain, wet slick pavement) I came nowhere near the potential here. Not even close, even with the all-wheel-drive stability. I’m sure the car could take way more than I threw at it, but I’ll be damned if I was going to be the dork who banged it into a clapped-out Escort.

Benz quotes a sub-4.0 second zero-to-60 time and I have no reason to doubt. The 577-hp, twin-turbo V8 feels like, well, 577 hp. Vaughn once called the hp number “meaty.” I’ll say -- the coupe’s a rocket. Midrange speed and power, say 35-80 mph, is even more impressive than 0-60 -- that’s where the car really feels like a missile. For a 4,678-pounder, it’s remarkable. In fact, it is for most any car.

As I said, the big coupe also has a soft luxury car side to it, though the suspension stiffens some in sport mode but never becomes what I’d call harsh. Yeah the car is heavy, but carries its weight well. Let’s put it that way. Having to jump in it this afternoon and drive to, say, Portland, I’d probably just leave it in comfort.

Mentioning comfort brings me to the interior. It’s a knockout in terms of material quality and fit and finish. It’s also handsome and the center stack is fairly intuitive once you learn your way around in there. A heated armrest! Love that.

Overall, it’s a terrific blend of performance, civilized manners and comfort. It’s also just damned good looking.

The newly developed AMG sport seats with power adjustment, memory function and seat heating/ventilation offer the driver and front passenger optimum lateral support. Photo by Merecedes Benz

DIGITAL EDITOR ANDREW STOY: Ah, expectations.

I see AMG on the back of a Benz, and I expect some drama, some snorting and gnashing of teeth and scaring of passengers. That’s not what the S63 AMG is about, though -- this car is a superlative high-performance luxury grand tourer in the mold of the Bentley Continental GT or any of a variety of Aston Martin offerings.

Thing is, this car is so exceptionally competent that going fast is almost boring. It’s certainly not as dramatic as 0-60 in four seconds would indicate -- everything works so well, so seamlessly, that the car doesn’t even draw attention to itself from the driver. It simply performs the requested duty, even if that duty is to display night-vision infrared in the instrument cluster and deliver a lower-back massage, all at 140 mph.

The S63 AMG may be the ultimate gentleman’s GT, possessing all the capability (and then some) of the highest echelons of luxury cars, but packaging it in a more demure cloak -- a true gentleman doesn’t wish to call attention to himself, after all. He simply demands the best.

Unlike certain high-performance German GTs (M6, cough, cough), the S63 AMG exacts no penalty for puttering. This coupe is exquisitely quiet and completely at ease in rush-hour traffic; meandering down Woodward Avenue at 40 mph with the windows down, and showing off the pillarless roofline is a delight. The car never seems unhappy to be operating at less than 9/10ths; the corollary is that it may be less capable at or above 9/10ths than a more purpose-built machine, but I don’t live at the end of a racetrack, and I’d wager most of our readers don’t either. A high-performance GT car that errs on the side of comfort and smoothness makes more sense to me.

Yes, it’s pricey for something with the three-pointed star, but it’s best to think of the S63 as an affordable Bentley alternative rather than an expensive Benz. 

 

The two chromed twin tailpipes of the AMG sport exhaust system with sport flaps are perfectly integrated into the diffuser insert. Photo by Merecedes Benz

WEST COAST EDITOR MARK VAUGHN: True story: During the week I had this blessed, smooth, triumph-of-German-engineering, long, tall drink of water, a guy I know who was actually in the demographic to buy such a thing asked my opinion about an impending purchase. He had just been awarded enough stock options to start his own small potentate and he was debating in his head between an AMG GT S, a Porsche 911 and something else, maybe an Aston Martin DB9. Those are all good choices, mind you, and he’d be happy with any of them (except maybe the 911, which, since they changed it, is too much like driving a piece of wood). While this guy knows more about the auto industry than I have ever read about in Automotive News, and while he has appeared many times in Automotive News, unlike me, I forgot myself for a second and spoke straight from the guts (somewhere between the gall bladder and the left kidney): “Don’t get any of those!” I blurted out. “Get an AMG S63 Coupe! It’s sooooo smooth, so cool, so well-engineered!” This set him back in his tracks about a block and a half. Me, too. So there we were, standing about three blocks apart, rhetorically. For not only is it slightly blasphemous to recommend something as luxurious as the AMG S63 Coupe to someone considering something theoretically more sporty, but who am I to toss my blatherings before such a luminary? Who am I? I’m the guy who was driving the AMG S63, that’s who I am. Or was, during our conversation. And indeed, unless you’re looking for the ultimate gran turismo, the notion of an AMG S63 is not so far removed from reality. At least not the reality of anyone with almost 200 large to drop on a car.

Though it weighs 4,678 pounds and would, by many definitions be considered a “tuna boat,” the AMG S63 gets 577 hp from its mighty 5.5-liter twin-turbo V8, with which it can overcome that mass and hit 60 mph in 3.9 seconds. It has a suspension so taut and refined that it manages to straddle the edges of both luxury and performance so easily that you forget all the specs and you just cruise. And cruise I did, several hundred miles in this coddling, swaddling luxury liner of a linkwurst. Sure, the back seats are awkward as heck to get into and out of, even for small people, and sure, I got only 17.5 mpg during the time I had it, but man oh man does it do everything else right. The look reminds me of the Maybach Exelero concept that I drove 10 years ago, but the sticker is about $8 million less.

And what else are you going to get, anyway? A Bentley? Well, yeah, the Bentley’s pretty nice, too, if a little too nouveau riche. An Aston Martin and/or Maserati? Well, yeah, those are both splendid, refined, sporty and everything else. So yeah, there are many excellent choices up here in this corner of the car market. Yet, for daily livin’ I am still recommending this car to this guy. I sent him an email elaborating on my recommendation. I haven’t heard back.

The new Mercedes has a 5.5-liter DOHC V8 engine. Photo by Merecedes Benz

ROAD TEST EDITOR JAKE LINGEMAN: I can’t believe this barge gets to 60 mph in less than 4 seconds. It hesitates for a full .25 seconds before it takes off, that means once it gets moving it covers 60 mph in 3.75 seconds? Doesn’t feel like it to me. It feels like a lot of bigger Mercedes’: fast and luxurious, but not quick off the line. But like Wes said, that 35-80 mph, or 70-100 mph jump? No one can keep up.

But it doesn’t really feel like an AMG to me. It’s not loud and the exhaust doesn’t scream like the rest. It was OK through tunnels, but most of the other Affalterbachs sound like frickin’ stock cars.

I was going to recommend getting the standard S coupe, skip those extra …130 or so horses, but now I’m wavering. The consensus in the office seems to be that if you can afford an S550 Coupe, you may as well get the S63 with the $40K premium. But that’s a full one-third more expensive. Do all S-class buyers have more money than Michael Jordan? I don’t know. I don’t think so. About 30 percent of buyers go with the AMG, by the way.

The S63 looks awesome. Ken and I were saying that if those wheels were in black, it would be one of the best-looking things on the road. A guy in a black Bentley GT rolled up next to me. I think he took a picture. The nose is super low, so you’ll have to watch that when parking. I’m not sure if those front parking sensors will catch it either. It has great proportions for a big coupe, and I love the big pillarless windows, just like the old CL coupe.

Inside, the S63 is a like a day spa. The massaging seats, which I used every single time I drove it, were great on a congested commute. A friend did note that the feature would scare her, because, “what if it got stuck like that?” I suppose that’s a concern, but probably not for a decade or so. The seats are infinitely adjustable, so a comfortable driving position is no problem.

Two customizable screens make up the main dash and gauges; they’re both bright and easy to read. I like that you can control them with the dial or the mouse pad. There are also redundant buttons on the suede-covered steering wheel. It has every bell and whistle you could imagine, meaning it’ll nearly drive itself. Steering assist, lane departure assist and radar cruise control will keep you out of most trouble. I tried out the night vision, pretty slick, but I’m not sure how distracting that would be in a real low-visibility situation.

It rolls down the road like buttah. Even in sport suspension mode, it just plows down the road and over bumps. It feels like it could drive through a brick wall. Steering is direct for a car of this size, maybe even a little heavy. The body doesn’t roll much, though; a quick lane change with a stamp on the throttle is very confidence inspiring.

The Bentley GT and Aston’s line both feel sportier to me than this S63. But this is the pinnacle of luxury, with a little sport thrown in. Would I personally pick it over an S550 Coupe, were money no object? Yes. Would I recommend it to someone who wants a big luxury coupe? Not unless they had LeBron James money.

The S63 AMG 4Matic is 4,678 lb. The reduced weight improves driving dynamics and cuts fuel consumption. Photo by Merecedes Benz

ASSOCIATE EDITOR GRAHAM KOZAK: We (or maybe it’s just me) talk a lot about how old-school luxury -- luxury for luxury’s sake -- is hard to come by these days unless you’re shopping for a Rolls-Royce or Maybach.

Take, for example, a pair of old-school coupes like the Continental Mark II or the Bentley R-type Continental; add any Cadillac El Dorado into the mix if you wish. These cars were powerful and luxurious and anybody who saw you in one knew you’d capital-A Arrived. Yet marketers never felt the need to call them “dynamic,” and no one was under any illusions about driving one from the country club to the racetrack.

I’m sure Mercedes couldn’t help but drop the “D” word while promoting the S-class coupe, but whoever was responsible for this program had his heart in the right place. It’s as classic and as luxurious a grand tourer as you can buy today. Maybe think of it as the German version of what a modern take on the classic Bentley Type R Continental might have been … if Bentley wasn’t owned by the Germans.

Even in S63 AMG guise, the coupe has tons of quiet presence. Nearly 2.5 tons of it, in fact. Its sheer size and fairly restrained styling mask the fact that it’s quite a sleeper. It’s also very quick. It doesn’t always feel like it, though. The car packs 557 hp, and that’s a lot, even in these horsepower-rich times.

But delivery is perhaps just a bit too drama free, especially for an AMG product. That 5.5-liter V8 under that long, long hood doesn’t make the car feel blisteringly fast (which it objectively is, if you push it) so much as insures the car never feels slow. The distinction is subtle but significant. If BMW M-cars are clunky rocket ships, this is a very smooth supersonic jet. 

There’s stuff I’d change. First, that huge digital instrument cluster feels a little clunky -- not because it’s slow or has bad graphics or anything, but because it’s just kind of plunked down into an otherwise flowing dashboard. Analog dials are cooler, anyway.

I’d also make the exhaust louder. Originally, I’d have asked for stiffer suspension (even in sport mode you’re quite isolated from the road here) and more horses. An S63 AMG S, perhaps. But that’s probably overkill. This car already does everything it needs to do, and it does it with exquisite competence. Opening up those pipes a little bit would be a nice reminder that, when you’re behind the wheel of this thing, you really ought to feel like you own the road.

The S63 AMG Coupe is available with optional AMG forged light-alloy wheels. Photo by Merecedes Benz

Options: Designo black exclusive napa leather ($3,250); Driver assistance package including Distronic Plus with steering assist, active blind spot assist, active lane keeping assist, Pre-Safe brake with pedestrian recognition, BAS Plus with cross-traffic assist and Pre-Safe Plus with rear-end collision protection ($2,800); Night View Assist Plus ($2,260); Warmth and comfort package including heated wood/leather steering wheel, heated front center armrest, heated front door armrests and heated rear seats ($1,990); AMG steering wheel with Dinamica grips ($500); Credit for AMG exclusive format (-$175)

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2016 Audi A7 TDI review notes

Diesel engine is the killer app for Audi's executive fastback

EDITOR WES RAYNAL: What’s not to like? I’ve been singing the praises of the VW Group’s diesels for a long time. Torquey, quiet and smooth. Great mileage, too. The computer indicated 28 mpg during this morning’s city driving commute.

Installing the diesel in the already excellent A7 gets you a high-mileage cruiser with a clean, well-built interior, good-looking (and practical!) body and fine ride/handling/body control. All good. Fiddling with the adjustable suspension, I ended up with it in auto all the time. Sport was a bit firm, soft a bit too soft. Auto felt just right -- smoooooth. The steering is rather overboosted at slow speeds, but above about 40 mph it feels a lot better. There’s terrific grip in turns and the brakes are strong. Quattro means this would work well all year round, even in the North.

Back to the engine: Mash the pedal and the car gets right down the road with stout, satisfying power. The torque is smooth and linear, and there’s plenty. The transmission is smooth, too, and quick to downshift when needed. This A7 is all good on the powertrain front.

As with most Audis I drive, the cabin is a highlight. It’s roomy, good looking and well-built with terrific seats. I love the matte finish wood trim. When it comes to interiors, Audi keeps raising the bar.

This is a very good car.

Our A7 was painted navy blue, and thankfully didn't have this " Look at my diesel!" scheme. Photo by Audi

ROAD TEST EDITOR JAKE LINGEMAN: I was sort of hoping this A7 diesel would be a less expensive way into Audi’s humpbacked sedan class, but at more than $70K, it’s not that. Adding the TDI only costs about $2,000 though, and I think that is the must-have option for this car.

Not that the gas-powered A7 is slow, or unentertaining, but this TDI V6 is silky smooth and strong like an ox. Stomp the pedal at any time and you’ll be hurtling through space with a deep grunt coming from the exhaust. I love the way Audis sound; even the fours are angry. There’s no lag, either, like that S-class we just drove, and all-wheel drive helps it shoot off the line without any drama.

I needed that AWD yesterday, too. We got a monsoon-style rainstorm during rush hour, putting what seemed like inches of water on the road in a few minutes. The A7 plowed through most of it, though I did feel a little wiggle when I accelerated through a particularly deep puddle. On dry pavement though, you can just push it through corners and it will never slip, as long as you’re relatively civil about it.

The brakes are responsive without being too grabby, you can jump to them in preparation without your noggin swinging forward like a bobble head. You do have to get a few inches into them to completely stop, but like always, that’s probably because this is a test car. One from the dealership would be better.

The A7 rides a little sportier than I expected, transmitting a lot of the road into the cabin. Our post winter roads are pretty bad around here, and you can feel everything deeper than an inch. I winced a few times going over some deep sewer covers. I think it would be fine for everyday driving, but I’m on the far end of the spectrum, so take that into account.

Yeah, like Wes said, the interior is great. I love the matte wood trim and brown leather. Looks classy, like Donald Trump’s library. I hate how the climate knobs are both for the temperature and the fan speed. You have to set the temp, push the fan button, and then set the fan speed. If it’s too hot you have to do it in reverse. It’s a little annoying when you just want to cool the car off. I’m sure there’s a “max AC” button somewhere, but I didn’t have time to find it. The MMI system works well and I might even like the four-corner button system better than BMWs lean-the-jog-dial-like-a-joystick system.

Of the swoopy, coupe-shaped sedans, this is probably my favorite, besides the super high-end rides like the Rapide and Quattroporte. I’m not a fan of the BMW Gran Turismos. In fact, I’m probably the only one who would buy a standard A6 TDI sedan over this; call me old-fashioned. 

There’s terrific grip in turns and the brakes are strong. Quattro means this would work well all year round, even in the North.

Options: A7 Prestige model package including Bose surround sound, front seat ventilation and passenger lumbar, head-up display and LED interior lighting ($2,650); Driver assistance package including Audi adaptive cruise control w/ stop and go, Audi pre-sense plus, Audi active lane assist, corner view camera system and high-beam assistant ($2,450); 20-inch wheel package including five-spoke W-design wheels, bi-color and all-season tires ($1,200); S line sport package including 19-inch seven-double-spoke wheels, Galvano silver, all-season tires, sport suspension and S line exterior ($1,000); Layered walnut wood decorative inlays ($700); Moonlight blue metallic ($550); Cold weather package including heated rear seats and heated steering wheel ($500)

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Where we’re going, we don’t need roads: 2015 Toyota 4Runner 4x4 TRD PRO review notes

Toyota’s meanest SUV is ready for the mud

ROAD TEST EDITOR JAKE LINGEMAN: This black 4Runner TRD has to be the most gangster-looking SUV you can buy off a dealer lot. And I’m saying that in a good way. A black Mercedes G-class might work, of course the Escalade is a winner and I still posit that the Ford Flex is a sinister car, when done up black on black. But I don’t know if any of those are more intimidating than this TRD.

I love the hood scoop, big black off-road rims and tires. It just needs one of those hood snorkels to round out the package. There was a time, probably in the ’90s, when rappers talked about the 4Runner like it was an Escalade and I’m pretty sure it made it into either “Menace II Society” or “Boyz n the Hood,” or maybe “New Jersey Drive.” If I’m picturing correctly, it was a hunter green model with gold trim. So ’90s.

Anyway, I was hoping this TRD model would have a big V8; unfortunately, it was just a 270-hp V6. Torquey at low speeds, but you really need to stomp it on the expressway to pass anyone. The big six is a little noisy, too. When you do have to make that pass, you’ll hear the V6 wailing from behind the firewall. There are some road and wind noise issues too, but in this type of vehicle, a non-luxury, fun-time SUV, that’s probably expected. Those knobby tires probably contribute to the noise too.

The five-speed automatic is fine, though sport mode just locks it out in fourth. I couldn’t feel any more power off the line. I didn’t try shifting it with the gear selector.

This SUV has a serious lean in corners. The look of it makes you want to drive a little faster, but after the first sweeping turn greets you with some unexpected tire squeal, you’ll pull back on the reins in a hurry. That’s because of the TRD package, which adds a Bilstien suspension setup that’s softer and has more travel for off-road purposes. It does provide for a comfortable ride over some of the biggest potholes in the city, but if you’re looking for a corner carver, this is not it.

I didn’t find any deserted dirt lots to romp through and use the skid plates and those upgraded shocks, but I can report it was rock solid in the rain.

After stepping up on the running boards -- $345, btw -- and jumping in the cabin, you get black trim everywhere, including on the leather seats. There are a few different shades and materials, but it all complements itself nicely. None of it looks super expensive but so what? I’ll take clean and boring over busy and wild every day of the week. The radio system was fine, decently loud, but I’m not sure about the 4x4 controls on the ceiling. I didn’t notice them for a while, but once I did, I couldn’t get them out of my peripheral vision.

There are plenty of storage cubbies for your phone, glasses and all of the other junk you travel with. I tossed a set of golf clubs haphazardly in the cargo area; I could have easily stuffed three more. That reminds me, if anyone finds some golf balls rolling around in the back, that’s my bad.

The only thing I can think of to compare this TRD to is the Nissan Xterra. It has that same off-road focused look. The Xterra is a good bit cheaper though, and a bit smaller too. Same size engine though, and power is close. I don’t think Grand Cherokee drivers would cross shop this car, but maybe they should. The Jeep is about the same price, same power, almost the same off-road capability, though it’s bigger too, and doesn’t look half as cool as the 4Runner.

This car would be on my short list of medium-priced SUVs. And my short list of Toyotas in general.

The 4Runner has 17-inch matte black TRD alloy wheels. Photo by Toyota

ASSOCIATE EDITOR GRAHAM KOZAK: Sometimes when Toyota turns its designers loose, you get trans-dimensional odysseys like the Mirai. Is that a good thing? I dunno. But other times you get the 4Runner -- a stout, square, old-school SUV with the face of a pissed-off Decepticon. This is one angry truck, and against my better judgment, I love the “get out of my lane” fascia. Not sure if I’d want to look at it every day, but at the very least it’s not something you’d expect from Toyota.

The rest of the truck doesn’t pack the same amount of attitude, even with the TRD Pro-spec black 17-inch rims or beefy 31.5-in. tires (once you’ve seen what’s available in the aftermarket, nothing an automaker offers will ever seem truly extreme). It’s just a straightforward, honest, body-on-frame truck with out-of-the-box off-road chops. With its front coilovers and remote-reservoir rear shocks, I kept looking for convenient things to jump it over. We didn’t have a chance to crush trails this time, but prior encounters demonstrate that it’s up to the task.

That’s not to say it’s a bear on pavement. The V6/five-speed combination isn’t cutting-edge by any means, but with proper maintenance, this powertrain should last approximately until the sun burns out. No, the GR-series 4.0-liter V6 doesn’t have that inexplicable smoothness of the V8 I sampled in the Tacoma -- or all of its power -- but all accounts point to the motor being more or less bulletproof. I didn’t have any problem with power delivery, nor did I find the 270 hp and 278 lb-ft lacking for daily driving needs. If TRD made a supercharger for this (and they made one for the FJ; what’s the excuse here?) that would probably shut down any further complaints.

If the 4Runner is your style you’ve got a number of options, from the base RWD SR5 at $34,095 to the loaded Limited at $42,470. In this day and age, these prices don’t seem too unreasonable. Still, I’d stick to trucks at the bottom end of the spectrum if you want something purely utilitarian, or jump up to this TRD Pro if you may actually do some wheeling.

The cushier takes on the 4Runner don’t make much sense, since Toyota’s take on the “luxury” SUV has always left me somewhat underwhelmed. If you want to be coddled, consider a Highlander. 

The 4.0 liter V6 engine is paired with a five-speed automatic transmission. Photo by Toyota

Options: Rigid running boards ($345) and all-weather mats/cargo tray ($200)

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2016 Chevrolet Camaro: Notes from the reveal

2016 Chevrolet Camaro: Notes from the revealQuotes And Quick Hits On Camaro SixImage Credit: ChevroletImage Credit: Steve Fecht for ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: Jeffrey Sauger for ChevroletImage Credit: John F. Martin for ChevroletImage Credit: Steve Fecht for ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: ChevroletImage Credit: Chevrolet2015 CamaroMSRP$23,705ShopReviewsMore Photos2016 Chevy Camaro2016 Chevrolet Camaro Leaked Images2016 Chevy Camaro Teasers2016 Chevrolet Camaro Body Teaser2016 Chevrolet Camaro Teaser2015 Chevy COPO Camaro #1Greg Migliore

The 2016 Chevrolet Camaro debuted Saturday evening in Detroit at an enthusiast-oriented event near the city's IndyCar course. While the big news was the Camaro's 200-pound weight loss, tighter chassis, and a snorting new V8, plenty of other morsels of Camaro info came out. Here's some of the more interesting stuff we heard.

• The 2.0-liter inline four-cylinder is the first turbocharged engine in a Camaro.

• The LT1 borrowed from the Corvette Stingray marks the third time a Camaro has used an engine with that badge. It was previously used in 1970-72 (Z/28), 1993-97 (Z/28), and 1996-97 (SS).

• The Camaro was revealed in a tent before nearly 1,000 enthusiasts, General Motors executives (including CEO Mary Barra) and mere feet from the Grand Prix course where IndyCars will run in two weeks.

• Chevy hopes to continue to attract new customers with the Camaro and said 63 percent of the fifth-generation buyers were new to the brand.

• GM product boss Mark Reuss neatly summed up the Camaro's handling character. "It's wicked fast and extremely nimble."

• Reuss on the design goal: make it "look like a car for tomorrow instead of a car from yesterday."

• Reuss' first car was a 1967 Camaro, and he's reiterated his passion for the car. "People want to be seen in a Camaro, and that never goes away."

• Chevy North America president Alan Batey said he plans to line up a red Camaro as soon as the order bank opens. We assume he'll have early access to that.

• Though the appearance is similar, the sixth generation of the Camaro appears a little sleeker and is more aerodynamic thanks to 350 hours in the wind tunnel. Only two parts, the SS badge and the rear bow-tie emblem, are carryover.

• Al Oppenheiser, the Camaro's chief engineer, said most of the options (except Magnetic Ride Control, which is SS exclusive), will be offered on the inline four. The engine will be capable of propelling the Camaro to a sprint to 60 miles per hour in well under six seconds. "We don't want to ... make it feel like an excuse car," he said.

• Without revealing specifics, Oppenheiser said every Camaro variant will be faster than the model it replaces.

•The interior is vastly improved. We got an up-close look in the cabin of one of the cars revealed with a red and white layout, and the materials are much better. The setting is more colorful, and 24 different ambient lighting shades are available.

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Pre-Race notes from the 2015 Nurburgring 24-Hours

Pre-Race notes from the 2015 Nurburgring 24-HoursJonathon Ramsey

Autoblog has come to the German countryside to watch the Nürburgring 24-Hour race, and just one day in, we have to say it's outstanding. Le Mans has been the highlight of our summer racing schedule for the past few years, the 'Ring 24-Hour event being the appetizer we always skipped. Earlier this year, however, while visiting Miami to check out the Cigarette Racing 50 Marauder GT S, we met Scott Preacher. He oversees digital marketing for both Cigarette and AMG during the week, then comes to Germany to compete in the VLN race series on the weekends, driving an Aston Martin Vantage GT4 for Team Mathol.

If Le Mans is the Oscars of endurance racing, the Nürburgring 24-Hour race is the Screen Actors Guild award – the one voted on by the actors, for the actors. In this case it's the race by the teams and fans, for the teams and fans, even though the increasing manufacturer presence has altered the team equation. We were told that it wasn't so long ago that true privateers could win the overall, but that's not really the case anymore. Front-running teams have heavy factory involvement – Audi Sport Team Phoenix, for instance, which finished in first and third last year, has its own 'Ring race center and is running the 2016 R8; Aston Martin is represented by Aston Martin Racing and Aston Martin Test Center, and Bentley has a Bentley Motors team and uses HPT to run another team.

The fan component hasn't changed, though, and you can't talk about the race for more than 60 seconds before someone brings up the battalions of spectators. Every driver we spoke to cited them as the most incredible part of this race after the track itself. It feels to us like a giant German Sebring, with thousands of people camped out in the ginormous, forested infield, many of whom have been here since Monday erecting their ornate camping compounds. There will be parties everywhere Saturday night, and so much bratwurst on the grill that the drivers can smell it when as they're blasting full speed through Wehrseifen. Even when we drove a Mercedes S63 AMG Coupe on a lap before the race, the fans waved like it was a competition. Scott Preacher's Australian co-driver Robert Thompson said, "You come around a corner and it's like you're driving full speed through the middle of a carnival."

The race field itself could also be called a carnival, with an officially invited field of more than 170 cars. Even on a track that's 24.4-km long, that's like racing on the 405 at midday. The final grid will have 152 cars from 19 manufacturers in 21 different classes. Leading the way on the grid will be the #26 BMW Sports Trophy Team Marc VDS Z4 GT3, ahead of the #2 Black Falcon Mercedes-Benz SLS AMG GT3, and the #20 BMW Sports Trophy Team Schubert Z4 GT3. The German stranglehold on the top ten – four BMWs, four Audis, one Mercedes – is broken up by the #84 Bentley Motors car at number nine. Aston Martin Racing secured spots 12 and 13. The Team Mathol Racing Aston Martin and Stradavita Racing Team Aston Martins that Scott Preacher will drive for Team Mathol are first and fourth in their SP10 class.

The race itself will be a little funky this year due to regulations introduced after last month's accident. The authorities have put speed limits at three zones on the track: the last big straight before the start-finish line has a 250-kilomter-per-hour limit, from Quiddelbacker-Höhe to Flugplatz – where the incident happened – the limit is 200 kph, and from Flugplatz to Schwedenkreuz the limit is 250 kph. The GT3 cars used to book it through the new 250-kph sections at anywhere from 270 kph to 300 kph, and they'll still hit those speeds through Fuchsröhre and after Bergwerk, where it's unlimited.

The upside of the limits is that you can add more downforce to the car and tweak the aero, but there are more downsides. The rules add five seconds to the lap time, and it is harder to pass, since GT3 cars will be limited to the same speeds as cars in slower classes. Team Rowe driver Tomas Jäger told us, "Traffic is always an issue," and that the best laps are the first two since you don't have to deal with other cars. By Lap 4, you're in the mix for the rest of the race and this only makes it worse. For example, where you used to be able to pass slower cars into Flugplatz and through the section of bumpy turns afterward, now you've got to stay with them.

Every car is monitored by race control, and going just one kilometer per hour over the speed limit will result in a time penalty of one minute and thirty two seconds, to be served during a pit stop. Punishment that severe means many cars have limiters set below the 200-kph and 250-kph maximum, just to make sure they don't accidentally go over. Top teams like Black Falcon and Rowe have fitted their SLS AMG GT3 with a button-activated limiter in fourth gear that caps it at 200 kph, and a limiter in fifth and sixth gears that holds it to 250 kph. The Team Mathol drivers, on the other hand, have to maintain their own speeds with their right feet while monitoring a giant, secondary speedometer to the left of their dashboards. It's a less-than-ideal distraction when one is racing.

Cars are set up to handle the bumpy Nordschleife at the expense of the grand prix track. Preacher told us, "If you drove the car just on the GP track you'd think it was a boat." On the other hand, he said, "You couldn't drive a new Porsche 911 GT3 on its stiffest setting on the Nordschleife – you'd bottom out so much." Cars have to be fine-tuned for the undulations; Jäger told us that if you don't bottom out at Pflansgarten your car is set up too softly. Preacher added, "Or you're not going fast enough." Preacher has another factor to consider, being ten kilos heavier than other drivers on the team. He said he has to lift coming out of Carrousel, taking it two or three kph slower, or he bottoms out so badly it sounds like he's ripping the bottom of the car away.

After all of that it's the usual endurance race rules: stay on track. Jäger said that if you can limit your pit stops to tire changes and refueling you can finish in the top five. But it's the 'Ring, and with 24 hours between the start and finish, anything can happen. The weather forecast said there'd be no rain today, but it's been sprinkling for the past few hours. But then, you don't earn the name "The Green Hell" for being predictable. We'll be back tomorrow with a race report.

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World class and gorgeous: 2015 Cadillac ATS Coupe 2.0T RWD review notes

Cadillac’s smallest is big in our hearts

ROAD TEST EDITOR JAKE LINGEMAN: This is the best paint job I’ve seen on a luxury car in years. It’s called Majestic Plum Metallic and I love every fleck. It looks a little brown in certain light, gray in others and sometimes purple. I don’t know if I’d want it on my Mustang, but for a luxury sedan, definitely.

The ATS coupe looks badass. It’s somehow both sleek and blocky. There was a CTS coupe in the parking lot and boy if it didn’t look dated next to this car. And the CTS is only three years old or so. The lighting package is great too, as is the rim choice with the dark and light pockets.

The ATS has a fantastic shifter feel. The knob is just the right size and the linkage feels solid. I’m not going to say it’s as good as the Mazda MX-5, or Acura/Honda S2000 setup, but it has a short throw and a satisfying thud when it goes into a gear. I’m not a fan of first and reverse being right next to each other -- you might grab reverse on accident if you’re in a hurry. The saving grace is that the ATS beeps loudly when you hit reverse, and turns the rearview camera on, which should tip you off. It might get annoying on a daily basis.

Another little complaint, both armrests are hard. Well, the one on the door is hard, on the right side your elbow falls into the cupholder. The only time you won’t notice is in sixth gear, when your elbow is back far enough to hit the armrest. I tried sliding it forward, no luck.

The three pedals are metal plated and look sort of custom. The gas and brake are setup just right for heel-toe but the clutch pedal is just a little to close to the dead pedal. A few times I hit the dead one with the side of my foot, stopping the clutch from going to the floor. Just something to look out for. The spring back on the clutch pedal is quick, but the effort is too light for me. A light clutch pedal makes me think of a Fit or a Cruze: inexpensive, underpowered stuff.

But, the ATS is neither of those things. Once you’re in gear it’ll pull strong nearly until the rev limiter. I couldn’t really feel any turbo lag, though I’m sure if you short shift, you’ll notice. I was having too good of a time keeping the revs up. The one thing I’m not sold on is the sound. I know it’s a turbo four, so there’s only so much you can do. But I still feel like this is a Cadillac, and it should sound American. Deeper, brawnier. The 3.6-liter V6 sounds better, though not by much.

The ATS isn’t overpowered, by any means. Even with the traction control all the way off, it won’t slide around unless you really goose it. I suppose for normal drivers that’s probably a good thing, just not when you want to smell those Continental tires burning up.

I’m not really sold on this lane-keeping function. It nudges you back to the center if you drift too far, which in theory, is good. But if someone is crowding your lane, and you give them a wide berth, it pushes you back towards center, and back towards the other vehicle. There are also those times when you forget to use the turn signal, and the ATS tries to hold you from switching lanes, it’s a little unnerving at speed.

It has a little more dive and lift on the brakes and gas than I would have guessed. But I suppose this isn’t the V, or even the V-sport, so that makes sense. Still, the basic 3-series BMW is stiffer. The C-class is probably softer. I felt less roll in the corners. Overall I would say the ATS feels light on its feet. More sprightly than the Germans.

I like this better than the four-cylinder 3-series, but Bimmer’s I6 is way better than the Cadillac’s V6. If we’re talking M3, well, I’ll have to drive the ATS-V first.

The 2.0L turbo engine is upgraded from the current ATS sport sedan to deliver nearly 14 percent more torque, taking it to 295 lb-ft . Photo by Autoweek

EDITOR WES RAYNAL: While I’ve driven many ATSs I believe this is the first manual-equipped one I’ve tried. Like the other ATSs, this one looks quite pretty, feels like the right size, and has proper proportions.

Driving an ATS never disappointments me, or hasn’t yet, at least. The car felt nicely balanced and feels light -- like it’s asking you to push harder. The shifter felt good, precise, and (again, like other ATSs) the ride, while a bit choppy (I blame the runflats), felt controlled with little body roll or pitch. Simply put, this is a fantastic chassis. The turbo four’s power is just fine; it’s a strong lil’ thing and if you aren’t obsessed with hp numbers you’ll be happy with it.

A pleasing car to drive overall -- as I’ve said, the ATS remains one of the more dialed-in-feeling cars on the market.

The interior is comfortable, and I swear the CUE system is working better these days -- much smoother than it used to.

It’s weird to me that while Cadillac’s cars and trucks now compete with the world’s best, its sales don’t necessarily reflect that. I know many BMW/Benz drivers who still would never consider a Cadillac. Decades of mediocre does that to a brand. It’s going to be a long, slow, climb back I predict. 

The EPA-estimated fuel economy for the ATS is 21 mpg city/31 mpg highway/25 mpg combined. Photo by Autoweek

SENIOR ROAD TEST EDITOR NATALIE NEFF: This is exactly how I’d spec out my ATS, were I in the market for a car that had a quasi rear seat but no earthly way of getting a rear-facing child seat wedged in back there: 2.0-liter turbo, rear-driven, with a stick. And with this paint. Jake is spot-on calling this the best luxury paint job going. I’d go further and say the car isn’t half as pretty in any of the other colors you’ll find in the Cadillac palette. That classic Caddy red? Blech. Looks like an old Honda, and not in a good way. The body lines just get lost. But this deep brownish purple is divine. Majestic, even, as its name insists.

Love the powertrain combo, too. Power delivery is fat and linear, even if it starts to run out of breath at the top end. Throttle response is quick, and the flexibility offered by the stick to put the engine wherever you want it on the tach is so fun. Body motions are nicely controlled, and the overall feeling during spirited driving is one of lightness. The car feels light, lithe and spritely -- hardly characteristics with which I’d traditionally ascribe Cadillacs.

The coupe shape is lovely, and on the ATS’ more compact scale, the proportions just feel right. And inside, I’d pit the ATS against anything short of the Mercedes-Benz C-class (that car, with its S-class mini-me interior, is in its own class). But please, Cadillac, get rid of the blasted touch-based switchgear. It’s just no fun trying to navigate around an iPad when you’re trying to keep eyes on the road.

Inside the coupe, handcrafted cut-and-sewn upholstered interior combinations and decorative stitching and authentic materials, including leather, aluminum, carbon fiber and wood are featured. Photo by Autoweek

DIGITAL EDITOR ANDREW STOY: Cadillac builds a world-class luxury car -- several of them, in fact, and it can go toe-to-toe with anything the Germans throw out there. This ATS is a perfect example: The engine is better than BMW's turbo four, smoother and more satisfying across the rev range, and the ATS chassis is just so damn playful it encourages you to fling it around. Our rear-wheel-drive coupe came nicely loaded with heated everything and the CUE infotainment system (which I have no problem operating despite lacking a computer science degree) -- it's a comfortable cockpit designed for the art of driving, and my kids fit relatively well in back (they're in boosters, which helps) after contorting themselves around the front seats and seatbelt anchorages.

I spent some time looking -- just walking around and observing the ATS from various angles, and I finally hit upon what bugs me about every Cadillac on the market today: That cursive Cadillac script. It's the same font I remember from my friend's beater '75 Eldorado, and every time I see it I instantly think of that 500-cubic inch, 190-hp wallowing pig of a car. Here you have an extraordinarily good, modern American luxury sports coupe, but it has what looks like my great-grandmother's signature on the back.

I love that Cadillac offers a stick shift on this car, and it's a nice-enough ’box (I'll argue with my colleagues who praise the shifter -- it lacks smoothness and feels almost front-wheel drive in its rubberyness, not at all like the sublime gear change on an Audi S5, for example). You'd have to be nuts -- or at least leasing -- to choose a manual transmission, though. There's no financial incentive for a stick -- it's a zero-cost option -- and it's going to crush trade-in/resale value. But if you can ignore good sense and instead opt for a good time, this little ATS might make you into a Cadillac believer.  

Our ATS came in a stunning Majestic Plum Metallic color. Photo by Autoweek

Options: Cadillac user experience and navigation including 8-inch full color touch display and AM/FM stereo ($1,030); power outlet, 110 volt wheels, 18-inch bright machine-finish aluminum ($850); majestic plum metallic ($495)

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Good, bad and ugly: 2015 Nissan Murano Platinum AWD review notes

The new Murano is a compelling option...if you don't mind the looks and don’t need a third row

ROAD TEST EDITOR JAKE LINGEMAN: Yikes. This thing has a face only a Nissan mother could love. It’s very…concept looking. I guess the ¾ view isn’t too bad because you can’t see all the busyness in front, but I really dislike the floating rear roof. The wheels are cool, and I don’t even mind the orange metallic paint. That grille is wild, though.

It feels relatively quick with that CVT and V6. You put your foot down and the speed just keeps climbing. I’m not sure how I feel about the faux shifts. I liked it in the Subaru, so I guess it’s fine. It does take away that Jet-Ski feel, which is sometimes enjoyable.

Cars with CVTs are always louder than their regular-transmission counterparts. On a traditional ride, the revs rarely go above 3,000 rpm in regular driving. With this Murano, you need to put the pedal down a decent amount to get the speed you want, which puts the revs up above 4,000, and it gets a little loud.

Otherwise, the cabin is good. The new infotainment system looks slick and is easy to use. The trim doesn’t look super expensive but it doesn’t feel cheap, either. There looks to be good room in the back seat and good room in the cargo area too. With the seats folded you could get a nice amount of stuff in back.

It’ll tow 1,500 pounds. So, it’s not enough to bring a car home from across the state, but probably enough to bring two motorcycles out to a nice driving road.

Every 2015 Murano comes with a standard 260-horsepower 3.5-liter DOHC V6. Photo by Nissan

EDITOR WES RAYNAL: Yeah, it’s different looking for sure, but I don’t mind that—it certainly is no boxy copy cat; gotta give it that. Nor can we call it “aging” like we did the outgoing model. I didn’t get any comments from civilians about the shape, but did get a couple about the brown/gold/orange whatever color, both positive and negative.

Besides, I like the way it drives for the most part, and the CVT is OK, too. In fact, it took some miles behind the wheel to even remember it had a CVT—it’s mated so well to the lovely V6. There’s no wishing for more power; I remain a fan of this engine. The ride is soothing but not floppy or too soft—a good mix and I was most impressed with the on-road quiet and lack of road noise.

The interior is big and nicely designed, and the materials feel and look mostly good. The seats are comfortable, there’s plenty of room inside and the Nissan infotainment/screen/center stack remains among the best in the business: It’s nice to have knobs to tune the radio and/or adjust cabin temperature. As Nissans go, this is a good one.

You know me and my geek-love for studying sales numbers; and we all know crossovers are hot, hot, hot. Guess what? April 2015 showed the Murano one of the hottest in terms of growth with 4,121 sold, almost double April last year and more than the Audi Q5 and BMW X5. On the year, the Murano is up almost 4,000 sales. Somebody out there wants these.

According to Nissan, the new Murano is 17 percent more aerodynamic than previous generations. Photo by Nissan

SENIOR ROAD TEST EDITOR NATALIE NEFF: Momma’s orange van. That was how this vehicle was dubbed by the 2-year-old for the few days I had it. Or rather, orj-va, or alternatively, ma-va. When I switched into our long-term Hyundai Genesis, he was still asking for ma-va until I told him sorry, we no longer had it and we had to settle for ma-ca. He took it in stride.

That he insisted on calling the Murano a van should not be taken as an insult by Nissan. My son is obsessed with vans (though truth be told, anything from a Ford Focus hatchback to a Chevrolet Tahoe have fallen under his rather wide umbrella notion of “van,” as has an Audi A4 avant—but weirdly not a Q7), a category of vehicle trumped in his esteem only by motorcycle and fire engine. If you ask me, that’s pretty cool company to keep.

And for the most part, the Murano is a pretty cool vehicle. While I can’t say the front end bothers me as much as it did Jake (he invokes the notion of a mother’s love, so maybe that’s behind my forgiveness of it), I found the side view off-putting. I wished so badly that the D-pillar not be blacked out; the floaty roof thing is totally unconvincing, and the swoopy fish-like window outline feels awkward, a shape more appropriate as the doodle found at the top of a legal pad during a long, boring meeting than an actual part of a car design.

That said, the package as a whole is compelling. The CVT is largely (though not entirely) inoffensive, and yes, like Wes, said, the VQ engine is as delightful now as it was when I first tested one almost 20 years ago: strong, smooth and engaging. Only when asking for, as Scotty might say, “all she’s got,” does the Murano feel short of breath, the CVT not able to keep up with the demand at full load in the middle-upper range of the tach, but catches up again as the engine loads fall away.

The interior is a lovely space, warm, inviting and shapely and not at all overdesigned like the exterior. All the switchgear is in easy reach, too, and features a good balance of buttons vs. touchscreen-only access. I do tend to prefer physical radio preset buttons (I like not having to exit a map screen, for instance, to change radio stations), but the new interface setup is smart, easy to use and responsive, so I didn’t find it too onerous to do without.

This van is definitely worth a look if you’re shopping the segment.

Murano’s new instrument panel is designed for ease of use, featuring an 8 inch multi-touch control center display and fewer audio and navigation switches. Photo by Nissan

DIGITAL EDITOR ANDREW STOY: I'm afraid I'm in the "Gah! My eyes!" category when it comes to the Murano; the front end in particular is breathtakingly ugly, but I freely acknowledge beauty is subjective, and there will be those who find the new Murano's design fresh and dynamic. I'll be making fun of their Japanese Aztec.

Get past the exterior looks, though, and there's an awful lot to like here. I was struck by how quickly I got comfortable in our Platinum Murano thanks to supportive seats, excellent adjustability and a center stack that makes immediate sense. Nissan's infotainment system has always been pretty intuitive, and the current version is even better. It's also an upscale interior at a glance, though the fancy metallic plastics are quite obviously plastic. Rear-seat space is outstanding with a flat floor and plenty of legroom; that's it though -- this is a large two-row crossover, so it doesn't offer any more seating than a full-size sedan.

There's good power underfoot, and most drivers will never notice the quirks of the CVT powertrain -- it's just not that important to drivers outside enthusiast circles, and it's becoming less of an issue as CVTs themselves improve. This one's pretty damn good; yes, it'll drone if you stand on the gas, but otherwise my only complaint is a low-frequency rumble at moderate speeds caused by the transmission lugging the engine in an attempt to boost economy. On the other hand, I was pulling regular 24-25 mpg mixed runs, so the tuning works.

The most obvious competitor for the Murano seems to be the Ford Edge; Grand Cherokee buyers likely aren't cross-shopping the softer crossovers, and most everything else in this size/price category offers a third row. As good as the Murano is, I spent some time in an Edge Sport with the new 2.7-liter EcoBoost V6 last week and found outstanding driving dynamics and a gorgeous interior, plus I wasn't embarrassed when I saw it in my driveway.

Yes, the Edge stickers a bit higher, but it's worth it to me.

LED Signature lights and LED taillights are standard on all 2015 Murano models. Photo by Nissan

Options: Technology package including power panoramic moonroof, intelligent cruise control and predictive forward collision warning ($2,260); floor mats and cargo area protector ($210)

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