Volkswagen Golf GTI First Review: All-Grown Up 2015

Since the model was first introduced in 1983 people who like to drive for the sheer enjoyment of it have been naturally drawn to the Volkswagen GTI, because virtually nothing in its price range offers the same level of performance and precision. But the newest, seventh-generation GTI, which also bears the Golf moniker, is not the frisky puppy that the original GTI was.  Oh, it is still frisky and still a blast to push through a series of tight turns, but its sophistication level has ramped up considerably versus that spunky little hatchback many of us fell in love with way back when. These days, it's not a lean, go-fast young hooligan nearly as much as it was, since in ensuing generations it has grown bigger.  At the same time it has become significantly more sophisticated and satisfying for all types of driving.  You might think of it as the middle-aged dude who still works out and still loves rock-n-roll

The new GTI checks a lot of the right boxes when compared with its immediate predecessor, which we liked a lot.  It is lighter, roomier, more fuel-efficient, more powerful and more versatile than ever before.  With impressive technology like an electronically controlled torque-sensing limited slip differential and DCC Adaptive Damping, it is obviously more technically sophisticated than the sixth-gen GTI, too. And while those two systems are optional, even the base GTI features a driving mode selection feature that enables you to dial up "Normal," "Sport" and "Individual" settings.  Shifting from "Normal" to "Sport" kicks up steering weight, sucking away numb from the on-center feel, and speeds throttle response. If you really care to, you can tweak both steering and throttle settings to your preferences in "Individual" mode, which in my GTI I would label Jax

Upgraded powertrain

The new GTI also features an all-new engine.  The 2.0-liter TSI, offering turbocharging and direct-injection, is a part of the vaunted EA888 engine family.  In standard GTI trim it whirs out 210 horsepower (10 more than the previous engine) and, more important, it cranks up the torque to 258 lb-ft beginning at just 1,500 on your rpm band.  The increase is noticeable in a number of instances ranging from off-the-line launch to acceleration out of corners.  A Performance Package that boosts peak horsepower to 220 is available, but the extra 10 horsepower are achieved by extending the rev range 200 rpm, so the real-world benefits might be negligible.  We didn't have enough time with that version to tell

So how does all this translate into performance where the rubber hits the road?  We think in every way the new GTI is both better and more cosmopolitan than the car it replaces.  The additional length and width result in a much roomier and accommodating cabin.  In fact Volkswagen execs made a lot of the fact that the hatchback GTI has more cargo room than a midsize sedan - 22.8 cubic feet of space if you fill it from floor to roof

Standard touchscreen

The comfy cabin is filled with niceties like the standard touchscreen information center, which offers 5.8 inches of capacitive touch-sensor display area. (Capacitive touch means it functions like the typical smartphone rather than requiring a firm button push, which in a moving vehicle is mostly a good thing.)  The display also has a proximity sensor function that senses when a hand is nearby and automatically switches its display to what VW describes as "a more finger-friendly layout."  How cool is that

Well, we think pretty much everything about the new Golf GTI is cool, from its suave, Euro-metro interior complete with plaid cloth seats to the roominess and comfort afforded by its available 4-door configuration.  It looks great, and it is a hoot to drive on canyon roads, yet it is perfectly at home in the maw of urban stop-and-go.  It is one of the few relatively inexpensive cars that we could live with - and love - for a long, long time

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Hyundai Genesis First Review: The Cool Lux Alternative 2015

Hyundai has made it clear that it wants to compete with the likes of Audi, BMW, Lexus and Mercedes-Benz. The automaker has proved itself a worthy competitor in several automotive segments, successfully going upmarket without losing its sense of value, each new model improving on the one that came before it. The 2015 Genesis continues in the same way: The first generation of the sedan was very good, and the new car is even better

Crisp design inside and out

The 2015 sedan's styling is clean and conveys a strong sense of luxury. The exterior has attractive lines, and is much more understated than the crease-happy little-brother Sonata without looking boring. The Genesis' feel of modern elegance continues in the cabin, where the designers created a space that is attractive and uses quality materials including real wood and metal. The colors and textures match nicely. The comfortable 16-way power heated/cooled driver's seat is wrapped in soft leather. (Seat heaters are optional for rear passengers.) There are nice little touches, too, like power sunshades for the rear side windows and the rear window-and the rearmost one automatically lowers when you put the transmission in Reverse and raises back up when in Drive. The pleasantly quiet cabin is refined, yet doesn't look like it's designed with retirees in mind. This is an interior that would appeal to a young, affluent crowd

A bevy of tech features should also appeal to young, affluent buyers. The standard navigation system uses an 8-inch screen, yet step up to the premium system, and you're looking at a crisp 9.2-inch HD display. There are available Pandora, Aha Radio and (upcoming) Google Glass apps, HD Radio comes standard and the car is capable of serving as a wi-fi hotspot. As an added bonus, SiriusXM Travel Link is free for 3 years. The car's excellent Lexicon surround-sound systems use either 14 or 17 speakers. All of the infotainment can be accessed through an intuitive system similar to Audi's Multi-Media Interface with a knob and surrounding buttons

Two powertrain choices

Whether you opt for the 3.8-liter V6 or the 5.0-liter V8, there is no shortage of power. We drove both, starting our evaluation in the V8-powered Genesis. Acceleration response was very quick, yet the 8-speed automatic transmission's shifts were smooth and happened right when you would want them to. Of course, it should feel fast, considering the V8 puts out 420 horsepower. The other side of that coin is that fuel economy is 15 mpg in the city and 23 on the highway. We also drove the Genesis with the V6, and even though it didn't provide as much power as the V8, it still felt refined and gutsy. At 311 horsepower, the V6 doesn't penalize much in its output, yet the price is $13,500 less than the base V8. The V6 also provides much better fuel economy: as good as 18 mpg city, 29 highway for the rear-drive sedan, and 16/25 with all-wheel drive, which is offered for the first time in the Genesis, only with the V6

The 2015 Genesis uses a new Hyundai-designed platform that is stronger and more rigid than before. That, plus the improvements that were done to the suspension, make the car feel more agile. The driver has some say in how it rides-if you want a comfortable, compliant ride, you'll enjoy Eco or Normal modes. Want to tighten up the suspension? Switch to Sport mode

Invisible Touch

One of the new features of the 2015 Genesis is Lane Keep Assist. This system senses if the sedan is starting to drift out of the lane it's in, uses haptic feedback in the steering wheel to warn you if it senses drifting, and steers back into the lane if you don't correct your direction of travel. We found the system to intrude a bit on sections of moderately curvy road, and fought the steering. However, overall the system works well

Hyundai is known for packing their vehicles with value. In the case of the Genesis, that means a lot of equipment comes standard, such as navigation, hill hold, paddle shifters, rear-view camera, heated/cooled front seats, driver knee airbag, power-folding side mirrors and more, whether you get the V6 or V8. Its base price is $38,950; add $2500 for all-wheel drive ($41,450). The V8-powered Genesis starts at $52,450, but even fully loaded at around $57,000, that's still a bargain compared with Hyundai's target competitors. The Lexus GS starts at $48,610, then there's the Mercedes-Benz E350 ($52,805), Cadillac CTS ($46,025), BMW 5 Series ($50,425) and Audi A6 ($43,985), and all of them top out far north of $57,000. The Genesis may not have the same cachet as these cars, but it is certainly a viable alternative

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Hyundai Tucson First Drive: A wallflower blooms 2016

It's a familiar scenario in family dynamics: The youngest is stuck with the hand-me-downs while the older kids get the latest stuff. The thinking goes that the smallest of the pack will eventually grow into the "new" things. Call it familial trickle-down economics
We see parallels in the automotive industry, where pricier flagship models are christened with the latest technology and amenities. Yet eventually, those hot new features become available even on the brand's entry-level cars, and though they may seem familiar within the automaker's lineup they'll still be relevant to buyers who have gone years between buying a car

A seat at the table

For the 2016 Hyundai Tucson, its day in the sun has arrived. The newly matured SUV is set to go on sale this month with a price that spans from $23,595 for a base model to nearly $35,000 for a loaded Limited Ultimate. For 2016, Hyundai's smallest and least-expensive crossover SUV has been given a full revamp. From its striking "Fluidic Sculpture 2.0" design to higher-strength steel, advanced safety features and a more efficient engine, the Tucson enters its third generation with so much appeal that it might just cause envy among its older siblings, the Santa Fe and Santa Fe Sport SUVs. It certainly aims to do that among its raft of small SUV competitors, which include the Honda CR-V, Toyota RAV4, Ford Escape, Nissan Rogue and Mazda CX-5
Like those other compact crossover SUVs, the 2016 Tucson remains a 2-row, 5-passenger hauler aimed at singles, young couples, empty-nesters and buyers in general who desire room for their active and busy lifestyles, but seek the maneuverability and good fuel economy of a smaller vehicle. And in a year in which Hyundai's crossover SUV sales are down 14.5 percent while the rest of the segment booms, the all-new Tucson couldn't come soon enough. While most of its rivals have been reborn or significantly refreshed in the past few years, the Tucson has gone six years between generations
That time frame has seen advanced powertrains, gee-whiz amenities like motion-activated power liftgates and driver-assist systems such as lane-departure warning, automatic braking and blind-spot monitoring trickle down from premium models to those who just graduated from eating at the kids table. The latest Tucson arrives available with all such features and more

New engine, new transmission

One of the biggest changes for this new Tucson is under the hood. While the base version uses a mostly carryover 2.0-liter 4-cylinder with a 6-speed automatic transmission, the three other trims -- Eco, Sport and Limited -- come with a 1.6-liter turbocharged and direct-injected 4-cylinder mated to a 7-speed twin-clutch automatic. This drivetrain replaces the previous 2.4-liter/6-speed automatic. The setup is already being used in the Hyundai Sonata Eco sedan, but it's a first in the small SUV segment. Hyundai says the benefit of a twin-clutch is a better blend of performance and fuel economy
Both powertrains come standard in front-wheel drive (FWD), and all-wheel drive (AWD) is optional. Worth noting is that Hyundai has kept the "lock" feature on AWD models. When engaged it splits torque 50/50 between the front and rear wheels. You're unlikely to conquer the Rubicon in one of these, but the feature could just get you out of a sticky or slippery situation amid mud or snow
One of the first things you notice in the new Tucson is actually a lack of something: noise. Like every other car maker, Hyundai is going to great lengths to make its vehicles quieter in the quest to minimize the dreaded NVH: noise, vibration and harshness. Great strides have been made with this latest Tucson

Steering to a better place

Here's another area where Hyundai has needed help -- more so than others: steering feel. A lack of it can result in what automotive critics deride as "numbness." Yet another fault can appear when modern-day power-steering systems aim to artificially stiffen or relax effort. The result can feel, well, artificial
Thankfully the Tucson's steering is improved over past models. It still doesn't feel as connected to the road as the athlete in this segment -- the Mazda CX-5 -- but for most drivers it will be more than fine. For those who do want to firm things up, the 2016 Tucson features the new Drive Mode Select, which enables you to toggle between Eco, Normal and Sport. In addition to adjusting power delivery and shift mapping, the system provides more resistance to steering, which makes for a more sporting experience when roads twist and turn

The department of power

In terms of power, the new Tucson's optional engine is adequate and feels about average in this class. It just does more with less thanks to turbocharging. At 175 horsepower, this 1.6-liter 4-cylinder has 7 fewer ponies than the larger, outgoing 2.4-liter 4-cylinder used in higher-trim Tucsons. But the gain comes in fuel economy, and it's impressive. Where the former model with that engine topped out at 28 mpg on the highway, the new one earns up to 33 mpg in Eco trim. It isn't quite class-leading -- the CR-V is rated up to 34 mpg with an automatic transmission, while manual shifters are blessed with a 35 mpg gold star in the Mazda CX-5-but it's impressive nonetheless
Power delivery itself is good, and the new 7-speed dual-clutch transmission felt smooth enough to pass for a traditional automatic. When we needed to pass slower vehicles on a 2-lane road, the Tucson was eager to kick down a gear or two -- especially in Sport mode -- but we would not turn down a few more horsepower to inspire more confidence in such situations

New, improved, and a true contender

Suspension work is another area in which the new Tucson is improved. While both front and rear setups are 20 percent stiffer than the outgoing model, this new SUV's ride was compliant on a variety of roads, including miles of gravel. We never felt punished in it
In fact, we quite relished our overall first blush in the new Tucson. And that goes for the front passenger seat as well, which now offers power adjustability. Beyond just powertrain improvements, the new Tucson showcased its new maturity in every other aspect, ranging from enhanced cargo space to its evolved infotainment system. (We'll touch on all those aspects in our forthcoming full review
Over a couple hundred miles and a few hours of driving, the new Tucson acquitted itself as a highly adept, highly advanced crossover SUV that will more than hold its own against entrenched rivals. It may remain the smallest sibling in Hyundai's SUV lineup, but it now brings maturity, head-turning design and leading-edge technology to the table

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2015 MCLAREN 650S SPIDER REVIE

The McLaren 650S Spider does absolutely everything well. This technological masterpiece will go from 0-62 MPH in 3 seconds flat, and a top speed of 204 MPH will have anyone in the passenger seat shrieking in delight (or maybe panic). On the road, the 650S turns and stops better than just about anything else, and no matter where you park it you’ll draw a crowd of earnest admirers

You want this car. Obviously. The only question is, do you want it bad enough to lay down one-third-of-a-million bucks for it, compared to everything else on the market

Power and performance

The 650S is the latest supercar from McLaren Automotive. The 650 stands for the car’s Pferdestärke rating (roughly equivalent to horsepower), the S is for Sport, and the McLaren means Magnificent. Like past offerings from the exotic car company, the 650S is a pure supercar where price is no object and performance is paramount

Digging right in where it counts, the 650S is powered by McLaren’s own 3.8-liter twin-turbo V8 engine, designated the M838T. The engine weighs just 438 pounds owing to its all-aluminum construction, and features a dry sump oiling system commonly found on racing cars. The engine also gets the usual array of nifty features including new development work on the heads, pistons, valve timing, and so on

Most of the engine work, but not all of it, is designed to bring more power to the car throughout the engine’s power band — which stretches all the way up to a shrieking 8,500 RPM. You get four engine/transmission modes: Normal for around-town driving, Winter for driving in poor conditions, Sport for enthusiastic driving, and Track for obvious purposes. Most of the difference in these modes comes in the transmission, which will change its shift points and behavior to match the mode 

you’ve selected

Sport mode contains a gimmicky feature that’s pure entertainment: In this mode, the engine will cut spark for a moment on full throttle upshifts. This produces a bolus of unburned fuel in the exhaust stream. That fuel is ignited when the spark comes back, creating a burst of flame out the back and a delightful pop. Sure, it’s a trick, but it’ll put a grin on your face every time

The transmission is McLaren’s own 7-speed twin-clutch Seamless Shift Gearbox (SSG). Development on this unit has made upshifts lightning fast. McLaren isn’t lying about seamless, either. Upshifts are so smooth you have to listen for them, because at anything less than wide-open throttle, you won’t really feel them

Downshifts give you a satisfying sense that someone (not you) is actually rowing down through the gears with a tight clutch. McLaren gives you a set of paddles to select your own gears, but don’t kid yourself; with the exception of knowing in advance that you want to take off like a bullet, the car shifts itself far more expertly than you can ever hope to achieve

Oh, you get launch control, too. Don’t use it at Cars & Coffee

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BRICKLIN SV-1

BRICKLIN SV-1

Top speed: 118 MPH

The Bricklin SV-1 is one of the better-known sports cars sold that feature gull wing doors. The auto only saw a limited production run between 1974 and 1976, and was conceptually designed by Herb Grasse working for Malcolm Bricklin who had founded Subaru of America prior to this timeframe. The company was not able to produce the auto quickly enough to sustain a profit, and as a result, only 2,854 were produced. The SV-1 was originally intended to be a safer sports car with an economical price. Of all of the cars with gull wing doors, it is the only auto to include factory powered ones. The additional weight of the safety features added to the SV-1 resulted in a significant amount of weight being added to the vehicle that has a negative impact on its overall performance. The early models are powered by a AMC 360 V-8 with later ones shifting to the Ford Windsor V-8. The early models of the auto included a four-speed manual transmission, while all of the cars produced in 1975 and 1976 only included an automatic transmission.

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Kia K900 First Drive: Taking a Giant Leap 2015

The biggest question to be answered about the all-new 2015 Kia K900 luxury sedan that we drove for the first time this week is not the perennial "Is it a good car?" but rather "Is the American car buyer ready for a $65,000 Kia?"  After an extensive test drive that included a day-long drive-and-interview with Eddie Rayyan, Kia Motors America's chief product planner on the vehicle, we came away convinced that the K900 is a well-executed and easy-to-like rear-drive luxury sedan. When it comes to the current generation of luxury-brand sedans (think Lexus LS, BMW 7 Series, Mercedes-Benz S-Class) the K900 does a very creditable job of checking most of the same boxes, especially in its top-of-the-line VIP trim, which is the one we tested.  The K900 is handsome inside and out; it offers a very high level of fit-and-finish plus quality materials; it is filled to the brim with luxury equipment, and it drives with the competent demeanor of a vehicle that is completely sure of itself.  In short, by every functional measure it has the goods to compete against the elite luxury sedans

That said, we'd be missing a key point if we ignored the fact that many (most?) luxury sedan buyers make their purchase (or sign their lease) based on what the vehicle says about them.  Prestige plays a big role in the acquisition decision, and that is one area in which Kia, despite its rapid strides upscale, falls short of BMW, Mercedes-Benz, Lexus and Cadillac

This potential issue is certainly not unknown to top Kia executives.  In the press conference that accompanied the driving event Kia marketing and communications EVP Michael Sprague spoke about defying industry convention

"We zig when others are zagging," he said.  "We take a different approach, and there has never been a better time for us to introduce this vehicle." Sprague also seemed quite realistic about the kind of luxury buyer who would gravitate most to the Kia K900.  Think self-made, confident individualist. "They are looking for something intriguing and unique," he said.  They have a more pragmatic approach to luxury; they're looking for new and upcoming brands.  They are not concerned about what everybody else thinks

An appealing way to make life's journey

Well, what we think is the K900 makes a very appealing traveling companion.  Quiet and poised, it does what you want it to do without making demands.  For instance, its ride and handling fall nearly in the center of the soft ride versus performance handling continuum.  We expect that when really pushed hard the German sedans might display an edge in overall handling, but the K900 is certainly up for some spirited driving.  At the same time, on the Interstate it will cruise in stately, serene comfort mile after pain-free mile.  You can chalk all of this up to the combination of 5-link fully independent front and rear suspension, the use of high-tensile steel, plenty of sound-deadening efforts, laminated front and side window glass and staggered tires.  The front tires are P245/45P-19 and the rears are P275/40R-19 fitted on standard 19-inch chrome alloy wheels. Not the norm, but it works

"Acceleration?" you ask.  "Yes," the V8-powered VIP version of the K900 answers.  In fact its Tau dual-overhead-cam 5-liter engine is Kia's first V8, and that is reason for celebrating.  Delivering 420 peak horsepower and a significant 376 lb-ft of peak torque, the all-aluminum engine features direct injection and variable valve timing for both intake and exhaust.  The smooth, quiet V8 is mated to a ZF 8-speed automatic transmission that is rapidly become ubiquitous in luxury sedans. The high-tech transmission offers Eco, Normal and Sport modes with the requisite adjustment in shift-mapping. Changing modes also alters the settings on the electric power-assisted steering, but it doesn't adjust shock valving or other suspension settings

Electronic driver aids in abundance

While the suspension is not computerized, there is no shortage of electronic driver assists on the K900.  The V8 version of the car offers Kia's first installation of a rear cross traffic alert system and Kia's first installation of what it calls Advanced Vehicle Safety Management.  The latter integrates various vehicle monitoring systems, primary among them electronic stability control, with seatbelt and warning systems to alert the driver in case of danger.  If a potential collision is detected AVSM alerts the driver in three stages: audible alarm, visual warning on the head-up and dash-mounted displays and, finally a tightening of the front seatbelts.  The system does not, however, apply the brakes to avert or mitigate the crash.  The K900 can also be equipped with blind spot detection, lane departure warning and radar-based Advanced Smart Cruise Control that enables you to set a desired distance between your luxury K900 and the vehicle in front of you.  For those of you who are intimidated by parallel parking, your fears will be allayed with the Surround View Monitor system.  Using four wide-angle mini-cameras, the system displays on the dash-mounted screen where you are in relationship to potential hazards like curbs, parking meters, bushes and stray dogs.  It doesn't steer you into the parking place, but it helps take the worry out of being close

Even in the absence of the Surround View Monitoring system, parking the K900 is pretty easy.  Front and rear park-assist sensors are standard on each and every K900, and the display on the in-dash monitor indicates distance between your vehicle and objects via an intuitive green, yellow and red line system, accompanied by an ever-more-insistent buzzer

As you can guess the K900 offers an expansive in-dash display.  The VIP V8 is equipped with a 12.3-inch screen, the largest TFT instrument panel ever offered in a Kia.  Based on driving mode, the display shifts from traditional round speedometer and tachometer to higher tech digital readouts reminiscent of Formula One cars. It also features a full-color head-up display, which is configurable to offer info on speed, turn-by-turn navigation and alerts.  Easily legible in sunlight or darkness, it vanished when I put on my polarized sunglasses

In-car entertainment that will blow your socks off

On the in-car entertainment front even buyers of V6-equipped K900s will be blown away - perhaps literally - by the 900-watt Lexicon audio system, which, as you might have guessed, is the most powerful and advanced audio system ever offered in a Kia.  The system features a trunk-mounted 12-channel digital amplifier, a subwoofer below the rear parcel shelf and 17 strategically placed speakers.  Its many wonders are easily accessible via a 9.2-inch center console screen that is the gateway to Kia's UVO eServices telematics software.  The various UVO functions are easily accessed via a rotary knob on the center console that is flanked by a small array of direct access buttons to things like navigation and radio

The interior of the K900 is extremely accommodating to both front- and rear-seat passengers. Luscious Nappa leather and genuine walnut or poplar wood trim are spread lavishly around the interior, and we appreciated the added comfort of the 16-way power-adjusted driver's seat that is both heated and ventilated. Lighting is with "soft-hue" LEDs. Via controls on the fold-down center armrest, rear-seat passengers can not only manipulate the cabin temperature but also adjust seat heating and the power rear sunshade. They can even fold up the front passenger seat at the touch of a button for more legroom. In the VIP versions the rear seats also independently recline and feature power lumbar support.  All V8 models are equipped with a mammoth panoramic sunroof with retractable sunshade

Looking good in the (upscale) neighborhood

Oh, and did we mention that the K900 is attractive on the outside, too?  In the driveway of a prestigious Santa Barbara hotel it drew covetous glances from the well-heeled patrons, based on its handsome profile, interesting grille and technologic-overkill front headlights. These last consist of 16 LED bulbs grouped into clusters below clear lenses, and they adjust to point out bends in the road ahead

In an effort to cater to the luxury customer who would be interested in the K900, Kia is upgrading the sales and service experiences at the selected dealers who will carry the model when it comes to market later this year.  Kia is also set to offer a three-year, 37,500-mile complimentary scheduled maintenance program that additionally includes the use of a loaner Kia Cadenza or K900 when yours is in the shop

So to recapitulate, the 2015 Kia K900 is not only a satisfying luxury sedan, but it is also a major step in Kia's evolution from super-value specialty brand to premium full-line brand.  Kia executives know the journey won't be completed in a day or a year or even a few years, but they have definitely taken the initial step

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