MERCEDES-BENZ C-CLASS

Mercedes-Benz C-Class is a German line of compact luxury cars that was introduced in 1993. Although originally sold as sedan and station wagon, the W203 series in 2000 debuted a hatchback coupe version that, when facelifted, became the Mercedes-Benz CLC-Class. The CLC-Class remained in production until 2011 when it was replaced by a new W204-based C-Class coupe for the 2012 model year. It ranks the best in its class: The 2015 Mercedes-Benz C-Class ranks 1 out of 14 in the upscale small cars category. This ranking is based on many reputable reviews and test drives, as well as safety data and reliability. When it comes to small luxury cars in the U.S., Mercedes-Benz C-Class is one of the most popular.

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Aston Martin Vanquish Carbon Edition 2015

Ready to take center stage next month in Paris, the 2015 Aston Martin Vanquish Carbon Black and Carbon White special editions offer a unique visual signature in both Vanquish Coupe and Volante Convertible models

Whether finished in Carbon Black or Stratus White, all Vanquish Carbon Editions feature a clear-coated carbon fiber front splitter, rear diffuser, side strakes, mirror caps and mounting pylons along with black window surrounds and 10-spoke/20-inch gloss-black alloy wheels wrapped in Pirelli P Zero rubber. Coupes also have a carbon fiber roof, and either can be fitted with a new machined carbon fiber "wings" badge. The only bits of contrasting color come from the calipers for the standard carbon ceramic brakes, which can be had in red, yellow or gray in addition to the standard black

Inside, these Carbon-spec Vanquish models have seats covered in Obsidian Black leather with contrast stitching, herringbone-design carbon fiber dash/console facings, black shifter paddles with leather tips, and machined carbon fiber sill plates with Carbon Black or Carbon White logos

Like all other Vanquish models, the Carbon Editions rely on the same naturally aspirated 5.9-liter V12 that makes 568 horsepower and 465 lb-ft of torque which gets shipped to rear wheels via a drives the rear wheels via an 8-speed Touchtonic III automatic transmission. The Coupe holds a slight edge in the 0-60 mph sprint, needing only 3.6 seconds to hit that benchmark pack compared to 3.8 ticks for the Volante. Opting for the drop-top Vanquish also trims top speed from 201 to 197 mph

Final pricing for the 2015 Aston Martin Vanquish Carbon Edition models is expected to be released in Paris with the cars hitting U.S. showrooms sometime late this year

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Lamborghini Aventador LP 750-4 Superveloce debuts 2015

Serving up more power with less weight, improved aerodynamics and a healthy measure of enhanced technology thrown in for good measure, the 2015 Lamborghini Aventador LP 750-4 Superveloce - SV for short -- bowed at Geneva as a more exotic take on one of the world's most stunning supercars

Based on the Aventador LP 700-4 Coupe, the new SV pushes the limits emerging as "the fastest and most emotional series-production" Lambo ever to roll out of the Sant'Agata Bolognese factory. To help trim 110 pounds from the carbon-composite intense baseline Aventador, Lamborghini engineers further optimized the monocoque and its aluminum subframes and replaced the alloy body panels as well as the new rear wing and air intakes with either carbon fiber or superlight Sheet Molding Compound (SMC). The interior came under the same mass-reducing scrutiny, where carbon fiber door panels and racing style shell buckets lessened mass, as did dispensing with the standard infotainment system - still on offer at no added cost - conventional carpeting and a fair bit of sound insulation. It also boasts a new yellow TFT screen for its digital instrument cluster with a blue upshift indicator and a G-force indicator in the lower part of the main display

Less restrictive exhaust

On the motivation front, upgrades to the Variable Valve Timing and Variable Intake System on its mid-mounted 6.5-liter naturally aspirated V12 coupled with all-new lighter and less-restrictive exhaust plumbing contributed to a gain of 50 horsepower - which works out to 739 horsepower. Redline has also been lifted from 8,400 to 8,500 rpm. Collectively, the revamps improved overall power to weight ratio by 10 percent on the 3,362-pound Aventador SV, trimming its 0-62 mph time by 0.1 second -- to 2.8 ticks - and helping it reach a top speed of over 217 mph

Fed to Lambo's 7-speed ISR automated manual transmission that prodigious power heads to all four wheels via the latest Haldex IV electronically controlled AWD setup. Like the standard Aventador, the SV uses a racing style pushrod chassis with adaptive Magneto Rheological Suspension (MRS) shocks and a new variable-ratio electromechanical Lamborghini Dynamic Steering (LDS) system that adapts to road speed and the Strada/Sport/Corsa mode settings available on the SV's Drive Select system. Other SV touches include 20-inch front/21-inch rear alloy wheels - available with racing-style center locks -- wrapped in Pirelli P Z Corsa performance tires and standard Carbon Ceramic Brakes

To keep the Aventador LP 750-4 Superveloce securely planted at speed and enhance its cornering prowess, the two-seater also benefits from a comprehensive aero tweaking. The front end has a more open appearance with a bolder and deeper splitter and twin wing elements as well as larger air intakes to further improve brake cooling. That same openness carries to the rear treatment, where the 3-way manually adjustable wing is matched with a revised and more efficient lower diffuser separated by a black mesh insert that helps extract heat from the engine compartment. Lamborghini says the revisions optimize the SV's total aero signature by 150 percent and increase downforce by 170 percent compared to the baseline Aventador

The 2015 Lamborghini Aventador LP 750-4 Superveloce goes on sale later this spring and will start at just over $366,000. No word yet on what that figure will be in the U.S. or when the first cars will arrive here

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Porsche Macan 2015

The 2015 Porsche Macan SUV is so much Porsche, but not so much SUV. Porsche Style VP Michael Mauer told us not to think of the Macan as so much a baby brother to the Cayenne SUV, but as a "big brother to the 911." Immutable truth, that

Spirited by Porsche off of the Audi Q5 SUV, which it in no way resembles, the Macan comes off more as a luxury 5-door super-hatchback with all-wheel drive. It arrives in the U.S. this May, in two forms: the $50,895 Macan S and the $73,295 Macan Turbo. Those names can be a bit misleading because both Macan variations are powered by twin-turbocharged V6 engines

Twin-turbo Engines, Double-clutch Gearboxes

We'll lead with those two engines because if you're talking Porsche, you're a knucklehead if you don't start with the engines. Macan S models employ a 3.0-liter V6 rolling out 340 horsepower and Kansas-flat line of 339 lb-ft of torque from 1,450 rpm all the way up to 5,000. The real performance, however, comes from the Macan Turbo's 400-horsepower 3.6-liter. That twin-turbo V6 has an answer for everything. From 406 lb-ft of low-end thrust that starts at 1,350 rpm and pretty much keeps the heat on right up to its 6,700-rpm redline

Standard on both Macan models, Porsche's 7-speed PDK double-clutch automatic transmission turns in a hall-of-fame performance of near-instant, seamless up and down shifting. The transmission has to work a little harder to keep the 3.0-liter Macan S in full fly mode, while closer to an ideal setup with the PDK, the 3.6-liter needs no help and wastes no time in getting the Macan Turbo from zero to 60 mph in well under five seconds. The PDK also includes a "Sport" button on the center console that ups both the redline and the shift points, adds more snap to the shifts, and even puts more growl into the Macan's exhaust note. U.S. fuel-economy numbers are yet to be determined

A Track Natural

Fitted with electronically controlled all-wheel drive and 19-inch wheels, the Macan takes to the track like a natural, although a natural heavyweight: well over 4,000 pounds. The all-wheel-drive starts out heavily rear-biased, but can send torque instantly and as needed to the front or rear wheels to help ensure control and grip. Despite the Macan's tendency to drift a bit, there are very few cars -- are far fewer SUVs -- that can waltz so cleanly into high-speed corners without even a hint of unpredictability

On the open road, the Macan keeps luxury-car quiet. The standard suspension setup is sporty without getting in the way, while the Porsche Active Suspension Management system (PASM) -- standard on the Macan Turbo, optional on the S -- lets you further tighten up both the suspension and the already-responsive electric steering for even sharper handling. Optional on both Macan models is an air suspension that ups the comfort and sport levels even further, and can push the SUV's 7.8-inch ground clearance to over nine inches

No Macadam Needed for Macan

Pressing the "Off-Road" button -- also on the center console, also standard on every Macan -- sets the vehicle up for work beyond the pavement. In Off-Road mode, the Macan's drive-system elements like the transmission shift points, the all-wheel-drive torque distribution, and the throttle response are all geared to find and maintain optimal traction. While it doesn't wade as deep or scramble as high as the Cayenne, the Macan is still capable of venturing beyond the city lights

Every Porsche Macan interior, from the Turbo's leather-and-brushed-aluminum down to the base S's piano black trim and suede-ish Alcantara seat inserts, pays attention to you. The front seats greedily engulf you. Big Porsche gauges let you know the scores. And the multifunction sport steering wheel -- a nod to Porsche's new 918 Spyder supercar -- feels sports-car ready. Technically a 4-seater, I'd hate to be occupants #3 and #4 -- headroom is endless, but the Macan's second row is legroom stingy

The Great Indoors

From the front seats, the view out the windshield is IMAX 3D wide, and it's very easy to see what's happening in traffic beside and behind you. The space under the rear hatch is good, but what's really impressive is the gaping mouth of the rear hatch opening. Beneath that hatch, the flat, 17.7-cubic-foot cargo floor can be expanded to 53 cubic feet by dropping the 40/20/40 split/folding 2nd-row seat. That cargo space, by the way, is not impressive compared to Porsche's stated SUV competitors like the BMW X3 and Mercedes-Benz GLK

If you need a Porsche SUV, the Cayenne is still you best bet. But if you crave a sportier Porsche personality, but sometimes need to haul volumes on surfaces not suited to a 911 or a Cayman, put your money on a 2015 Porsche Macan

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2015 MINI COOPER S FOUR DOOR REVIEW

The Mini Cooper S is a toy for grownups, and that's a wonderful thing

The Mini Cooper S is a go-kart disguised as a daily driver, with all the fun and impractical implications that come with it

It’s hard to call the Mini Cooper S four-door a car. Sure it looks like a car, with wheels, an engine, and even four(!) seats. The Mini can even do all of the things you might expect a car to do, like transport humans and their various possessions from place to place but calling the Mini a car is missing the point, really. It’s a toy for grownups; and before I am deluged with angry comments, that’s not a bad thing

As with most cars not made by Honda or Toyota, the Mini is about much more than just practicality. The difference is that, where other cars make pretenses that they are practical or dignified, the Mini is all about fun, and remember: this car was made by Germans, so that is really saying something

It’s a me! Mini-Kart

The Mini Cooper S’s power and acceleration figures don’t jump off the page, but that hides some truly sublime qualities

For starters, there is the 2.0-liter turbocharged firecracker under the bonnet. The little four cylinder may push out only a 189 horsepower, but the 207 pound feet of torque in the small Mini feel like they came out of a Dodge Hellcat. Mated to a six-speed automatic, this package will push the Mini Cooper S to sixty in 6.2 seconds

Still, probably the best thing in the Mini’s performance arsenal is the steering. For starters, it is racecar quick, with a mere 2.5 turns to lock. It also has some of the best feedback and loading of any electric power steering systems I have used. The result is that, despite being only marginally smaller than a Golf GTI, the Mini Cooper S feels like a racing go-kart half the VW ‘s size

On back-roads, this makes the Mini more fun than 3.2 barrels of monkeys. The problem is that the Mini just can’t give up on the go-kart impression even on the daily commute. The incredibly stiff suspension and chassis that make the Cooper S take corners flat and level create a bone jarring ride on uneven urban pavement, and the fast steering creates jittery movements and transient responses. In a less-than-practical sports car like the Alfa Romeo 4C, these sorts of flaws would just be a cost of doing business, but in a fashionable city runabout, the sporting character seems frankly a bit extreme

All about that Bass

The interior and styling of the Mini Cooper are as extreme as its driving characteristics. Short of cars made by insane companies like Pagani, the Mini Cooper has just about the most styled interior you can find. There is the standard collection of retro touches, including round gauges and the massive round infotainment cluster, and more toggle switches than you can shake a vintage stick at

There is more than just kitsch to the interior. The designers, seem to have a 1958-inspired mentality when it comes ot the interior LED lighting. Everything in the inside has lights on it – the door sills, the infotainment screen bezel, the footwell – everything. In fact, the interior of the cabin is so bright as to be a hassle during night driving. I found my night vision was instantly cooked if I looked away from the windshield

Still, I can’t say that I dislike the interior. Its aggressive styling may be a turnoff for some, but for a car that is made or broken on how it looks and feels, the cabin had to be extreme. Fortunately, unlike some other extreme vehicles the Mini Cooper’s interior is at least made of quality materials and very well put together

A fact that is highlighted by the earth trembling, bone pulverizing, car alarm activating stereo. The epic Meridian-sourced stereo may be capable of setting off more seismographs than a stadium full of drunk Seahawks fans, but the interior holds up without so much as a rattle or squeak

Don’t think that this means that you will be able to share your massive speakers with more than one of your friends, because any adult with a complete set of limbs will never manage to squeeze in the back seat

No Comparison

Those crowded back seats bring me back to my original point, namely that the Mini Cooper, even in its four door guise isn’t really a car. After all, it is tempting to compare the Mini to something like a Golf GTI and wonder why you are getting less car for significantly more money

This kind of comparison isn’t fair, because the Golf GTI wants to be a car, and the Mini wants to be a fashion item. After all, a reusable grocery bag is larger and more durable than Coach handbag, but we all understand why the handbag costs more.
Like that handbag, the Mini nominally has a practical purpose, but really the reason to buy it is that almost entirely divorced from it. This might limit the people who would consider buying a Mini, but the people who will are going to appreciate every last LED light and vintage line. Looking at it that way, it’s almost a good deal

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Jaguar F-Type Coupe First Review 2015

The F-Type signals the rebirth of Jaguar, and the convertible model has already rocked our world on several occasions. Here in Spain, I was to drive the coupe, a car which offered more performance than the convertible thanks to a stiffer aluminum structure and a new model, the F-Type R Coupe, with a 550-hp supercharged V8 engine

From Barcelona, Jaguar flew us to Lleida, a small city about a hundred miles east of the Mediterranean, and unremarkable but for two things. First, it had an airport at which were parked a dozen or so 2015 Jaguar F-Type S Coupes that we'd soon be driving. Second, Lleida is conveniently next to some of the best driving roads I have ever seen

F-Type S on the road

Out there the roads narrowed, the curves sharpened, and we put the car into its Dynamic Mode. Not only does Dynamic Mode prepare the car for spirited driving by enhancing throttle response, sharpening steering, and firming up the suspension, it also opens up the exhaust system to allow a full throated roar under full throttle, and a satisfying burble and pop when you let off the gas. Jaguar says the 380-horsepower 3.0-liter supercharged V6 can launch the F-Type Coupe from a standstill to 60 mph in a bit under 5 seconds. The 8-speed automatic shifts slickly, whether in its Dynamic self-shifting mode, or flicking the paddles to select your own gears

The first thing we noticed about the coupe was its stiffness compared to the convertible, particularly noteworthy considering that Jaguar says the convertible is already as stiff as a BMW 5 Series sedan. Rather than chopping off the roof of the coupe, Jaguar designed the car as a convertible, then added the roof for the coupe. The result is an extremely stable platform on which to build a high-performance car, with very little chassis flex

F-Type R at the track

The S was a nearly perfect driving companion on the twisting Spanish two-lanes, and while we could've driven these roads all day, we were anxious to make it to the racetrack, our midday stop and time with the F-Type R. Jaguar had also set up a low-speed wet handling course to demonstrate the F-Type's Torque Vectoring by Braking system, which uses the front brakes to guide the car through turns at the limits of traction

We started on the short wet course, driving poorly to get the front end to slide on the wet pavement. The system worked as advertised, selectively braking the inside front wheel causing the nose of the car to turn tighter, rather than to slide forward. It was an interesting exercise, and despite the artificial feel under these tightly controlled circumstances designed to showcase the technology, we never noticed the system in action on the road, or on the track

The tech demo was informative, but the 550-hp R Coupe felt out of place on the short track. The 3.3-mile long main circuit was a different story. As the laps accumulated, the Coupe's at-the-limit quirks showed themselves. Power was no problem, and the transmission's Dynamic Mode was as adept at picking the right gear, though the paddle shifters responded even quicker. The brakes were excellent and worth every penny. Yet the Jaguar didn't have quite the precision one would find in, say, a Porsche. The rear end was too eager to slide, the steering not quite precise enough. But these are minor quibbles. If the true test of a sports car is how it performs on a track, this Jaguar graduates magna cum laude, just a notch below the summa you'd get in a Porsche

On the road again

The next day, we set out in a Sapphire Blue Jaguar F-Type R Coupe on public roads that combined two-lanes snaking through the hills, narrow single-lanes that crawled through ancient Spanish towns, and high-speed straights and highways that led us back to Lleida. Our car lacked the carbon-ceramic matrix brakes from yesterday's track cars, but was otherwise the same

It was wonderful. While the Jaguar wasn't in its very best element on the racetrack -- where it was still pretty good -- it absolutely owned these Spanish roads. The exhaust popped and echoed off the hillsides, the road twisted and turned under us, and the Jaguar devoured it all. The V8 sounded as it made short work of the slower moving cars we encountered. Driving this car briskly is intoxicating, yet even in the slow sections the F-Type managed to be fun, drawing envious stares from passersby

F-Type Coupe: a real sports car

There are two takeaways from my time with the Jaguar F-Type Coupe. First, this is a real sports car. It's not a sporty coupe, it's not a grand tourer. It's a sports car, and Jaguar was willing to throw certain accommodations aside in the interest of making the car better to drive. It's stiffly sprung, it's sometimes a little loud, and it's tight inside, with merely adequate cargo space. But in exchange you get a car that's a blast and a half to drive, and one of the most fun cars you can buy today

Second, this is just the beginning. More F-Type variants are in the pipeline, including rumored all-wheel drive and hybrid versions. Beyond that, expect to see even more highly focused F-Type models in the future. After all, there's still room for a GT model, for example, so if you're hoping that the F-Type will someday be the ultimate track car, don't lose hope. The F-Type has raised our expectations for the company's future products. Jaguar has surprised and delighted us with its new sports car. The challenge now is to just keep at it

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Aston Martin Vantage GT3: Race ready, street legal 2016

Inspired by competition but fully street legal, the 2015 Aston Martin Vantage GT3 Special Edition debuted in Geneva based on the V12 Vantage S. This hot GT3 benefits from loads of motorsport-derived enhancements that trim weight, tidy up its aerodynamics, sharpen its dynamics and boost the output of its 5.9-liter engine to a projected 592 horsepower. In revealing the car, Aston Martin CEO Andy Palmer noted: "The Vantage GT3 Special Edition is an uncompromising example of our design and engineering expertise and I'm sure the 100 owners who secure one of these cars will savor every second behind the wheel -- whether on the road or on the track." Sadly, none of those GT3 models are slated for North America

The Vantage GT3 makes extensive use of carbon fiber body bits - including its prominent front splitter, dramatically vented hood, a huge fixed rear wing and optional carbon fiber roof panel -- to help trim nearly 220 pounds, improve its wind cheating abilities and raise top speed. The weight savings also encompasses more subtle tweaks that range from a polycarbonate rear glass and windows to a magnesium torque tube and lightweight lithium-ion battery. Lower and wider than any other Vantage, the GT3 complements its thoroughly reworked tri-mode adjustable suspension with expanded track dimensions and ultra-grippy Michelin Pilot Super Sport tires wrapped around 19-inch center-locking magnesium alloy wheels

In addition to a selection of internal modifications that improve breathing, the 5.9-liter V12 in the GT3 also does its part to shed unwanted mass thanks to redesigned cylinder heads made from magnesium and a new titanium exhaust system. In addition to raising the pony count to 592 from the 565 horses in a Vantage S, the revamp bumps peak torque from 457 to 461 lb-ft, bringing more of it into play across a wider rev range to heighten overall responsiveness

The cabin of the new Vantage GT3 displays its own light-makes-right rework, starting with a full carbon fiber center stack, Alcantara-trimmed carbon fiber racing shell bucket seats and a bespoke touchscreen display. Buyers also will be able to add a host of unique additional touches via Aston Martin's Q personalization wing. Pricing for the 2016 Aston Martin Vantage GT3 is set to open around $390,000 in Europe and the first cars will be delivered during the third quarter of 2015

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