Mercedes-Benz’s AMG arm is well known for debuting some exciting vehicles at the New York Auto Show. At the 2011 New York Auto Show, Mercedes-Benz took the wraps off of the 2012 Mercedes-Benz ML63 AMG and this year, according to our sources, the Stuttgart automaker will bring us the SL63 AMG.

Power for the 2013 Mercedes-Benz SL63 AMG will come from a 5.5 liter twin-turbo V8 engine making 540-hp. The engine will be mated to a AMG Speedshift Plus 7-speed Multi-Clutch automatic and will help send power to the rear wheels.

Click here for our original post on the 2013 Mercedes-Benz SL.

What we’re really waiting for is a brutal Mercedes-Benz SL65 AMG Black Series.

We’ll have more details for you from the 2012 New York Auto Show in April. Stay tuned.

Refresher: The 2013 Mercedes-Benz SL550 will be available in the United States starting this spring. Power comes from a 4.6 liter V8 engine producing 429-hp with a maximum torque of 516 lb-ft. Mated to a 7-Speed Driver-Adaptive automatic transmission, it will go from 0 to 60 mph in just 4.5 seconds.

- By: Omar Rana

While the Big 3 have certainly made their mark building outstanding pickups and full-size SUV’s, when it comes to the subcompact segment, the Detroit automakers have fallen fairly short. The first of the three to offer an impressive contribution to the segment in recent years was FoMoCo, with the launch of the Ford Fiesta. Chevy is now stepping up to compete, bringing its new Aveo replacement to the market.

Known as the 2012 Chevrolet Sonic, GM wants you to totally forget about the POS Aveo they used to sell before – a car that would get you extremely depressed if you received it from a rent-a-car. Now, bearing a badge with the hedgehog name like the Sonic, GM is offering something totally different and something completely better.

When you think of the subcompact segment, things like standard aluminum wheels, rear-seat roominess, and Corvette-engineer-tuned suspension are completely off the table. Guess what? The 2012 Chevrolet Sonic comes standard with all those features, plus some more surprising additions.

So is the Chevrolet Sonic better than its competitors? Let’s take a look – but we will tell you up front, it is light years ahead of the crap it replaces.

2012 Chevrolet Sonic Hatchback Specifications:

• Style: Hatchback.
• Drive Type: Front-wheel-drive.
• Seating Capacity: 5 (4 comfortably).
• Base Price: $14,765 ($13,865 for the sedan).
• Price As Tested: $18,215.
• Engine: 1.8 liter 4-cylinder turbo Ecotec – 138-hp at 6,300 rpm / 125 lb-ft of torque at 3,800.
• Transmission: 5-speed manual, 6-speed automatic.
• 0 to 60 mph: 8.2 seconds.
• Curb Weight: 2,684 lbs.
• Fuel-economy (city/highway): 26/35 mpg.

Exterior:

Personally, I don’t think that the Chevrolet Sonic is bad looking car. Others on the egmCarTech staff had contrasting opinions, which leads me to believe that the Sonic has a ‘love it or hate it’ kind of design. I found the front end of the car particularly aggressive for a subcompact. At a closer look, you’ll see that it mirrors the dynamic appeal of the Mitsubishi Lancer.

On both the sedan and hatchback models of the Chevy Sonic, the front end is definitely more attractive than the rear. Both models come with chrome grille surrounds, a matte black honeycomb grille and a range of aluminum wheels sized from 15 to 17 inches.

Interior:

Like the exterior of the Chevrolet Sonic, the interior also draws some inspiration from motorcycle design. It can be found starting from the detailed instrument cluster, which features a large, round analog tachometer set within an asymmetrical LCD readout, and an ample digital speedometer display.

The Sonic also delivers class-leading rear-seat roominess, connectivity features and a nice smooth ride. It is typical of the segment for there to be a lot of road-noise that leaks into the cabin – however, that is not the case with the Sonic. Driving on the highway with 3 passengers, we were able to have a full conversation about the Sonic’s design and driving dynamics.

Quality wise, the interior of the Sonic is quite well built. There isn’t any soft touch materials like you would find in a Volkswagen, but the materials used are so well put together that you end up with a very solid feel.

Performance:

This is where the Chevrolet Sonic really stands out from the crowd. Besides being able to bungee jump, skydive and being used to perform kick-flip stunts by Rob Dyrdek, the Chevrolet Sonic’s ride and handling were tuned by Corvette engineers, giving it a more direct feel, while balancing the vehicle to handle the broad range of driving terrains across the United States.

The Sonic’s tight, refined chassis help it soak up road imperfections on the worst of pot-hole filled roads, while tight steering also provides some impressive control on sharp turns. All Sonics feature a MacPherson strut front suspension with coil springs and stabilizer bar and a rear suspension with a semi-independent, torsion beam axle-mount compound link-type design – featuring a tubular V-shape beam – with gas-charged shocks. In everyday normal English, that means that the Sonic packs in a smooth ride, tight handling, and an overall solid driving experience into its small frame.

Our tester model was equipped with an optional ($700 extra option) 1.4 liter turbo Ecotec 4-cylinder making 138-hp at 4,900 rpm and a peak torque of 148 lb-ft at 2,500 rpm. The 1.4 liter turbo comes exclusively with a 6-speed manual so if you’re not familiar going through the cogs, then obviously go for the 1.8 liter. However, you will be missing out on the added fun of the turbo zip (0 to 60 mph in 8.2 seconds) and better fuel-economy figures.

EPA rated fuel-economy for our 1.4 liter turbo tester model comes in at 29/40 mpg (city/highway). Also according to the EPA, the turbo model will allow for a driving range of 317/427 (city/highway) on a full 12.2 gallon tank. Annual fuel-costs will come in at $1,532, meaning you’ll be saving a nice chunk at the pump.

The 1.8 liter naturally aspirated 4-cylinder unit averages 26/35 mpg for the manual and 25/35 mpg for the automatic.

Overall:

Nonetheless, the Sonic definitely outperforms its competitors when it comes to driving dynamics, interior room, and comfort. In my opinion, the 2012 Chevrolet Sonic is a better bang-for-your buck than the Fiesta, Fit and Yaris – however, before you take my word for it, go test drive all the models in the segment and see which fits your lifestyle best.

All Photos Copyright egmCarTech © Omar Rana.

- By: Omar Rana

So far, Russell disproved that the rumors regarding whether BMW will produce a supercar to compete with the likes of the Mercedes-Benz SLS AMG, the Audi R8 and the Lexus LFA, because BMW doesn’t feel the need to produce a car on that level. That’s because it wouldn’t exactly make a feasible business case to make papa corporate BMW happy—for whatever reason.

As a refresher, some of you may remember that BMW had once produced a very super exclusive GT car, the E31 8-Series, which debuted in 1989. At that time, the 8-Series was way ahead of its time and it was something that would be called a technological showcase. It was a car that fully embodied the corporate philosophy of the Roundel while also showcasing the direction that BMW was taking with their automobiles. Jam-packed with all sorts of new technology, the BMW 8-Series was a very important car for the brand and represented their move forward into the 1990s. It was their massive leap forward. That said, I pointed this out to Matt Russell and asked him, what if BMW took the same approach with a new supercar like they did with the 8-Series?

In his response, Russell said: “That’s a really fair question and I love it. The BMW 8-Series is something that I’m very passionate about and it definitely was a technology and style showcase. If I remember correctly, the ad slogan for the 8-Series was: ‘If a car company can have a soul, this is ours,’ and that’s something I’ll never forget. But in our product lineup, the 8-Series was technically succeeded and replaced by the 6-Series, several years after the 8 ended production in 1999. That said, we feel the 6-Series does a great job at fulfilling the same mission of the 8-Series, as being a head-turner and a luxurious two-plus-two very well,” Russell explained. “Obviously with technology and the advancement of time, for instance, the 650i drives much better than the top-of-the-line 850CSi from 1995—it’s just the sad fact and reality of time as we move on.”

Ever since the 8-Series was finally placed in the pages of history in 1999, rumors still floated about regarding an 8-Series successor, which coincided with the rumors of a BMW supercar that would be similar to the concept of the M8 Prototype, BMW M’s attempt at the ultimate 8-Series at the time. But after what Russell said, he explained that we’ve essentially had a successor to the M8 Prototype.

“The M8 is a car I’ve loved ever since I knew BMWs. But today, there’s the M6, a car that we truly think, fills the mission of the M8 Prototype. There’s absolutely no question about it. However, we won’t be talking about the new M6 probably until the first quarter of 2012. But, there is a new M6, you all have seen it in testing and development. If anything, this new M6 really is a modern day interpretation and as good of an M8-type car as the original concept. It should answer all of the questions anyone has about a BMW supercar.”

Obviously though, unlike the original M8 Prototype, which had a completely reworked version of the brand’s at the time S70 V12—the same engine design that served as a starting point for the McLaren F1’s V12 (though Russell clearly pointed out, they are not exactly the same)—the M6 for the second generation had the E60 M5’s S85 Formula 1-derived V10. Despite the engine differences, Russell still spoke passionately about V12s while discussing the M6 carrying the same mission as the M8 Prototype.

“I love V12s. I think we have one of the best V12s in the industry right now, and I’d love a chance to put that engine in other cars, especially M-bred cars. However, our mission now, both BMW and M, is to increase performance while we increase efficiency. It’s an overriding mission for the company—to not be wasteful, and that’s why the new M5 is 30% more efficient while being 10% more powerful than the outgoing one. That said, it wouldn’t make a case to put a V12 in another car at this time.”

Though Matt was not able to talk much about the new M6 as he said that BMW was first focusing on the release of the standard 6-Series. But it is safe to assume from the previous M6, which had its 5.0L V10 and 7-speed SMG cog swapper carried over from the E60 M5, will do the same for this new generation and utilize the new F10 M5′s 4.4L TwinPower twin-turbocharged V8.

“Our thing that we do better than anyone else is front-engined, rear-wheel drive. They are the best [front-engined, rear-wheel drive] cars in the world as far as I’m concerned, dynamically speaking and ergonomically. If we did a supercar, would it need to be mid-engined? I don’t think so at all. I think that our front-engined and rear-drive dynamics are so good that we could stick with that formula. I love the fact that our cars are the best drift cars from the factory in the world and I’m convinced that they are. And the press have backed me up on that. We have that ability and I don’t ever want to lose that. I love the fact that you can work on car control skills in our cars, better than any other. So I’m really sold on the formula and concept of the front-engine and rear-wheel drive layout.”

I was able to speak very passionately with Matt about his love for the M-Division and its history with the utmost praise through this topic. A key to further easing my fear that nearly all car companies will turn into soulless corporate bean counters, especially the one of the few brands that continues to be supportive of the enthusiast. But my fear was only relieved to tension. Russell also emphasized that if he had the choice, he would let his engineers and boffins at the M-Division go buck wild to produce all of the mad machines demanded by the whims of both the engineers and the enthusiasts. But, he understandably and simply pointed out, there’s a cap for everything. BMW has to have a real reason to produce a certain car, it would have to prove to be a worthy business case. And he said this while discussing the possibility of a 1-Series M-Coupe successor for the next generation of 1-Series.

As per my interpretation, I am very much a BMW enthusiast myself so I’m familiar with the demands of the enthusiasts and their scrutiny of the brand. But I felt that Russell is not the one to blame if one were to criticize the brand. He is very much in touch with the BMW M as us enthusiasts are. And really, he was giving me an encouraging message to extend to all of you who want BMW M to make a car like the ones we’ve discussed, be it a 1-Series M-Coupe or a halo R8/LFA/SLS competitor a la the 8. And make sure you read this clearly: SCREAM LOUDER.

- By: Chris Chin

Whenever anyone thinks about America and the automobile industry, one of the first things that should pop-up into mind is the pickup truck: an automobile that is synonymously iconic to our culture like the small roadster is to Great Britain or the executive saloon is to Germany. And when anyone thinks of a pickup truck, the ultimate buy word in the segment would arguably be the proverbial Ford F150. That should be a given considering that the Dearborn-based manufacturer invented the automobile when they produced the “Ford Model T Runabout with a Pickup Body” in 1925. Not to mention, the F150 is indubitably one of automotive history’s most iconic automobiles, racking up some astonishing accolades such as America’s best-selling vehicle for 24-years and best-selling truck for 34.

That said, the Ford F150 can be considered the car that ‘built’ America, much like how Jeremy Clarkson showed the world that the Ford Transit had “built” Great Britain. No matter where you go, you’ll always find some generation and some sort of variant of the Ford F150 running about doing all things utilitarian. I can go on and on about the F150’s prominence, but that would be similar to me rambling on about how famous Mr. Henry Ford is himself—gee, thanks Captain Obvious.

But truth be told, I have very little personal experience with pickups for my short time on Earth. The first and last pickup truck that I had comprehensively driven in-depth was a 2002 Dodge Ram 2500 with the 5.9L Magnum V8. And even though the Ram was uncomfortable, brash and tiresome to drive—on top of abysmal fuel economy that never went north of 15 mpg—the Ram’s commanding view of the road made it interestingly fun to drive and its practicality was hard to trump, considering that the Ram helped me move back and forth between college and home. Afterwards, the last pickup I ever drove entirely prior to this review was a 2005 Ford F150 King Ranch SuperCrew, complete with the top-of-the-line 5.4L Triton V8 during my time working at a used car dealer. Other than that though, pickup trucks never really appealed to my taste for refined and fun-driving performance and luxury cars. And that was due to their sacrifice for utilitarianism in place of luxury and driving pleasure. In other words, I felt one would be socially awkward pulling up to a fancy function in a workhorse pickup truck rather than a stately executive saloon.

2012 Ford F150 EcoBoost Lariat 4×2 SuperCrew V6 Specifications:

• Style: Full-size pickup truck.
• Drive Type: RWD / 4WD.
• Seating Capacity: 5.
• Base Price: $39,475.
• Price As Tested: $45,380.
• Engine: 3.5 liter twin-turbocharged, direct-injected EcoBoost V6 – 365-hp / 420 lb-ft of torque.
• Transmission: 6-speed automatic.
• 0 to 60 mph: 6.1 seconds.
• Top Speed: 100 mph (electronically limited).
• Curb Weight: 5,699 lbs.
• Fuel-economy (EPA city/highway – egmCarTech Observed): 16/22 – 17/19 mpg.

All Photos Copyright © Omar Rana - egmCarTech.

Social awkwardness aside though, over the years numerous others have proven to take Ford’s recipe for a pickup and have perfected it in their own ways, the Ram being one of them. And over those same years, manufacturers, including Ford themselves, have evolved the pickup to be not only a workhorse automobile, but one of the most versatile vehicles money can buy. In order to continue keeping up with the times of fuel economy-conscious buyers and strict CAFE regulations, Ford had decided to gamble with a new engine top-of-the-line option for the 2011 F150: a twin-turbocharged 3.5L EcoBoost V6. It’s a boosted mill that Ford hopes will help improve the brand’s CAFE rating and sway the traditionalists from the typical pickup powerplant, so that the gasoline-guzzling V8 can slowly fade away into the pages of history (Oh dear God please no), or at least be the second choice. So, how does it fare and does it have what it takes to meet Ford’s and the buyers’ expectations?

Exterior:

There’s really not much to discuss when talking about the aesthetic aspects of pickups. Their designs are pretty straightforward. Though what differs Ford’s F150 from the more chiseled-down looks of GM’s GMT900 pickups and the sleek, refined muscle of the Dodge Ram is the F150’s Tonka Truck Toy-like looks. But it’s not outrageously childish or terribly offensive. In fact, I like the way the F150 looks. It comes off as thoroughly American, rugged and masculine—as if it could take on anything you can throw at it. It has every visual trait a real pickup should have. And who’s to argue? And what makes me appreciate the F150 even more is that its looks are also civil enough that once you were done with your dirty work, you could just take a hose and some suds to it and drive it through town like a boss. In other words, I wouldn’t feel ashamed to pull up in a clean, modern F150—like the one we had—at a fancy function. I couldn’t exactly say the same thing with the Ford F150 from several decades ago and earlier. And I definitely couldn’t say that about the 2002 Dodge Ram I drove several years ago.

Interior:

The same Tonka-like characteristics can be found inside the F150 as well. Where as the F150s of yesteryear often had flat, boring and monotone insides, the F150 of today (and ever since the 11^th generation F150 from 2004 such as that 2005 King Ranch I aforementioned) dropped the straight-workhorse looks for some style, without any sacrifice or deviation from the F150’s tough, rugged utilitarian roots. And this latest F150 just takes it even a step further. So if you were like me, with the little experience I have with pickups, you’d be surprised to find a very comforting ambiance when compared to the F150s of the 1990s and prior. The responses elicited from me when I first stepped into the F150 were: “wow, this is pretty darn nice,” and “I’m really impressed.” Ford’s use of different colored materials is extraordinarily well executed making you think that you’re in a more civilized Expedition rather than an F150—and it’s definitely an exponential upgrade from that brash Ram. I simply love it.

Our tester was of the Lariat spec, which is one of the most commonly optioned trimlines of the F150. It surely isn’t the most luxurious model, nor is it the cheapest as Ford pins the Lariat just in the middle of the lineup, below (and in order from least luxurious and expensive to most luxurious and expensive) FX4, SVT Raptor, King Ranch, Platinum and Harley-Davidson Editions and above the base XL, STX, XLT and FX2. Ours was fully optioned up the wazoo complete with Microsoft/Ford’s collaboration called SYNC, their tow package, leather-trimmed 10-way heated and cooled seats with memory function—which also means the transmission shifter changes from a column stalk to a center console-mounted selector. All of the ergonomics were simple and easy to use. Admittedly, a lot of the equipment bespoke to pickups that help its owners tow and haul stuff did throw me off a bit. But I’m sure that’s purely from my lack of experience. Either way, Ford offers a lot of kit and the seats were wonderfully supportive and comfortable. Additionally, our F150 was optioned out with the 6.5-foot bed and the SuperCrew layout, which means four full doors and a rear bench to haul not just your friends or family, but their junk as well.

Performance:

Driving the F150 is where the real news is. For the first time ever, Ford’s iconic workhorse gets their latest twin-turbocharged, direct-injected 3.5L EcoBoost V6, which is the same engine that received some honorable mention and placement in cars like the current Taurus SHO and the Ford Flex EcoBoost. And even though the F150 EcoBoost V6 produces the same 365 horses as the Taurus SHO, the F150’s EcoBoost V6 produces 70 more lb-ft of twist for a whopping total of 420 lb-ft that’s best-in-class—and 90% of that is fully and readily available at 1700rpm, all the way through the rev range to 5000rpm. Mated to Ford’s SelectShift six-speed automatic, mashing the pedal from a standstill in the F150 EcoBoost would yield a 0-60 time of roughly 6.5 seconds, which is not shabby at all. In fact, during our week long test, Editor-In-Chief Omar Rana and I often found ourselves with our windows down in between quick stoplight drags with owners of older pickups and even some quick car drivers, all wondering what the hell just put them in the dust. And because that power is so readily available from the well-tuned and adjusted six-speed, highway cruising and overtaking is a breeze. Turbo lag was virtually nonexistent and traditional pickup purists would feel right at home with the EcoBoost V6. The only thing that would tell them that the F150 EcoBoost has two less cylinders would be the options list and the exhaust note, which was the sound of a muffled yet, meaty V6 with a slight hiss from the snails versus a throaty, rumbling V8. But for those who are truly committed to the seductive rumble of Ford’s V8 still have a choice to opt for their all-new 5.0L V8 mill—the same that debuted in the current Mustang 5.0—and 6.2L Boss V8, which is in the SVT Raptor. The only sacrifice with the V8s is for those seeking practicality in terms of tow capacity: the 3.5L V6 EcoBoost has the highest ratings out of all the other engine options.

Considering the F150 is no performance automobile, I completely relieved myself from any expectations of handling with the F150. But such a notion wasn’t exactly necessary because simply put, the F150 EcoBoost is truly wonderful to drive for being a full-size pickup. Sure, the handling is completely nonexistent when compared to something with a unibody and finely tuned suspension. But the F150, much like many other pickup trucks from the competitors, has thoroughly proven that utilitarian automobiles don’t have to be woeful to drive like they used to be. When compared to my 2002 Dodge Ram experience, the F150 felt like the Mercedes-Benz of pickup trucks. Refined, comfortable and composed describe the F150 EcoBoost’s ride and handling. The same could be said for the 2005 King Range Edition I drove too a while back. Highway speeds were quiet, relaxing and a complete dawdle making me think that it would be the perfect truck to take on a cross-country adventure. The steering for the entire F150 lineup except for the 6.2L Boss V8-equipped models was converted from the typical lifeless hydraulic setup to a more efficient electronically assisted power steering system. When comparing the two, the electronic system offered nothing in the way of feel next to the hydraulic setup I experienced in the 2005 King Ranch F150, but on the upside, the electric tiller was effortless with solid on-center feel, making any kind of maneuvering a breeze. Should you find yourself approaching a corner too fast, the F150 would respond with enough composure surprise to make you forget about the F150’s on-paper body-on-frame and solid-rear axle setup.

Unfortunately, for the time that we had the F150 EcoBoost V6, we weren’t able to put it in a situation to truly test the F150’s ability to haul or tow something. The closest we got though was a quick trip up into North Jersey to pickup a new couch for my apartment. And this trip led us to come up with a thing or two we could point out. Firstly, our fuel economy hovered around an average of 17-19 mpg, which is very respectable for a pickup truck and understandable when compared to the EPA’s rating of 16 mpg’s city and 22 highway. Though, we didn’t think it was much of an improvement over the alternative and more traditional engine, Ford’s new 5.0L V8, rated at 15 mpg’s city and 21 highway and even the 6.2L V8. That said, we were a little perplexed by the fact that Ford chose to opt for a traditional gasoline engine when diesel technologies are so readily available. Altogether, it raises a question for the brand itself too. Are they still betting on gasoline engines when 2/3rds of the world has been benefiting from the higher fuel efficiency of diesel-powered automobiles? Even on home turf, those who are well informed of the pickup market know that a Dodge Ram with a Cummins or a GM pickup with a Duramax, or even the Ford with a PowerStroke will yield far better fuel economy without a sacrifice in capability. Either way, I think “Big Oil” is still to blame. But that’s a whole ‘nother can o’worms.

Overall:

Altogether, I walk away from the F150 EcoBoost in complete awe as to how pickups have evolved over time. Forgetting my lack of experience aside, as a car guy, stepping into an F150 wasn’t overwhelming or intimidating whatsoever. The F150 was a breeze to get used to, especially for someone with my background…or lack thereof. In all, I see the F150 as a Swiss army knife, but one with a snakeskin holster that’s stylish and practical and is sure to elicit some conversation from others and you can take it anywhere without being terribly uncivil. And for that, I can now appreciate the appeal of pickup trucks and I’m sure those venturing into the market for the first time will too. You can haul your friends/family plus their junk and nearly go anywhere all while in good comfort and style of the mighty Ford F150. In other words, where as enthusiasts come to appreciate cars for their sense of value rather than how superior their performance and drive is, enthusiasts can appreciate the F150 for its gung-ho and do-nearly-anything capabilities. And even for those who are looking to buy the F150 for its utility, they are definitely going to feel right at home. Sure, the fuel economy may not meet the promises of exponentially better fuel economy like Ford is pitching. But Ford has apparently tested the 3.5L EcoBoost V6 to extreme ends so the V6 is sure to be as durable and reliable as the V8 it hopes to replace. Not to mention, those who are considering or have experience with pickups are used to getting cruddy fuel economy anyway. Let’s just hope that Ford’s push for the EcoBoost engines in this F150 and its other cars isn’t a harbinger of things to come, like the potential death of the V8. But simply put, the F150 is A+ all the way.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

After egmCarTech’s trip to the 2012 North American International Show, we walked away with a little bit of an epiphany. But before I get to that, we were expecting there to be a huge influx of new cars with alternative powertrains. In other words, I personally was expecting every make to be pitching their push forward towards electric and hybrid powertrains.

But to my surprise, there weren’t. And that raised some questions. Ever since Chevrolet introduced the Volt and Nissan brought about the LEAF, I thought I’d be confronted with a great number of concepts with brands bragging about how EVs are the future and how everyone was jumping on the bandwagon. But some countering examples include Mazda, who just unveiled the CX-5 crossover, which is said to get up to 35 mpg on the highway. Then Ford’s stand was heavily pitching their EcoBoost lineup, both of which were suggesting that greater fuel economy is still better achieved by gas engines instead of alternative powertrains. Does this mean that the electric car craze was short lived? And apparently, we’re not the only ones wondering where electric cars are going now that they’ve been on the playing field for almost a year. Some journalists think that the electric car craze is “fading into the background.” Analyzing the current situation is one of egmCarTech’s latest additions, Sawyer Sutton, with his piece of mind.

Check out his two cents after the jump. And of course, we here at egmCarTech encourage our readers to engage in discussions and debates in the comment section below. So, without further adieu…

With expected sales of the Nissan Leaf to approach the tens of thousands in the coming years and direct injection gasoline engines, I cannot help but jump into the EV versus gas brouhaha. As we’ve seen at the Detroit and LA Auto shows, many gas powered cars are impinging on economy formerly reserved for hybrids. Naturally some journalists are lauding the success of gas engines (a well-established method) over electrics (a perceived novelty). It isn’t that simple.

First, the argument that gas engines trump hybrids and electrics from an economic standpoint is a bit provincial in nature: the rest of the world knows about diesel engines, which are far and away much more efficient than gas engines. Diesels are comparable if not more efficient than most hybrids. There is an issue with this though that I will get to soon. The closest we as Americans have come to a small, efficient diesel commuter car is the original Honda Insight Hybrid (70 mpg). Little VW Lupos etc. grow on trees in Europe and get similar results.

Why aren’t they offered here? A), the Lupo is not safe enough to sell in an American world of SUVs, light trucks and semis. B), if we couple the unsafe factor with the artificially high cost of diesel in the US, it’s tricky to see why VW would sell them here. C), this is a bigger issue than the Lupo, or the lot of tiny cars on sale everywhere else: there is not enough diesel in the world to allow the US to switch to diesel.  Pretend you are making a loaf of bread and have poured oil, maple syrup and water into a glass bowl, there are of course three layers according to the different densities. When heated and refined, crude oil behaves the same way: one of the many layers is gasoline, one is diesel, one is kerosene etc. The long and short of it is that the US uses 40% of the world’s gasoline supply, and the oft-quoted 25% of greenhouse gases. There is no capacity for that to switch to diesel, so in an effort to keep fuel prices down, there are transitional solutions like hybrids and EVs to chip away at the expanding demand.

Second, the additional wrench to be thrown into this mess is that China’s quickly emerging car culture/market is heavily gasoline based. Meanwhile finite oil resources are being mined quicker than ever, making companies like BP who make solar panels and gasoline resort to environmentally damaging and frankly expensive technologies like tar sands oil extraction.
I think you might see where this is heading: gasoline engines whether you love them or not have a limited time on this planet whether you live in the US or Uganda.

Third, EVs and hybrids have their own set of perhaps equally damning issues the least of which is not the fact that the car has traveled half a million miles around the world before it is assembled and in the hands of a consumer before it gets thrown away at 250,000 miles. Sure, Americans are much more guilty of treating their cars like disposable cameras than most developed cultures, but the cost/benefit of refilling a hybrid with batteries every 7 years or so is questionable. The added complexity of the hybrid powertrain does add efficiency, but it also means another $3-$5 thousand lump to be replaced like one might replace an engine or transmission. Volvo has a 124 mpg diesel hybrid costing over $70 grand because at this point it’s a marketing experiment. Is this too part of the solution? Maybe if we find a way to make bio diesel from algae (one of the most efficient ways).

Four: Electric cars are powered with essentially laptop batteries (lithium ion), if you have replaced the batteries on your laptop or even your smartphone, it is not cheap. There is a good reason for that and it doesn’t have to do with profits: disposal of batteries is only a little bit more fun than disposing of spent nuclear fuel rods, totally unrenewable and unsustainable. That is their Achilles heel, but if gasoline jumps to $15/ gallon in the future, electric owners aren’t going to be the ones fretting.

Coming back to the original argument of electrics being a novelty; they aren’t, they are here to stay in some form or another. The argument itself is very narrow minded because it covers a small gap in our automotive history. Extracting hydrogen is tricky and while it is not a silver bullet that will save us all, it may play a significant role in the future. Fuel cell hydrogen cars are at some level of course, electric.

So where does that put us? Our lifestyle needs to change significantly. The US fixation on conspicuous gasoline consumption has done no favors to the cost of air travel, something that really needs fossil fuels at this point. Battery powered planes, hydrogen powered planes or nuclear planes, no thanks, it’s just like having a plane with no human pilot. Your Aston Martin that you drive 1,000 miles a year is not killing polar bears in the Arctic, nor is the fetid snowmobiler that pulled right in front of my car as I was driving down the snow covered hill today, it’s our lack of legitimate public transportation and our unwillingness to walk and ride bikes when it is reasonable. I know this makes me sound like I am a bearded vegan socialist from Vermont who enjoys using a fair trade and organic composting toilet only after grazing over crunchy granola and lightly killed soy milk, but the fact of the matter is that my ideal garage would be filled with massive earth moving equipment, old European cars and prewar American cars. I am merely being realistic in terms of our environment and how much it costs to continue our car culture.

- By: Sawyer Sutton

- Introduction by: Chris Chin

Prompt Source: AutoNews

Based on the same platform as the new Jeep Grand Cherokee, which was sourced from Mercedes-Benz, the Kubang is Maserati’s first ever venture into the SUV market.

Judging by its size and where Maserati plans to take the Kubang, it’s safe to assume that this is their answer to SUVs like the Range Rover Supercharged, Porsche Cayenne, BMW X5 and Mercedes-Benz ML just to name a few.

Details regarding performance, kit and launch dates have yet to be announced. But from the press release, all we can say is that the Kubang will come with an 8-speed automatic.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

“Buick Encore is a great-looking, smart choice for those who want luxury crossover amenities in a more maneuverable and agile vehicle,” said Tony DiSalle, U.S. vice president of Buick Marketing. “It represents a luxury alternative for a new audience of Buick customers, and delivers features and flexibility not typically found in vehicles of its size today.”

Powered by GM’s global 1.4L turbocharged Ecotec four-banger, the Encore gets an estimated 140-hp and 148 lb-ft of torque to play with. But the engine also receives some changes to help boost the Encore’s fuel economy such as a high-efficiency alternator, regulated voltage control, electronically-controlled returnless fuel system and deceleration fuel cut-off. Power is delivered to the front-wheels through GM’s Hydra-Matic 6T40 six-speed automatic. All-wheel drive is also optional.

Unique to the 2012 Buick Encore is an active version of Buick’s QuietTuning, a system that actively cancels out certain sound frequencies and vibrations to give the Encore a new level of luxurious quietness and refinement.

The 2013 Buick Encore will be available in your local showrooms in early 2013 with pricing to be announced closer to that time.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

“The concept we’re showing here in Detroit continues the Lexus design revolution started with the CT and GS,” said Mark Templin, Lexus group vice president and general manager. “The concept hybrid 2+2 liberates the idea of a sport coupe and pushes the boundaries of performance, style and technology.”

Due to the lack of details, it is tricky to gauge what this car might compete against: Jag XK perhaps? That might be a too sporty though. Either way, this at some level is a successor to the Lexus SC coupe; even if the LF-LC is sold without an engine or wheels, I am sure it will be better.

I may be biased towards the color, and the copious LED letter “LS” on the front and back lights may be a bit over the top, but this is a stunning piece.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Sawyer Sutton

The 2013 Land Cruiser receives over $2,500 in new and updated equipment, inside and out and that is definitely reflected on the starting price tag of $77,955 – an increase of a whopping $8,835 or 12.8 percent.

Click here for our original post on the 2013 Toyota Land Cruiser.

The 2013 Toyota Land Cruiser is powered by a 5.7-liter V8 DOHC engine that makes 381 horsepower at 5,600 rpm and 401 lb.-ft. of torque at 3,600 rpm. The Land Cruiser uses regular-grade (87 AKI) gasoline so you might save some money at the pump.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Omar Rana

EDIT: We apologize for the confusion. The one pictured from the floor is a pre-facelift Land Cruiser. Three pictures of the 2013 Toyota Land Cruiser, post-facelift, have been added to the gallery so you can compare and contrast the minor differences.

- Edit By: Chris Chin

Right off the bat, you can tell that the MKZ is a huge departure from the previous model, offering a completely new design that appears to be much bigger in size when compared to the previous MKZ.

Check out our original post on the Lincoln MKZ Concept.

Details in terms of power and drivetrains have yet to be released, but so far, Lincoln said that the new MKZ will feature their Lincoln Drive Control and Continuously Controlled Damping adaptive suspension, both of which debuted on the most recent MKS and MKT vehicles equipped with Ford’s EcoBoost V6.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

Volvo finally unveiled their new plug-in hybrid version of the XC60 mid-sized crossover SUV earlier at the 2012 North American International Auto Show–their first ever venture into alternative powertrains for the North American market. Powered by a 280hp four-cylinder and a 70hp electric motor, the Volvo XC60 Plug-In Hybrid churns out a total of 350hp.

“No other manufacturer delivers fuel economy and electrical range on this level in a capable performance car with a total of 350 horsepower,” said Stefan Jacoby, President and CEO of Volvo Car Corporation.

Now, we’re a little confused when Jacoby called his XC60 a performance car, since Volvo isn’t exactly a buy word in performance. But either way, the XC60 Plug-In Hybrid promises to deliver up to 35 miles on all-electric power with fuel economy well over 100 mpg’s on the European driving cycle.

Jacoby didn’t announce when the XC60 Plug-In will be available and at what cost. But I’m sure we can expect that information to pop up as 2012 rolls by.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

“We at Smart love pick-ups – if they are small on the outside, large on the inside, very safe and extremely comfortable,” said Smart’s CEO, Dr. Annette Winkler. “With the Smart for-us a petrol station is no longer required!”

The Smart For-Us compact pickup is powered by a 55 kW magneto-electric motor, which gets its power from a 17.6 kWh lithium-ion battery back that is said to take a maximum of eight hours to fully recharge when depleted using a basic household socket or charging station.

Now, we’re not exactly sure where Smart plans to go with concept, especially since the demand for compact pickups have literally fallen off of the face of the Earth. But either way, Smart said that we could expect this electric powertrain to find its way into the Smart ForTwo Electric Drive in the spring of 2012.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

“In this digital age, cars are becoming another spoke in the wheel of our electronic connectivity,” said Jim Lentz, Toyota Motor Sales’ president and chief operating officer. “NS4 demonstrates Toyota’s take on the human connection to the car with technology that considers both emotional and rational relationships, person-to-car and car-to-society.”

Designed as a four-door package, the NS4 concept looks like something to come from Honda rather than Toyota (think Honda FCX Clarity), but that could possibly be the color that throws me off personally.

To emphasize the NS4’s idea of connectivity, Toyota formed alliances with Microsoft, Intel and Salesforce to develop the NS4’s Human-Machine Interface, which features a multi-touch screen that mimics the look and feel of a smartphone. Toyota says, besides being able to handle the NS4’s multimedia and vehicle-controls, the HMI system is capable of “learning” driver preferences and habits to predict driver responses in specific scenarios.

Toyota said that the NS4 could see production by 2015 should the concept get a green light from the corporate beancounters.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

Pitched as the car with the highest rated city fuel economy of any vehicle without a plug-in function, the Prius c is capable of returning 53 mpg city and 46 mpg highway, thanks to a smaller 1.5L version of the Prius’s normal 1.8L Atkinson cycle four-pot and Toyota’s Hybrid Synergy Drive, which produces a total of 99-hp.

In lieu of the concerns for lithium-ion battery packs, Toyota retained a nickel-metal hydride battery back that produces 144-volts.

Keeping with Toyota’s reputation for value, the Prius c comes standard with a series of in-car multimedia features such as a standard 3.5-in full-color TFT infotainment display, complete with Bluetooth phone capability, USB port iPod connectivity and Toyota’s optional Display Audio System with navigation and Entune systems.

With a starting price just below $19,000, the new Prius c subcompact will be available in March of 2012—making it the cheapest Prius available.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

Set to launch with the introduction of the all-new ninth-generation Accord later this fall, this new Accord Coupe Concept dons some even sexier sheetmetal than ever before. Sure, the eighth-generation facelifted coupe that I hop around in is a very attractive automobile that completely lies to rest the typical anonymous looks of the Accord from yesteryear. But I think this one looks even better.

“Marking the 30th anniversary of U.S. production, this new ninth-generation Accord will raise the bar again through a tour de force of new Honda powertrain and safety technologies, geared to ensure that Honda and the Accord continue to lead in fuel economy, safety and fun-to-drive performance,” said John Mendel, executive vice president of sales for American Honda.

While most manufacturers in this segment have been resorting to smaller powerplants for the more fuel-conscious buyers and times, Honda said that they will be maintaining the option for a 3.5L V6 while the base engine continues to be an updated 2.4L four-banger good for 181-hp and 177 lb-ft of torque. New for the first time ever in an Accord is the option for a six-speed manual for the four-cylinder while the V6 also gets a new six-speed automatic—another first for the Accord.

Also new for the first time in the Accord is the option for a plug-in hybrid powertrain on the sedan only. Combined with a 2.0L i-VTEC Atkinson-cycle four-banger and a 120 kW electric motor mated to a six kW/hr lithium-ion battery, the Accord Plug-In Hybrid can travel up to 10-15 miles in city driving on a full charge with a top-speed of 100 km/hr or 62 mph. Transferring the power to the front wheels an electronically controlled Continuously Variable Transmission or E-CVT.

Full details on pricing and availability have yet to be announced, but being projected for a 2013 model year launch in the fall of 2012, we could expect pricing to be announced closer to that time as well.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

Acura unleashed a prototype of its latest effort to replace the aging RDX compact luxury crossover SUV earlier at the 2011 North American International Auto Show. Pinned as a second-generation model, the new 2013 Acura RDX seems more like an extensive rework rather than a completely new car.

The new RDX drops its turbocharged 4-banger mill in favor of one with two more cylinders: a 3.5L V6 punching out 273-hp. Using deductive reasoning, it’s safe to assume that this is the same engine found in the current TL and Honda Accord. Mated to a 6-speed automatic, Acura said that the new RDX should return 20 mpg’s in the city and up to 28 on the highway and front-wheel drive models are expected to offer the best fuel economy in its class.

Other changes—besides the obvious aesthetic changes—include a new adaptive suspension setup that Acura calls Amplitude Reactive Dampers.

The new 2013 Acura RDX is expected to hit your local showrooms around the spring of 2012 with pricing to be announced closer to that time.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

Following the move that BMW did with the 7-Series—offering a six-cylinder powerplant for the flagship in North America—Audi announced that they will be offering a six-cylinder option as well with their A8 flagship at the 2012 North American International Auto Show.

Featuring the same supercharged 3.0L V6 powering the standard A7 and A6, the A8 3.0T will offer 333hp and 325 lb-ft of twist. Power will be transferred to the wheels through an 8-speed automatic and Audi’s traditional Quattro all-wheel drive system. Otherwise, the A8 remains unchanged for the 2013 model year, so far.

Pricing and available have yet to be fully divulged to the public, but it is confirmed that the A8 will receive the V6 option for the 2013 model year.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Chris Chin

In the engine room, one will find the two liter turbo four (211bhp/258ft-lbs) or the 3 liter six (333bhp/325ft-lbs). The nomenclature changes a bit too: the A4 now represents the four cylinder while the S4 represents the six. The S4 comes with a six speed manual or an optional seven speed automatic. The A4 can be had with an eight speed auto or a six speed manual. The Sllroad comes standard with the eight speed auto.

Inside, you’ll find a wifi hotspot (something the C-Class and 3er don’t have), adaptive cruise control, new column mounted controls and several new trim options.

All Photos Copyright © Omar Rana - egmCarTech.

- By: Sawyer Sutton