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

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

Let’s take a quick trip back in time to the 1960s and early 1970s. A time when a gallon of regular hovered just around the 30-40-cent mark and its primary additive was tetra-ethyl lead. It was a time where conservation and efficiency were afterthoughts and a man’s wealth was determined by the size of their automobile rather than how much chrome it had. Foreign nameplates were just beginning to trickle their way into the world’s largest automobile market at the time with very limited success.

Typically, if you were an individual of wealth in search for a luxury automobile, you would beeline it to America’s second oldest brand—the marque whose slogan has stuck history as the “Standard of the World.” Elvis had many and so did countless other individuals of equal, prominent stature such as politicians and performers. And that’s because Cadillac was the undoubted buy word for pure luxury.

Even if you didn’t live to see this time, Cadillac’s reputation and corporate philosophy of producing cars with precision engineering and stylish luxury is indubitably embedded in history. Essentially, they were America’s Mercedes-Benz.

Now though, Cadillac isn’t the only brand you’re confronted with when in search for a luxury automobile. Much time elapsed since the brand’s last peak, even facing death for some time in the 1990s. It was not until Cadillac introduced the CTS that they began to regain some of the luxury market share, which was mostly lost to the foreign offerings. Fast forward to today, post-General Motors bailout, Cadillac has certainly come a long way.

In order to keep up with the foreign competition, Cadillac introduced their first crossover back in 2004 with the CTS-based SRX, which didn’t turn out to be so terrible, especially with its rear-wheel drive roots and 4.6l Northstar V8. It was a worthy competitor in its segment, but was still overshadowed by the foreign offerings. Plagued with General Motors’ pre-bailout shoddy build quality on top of being a quirky design, the SRX was a bit of a slow seller. It was rather unfortunate too since the rear-wheel drive SRX was scoring well across the desks of automotive publications, winning some titles such as one of Car & Driver’s Five Best Luxury SUVs for 2004, 2005, and 2006 and a nomination for the North American Truck of the Year award in 2004.

2012 Cadillac SRX Specifications:

• Style: Crossover.
• Drive Type: FWD / AWD.
• Seating Capacity: 5.
• Base Price: $35,185.
• Price As Tested: $48,245.
• Engine: 3.0 liter V6 – 308-hp / 365 lb-ft of torque.
• Transmission: 6-speed automatic.
• 0 to 60 mph: 7.0 seconds.
• Top Speed: 132 mph.
• Curb Weight: 4,277 lbs (4,442 lbs for AWD).
• Fuel-economy (city/highway/combined): 18/25 mpg (AWD model gets 17/23 mpg).

All Photos Copyright © Nikolina Kostrevski - egmCarTech.

The SRX was completely reworked in 2009 to be based off of GM’s new Theta Premium platform, internally dubbed the GM267. And its purpose was clear: to attempt to dethrone the segment-leading, proverbial Lexus RX350. So, because the current SRX has been with us for about three years now, Cadillac had sent the SRX back to the drawing board for a little mid-cycle refresh to further focus its aim on the Lexus. Over the life of the SRX, Cadillac was sure to listen very closely to the feedback given from customers and automotive journalists alike. And when egmCarTech reviewed the SRX twice (here and here) not too long ago, we liked it a lot. But there were some widely expressed concerns with the still lackluster powertrain when compared to the competition and to address those concerns, Cadillac made sure to focus on those concerns by axing the original two V6 powerplants for just one option. So, how does it fare?

Exterior:

Where as the segment-leading Lexus RX350 sacrificed its humdrum, yet subtly handsome looks for something more dramatic and equally mundane for the complete redesign in 2010, the Cadillac’s sharp, chiseled and edgy angles gives it much more presence and character that is wholly representative of the evolution of American auto design, something alone that is worth its own merit.

Interior:

The modern good looks transcend the insides as well. Forget any premonitions that this SRX is cheaply built, because it’s nearly the complete opposite of Cadllacs from the last three decades. None of the bargain-basement plastics can be found in this latest SRX. Nearly every surface inside of the Cadillac is covered in soft touch material or high-quality feeling leather. There’s a good balance between the execution of real wood and faux metal trim, contributing to a very warming and upscale ambiance to the cabin. And Cadillac’s pursuit for the “Standard of the World” can be well exhibited, holding true to the brand’s reputation for luxury.

However I could point out a hint or two that the Cadillac is still built to a budget as the interior was lacking some refinement. For instance, the vertical distance between the gas and brake pedal is completely off. The brake pedal was so high in relative to the throttle that I often found myself getting my shoe caught under the brake pedal. That’s not only bothersome, but a major safety issue as well. The next instance isn’t as dramatic, but when we decided to test out the 10-speaker Bose surround sound system, there was quite a bit of rattling whenever the subwoofer emphasized any sort of low frequencies. It’s a minor foible, yes, but it was just a little nuisance. Lastly, the seats I thought were bit too small. Though they had decent support, they were a bit hard for a luxury car and felt like they were positioned too forward, giving off the feeling that my face should always be up close and personal with the windshield.

Performance:

The biggest change for the 2012 SRX was the consolidation of the SRX’s powertrain. Before the update, buyers could choose from either a 3.0l direct-injected V6 that was good for 265hp and 223 lb-ft of torque, or a 2.8l turbocharged V6 that produced 300hp and 295 lb-ft of torque. The turbocharged V6 was a tough sell because it was not the most refined engine. And the 3.0l was a bit gutless, especially since it had to lug about 4,277 lbs through its front wheels, 4,442 lbs if you had all-wheel drive.

So to make things easier, they dropped the two latter for a naturally-aspirated, direct-injected 3.6L V6 that churns out 308hp and 265 torques. Although the differences in the numbers aren’t significant, the 3.6l easily sets itself as far more superior to the previous two V6s and it all comes down to the power delivery. The 3.0l V6 needed a solid thrashing in order to take full advantage of its power band; where as the turbocharged 2.8l V6 was just all over the place with its nonlinear power delivery and noticeable turbo lag. The 3.6l V6 on the other hand is a far livelier and more refined engine. Torque peaks at a low 2400 RPM while horsepower peaks at 6800 RPM. The result is a very wide and effortlessly linear power band.

Channeling the power to the axle(s) is GM’s electronically controlled Hydra-Matic 6T70 six-speed automatic, the same cog swapper mated to the original 2.8l. That means the transmission comes standard with a manual control function and the same “Eco” mode that debuted with the 2.8l. Though the shifts were smooth, the gearbox had the tendency to be downshift-happy. Any throttle pedal input greater than the growth of your toenail forced the SRX to downshift two gears, as if you were flooring it on a German car with the kickdown switch. It was rather irritating and unnecessary, especially if you just wanted to casually accelerate. It gave me the sense that Cadillac wanted to keep the SRX interesting by making the transmission react in a sportier manner, but they tried a little too hard. Shifting the selector to the right engages the SRX’s standard sport program, which just holds the gears. Hit the “Eco” button and the SRX’s Hydra-Matic upshifts just slightly earlier to give the SRX a 17/24 city/highway EPA fuel rating. Either way, if you prod the throttle above 15%, down come two gears.

On paper, it seemed they went a little backwards because the new platform changed the drive wheels from rear and all-wheel to just front or all-wheel to again, set the SRX’s aim directly at the Lexus. Where as the rear-wheel drive SRX handled well enough to satisfy the enthusiastic driver, the new SRX goes for a more neutral approach.

Our tester was equipped with Cadillac’s adaptive suspension and the results were rather surprising. Body motions are well controlled with no waft. Crank the Cadillac’s three-spoke wheel and the SRX will glide from bend to bend with poised composure. But don’t think for a minute that this is a BMW X5, because it’s far from it. The brakes, although firm and responsive, were lacking in feel. The steering is also very praise worthy when compared to the Lexus. Much like a Mercedes, it is solid, accurate, well weighted, has good feedback, but also lacking in feel. In fact, the whole driving experience mimics that of a Mercedes. Push the SRX to the limits and understeer is the name of the game. But the threshold at which understeer became truly apparent was high enough to make the enthusiasts smirk and keep the average driver safe.

And despite the optional 20-inch rims, the Cadillac’s ride was absolutely superb in nearly every way and is by far the closest to anything from Germany. Smooth, serene and most of all, solid, are the best ways to describe the SRX’s ride. Nearly ever road imperfection I encountered was completely shrugged off; and keep in mind, these were on the severely battered roads of New York City and New Jersey.

Overall:

Overall, Cadillac discovered that marketing their crossover to the enthusiast wasn’t going to yield the success that they sought. And while the SRX sacrifices its edgy-performance and commendable rear-wheel drive handling for something more serene and neutral, that’s not at all by any means a bad thing.

But if I were asked, I’d gladly walk away with the SRX.

- By: Chris Chin

All Photos Copyright © Nikolina Kostrevski - egmCarTech

Do you think it’s possible to have too many options? Well, Audi clearly doesn’t. In the United States alone, the German brand offers 14 different body styles (not counting S models as a separate body style) and 21 models in its lineup. Next year, that number will continue to grow by at least another handful. However, the big news for the brand this year comes in the form of its first attempt at creating a Mercedes-Benz CLS competitor, the new 2012 Audi A7.

Now, granted that the Mercedes-Benz CLS really started the sloping roofline four-door-coupe luxury segment, others like Porsche have stepped in to grab a piece of the pie. While I’m not a big fan of the Porsche Panamera’s appearance, the Audi A7 definitely wins my approval. Before I even get into a full review of the new Audi, I’m going to go ahead and say that compared to the Benz CLS, the Audi is, without question, an overall superior machine. Why? Let’s have a look.

2012 Audi A7 Specifications:

• Style: Sedan.
• Drive Type: All-wheel-drive.
• Seating Capacity: 4.
• Base Price: $59,250.
• Price As Tested: $81,980.
• Engine: 3.0 liter TFSI Supercharged V6 – 310-hp at 5,500 rpm / 325 lb-ft of torque at 2,900 -4,500 rpm.
• Transmission: 8-speed Tiptronic.
• 0 to 60 mph: 5.4.
• Top Speed: 130 mph.
• Curb Weight: 4,210 lbs.
• Fuel-economy (city/highway/combined): 18/28/22 mpg.

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

Exterior:

The new 2012 Audi A7 fits into the brand’s lineup between the A6 and the massive A8, but is by no means a medium sized car. The new large Ingolstadt sedan is 16.31 ft long, and has a wheelbase of 9.55 ft and stands 6.27 ft wide. Nonetheless, the A7 maintains a very sporty stance and stands just 4.66 ft tall.

I have to say that after the R8, the Audi A7 is the most beautiful car in the company’s lineup that bears the four-ringed badge. From the signature, sleek-design of the LED headlamps to its sloping roofline, Audi’s exterior designers paid close attention to making the A7 a drop-dead gorgeous car.

According to Stefan Sielaff, Head of Design at Audi AG: “Audi design is the harmony of form and function. It is the perfect interaction with technology and an expression of beauty; the aesthetic staging of highly developed technology.”

Sielaff is on point with his statement as function in the A7 hasn’t been sacrificed in the interest of form.

Interior:

The Audi A7 has a practical hatchback tailgate which opens to a very generously sized boot – if you need more space, the A7′s rear seats fold flat down for extra room.

But how is comfort for the rear passengers? After all, this is a sedan we’re talking about. Hop in the back and you’ll notice that the A7 offers ample legroom for rear-seat passengers. However, as with all these four-door-coupes in the segment, accommodating for the sloping roofline takes precedence over head room. I’m 6 foot tall and I could feel by hair brushing up against the roof. Nonetheless, the rear passengers do get their own climate control system and heated leather seats to keep them comfortable.

Just to name some of the features that were available in our test-car, the fully-loaded A7 Prestige Plus came with Adaptive Cruise Control with Stop & Go, Head-up Display, Night Vision assistant (an outstanding one at that), MMI navigation plus with MMI touch, Google Earth (yes, your navigation map displays Google Earth satellite imagery), and heated and cooled front seats. As impressive as all these features sound, it is the Bang and Olufsen Advanced Sound System with 15 speakers including sub woofer, center speaker and acoustic lens emerging tweeters that always blew me away. However, what also blew me away is the $5,900 price tag of the sound system. Nonetheless, I have to say it is by far the best I’ve ever experienced in an automobile.

Compared to its competitors, Audi still builds one of the most impressive, ergonomic and quality built interiors in the luxury segment, and the A7 reaffirms that fact and takes it just a step further with touches like veneer layers of light and dark oak.

Performance:

While the wheel control arms and many other chassis components in the Audi A7 are made of aluminum – it is still a very heavy car, weighing in at an outstanding 4,210 pounds. That takes away from the A7 feeling anything like a sports car, but the combination of the engine and Audi’s 8-speed Tiptronic transmission still make it pretty engaging to drive.

I wouldn’t recommend taking sharp turns at high-speeds, but the quattro all-wheel-drive system will indeed make you feel comfortable going through long bends on the highways and country roads at speeds that can make you feel a little bit sick. Audi also offers its Driver Select program, that when set to Dynamic, actively distributes power to and between the rear wheels, as a nice complement to quattro drive. Now, don’t expect the Dynamic mode to throw you back in your seat for some aggressive performance – just expect it to make you smile… just a little.

In the United States, the 2012 Audi A7 is available with only one engine option – the 3.0 liter TFSI V6 supercharged engine. It makes 310-hp at 5,500 rpm with a maximum torque of 325 lb-ft  between 2,900 and 4,500 rpm. Mated to an 8-speed Tipronic transmission, 0 to 60 mph comes in a zippy 5.4 seconds with a top speed of 130 mph.

Just keep in mind, at the end of the day, the A7 is not a sports car and I really don’t think it’s trying to be one. Spending a week with the 2012 Audi A7, I realized that Audi is offering a comfortable, relaxing and quiet ride for those willing to depart with a lot of hard earned cash.

But what about the enthusiasts that still feel a bit unsatisfied? Next year, Audi will answer your call with the new 420-hp twin-turbo V8 S7.

Overall:

On the topic of hard earned cash, I have only one major warning to give anyone that is considering buying the new 2012 Audi A7. It is easy to look at the base price and get carried away when it comes to adding options when buying this car.

While the price of the A7 starts at a fairly modest $59,250, Audi offers over $20,000 in options, so you could be walking out of the dealership with $83,180 less than you had in your bank account. I do recommend that if you select any options, the $5,900 Bang and Olufsen Sound System is worth every penny… jus like the car.

For those of you that still feel Stuttgart’s CLS is a better car, there are only two trim levels in the United States at the moment – the $71,300 CLS550 and the $94,900 CLS63 AMG – both of which look very awkward from the back.

- By: Omar Rana

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

Growing up along with Lexus and being an enthusiast, my perception of the brand is that they make cars that are as smooth and luxurious to drive as they are boring. And with Lexus’s parental giant, Toyota, being the forefront of efficiency and hybrid powertrains, both Toyota and Lexus are looked down upon by the enthusiast as being the antithesis of all things petrolhead. That’s not to say that they make terrible cars, but ones that speak way too much to the average consumer rather than the enthusiast.

Lexus currently has five hybrids in its lineup with the CT 200h being the fifth. And altogether, Toyota in general has sold more than 500,000 hybrids last year. So ToMoCo, and specifically, Lexus is no stranger to the hybrid world. I mean, they started the industry for Pete’s sake. But how many of those buyers do you think were enthusiasts? Usually when you equate hybrids to their demographics, you think plain Jane, average Joe and of course, tree huggers.

All sorts of people who would seemingly opt for the basic ham and cheese on Wonder bread rather than the more exquisite slow baked, hand-carved open face leg of glazed ham panini with a honey-Dijon reduction aioli. And if anything, the only Lexus that currently has a sporty reputation is the IS and LFA. So when I was told that we were going to be behind the wheel of the cheapest Lexus of them all, I was expecting to be driving a gussied up Toyota Prius despite Lexus’s words that the CT200h offers exceptional fuel economy and a dynamic driving experience. However, Honda has showed the world that hybrids need not be boring with the CR-Z. Can it be the same case for the Lexus CT200h, which happens to currently be the only car of its kind? Well, let’s find out.

2012 Lexus CT 200h Specifications:

• Style: 4-Door Hatchback.
• Drive Type: Front-wheel-drive.
• Seating Capacity: 5.
• Base Price: $29,120.
• Price As Tested: $37,370.
• Engine: 1.8 liter inline 4 – 98-hp / 105 lb-ft of torque; 80-hp electric motor; combined output of 134-hp and 153 lb-ft of torque.
• Transmission: CVT.
• 0 to 60 mph: 9.8 seconds.
• Top Speed: 113 mph.
• Curb Weight: 3,146 lbs.
• Fuel-economy (city/highway): 43/40 mpg – 42 combined.

All Photos Copyright © Omar Rana - egmCarTech.

Exterior:

Either way, with those hints from Scion, the CT 200h looks far more aggressive than Lexus’s of the past and even the current. It’s proportions are similar to that of the Mazda3 hatchback, which already has a pretty sporty appearance. But the CT 200h is a much cleaner design and that gives the CT 200h the title as being the most youthful looking car to ever come from the brand.

Interior:

While Lexus did a more than adequate job at separating the CT 200h’s interior from its lesser Prius cousin, it was still obvious though that the CT 200h was the cheapest Lexus in the lineup. And that’s a given. In terms of design, quality of materials and build quality, the CT 200h is definitely much more upscale than the Prius that inspired it. However, it was a bit of a surprise to find such low rent plastics when compared to Lexus’ reputation of offering the complete opposite.

As usual, ergonomics and equipment are top tier, something that Lexus has been known for. Our CT 200h came equipped with Lexus’s navigation system that features their new mouse-like controller pad on the center console. And with the CT 200h being my first encounter with the controller, it is by far the easiest to operate out any other offering from any competitor. But the biggest highlight was the driving position, which mimics that of a low-slung sports-coupe giving the CT 200h a sense that it is Japan’s version of the GTI.

Performance:

But a Japanese Volkswagen GTI is something that the CT 200h is not when it comes to driving. Because the CT 200h’s hybrid powertrain is basically a carry-over item from the Toyota Prius, that means the CT 200h is powered by Toyota’s internally dubbed 2ZR-FXE 1.8L VVTi four-banger that’s good for 98-hp and 105 lb-ft of torque. Assisting the power delivery is a 1.3 kWh nickel-metal hydride battery that powers an alternating current permanent magnet synchronous electric motor—whatever any of that means. The result from the electric motor is a maximum output of 80-hp. Altogether, the combined power rating is 134-hp and 153 lb-ft of torque, which is all channeled through a boring-riffic CVT transmission. Not exactly the choice when Lexus clearly claims in their press release that the CT 200h offers a dynamic driving experience. And with the Lexus weighing in at just 3,146, it’s not exactly fast as 0 to 60 mph comes in at just 9.8 seconds. But then again, the Lexus CT 200h isn’t all about power.

Sitting smack in the middle of the center console where the gear shifter would be on a normal car sits a center dial, which offers three driving modes—Eco, Normal, and Sport. The driver can select each of these modes to cater to certain situations. In my observation, there was very little difference between Eco and Normal modes. Interestingly enough, the CT 200h also offers an EV mode, which can be selected via a button that sits just to the left of the mode selection. And to me, it was a bit useless because the CT 200h only offers EV mode up to a mile’s distance and a top speed of 26 mph. Not to mention, any growth from your toenails would trigger the engine to boot right up again. The most decipherable difference in driving modes came with Sport. Turn the dial all the way to the right for the latter and the gauge cluster changes color from its normal blue-lit background to red while the dancing “Eco meter” changes into an all out tachometer. Sweet! Not much else happens though. The electrically assisted power steering becomes heavier and the throttle response increases, but only slightly. Either way, nothing can hide the 9.8 second 0-60 time.

The upside to all of this performance numbing, fuel-sipping technology: according to the on-board trip computer, I was able to clock in at about 35.6 mpg after a variety of driving and a round trip to New York City. Not quite the combined 42 mpg figure given by the EPA, but not terrible. Then again, because the CT 200h was down on power, I did find myself doing quite a bit of wide-open throttle. Keep in mind, I’m coming from daily driving a 2011 Honda Accord V6 that’s nearly twice as powerful.

The steering is quick and well weighted but offers nothing in terms of feedback. Quicken the pace on your favorite backroads and any thoughts that you might no longer be in an old Lexus completely reverts back. The the CT 200h feels to be too flat in the corners. You might be thinking: is that even possible? Yes. In fact, the CT 200h is so flat that it isolates the driver from what’s actually happening at the wheels and through the chassis when pushed to the limit. Additionally, the CT 200h responds as if its suspension tuning is completely overwhelmed by the increase in speed. The slow 0-60 time tells you that the Lexus CT 200h is more about handling and economy, which still, in the same sentence is like trying to mix water with oil. The decrease in handling prowess as the speed builds up also says that Lexus didn’t fully take advantage of the stiff chassis that the CT 200h was given.

It’s rather unfortunate because when you do push the CT 200h, the results are very surprising as to what the CT 200h can do. Although, because of the isolation and lack of feedback, you wouldn’t want to push the CT 200h to its limits.

Overall:

Altogether, these downsides aren’t of much surprise as we know, Lexus and Toyota are just beginning to reinvigorate their automobiles with a little more precision in performance to match the best efforts from Europe. And to add, the Lexus CT 200h is a very unique car with very little in terms of competition. The closest automobile we’d choose here to compare is the Audi A3 TDI diesel. And because the Lexus CT 200h can currently be considered a niche automobile, we’re not sure if it would be our top choice for a fuel efficient luxury sport hatchback. To say the least, the new Volkswagen Golf TDI with a six-speed manual proved to be far more engaging and entertaining and much better built than the Lexus CT 200h, which starts at nearly $6,000 less than the CT 200h’s base price. And you could use that $6,000 for a lovely family vacation or getaway with the wife.

That said, because the Lexus CT 200h is the first of its kind, we’re not sure if it’s going to be a top seller, especially since Lexus’s parent Toyota offers hybrids for a much lesser price and those looking to save money usually don’t opt for luxury cars period. Lexus recognizes this themselves as they are predicting to move a humble 12,000 units a year. And because the CT 200h is the first of its kind, introducing a new specific niche market demands a car that will be good at all aspects. That’s not to say that the Lexus CT 200h is a bad car. But it doesn’t exactly appeal entirely to either of the groups that it was otherwise intended to cater to: gas-sipping frugal money savers, dynamic driving enthusiasts or both. But if you’re a fuel miser that favors the impeccable reliability and refinement of the top-tier Japanese brand and want a little excitement in the mix, then look no further than the Lexus CT 200h.

- By: Chris Chin

All Photos Copyright © Omar Rana - egmCarTech.

Let’s say you’re a young middle-aged man who’s moving up in the world. You’re ready to graduate from the jalopy that got you through college and the first couple years of your career. You have a need for extra room to occasionally shuttle colleagues back and forth from business lunches to conference meetings, but you don’t want to succumb to the wallpaper paste of mainstream Japanese sedans. Yet, you also yearn for driving pleasure and luxury for those longer trips. Ideally, you’d beeline it straight to the BMW 5-Series and rightfully so because of its legendary compromise of practicality, luxury and driving performance.

But almost 40 years have elapsed from when the first BMW 5-Series was released and since then, has gained more size and weight than a woman going through pregnancy. And what we have in front of us is the latest iteration of one of the best mid-sized luxury sports sedans money can buy. Does it have what it takes to live up to the legacy and remain the standard? Let’s find out.

2011 BMW 550i xDrive:

• Style: Sedan.
• Drive Type: All-wheel-drive (available in rear-wheel-drive as standard).
• Seating Capacity: 5.
• Base Price: $46,700 (Base BMW 528i).
• Price As Tested: $78,925 (BMW 550i xDrive with options).
• Engine: 4.4 liter TwinPower turbo V8 – 400-hp at 5,500-6,400 rpm / 450 lb-ft of torque at 1,750-4,500 rpm.
• Transmission: 8-Speed Automatic.
• 0 to 60 mph: 4.7 seconds.
• Top Speed: 155 mph.
• Curb Weight: 4,519 lbs.
• Fuel-economy (city/highway): 16/24 mpg.

All Photos Copyright © Nikolina Kostrevski – egmCarTech.

Exterior:

The last 5-Series, dubbed the E60, was a controversial one because of the back-then relatively new iDrive system and its looks. With a face that looked like Edna Everage’s eye wear and enough junk in the trunk that has earned its name in history as the “Bangle-butt,” the E60 definitely had presence. Though, that’s not necessarily a good thing…ask anyone who has gold teeth.

The hood is festooned with protruding creases, giving the 2011 BMW 5-Series an aggressive look. The rising shoulder line and creased doors mimics that of the current 3-Series – in fact as a package, the new 5-Series looks like an elongated E90 3-Series. Although the 3-Series looks a bit pudgy at certain angles, the larger proportions of the 2011 5-Series make far better use of the design cues. It gives of a sense of elegance and just enough muscle that’s by far more sophisticated than the outgoing model. And don’t be mistaken, this is a big car.

Interior:

Inside, you’re greeted with leather galore with hints of real aluminum and piano gloss finished wood. Gone is the bulbously curved dash, which in return goes back to a driver-oriented center console inspired by BMWs of the past. It is mounted further away from the front occupants making the 5-Series feel just as big as the exterior suggests. You feel less like you’re cocooned in the cockpit of a rocket ship like in the old E60.

The 18-way sport seats are comfy but aren’t as supportive as Bimmer La-Z-Boys of the past. Buttonage is well-organized and kept to a minimum with the most important functions such as radio volume and basic HVAC controls being the most prominent. The ergonomics are well thought out for a clean look and ease of use. The iDrive screen is much larger at 10.2 inches and receives a high-definition screen but is still a bit challenging to learn right off the bat, even if you are used to BMW’s infotainment system.

Performance:

Now for some fun stuff. Our 2011 BMW 550i xDrive tester was equipped with BMW’s new 4.4L twin-turbo V8, coded the N63. Being German and a BMW, the new V8 features the latest technology such as direct-injection and air-to-water intercoolers, which increase efficiency. The turbines are mounted in the valley of the engine to make it more compact. BMW’s second generation of variable valve timing, Valvetronic, is also still in the mix. The result is a seamless 400-hp with a maximum torque of 450 throughout the rev band with no observable turbo lag.

Channeled through ZF’s new 8-speed automatic with BMW’s xDrive all-wheel system, the 2011 BMW 550i xDrive can jet from a standstill to 60 in 4.9 seconds and onto a limited top speed of 155 mph. The rate at which the speed climbs is astonishing – but it doesn’t really feel that quick on the inside since BMW focused on making the 2011 5-Series more refined than previous generations of the model. The engine is barely audible by BMW standards and you don’t get that sensation of getting sucked into your seat like the old 550i. Here’s another kicker: despite being equipped with the non-M Sport Package, our tester wasn’t equipped with paddle shifters, so the only way to choose your cog was via the transmission stalk. Odd.

Measuring at 193.1 inches long and 73.2 inches wide, the 2011 BMW 5-Series gains two inches in length and a half-inch in width over the old 5er. Oh yea, I forgot add, a quarter of a ton to its curb weight. Yes, the new 2011 BMW 550i xDrive is a whole 551 pounds heavier than the outgoing 550i. Of course, the AWD doesn’t help, but still.

As cars grew more cumbersome, the boffins at BMW did a fantastic job keeping their cars nimble enough to handle like something a fraction of the size. However, this time around, its seems like they turned their focus more towards luxury than sport to a point where…dare I say, the BMW 550xi has lost some of its hard edge. But that’s not at all to say the 550xi is a wooly handler like something from Lexus. The feeling is similar to your misses gaining a couple pounds from the stresses of life and age. She may have lost the craziness that attracted you to her in the first place, but you still love her to death. Our tester was equipped with the $2,700 Dyanmic Handling Package, allowing for a more diversified driving experience. Cycling through the three modes of Normal, Sport and Sport+ however yielded very little in discernible difference. That said, I just kept the setting in Sport+ throughout most of our test. Compared to the previous 5-Series, the ride was wonderfully smooth and not nearly as harsh as the 550i of the past was. The 2011 BMW 5-Series maintains its legendary stiff-chassis German composure in the corners and at speed. But despite the handling package and BMW’s reputation, plain old physics take their toll from the added weight and size. Body lean was a bit excessive for something from the Roundel. And to perplex us even more, there was quite a bit of oscillation in the shock absorbers even in the Sport+ setting. So much in fact that it almost made us think our 550i xDrive was wafting a bit. Sure, the BMW maintains its position as being one of the best drivers in its segment. However, the 550 xDrive just never met my expectations like old BMWs have.

Overall:

Now, BMW said that their new goal was to make their cars cater more to the American market in order to boost sales. That can be very well noticed when driving the new 2011 BMW 5-Series. With that in mind, the new 5-Series moves closer to being more of a 7-Series rather than a 3-Series. As history tells us, the 5-Series was always more like a 3-Series but bigger. So because it has made its way to be more 7-Series than 3-Series, it doesn’t exactly tingle my insides.

No, the new 5-Series isn’t terrible. In fact, it’s far from it. The 550 xDrive is pretty well-built and drives great and because it dons the badge of Bavaria’s Motor Works, it will sell by the millions. But as a BMW enthusiast myself, it just didn’t excite me like the E60. Sure, the old one made your brain fart whenever you saw one, but when equipped with the proper wheels and bodywork, the E60 ended up being an attractive car fully representative of the badassery that the boffins at the Roundel are capable of. And it also offered a unique driving experience: it was a serious and comfortable executive luxury sedan and if you and your colleagues fancied some tire shredding hoonery, the E60 would reward with enough responsive handling to make Porsches piss their pants.

But the lacking isn’t in the numbers as the 550 xDrive will still make Porsches piss their pants…just not as much. And of course, BMW will still continue to be a buy word for performance in the luxury segment. But because Audi have accomplished a seriously balanced and confident ride with the aging A6 that had the new F10 5-Series in last place in several comparisons (despite the Audi’s age), I will have to say that those looking for a performance luxury mid-sizer shouldn’t limit their options to the 5-Series as the Audi A6 and Infiniti M are equally, if not slightly more exciting to drive. Those looking for more luxury can opt for the Mercedes-Benz E-Class. And let’s not forget, we also have the gorgeous Jaguar XF.

All Photos Copyright © Nikolina Kostrevski - egmCarTech.

- By: Chris Chin

Audi has always been the underdog when it came to comparing their models to standard setters made by BMW and Mercedes-Benz. But over the last decade or so, the Ingolstadt brand has been making a huge statement for themselves. It’s one that tells the world that they’re not to be taken lightly and that other automakers should beware, Audi is here to play the game.

Initially, not all of Audi’s entrances to the luxury segment have been hits and the Audi Q7 full-size crossover SUV is one of them. This is mainly due to the Q7s limited utility ability from its streamlined shape, despite being a sports utility vehicle. Additionally, some call the Audi’s aesthetics controversial, which is something I beg to differ. Either way, to show that Audi is keeping up with the times of weary fuel economy figures, they introduced a new diesel V6 for the US-spec Q7 and they gave us one to see what we think.

2012 Audi Q7 TDI Specifications:

• Style: Crossover / SUV.
• Drive Type: All-wheel-drive.
• Seating Capacity: 7.
• Base Price: $51,450 (Base model).
• Price As Tested: $73,725 (Audi Q7 3.0 TDI Prestige).
• Engine: 3.0 liter turbocharged DOHC V6 clean diesel – 225-hp at 3,750 rpm / 406 lb-ft of torque at 1,750 rpm.
• Transmission: 8-Speed Automatic.
• 0 to 60 mph: 8.5 seconds.
• Top Speed: 130 mph.
• Curb Weight: 5,192 lbs.
• Maximum Towing Capacity: 6,600 lbs.
• Fuel-economy (city/highway/combined): 17/25/20 mpg.

All Photos Copyright © Omar Rana – egmCarTech.

Exterior:

Beginning with these so-called controversial looks, at first glance the Q7 does come off a bit troll-like. But I think it’s rather attractive with its aggressive schnoz and streamlined body. Admittedly, the design takes some getting used to. And if anything, look at it this way: the Q7 does lay to rest any assumptions that SUVs should be a giant big block on wheels.

The Q7 definitely has presence and one that speaks with masculinity and deftness. It gives off a sense of solidity and robustness, something everyone has come to expect from the engineering and design from Germany. It’s clean cut unlike the crease-heavy BMW X5 and the Mercedes ML/GL. And for that, I can appreciate it for the way the Q7 strikes me.

Interior:

The inside is equally as stoic and Teutonic as expected. Audi’s reputation for stellar build quality and interior design transcends well into the insides of the Q7. Close the door to any of the openings for the Q7 and it responds with the solidity of the brick house-like impression. Sitting in the driver seat is especially rewarding with the driver oriented dash design.

Buttonage is kept to a minimum since majority of the settings are hidden away in a series of submenus on Audi’s MultiMedia Interface infotainment system, which does require some fiddle time.

The Achilles Heel to the Q7’s interior is its limited interior space, which also makes the Q7 lack a bit behind some of the competition. Because of its streamlined design and low-slung and sloping roofline, interior space is a bit compromised, especially for the third-row where it appeared only pre-teens could sit comfortably. Folding the seats yields more cargo room but much like the Infiniti FX, the roofline still inhibits trunk-hauling capabilities a bit. If interior space is a concern, the Mercedes-Benz GL might be worth the upgrade.

Performance:

Audi has been one of the forerunners for offering diesel-powered models and this Q7 V6 TDI is no different. As companies slowly market their oil-burners, Audi continues to fare well against the competition.

So it definitely isn’t as quick as the BMW X5 xDrive35d, which boasts 265-hp and 425 lb-ft. And it’s at least more powerful than the Mercedes-Benz ML/GL350 CDI, which is rated at 210-hp and 400 lb-ft of torque. Arguing numbers aside, nothing can overshadow the fact that this diesel puppy rides on a wave of seamless torque. The engine never feels strained. And in any case, the Audi Q7 V6 TDI hauls ass on the straights. It might not be eclectic like a money-roasting 4.2L V8 previously available on the Q7, but watching the speedo consistently climb has its own merit.

With Audi entirely phasing out the nose-heavy characteristics that defined the brand’s handling characteristics for years, the boffins at Ingolstadt have figured out ways to make their cars handle with balance and unfathomable amounts of grip. Some of these latest examples can inspire more confidence than any other drivetrain layout, making BMW tremble in their shoes. The Audi Q7 is no different. Despite the iron oil-burning six-cylinder lump at front, the Q7 rewards with a very spirited and composed drive. The credit also goes to the Audi’s adaptive air suspension–an option on our top-of-the-line V6 TDI “Prestige.” With six settings of “Lift, Offroad, Comfort, Auto, Dynamic and Cargo,” the suspension gives the Q7 a more versatile feel. Dial into Dynamic mode and the suspension lowers the ride height, firms up the dampers, tightens and weighs up the steering and increases throttle and brake response. The differences between the various modes are noticeable. In general, the steering is light on feel due to its AWDness, but what other competitor in this segment really isn’t? If anything, the BMW has the upper hand on steering feel. Accuracy and weighting is up with the best in this segment in any mode.

Ride quality is also something that lives up to the premium German expectations. It is firm and can tend to “crash” a bit on the bigger imperfections. But this can be partially explained by our tester coming equipped with 20-inch alloys. Like the other competitors in this segment, highway cruising is nothing but a breeze, thanks to the standards of the Autobahn. But if I were to point out discernable differences between the competitors, the crisp responses of the chassis, suspension and the well-damped road noises make the Audi Q7 in a class between the Mercedes-Benz GL/ML and the BMW X5.

Overall:

Price as tested for our Audi Q7 was around $73,000. This can be explained by the optional and unreal $6,000-ish Bang & Olufsen 14-speaker 1,000-watt sound system, which is enough to put the Q7 in a class of its own. But because the Audi Q7 V6 TDI bases at $51,450, it can be pinned against a range of luxury mid- and full-sized SUVs.

And to be honest, nearly all of the options in this segment are special in their own way. What matters is that they all master the basic recipe for a luxury full-sizer and each and every option caters to a particular taste. Much like some of egmCarTech’s staff, majority of the buyers in this segment would have the BMW X5 for its bias towards performance. Those looking for a more luxurious experience, like myself, would go for the Mercedes-Benz GL350, which has the best ride out of any of its competitors. As for the Range Rover Sport, it should be noted for not offering a diesel option in this country so in a comparison of diesels, it would be ruled out. None of the American or Japanese alternatives offer diesels either, so we’re left with the Germans battling against each other. And no matter which way you go in this particular segment, the Audi Q7 should at least be on your list for consideration.

- By: Chris Chin

Never have I ever said anything spectacular about a Chevrolet product during my time on Earth thus far, halo cars Camaro and Corvette aside. And I thought this while playing the juvenile game with a couple of friends and trying to mack it with the girl sitting next to me – I guess this reassures that my auto enthusiasm is still very much healthy. Anyway, trying to figure out what to say about the new German/Korean/American collaboration called the 2011 Chevrolet Cruze top-spec’d to LTZ trim, I thought long and hard about the opening statement I made.

And it’s true. I grew up when Chevrolet offered the Cavalier and the Cobalt, both of which were so absolutely terrible that I dreaded even getting one as a rental when traveling abroad. Not to mention, the woefulness extended further than Chevy’s entry-level lineup. I’ll bet many others my age and even a little older have a general distaste for the nameplate because of the cars we remembered the brand for making. But truth be told, Chevrolet – or GM in general in fact – has made a huge improvement after filing for Chapter 11 back in 2009.

GM swears that their first effort post-restructuring is a world-class leader in its segment. That first effort is the Chevrolet Cruze. GM’s at-the-time president of North American operations said about the Cruze during its press release: “people will buy it not because it’s cheap, but because they like it.” So can the new 2011 Chevrolet Cruze own up to all of the hype that it has generated? I don’t know about you, but I would like to know.

2011 Chevrolet Cruze Specifications:

• Style: Compact Sedan.
• Drive Type: Front-wheel-drive.
• Seating Capacity: 5.
• Base Price: $16,525 (Base model).
• Price As Tested: $23,995 (Chevrolet Cruze LTZ).
• Engine: 1.4L turbo DOHC inline 4-cylinder – 138-hp at 4,900 rpm / 148 lb-ft of torque at 3,800 rpm.
• Transmission: 6-Speed Automatic.
• 0 to 60 mph: 8.9 seconds.
• Curb Weight: 3,102 lbs.
• Fuel-economy (city/highway): 24/36 mpg.

All Photos Copyright © Omar Rana and Nikolina Kostrevski - egmCarTech.

Exterior:

So let’s start off with the looks. I will have to say that in this segment, the aesthetics trophy will have to be tied between either the Ford Focus or the Hyundai Elantra. Now I’m not saying that the Chevrolet Cruze is so butt-ugly that I’d rather stare at the lovely cheeks of a baboon. But the Chevrolet Cruze isn’t particularly striking like the other two are. I do have to admit though that the top-spec LTZ model is subtly handsome in a more sophisticated, yet conservative way thanks to its larger 18-inch wheels and subtly more aggressive bodywork. But it can’t match the modernity of the Ford Focus or the swoopy and seductive lines of the Elantra. If anything, the Chevrolet Cruze elicits responses such as “not bad” or “pretty good,” but not quite “OMG IT’S AMAZING!”

Interior:

I would have to say that the interior of the Cruze is by far the best of the bunch, overshadowing even the previous leader in initial interior build quality, the Volkswagen Jetta. All of the materials and surfaces made you think that you were in a car that cost at least a good $10,000 more than the Cruze’s sub-$20,000 price.

Performance:

So things are starting to shape up pretty good for the new 2012 Chevrolet Cruze LTZ. But driving is where things begin to get a bit choppy. Power is supplied by GM’s new global four-cylinder that was co-developed with GM of Europe’s Opel brand. It’s a turbocharged 1.4L EcoTec four-banger that produces about 138-hp and 148 lb-ft of torque. Sounds ok, but then you ponder whether you can get a faster, more powerful engine. Therein lies problem number one—the 1.4L engine is the only engine offered other than the 1.8L naturally-aspirated engine in the base model. It’s obvious through Chevrolet’s marketing and advertising that fuel economy is a primary concern and it’s very apparent with the new Cruze. Zero to sixty comes up in a not-so-class leading 8.9 seconds and to make things worse, only a six-speed automatic is offered.

On the complete upside, handling and ride quality, much like the interior, seem to be strong suits. Although it is far from the connected and enthralling liveliness of the Mazda3, the Cruze still makes a statement for itself for a decent blend between the two. Approach a corner and body motions are very well controlled with little to no waft. Factor in some scenarios with different road surfaces and varying bank angles, the Cruze manages to handle like a champ evoking more confidence than you’d expect with equally the amount of composure. It was very much a surprise most notably considering GM’s choice to use a cost-cutting torsion-beam rear axle with a Watt’s Z-Link from the Opel Astra. The electronically-powered steering is sufficient for the moderate cornering but is way too fast and eager for spot-on accuracy with turn-ins. The quick ratio allows for ease of use at low speeds for instances like maneuvering around parking spots. But 90% of the time, you’ll find yourself turning-in way too quickly when the pace quickens up on the corners. Even in day-to-day driving, the quick steering still required some getting used to. Make your way to the highway however, the Cruze manages to pull off the title as being the best long-distance cruiser of any car in its segment. The ride quality and body control are truly class-leading for their abilities to give the Cruze the feeling of a much more upscale automobile.

Overall:

When compared to the competition, the Chevrolet Cruze is undoubtedly a serious player in the segment of econo-sedans and this is quite a statement. After conducting some research of Chevy’s past attempts at econo-sedans, it seems that success in the segment never really went well for Chevrolet’s attempts. And this dates back to the days of the loathed Chevette and Cavalier. As history tells us, the Japanese invented and set the standard for the economy sedan by establishing the basic formula of what should define an economy sedan. Over time, many companies have taken that formula and attempted to create their own versions. For instance, the Mazda took the econo-sedan to a new level by showing the world: economy sedans don’t have to be boring to drive. That said, the Cruze takes the basic formula, adds class-leading interior and ride quality and not-so-terrible handling characteristics, thus making it a competent competitor.

But because it speaks more to the average consumer than the enthusiasts and I for one being a diehard enthusiast—the Cruze rates above average in my book. As part of my recommendation and the purpose of this review, I would say those seeking a more engaging driving experience should go for the Mazda3. Those who want an option for a diesel and near-German build quality can opt for the Volkswagen Jetta. Buyers who seek more of a fashion statement can opt for the Hyundai Elantra. And if you just flat out don’t care, you should look into the given Toyota Corolla or Honda Civic.

And of course, let’s not forget about the new Ford Focus, which is the current segment standard. Either way, the Cruze poses as a good default model for the segment. In the bigger scheme of things, the Cruze represents that Chevrolet has at least mastered the basic formula of a quality economy sedan for the first time in its history. Hopefully for the next Cruze, the brand would be more interested in considering a more enthusiastic approach. Combine that with the qualities of the existing Cruze and Chevrolet could easily top the segment in my opinion. It’s a start.

All Photos Copyright © Omar Rana and Nikolina Kostrevski - egmCarTech.

- By: Chris Chin

Having expectations for a Toyota Camry is like expecting a bowl of pudding to rock your world…it just really doesn’t happen. That’s because when car enthusiasts think of the Toyota Camry, they immediately default to “appliance, white good,” but most of all: boring. However, Toyota Camrys of the past have charmed in their own individual ways despite their humdrum driving characteristics. In other words, they were likened to the household appliances that rarely ever saw use; but, whenever you used them, you were glad you spent the money. The unfortunate bit was that if you were to talk about such an experience amongst your friends, you’d most likely see them struggling to avoid yawning at you.

Getting back on topic, for instance, the Toyota Camrys of the 1990s were well known for being outstandingly well-built and good value for the money—despite their numb driving experiences.

But as time progressed, their build quality cheapened in bids to become the world’s most prominent automobile manufacturer. And they accomplished it for some time, but at the expense of the quality of their products. The last generation Camry was heavily criticized for its cheaply built interior. Yet, the Camry still provided a refined and relatively comfortable driving experience. Optioned out with the SE “sport” variant and the 3.5L V6 and the Camry subtly rewarded with a silky V6 and a firm and compliant suspension setup that came damn near close to the European standard. It was like finding out that the geeky schoolgirl in your chemistry class was actually a supermodel. Hence the reason why the first variant I sprung to test drive at the East Coast US world-debut of the 2012 Camry in New York was the all-new Camry SE V6. So, can the new 2012 Toyota Camry charm in its own way while addressing the concerns of the previous model? Well, let’s find out.

Armed and ready to go with a stomach stuffed with cheddar sliders that Toyota was so kind enough to offer for lunch that day, I set off to conduct my short review of the 2012 Toyota Camry SE V6.

Beginning with the visuals, I stood waiting for my food to digest, trying to figure out things to say about the all-new design. However, I struggled because, well, there wasn’t really much I could say. It’s as anonymous and inoffensive as Toyotas were of yesteryear. Despite this, I would still have to say that the new design is better looking than the previous generation, if that’s saying anything. But it’s “who me?” looks still can’t hide the hints of quirkiness in the design. For instance, the very high and squared off shoulder line and trunk mimics that of the lesser Toyota Corolla, which is a pretty stodgy looking car already. The SE “sport” variant differs itself from its siblings by more aggressive bodywork, a rear deck spoiler and sporty five-spoke wheels. And even though it helps the new Camry look a little better over its other siblings, I still prefer the controversial looks of the previous generation in equal guise.

The inside equally maintains the similar but inoffensive looks. Last year’s interior was criticized for being heavy on the cheap plastic. However, Toyota has appeared to have made some considerable changes. The first thing that stuck out most was the rather “upscale” feel that the new design was exuding. Just from looking at the dashboard, I almost felt like I was in an entry level Lexus. The top of the dash was covered in what felt like leather and its black color was contrasted nicely with soft white stitching. Not a bad touch. However, as soon as the fingers hit some of the surfaces, those impressions immediately changed. Hanging out of the glove compartment was a little tag that insisted the 2012 Camrys were only preproduction models and that some of the materials weren’t production spec. But boy, was it obvious. It was unnervingly easy to decipher where Toyota spent the extra dough to dolly up the insides and where they kept the cheap materials. For instance, after reaching for the dash, I felt around the lower panels and the ones where skin-to-surface contact was less frequented. The difference in the quality of the materials was substantial. I hope Toyota remedies that contrast before launch.

As usual for Toyota, ergonomics and control layouts were easy, legible and a breeze to operate. Debuting for the first time in any Toyota was their new Entune system, which can be compared to examples such as Ford’s Microsoft Sync infotainment system and Chevrolet’s MyLink. After playing with Ford’s in their new Edge, Chevrolet’s in the new Volt and Toyota’s new Entune, Toyota and Chevrolet have to score equally for ease of use in my book. But the quicker loading speeds and smoother operations in Chevy’s MyLink still put it at the top for the systems of its kind thus far.

Because it was a warm and muggy 85 degrees out, I hit the starter button and the car didn’t shake one bit to bring the smooth, silky 3.5L 2GR-FE V6 to life to put the HVAC on full blast. I put the shift-gate into D and set off. The 3.5L V6 is a carry over item from the last generation Camry. Featuring the usual jargon such as Toyota’s Dual VVT-i variable valve timing, the 268hp and 248 lb-ft of torque made merging on to the aggressive traffic of the Grand Central Parkway a breeze. The six-speed automatic provided smooth shifts and was designed to always be in touch with the power band. The result is seamless power delivery and a rather enticing engine note. Now, I am one to give credit where it is due and I respect Toyota for maintaining the V6, while its other counterparts have shifted to all four-cylinder models such as the Buick Regal and the Hyundai Sonata. And of course, because of the extra two cylinders, the V6’s 21/30 city/highway fuel economy falls slightly short of the competing four-bangers.

As I traveled down the horribly worn surfaces of the Grand Central, the Camry’s usual expectation of comfort over anything was obviously apparent despite the SE’s firmed up suspension. However, there were quite a bit of differences between the new 2012 Camry SE’s setup and the previous generation’s setup. For one, thanks to new suspension geometry and tuning, the new Camry feels more precise and controllable than the previous version. However, because the ride is not as stiff and the car does indeed feel more solid, the new V6 Camry seems to have lost some of the edge that made the previous generation so shockingly interesting. Unfortunately though, the steering, while heavy, still remains to be as dead as a rock with an awfully unnatural feel in terms of progression. I would go as far as saying that the previous generation’s tiller offered a tad bit more feeling than the new one.

Altogether, the new 2012 Toyota Camry V6 isn’t ground breaking, nor was it as shocking as the earthquake that occurred on the East Coast US on the day of the world debut of the Camry—oh the irony. But because Toyota heavily advertises their products—like the Camry—as being reliable, dependable and safe appliances, they will still sell by the millions. However, what could be said about the new 2012 Camry SE V6 is nothing really to write home about. Back in the glory days of the 1990s, the Toyota Camry was a trendsetter for being outstandingly well-built, dependable, cheap and reliable to own. But it seems like the tides have turned and Toyota is making the Camry to run with the current standards made by the competitors—rather than setting the standards for the ones that chased after the Camry in the first place.

And to be brutally honest, as refined and surprising as the new 2012 Camry V6 SE is, there are much better choices suited for more specific needs. For example, those seeking a far more sporty and attractive drive can opt for the Honda Accord, the Ford Fusion, the Mazda6 or the Nissan Altima. For drivers looking for a more luxurious drive can look at the Volkswagen Passat. And for those looking for a better all-around package, there’s the Hyundai Sonata. Not to mention, the Chevrolet Malibu has yet to come out, which promises to set a new standard for refinement and quality for the segmeng. But until then, for everything else, there’s the 2012 Toyota Camry.

All Photos Copyright © Chris Chin – egmCarTech.

- By: Chris Chin

I absolutely love to drive. In fact, I love driving so much that whenever I do things with my friends, I’m always the first to volunteer. But the part of driving that makes my insides twist the most is long road trips. It’s rather similar to the feeling you get when you revisit that greasy burger joint down the street for the first time in months because the lady doesn’t appreciate your love handles. With me being in college with high school friends being scattered all over the east coast, many a long road trips happened. And they wouldn’t have occurred without my first car.

Now, for just about every petrol head, or perhaps even everyone, one of the biggest and most memorable moments in one’s life is their first car. That is, unless you care so little about cars that you’ve managed some way to avoid suicide from being verbally and physically harassed by fellow classmates for riding your childhood bicycle with tassels for all your entirety.

Either way, the car that took up the challenge to being my first major key to freedom was a clean, well-maintained 1994 Mercedes-Benz W124 E320 Coupe with a low 76,469 miles on it. As far back as I remember, the first car I ever fell in love with was the black 1980s Mercedes-Benz W126 420SEL driven by the Triads in Lethal Weapon 4. Let’s not forget folks, I was seven years old when I saw that movie. Since then through the ownership of my E320 Coupe, my love for the Stuttgart brand grew to an obsession. And I’ll explain why.

The longest road trip I have ever driven on my own was a lofty nine-hour road trip from Rutgers University in New Brunswick, NJ to Virginia Tech in Blacksburg, Virginia to visit one of my best friends from high school—roughly 470 miles by direct route. And I was not worried one bit as I was in my third year of owning my Mercedes. By then, I new my car inside and out—I knew of its place and importance in automotive history as well as its particular highlights. So while I was practically already married to my first car, getting inside of it to carry out the longest road trip ever yet for me was no different than driving to Starbucks for a cup of Joe.

I woke up bright and early on a Wednesday during the spring of 2010 to make sure I was ready, packed and set for the long journey to Virginia. Clothes? Check. Munchies? Check. One-dollar tallboy Arizona teas? Radar detector? Can’t leave with out it.

Inserting the skeleton-like laser-cut key into the tumbler, firing up the 3.2-Liter M104 straight-six only brought a slight shutter to the car as the engine’s presence disappeared at a high idle just above 1k RPM for a cold start. Even with the at the time mileage accumulation of roughly 140,000 miles, the car was still as refined as its Germanic build quality proudly boasted. After the car shortly settled to a nearly hybrid-quiet 600 RPM idle, I shifted into D and set off.

The first part of the journey began when I gunned the E320’s straight six to its 6400 redline to merge with high-speed flow of traffic on I-95. Regarded by many Benz enthusiasts as the best six-cylinder ever produced by the brand, the E320’s M104 offered 217hp and 229 lb-ft of torque. It was during a time when Mercedes built their cars to the “cost-no-object” ideology set forth by the company decades ago—something that permeates throughout the entire car. But the engine is also thoroughly modern featuring tech that even basic cars these days use: a DOHC valvetrain with variable valve lift, electronic fuel injection, four-valves per cylinder. Some time before the road trip, the same friend I set off to visit in Virginia rode shotgun with me to test the E320’s 0-60 time. Low and behold, we clocked 60 in at 8.29 seconds, just a hundredth of a second off of the official factory time of 8.3 seconds. Though with that flat torque curve, the E320 felt far faster than its numbers suggested. A true testimony to the precision engineering that paid off by keeping the car still very fresh in its operation. Ok, so onwards. First waypoint on the trip: Baltimore.

Now, it was on long road trips that I learned to appreciate the E320 and even reflect on its history and pedigree for a bit to appreciate the brand even more. As I sat there and glanced at the exterior temperature gauge, which read an accurate 76 degrees, I set the cruise control at a comfortable 79 mph, shut off the HVAC, opened the four windows, sat back and cruised. It was moments on the highway that Mercedes-Benz’s history of anal retentive engineering paid off to make some of the most sublime highway cruisers ever made, the E320 being no different. The W124 went down in the book of superlatives in ways that explain the way the Benz just ate up miles. For instance, the W124 E-Class had the lowest drag coefficient of any car at its time at just 0.28 Cd. That of course also translated into fuel economy—30 mpg popped up very frequently for highway driving. Not to mention, even with all four windows down, a conversation could still be had with your front passenger using only a moderate voice at that speed.

The miles rolled by as I cruised my way down to Baltimore. About two hours into the trip, I couldn’t help but reach for my bag of potato chips that sat on the seat next to me in a plastic Shop-Rite bag. I shifted my hands around to pop the bag open, the Benz tracked straight and true on the rather worn-down surface of the NJ Turnpike section of I-95. I reached in to grab a handful and the inevitable chip slid right out of my grip and into the slot just between the seat and the center console. Damnit! Being a bit of a clean freak, I always dread a dirty car…especially when you discover that lost potato chip or French fry that is so stale that flies refused to eat it. I reached over to see if I can snatch it up and to my relief, I remembered that Mercedes put inserts between those very slots to keep pocketed items from getting caught in the most untouchable spots inside a vehicle. There, another moment for me to appreciate the Benz, purely from their attention to detail.

I remember purposely making the route slightly longer because part of the experience of long road trips is to see what other parts of the world were like. But before I left the interstate to see what kind of entertaining back roads the mid-Atlantic can offer, I pulled for a quick rest stop just outside of Baltimore. While I stretched my legs out, I observed the black Benz from the outside. Size wise, the E320 Coupe is not much different than your modern day late-E46 BMW 3-Series coupe.

As for the shape, I have always thought that the E320 Coupe made much better use of the W124’s proportions. While the sedan looks fairly edgy and stodgy at several angles (Porsche-tuned 500E aside with the flared wheel arches), there was no angle at which the Coupe looked miles better as its proportions are complemented by the sleeker profile of two-less doors. Sure, the Coupe may have looked aged next to your current BMW 6er or Mercedes CLK with its two-tone under cladding. But the E320 Coupe still embraced the elegance and classiness that came with the hood-mounted Three-Pointed Star as it ages gracefully in the era of the Bangle-butt. And one of the most unique exterior features of the E320 Coupe was the ability to open all four-windows without the presence of a b-pillar. Ok, break time over. Onwards into West Virginia.

Legs stretched and ready to go, I was willing to put the E320 to the test with some good local back roads. Now you’re probably thinking: there are far more better cars suited for that sort of job. But a Mercedes-Benz? The E320 was very much a driver’s car, but one that differed in many ways to what others would call the performance drivers’ cars, Mercedes-Benz’s direct rival: BMW. For instance the lack of cup holders, driving position, and exterior visibility proves that the E320 was designed primarily also for driver orientation and nothing other than the sole practice of driving. But that’s not all.

At the first swooping corner I found, the big five-spoke wheel yielded the Benz’s recirculating ball-type steering system’s characteristics. Although on the slower side with 3.0 turns lock-to-lock, it was accurate and adequate for point and shoot steering. It was also well weighted and had linear and natural progression as well as plenty of feedback. Although the steering may have not offered the same amount of road feel as a BMW or Honda tiller, enthusiasts wouldn’t be upset having this car as a daily duty.

With a modified MacPherson strut up front with coils springs separate from the shock absorbers and a fully independent five-way multilink rear suspension (only employed by Ferrari and professional race cars at the time) from the earlier developed W201 190E, father to the current C-Class, the suspension was very ahead of its time as many mainstream automobiles haven’t utilized these suspension designs until the late 1990s and even still don’t utilize such designs entirely.

The Benz also had a near-50/50 weight distribution, 53/47 front and rear to be exact. The results were very balanced and neutral handling characteristics with understeer and oversteer both kept in check, making for very confident turn-in with the rear following nicely. Only if you purposely plowed the car heavily into a corner will you result in understeer (but that’s basically the story with anything on wheels). Otherwise, the car was pretty nimble for its cumbersome weight of 3,550lbs.

And yet, there wasn’t a sacrifice in ride quality as it stayed true to Mercedes’s traditional firm-yet-compliant tuning. Bumps were absorbed very well but without the wallowing of say, a barge from Cadillac. Collectively, the well-tuned stiff chassis, long suspension travel and low spring rates allowed for mid-corner composure perfection. Hit any bump or dip of any nature while swooping corners and the Benz would absorb them instantaneously without upsetting the chassis. In any case of driving, you always had a feel for every move the car made, every grab and slip all four tires had. There was so much driver feedback that you’d think that BMW or Porsche got their hands on the design. The only gripe that should be mentioned here was quite an obvious one. Because the Benz was designed more towards a luxurious experience, a considerable amount of body roll was observable when you decided to quicken the pace. Otherwise handling was poised, predictable, balanced and neutral all while making long-distance cruises—like my one to Virginia—absolute pure bliss. A fabulous blend of the best of both worlds.

Huh? Virginia already? Man, the reflection on the Benz kept me occupied for that long? At this point, a springtime Nor’Easter rolled through, blanketing the entire Northeast and mid-Atlantic in rain. Speaking of which, the other cool feature, a DTM-like center-mounted mono-windshield wiper! I took an exit ramp roughly 35 miles southwest of Harrisonburg when I noticed that my gasoline light was on. Filled with all 16 gallons plus two gallon reserve to begin with, the odometer had just clocked over at 412 miles for the entire tank. That means I averaged roughly 26mpg thus far. The old Benz just finds out how to impress in many ways. It was about 7 o’clock when I was roughly another 100 or so miles from Blacksburg. I hopped off of I-81 to find myself a gas station. For what seemed like an additional 15 miles, I finally stumbled upon this little hoe dunk town in the middle of nowhere. With the dark clouds hovering over, there was little to no life on the small strip. It was almost eerie. I pulled into a run-down Mobil station, which still had classic “analog counting” gas pumps that hit a bell every time a cent ticked over. It was very stereotypical. I gave the attendant, who appeared to have no teeth, cash for the gas, hopped in and set off.

I followed the road from the hoe dunk town further southwest in hopes that I would run into I-81 again But the area became even more desolate. The rain was pounding harder and the sun had completely disappeared. I cruised along this abandoned road with not another car in sight, the Benz just powering on with a slight hiss of wind noise and a small hum from the straight six…and I had not a thing to worry about. The Benz had been on plenty of round trips to Canada, Vermont and Pennsylvania—all of which the E320 Coupe had completed without a hiccup.

Sixteen year-old car? So what that it’s old. German? Parts aren’t very expensive for a European car. In fact, none of my repair and maintenance bills have exceeded $1,200 and they barely went over $500…not to mention, the car saw the shop for only maintenance.

And if I could do it again, if I could relive the time I had with the Mercedes-Benz W124 Coupe, I would in a heartbeat…I would just have to buy another one (when I have some money to spend). Unfortunately, I lost the Benz in a freak accident in August of 2010 when I had my spare tire on one of the rear-drive wheels, causing a mismatch. The spare tire was bald and a thunderstorm had rolled through the area, causing me to hydroplane and collide with the highway barrier. It was a very sad and dark day for me, because the minute that I had bought the Benz, I was confident that I could keep it forever so that my kids could experience what I had. But the worse case happened and because Mercedes-Benz was one of the most prominent leaders in automotive safety, I had walked away without a scratch. All of the road trips and memories will keep the black Benz in my heart forever. Not only because it was my first car, but also for the fact that we will no longer see cars built like they used to be. It had served its purpose in every way possible, from being the excellent car to own to saving my life after nearly 100 years of innovation.

It’s very difficult to express how nearly perfect the W124 is because it did nearly everything perfectly for me. It handled well, rode great, had plenty of power, was well-built, reliable and very cheap to own and maintain. It was hard to find a fault in a car engineered by the guys who were the best in the business. Even over sixteen years later at the time, the car was still as fresh as its engineers intended it to be. The W124 is a perfect example of the perfect combination of performance, comfort, practicality, reliability, durability, old-school build quality standards—remember, Mercedes-Benz’s were always the standard at their peak—and modern day motoring technology. It’s no wonder that the W124 is the benchmark and has been critically acclaimed to be the best modern mid-sized luxury sedan ever produced.

- By: Chris Chin

Being an owner of the 2011 BMW 135i with a 7-SPEED Double Clutch Transmission and an M-Sport package, it was the closet I could get to BMW catering to my dreams of an M version of the 1-Series… until now. After pleading from tons of fans and making a business case to the higher-ups at its Munich headquarter, BMW finally brings us the new 2012 BMW 1-Series M Coupe  - and it’s a little more exceptional than it looks.

First, let’s get rid of those common myths of the 1-Series M Coupe not being a proper M car. Not only is it a proper M car, but it is a proper sports car that sticks to sports car essentials. There’s a twin-turbo straight 6-cylinder engine at the front, it comes exclusively with a 6-speed manual gearbox and the power is sent to the rear wheels – which is exactly what a sports coupe is meant to be like.

It was quickly developed in just 2 years, carries the cheapest price tag in the M lineup, has the smallest engine and has the shortest wheelbase of all its elder M siblings. Yes, ladies and gentlemen, meet the baby of the M lineup that doesn’t leave you feeling like you’re coming up short.

2012 BMW 1-Series M Coupe Specifications:

• Base Price: $46,135.
• Price As Tested: $53,160.
• Drive Type: Rear-wheel-drive.
• Engine: 3.0 liter inline 6-cylinder TwinPower Turbo – 335-hp at 5,900 rpm / 332 lb-ft of torque 1,500 – 4,500 rpm..
• Transmission: 6-Speed Manual.
• 0 to 60 mph: 4.7 seconds.
• Top Speed: 155 mph
• Curb Weight: 3,296 lbs.
• Fuel-economy (city/highway): 14/19 mpg (manual), 12/18 (auto).

All Photos Copyright © Omar Rana – egmCarTech.

Exterior:

Stand it next to the BMW 135i Coupe and you’ll see that the 1-Series M Coupe is slightly wider, slightly more aggressive and slightly meaner. For those that like specifics, the 1-Series M Coupe is .02 inches longer, a whole 2.1 inches wider, 0.5 inches taller and rides on the same 104.7 inch wheelbase. It features a track that is 2.8 inches wider up front and 1.8 inches wider at the back. Weighing 77 pounds less than the 135i Coupe, the total weight comes in at 3,296 pounds. So yes, we are talking about near-perfect balance here.

In terms of appearance, the 2012 BMW 1-Series M Coupe has a powerfully shaped front fascia with three large air intakes and functional air curtains that make starting at it head-on a big pleasure. Side-view mirrors are borrowed from the BMW M3, as are the wheels, and an extra pair of exhausts are found in the back.

Honestly, I have not seen a sports car look this good in a very long time and I am sure that you’ll agree. Compared to competitors like the Porsche Cayman R and the standard 135i, the new 1-Series M Coupe has one of the best stances I’ve seen in a while.

Interior:

Upon having a seat inside the 2012 BMW 1-Series M Coupe, you’ll notice that the car is basically a standard 135i aside from the splash of suede, touches of nice orange stitching and M logos on the steering-wheel, headrests and the driver’s footrest.

Some special things you might like to know about the interior are that it’s only available with black sport seats as standard, Boston leather and heated seats are an option as is the navigation/entertainment system from the 1-Series.

Other than that, there’s not much to bother you during your focused and sporty driving – and that’s a wonderful thing.

Performance:

The 2012 BMW 1-Series M Coupe is the only M car available with a 6-cylinder engine (the N54 from the Z4 to be exact). While that may sound wimpy to those used to V8 BMW M models, it’s really not. Power comes from an all-aluminum, twin-turbocharged 3.0 liter inline-6 engine making 335 horsepower at 5,900 rpm with a maximum torque of 332 lb-ft from 1,500 rpm to 4,500 rpm. Redline is 7,000 rpm. Reworked by BMW M GmbH, the engine gets an enhanced engine management system with an electronically-controlled overboost function that shortly increases torque by another 37 lb-ft. This temporary torque peak of 369 lb-ft gives the car a substantial jump in acceleration.

Just how significant is this jump? While you circle through the 6-speed manual transmission, the 2012 BMW 1-Series M Coupe rockets from 0 to 60 mph in 4.7 seconds and keeps going a top speed of 155 mph (electronically limited).

Certainly, we would have no rights to conclude a discussion on any M car without honorable mention of the steering-wheel mounted M button that first appeared on the 2006 BMW M5. In the 1 M Coupe, the M button summons a razor-sharp throttle response and instantly increased engine performance, which varies according to the driver’s wishes. I don’t know why you would ever drive with the M button off – but you do have that option.

At the end of the day, when you’re driving the 2012 BMW 1-Series M Coupe, you’re not thinking about the technical specs of the car, you’re thinking about how easy and fun it is to downshift and nail the throttle through turns and burn up rubber doing drifts.

Overall:

If you recently bought yourself a Porsche Cayman S or even a Porsche Cayman R, we suggest you stop reading here. While BMW says there aren’t really any competitors that they had in mind when building the 1-Series M Coupe, the Porsche Cayman S and the Porsche Cayman R are the model’s closest rivals.

Both Caymans are powered by a 3.4 liter inline 6-cylinder engine that produces 320-hp in the Cayman S and 330-hp in the Cayman R. Both have power sent to the rear-wheels and both run a 0 to 60 mph time of 4.9 seconds (Cayman S) or 4.7 seconds (Cayman R).

However, the Porsche Cayman S starts at $62,100, while the Porsche Cayman R starts at a bank-account draining $66,300.

How much does the baby M start at? $46,135. That’s a bit depressing if you just bought either of those Caymans.

So if you’re looking for a tiny car, with a lot of horsepower, razor sharp handling and a reasonable price tag – you’ve met your match.

All Photos Copyright © Omar Rana – egmCarTech.

- By: Omar Rana

I was never really a big fan of station wagons. I always thought that, while providing a very utilitarian purpose, they were very boring. Something that those pompous folks from Princeton, New Jersey would drive (seriously, it’s almost like Station Wagon World out there), or a family man’s alternative to the minivan.

However, one day, a General Motors press fleet manager gave me a call asking if I would like to get behind the wheel of a Cadillac CTS-V. Having already driven the Cadillac CTS-V Sedan and the Cadillac CTS-V Coupe, I was curious to know why he was letting me into another CTS-V model. I quickly found out that it was the station wagon version that he was offering up.

Yes, I’ve already tested the Cadillac CTS Sport Wagon, but this time it had a ‘V’ at the end – and no matter what the exterior looked like, that meant a 6.2 liter supercharged V8 pumping out 556-hp was under the hood to keep me satisfied.

2011 Cadillac CTS-V Sport Wagon Specifications:

• Base Price: $63,660.
• Price As Tested: $67,735.
• Drive Type: Rear-wheel-drive.
• Engine: 6.2 liter Supercharged V8 – 556-hp at 6,100 rpm / 551 lb-ft of torque at 3,900 rpm.
• Transmission: 6-Speed Manual or 6-Speed Automatic.
• 0 to 60 mph: 4.3 seconds.
• Curb Weight: 4,398 lbs.
• Fuel-economy (city/highway): 14/19 mpg (manual), 12/18 (auto).

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

Exterior:

In my opinion, the Cadillac CTS Sport Wagon is already one of the most impressive looking station wagons on the market. The only other models that manage to demand any attention like the CTS Sport Wagon are the Audi A6 Avant, BMW 5-Series Estate, (which has been switched out for the awkward looking 5-Series Gran Turismo in the U.S. market) and that’s really about it.

Included in the bunch of exterior changes is a unique grille that doubles front-end airflow to help enable cooling to the engine. It gets an aggressive front fascia and raised center section of the aluminum hood that provides clearance for the V8 supercharger. Like it’s other CTS-V siblings, the Cadillac CTS-V Sport Wagon flies low on 19-inch forged aluminum wheels available in painted or polished finishes.

The sum of those V model upgrades definitely makes the Cadillac CTS-V Sport Wagon our favorite looking high-performance station wagon.

Interior:

Inside the Cadillac CTS is the same story as the Cadillac CTS-V Sedan and CTS-V Coupe. You’ll find a swarm of upgraded features including LED lighting, hand-cut-and-sewn accents, and performance seats featuring perforated suede microfiber inserts. Like always for V-models, Recaro performance driving seats are optional.

Also in line with the other two CTS-V models, the Cadillac CTS-V Sport wagon gets Obsidian Black accents on the center stack, console, steering wheel and door panels. The production steering wheel and shifter are available in Alcantara, which incorporates the luxurious feel of suede into the driving experience.

Standard features include a navigation system, Bose 5.1 digital surround audio, Bluetooth phone integration, a 40-gigabyte hard drive for storage of music files., iPod/MP3/AUX connectivity and much more.

Most important for station wagon shoppers is the cargo capacity that the CTS Sport Wagon models come with. Just like its slower brother, the CTS-V Sport Wagon offers 25.4 cubic feet of space behind the rear seats and 58 cubic feet with the seats folded – virtually doubling the cargo space of the CTS-V Sedan.

Yes, so far if you’re one of those ‘family man enthusiasts’ the Cadillac CTS-V Sport Wagon is starting to sound like a pretty interesting choice.

Performance:

This is where the Cadillac CTS-V Sport Wagon, like other CTS-V models, sets itself far apart from the competition.

Under the hood is the superb 6.2 liter supercharged V8 unit making 556-hp with a maximum torque of 551 lb-ft.  It is the most powerful engine offered in Cadillac’s history, and probably in that of station wagons.

Hitting the closest highway, I felt little, if any, change in the performance of the Cadillac CTS-V Sport Wagon when compared with its Sedan and Coupe siblings. The Magnetic Ride Control system, Brembo brakes and Michelin Pilot Sport PS2 performance tires kept me mounted to the road, while keeping me confident when taking sharp turns with my passengers screaming.

While on the subject of performance – engineers inside GM say that the drag coefficient of the Cadillac CTS-V Sport Wagon is actually better than the CTS-V Sedan and the CTS-V Coupe – meaning the wagon is actually, although very slightly, still faster than the other two.

Overall:

What other station wagon out there makes 556-hp from a supercharged V8, runs from 0 to 60 mph in 4.1 seconds, has a 6-speed manual transmission, has Recaro performance seats , a G-meter on the dash and gets its stopping power from Brembo brakes? Not many – in fact, I can’t think of any besides the Cadillac CTS-V Sport Wagon.

Review: 2011 Cadillac CTS-V Sport Wagon:

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

- By: Omar Rana

When you translate Audi’s German slogan Vorsprung durch Technick , you’ll find out that means Progress Through Technology (the U.S. slogan is simply Truth in Engineering) and that is exactly what the new 2011 Audi A8 is all about.

In fact, it may be too much engineering for many of us to comprehend, so I’m here to dumb it down for you…kind of. Of course, it will be tough because when a car like the A8 is on the table for discussion, you’ll have to mention things like the light aluminum Audi Space Frame architecture. You can’t skip it’s highly efficient and powerful engine and transmission. Time has to be spent on the improved MMI control system featuring a number of innovations. It’s also imperative to mention the Quattro all-wheel drive and adaptive air suspension. And let’s not leave out its elegant interior with a craftsman’s level of fit and finish with wood, metal and Alcantara trims.

Yes, the Audi A8 is definitely fascinating when it comes to engineering and innovation. But how is it as a full-size luxury sedan for those that have over $80,000 to spend? More importantly, will they have any fun doing it? Or are the A8 fans a different kind of crowd?

Review: 2011 Audi A8:

2011 Audi A8 Specifications:

• Base Price: $78,050.
• Price As Tested: $99,600.
• Drive Type: All-wheel-drive.
• Engine: 4.2-liter FSI V8 – 372-hp at 6,800 rpm / 328 lb-ft of torque at 3,500 rpm.
• Transmission: 8-speed automatic.
• 0 to 60 mph: 5.7 seconds.
• Top Speed: 130 mph.
• Curb Weight: 4,409 lbs.
• Fuel-economy (city/highway/combined): 17/27/21 mpg.

Exterior:

Park the new Audi A8 next to the Mercedes-Benz S-Class, BMW 7-Series or the Lexus LS, and you’ll notice how gigantic the grille is compared to its competitors or how the headlamps just seem to stare into your soul. It’s not to say that any of these full-sized luxury sedans are better looking than the other – together they are like a lineup of slightly different looking beautiful women.

To get a little technical: Since we are talking about the Progress Through Engineering brand here let’s bring out the numbers and facts. The 2011 Audi A8 is actually shorter than most of its competitors in both length and wheelbase but seems to offer more legroom. It’s shorter in height too, yet seems to have more headroom. One thing it has its competitors beat on is width. As the widest of the bunch, the 2011 Audi A8 offers plenty of hip room and comfort for its passengers. Here’s a chart that Audi complied for our technically inclined readers:

When it comes time to hit the scale, the 2011 Audi A8 ends up weighing less than most of its competitors. That is attributed to the body of the A8, which is made of an aluminum Audi Space Frame (ASF) that weighs about 40 percent less than the comparable steel structure.

That means the new 2011 Audi A8 weighs roughly the same as the outgoing A8, despite the car’s three inch and two inch respective length and width increase, and additional standard equipment. It weighs 50 pounds less than the S-Class RWD and 200 pounds less than the S-Class AWD. It’s also 200 pounds lighter than the 7-series RWD and a whole 400 pounds down from the 7-series AWD.

When talking about the exterior of an Audi, it is very difficult not the mention the headlights. Even the new full LED headlights of the 2011 Audi A8 “herald a new chapter in history of lighting technology.”

“They give the luxury sedan an unmistakable appearance even in daylight and even more so after the fall of darkness,” Audi says. “The revolutionary optics used in these headlights means a departure from the tubular light modules commonly used today.”

Could this be any grander, ladies and gentlemen?

Interior:

Sit inside the new 2011 Audi A8, and you’ll be lost for hours, maybe even days. There is so much to do inside the car that you will find yourself in the maze of its Vorsprung durch Technik world.

Just to list a few of the things I came across in my week-long review:

• An amazing Bang & Olufsen Advanced sound system, upgraded form the standard Bose, with 19 speakers, 19 channels, and more than 1400 watts. It is truly unlike anything you’ve ever heard in a car.
• Seats with optional ventilation and massage functions that keep you relaxed while driving and listening to your Bang & Olufsen system.
• Night vision assistant with pedestrian marking, and adaptive cruise control with stop & go function.
• Audi’s new Multi Media Interface MMI with the new MMI touch. This feature allows the driver to control functions by tracing letters on its pad with your finger.
• Of course, then you have a plethora of features that you already expect form an Audi including Bluetooth, iPod/MP3/AUX connectivity, dual-zone climate, seats with heat and memory, and a ton of steering-wheel mounted controls.

Time to get a little technical, again: Audi says the interior design focus is on a part of the car called the “Koenigsfuge”, which is where the door and the dashboard meet.

Precisely. That is of great importance. Good thinking, Audi.

Performance:

You’re probably wondering – “All that technology is definitely nice, but how is the comfort and ride?” The ride of the 2011 Audi A8 is very smooth and very comfortable. Rear passengers will enjoy bountiful space to stretch (Audi A8L offers 5-extra inches), while driver will enjoy a V8 and an 8-speed transmission.

The 2011 Audi A8 is powered by an optimized version of the 4.2-liter FSI V8 engine, making 372-hp and 328 lb-ft of torque (the outgoing A8 has 350-hp and 325 lb-ft of torque). That allows 0 to 62 mph to be reached in 5.7 seconds.

Time to get technical, again: Mated to an 8-speed automatic transmission along with Audi’s Valvelift System (AVS) providing variable intake valve lift, the A8 gets better fuel-economy than most of its competitors. And if you just so happen to be a little unruly and drive a touch on the side of sporty, the latest-generation Quattro all-wheel drive system comes with asymmetric rear-biased torque split; meaning you’ll get slightly more spirited driving that you wouldn’t probably expect from an all-wheel-drive full-size sedan.

Overall:

“A8 customers are highly affluent consumers with a median income close to $500,000, and are most likely worth over $1,000,000. Their median age is around 58 and they are highly educated, with almost half having a post-graduate level degree, and are mostly married with few children still in the household. They enjoy traveling, both domestic (e.g. skiing/spa) and international (e.g. Italy, France). Typical publications that they enjoy include the Wall Street Journal, the New York Times, The Economist and Barron’s.”

For those that fit into that mold but want to squeeze in a drop of rebellion while sparing a touch of practicality and sensibility – well, there’s always the BMW 760i and the Mercedes-Benz S63 AMG. We’re eagerly awaiting the arrival of the next-generation Audi S8 as well.

Review: 2011 Audi A8:

All Photos Copyright © Omar Rana, Nikolina Kostrevski – egmCarTech.

- By: Omar Rana

Now I would love to get into specific sales figures, numbers and an analyst’s analysis of the muscle car segment, but I don’t want to and you’re probably not looking here to read about all that, anyway. What I can tell you, off the top of my head, is that the Chevrolet Camaro is outselling the Ford Mustang so far in 2011… and it’s been doing that even before the new 2011 Chevrolet Camaro Convertible hit dealerships in February.

Click here for more news on the Chevrolet Camaro Convertible.

So is the new drop-top Camaro helping boost sales figures against its Dearborn-rooted competitor? Without a doubt. Before the Chevrolet Camaro Convertible even went on sale, the right to purchase one of the first units was sold at the Barrett-Jackson auction for a tremendous $205,000. The 2011 Neiman Marcus Edition Camaro Convertibles, a group of 100 exclusive models with a $75,000 price tag, sold out in a mere three minutes. Hanging on the edge of your seat yet for what makes this model so special? I thought you might be, so let’s take a look.

Review: 2011 Chevrolet Camaro Convertible 2LT:

2011 Chevrolet Camaro Convertible 2LT Specifications:

• Base Price: $29,275 (base model).
• Price As Tested: $36,185.
• Drive Type: Rear-wheel-drive.
• Engine:  3.6 liter V6 – 312-hp at 6,400 rpm / 278 lb-ft of torque at 5,200 rpm.
• Transmission: 6-Speed Manual or 6-Speed Automatic.
• 0 to 60 mph: 6.2 seconds.
• Top Speed: 155 mph.
• Curb Weight: 3,986 lbs.
• Fuel-economy (city/highway): 18/29 mpg.

All Photos Copyright © Nikolina Kostrevski, Jerry Tam – egmCarTech.

Exterior:

The easiest way to describe the exterior of the 2011 Chevrolet Camaro Convertible is that Chevy took the coupe model, chopped the roof off and replaced it with a soft fabric top.

Did they succeed, you ask? They did, indeed. I’ve personally driven every Camaro Coupe Chevrolet has to offer including the Camaro SS automatic, Camaro SS manual, Camaro V6 manual and the Camaro V6 automatic. The 2011 Chevrolet Camaro Convertible LT2 (V6) I had for testing definitely had a strong, firm ride that was reminiscent of the Camaro Coupe. There is some change in overall movement but very little when you compare it to what some of the Camaro Convertible’s competitors have done.

How did GM’s design and engineering team make it happen?

Apparently, when the new-generation Chevrolet Camaro project first started, the architecture of the car was already designed to accommodate a convertible variant. Engineers at the Detroit automaker implemented four strategic elements to enhance the already-stiff body structure to eliminate the inevitable convertible cowl and steering wheel shake. The engineers added a tower-to-tower brace under the hood, added transmission support reinforcement brace, through an underbody tunnel brace and added front and rear underbody “V” braces.

“Our goal in development was to make the convertible match the coupe as closely as possible in ride quality, handling and overall performance,” said Al Oppenheiser, Camaro chief engineer.

The result is a Camaro Convertible that keeps acceleration, handling and other performance capabilities very close to that of the Camaro Coupe.

“To compensate for the reduced structure of an open car, engineers often will make the suspension softer, making the convertible a boulevard cruiser,” said Oppenheiser. “Instead, we took the more difficult, but better path of bolstering structure rather than softening the suspension. We didn’t change a strut, bushing or spring rate from the Camaro coupe.”

Other exterior elements that set the Camaro Convertible apart from the coupe include the OnStar/XM/AM-FM radio antenna that is now moved to the deck lid on LT models without the RS package. The radio antenna is now embedded in the rear spoiler on RS-equipped LT and SS models, and the trunk lock cylinder is moved to the rear seat area for a cleaner exterior appearance.

Interior:

There is no doubt that the Chevrolet Camaro Coupe significantly lacks rear visibility and may not be the perfect ride of choice for claustrophobic individuals. Solving these problems with its inherent purpose, the Camaro Convertible is the perfect alternative.  The car’s fabric top easily unlatches, and has a conversion button inside which makes the top, along with visibility and space issues, disappear in just 20 seconds. So if either of these matters were previously a deal breaker on the Camaro for you, the convertible is defiantly enough to make you reconsider. As for the rest of the interior, it mirrors that of the Coupe.

Performance:

The 2011 Chevrolet Camaro Convertible comes with two engine choices.  The Camaro LT Convertible, which I tested, comes equipped with a 3.6 liter V6 engine making 312-hp and a peak torque of 278 lb-ft. The 2011 Chevrolet Camaro SS Convertible gets a 6.2 liter V8, which throws out 400-hp and 410 lb-ft of torque when equipped to a automatic and 426-hp and 420 lb-ft of torque when mated to a 6-speed manual.

Instinctively, I was a bit down when I found out that my tester model was a V6 Camaro LT Convertible, but after a week of driving it, I realized something quite important. Convertibles aren’t meant for racing or brute performance.

That’s not to say that 312-hp coming from the 3.6 liter in the Camaro LT Convertible doesn’t deliver – it definitely does – but I found myself just kicking back and cruising rather than stomping on the accelerator, trying to get to my destination 10 seconds earlier than I would if I was driving slow.

Another upside to the V6 is that it costs you less at the gas station. The Chevrolet Camaro LT Convertible averages an EPA rated fuel-economy of up to 28 mpg, while the Camaro SS Convertible averages 24 mpg.

Overall:

It’s no wonder that the Chevrolet Camaro has been outselling the Ford Mustang in 2011. Now, with the help of the Chevrolet Camaro Convertible, things have escalated to a whole new level.

Keep in mind, the Chevrolet Camaro is outselling the Ford Mustang without a Shelby GT500 competitor on the market. Ford’s Mustang sales account for the Mustang, Mustang GT and the Shelby GT500 along with their convertible variants. As of now, Camaro sales include the Camaro LT, Camaro SS and their drop-top versions.

Things will heat up even more next year with the debut of the Chevrolet Camaro ZL1, inevitably followed by the Chevrolet Camaro ZL1 Convertible.

Review: 2011 Chevrolet Camaro Convertible:

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

- By: Omar Rana  (Edited by: Alexandra Koken)

Before I even sat inside the new 2011 Cadillac CTS-V Coupe, I thought to myself “(insert profanity here) Cadillac you have my attention.” Coming out of the Cadillac CTS Coupe and having driven the Cadillac CTS-V Sedan, my expectations of the Cadillac CTS-V Coupe were extremely high. So before we even get into everything here, it not only met my expectations, it surpassed them.

The 2011 Cadillac CTS-V Coupe goes to battle with the BMW M3, Audi RS5 (set for release in the states in 2012) and the new 2012 Mercedes-Benz C63 AMG Coupe. That’s a bold statement for Caddy, which is entering this segment where the Germans have competed for generations. So is 556-hp of American muscle good enough to take them on? Let’s find out.

Review: 2011 Cadillac CTS-V Coupe:

2011 Cadillac CTS-V Coupe Specifications:

• Base Price: $63,660.
• Price As Tested: $68,135.
• Engine: 6.2 liter Supercharged V8 – 556-hp at 6,100 rpm / 551 lb-ft of torque at 3,900 rpm.
• Transmission: 6-Speed Manual or 6-Speed Automatic.
• 0 to 60 mph: 3.9 seconds (4.1 seconds as tested).
• Curb Weight: 4,209 lbs.
• Fuel-economy (city/highway): 14/19 mpg.

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

Exterior:

Taking a step up from the standard Cadillac CTS Coupe, the CTS-V Coupe is, visually, fairly comparable to the CTS-V sedan. Yet the CTS-V Coupe still comes with its own distinctive aesthetic touches.

The front and rear fascias have been enhanced with subtle detailing that amplifies the overall sporty appeal of the car. Complimenting the lines of the front end, the supercharger gets some necessary breathing room courtesy of a raised center section in the hood. Another front-end feature is a unique grille that doubles the car’s air intake volume. Special rear fascia traits include a twin outlet for the exhaust, which is centered like on the CTS Coupe, currently featuring a single exhaust.  A rear-track nearly an inch wider than the sedan also creates a more aggressive look.

The car rides on Michelin Pilot Sport 2 performance tires that wrap 19-inch cast aluminum wheels. Painted and polished finishes are both available. The CTS-V Coupe has looks that definitely stands out from its aforementioned German crowd. The eye-catching, aggressive sport style certainly had people flocking to get a closer look everywhere we went.

With no question that it looks like an outstanding performer, did it actually perform, or was it all show and no go? We will get there, but we have to get inside the CTS-V Coupe before we can drive it, right?

Interior:

Visually on par again with the Cadillac CTS-V Sedan, the Coupe’s interior only significantly differs, naturally, in size.

Comparatively, the Cadillac CTS-V Coupe still lags behind its competition due to its use of plastics that tend to create minimal, although present, squeaks in the center console. This minor quality issue aside, this is still where any performance enthusiast would want to be, particularly those seeking a sporty yet luxurious interior.

Performance:

Inside and out, I’d say we’ve had a solid start with the 2011 Cadillac CTS-V, but this is where this car really shines, and even outshines, the competition.

Under the hood is Cadillac’s LSA 6.2-liter supercharged V8 engine. As for power, the motor pumps out an impressive 556 horsepower with a maximum torque of 551 lb-ft. Mated to a Tremec TR6060 six-speed manual with a dual-disc clutch and a Hydra-Matic 6L90 six-speed automatic with paddle-shift control, the Cadillac CTS-V Coupe hits 0 to 60 mph in 3.9 seconds, or at least that’s what GM says.

Having only driven the latter of the three, I can only offer a true comparison between the Bavarian coupe and the CTS-V Coupe. While the BMW M3 Coupe gives you more confidence in overall driving, the Cadillac also has a respectable steering feel courtesy of its Magnetic Ride Control technology, designed to take road-handling performance to new levels. The 0 to 60 time comparison proves that the CTS-V Coupe’s off-the-line acceleration is superior. Stopping power on the Caddy proves to be finer, as well, thanks to a huge set of Brembo brakes.

So is it better, in totality, than the BMW M3 Coupe? I’d say it is a very close call. In the end, the Cadillac CTS-V is only held behind its German rivals by its weight, being the heaviest of the bunch, and a lagging automatic transmission. (Be sure to choose manual if you are inclined towards purchasing the Caddy.)

Overall:

Cadillac continues to prove that it can hold its own on German turf and even frighten the completion with its capabilities. In short, the CTS-V Coupe destroys any negative misconceptions you may have about the Cadillac brand. The CTS-V Sedan also notably holds on strong to its “fastest sedan in the world” title. Prices for the 2011 Cadillac CTS-V Coupe start at $63,660. Our test model with all the extras totals $70,435. Is it worth the price tag? Every single penny.

Review: 2011 Cadillac CTS-V Coupe:

- By: Omar Rana

All Photos Copyright © Omar Rana, Nikolina Kostrevski - egmCarTech.

At age 16, the Kia Sportage is the longest running nameplate for the Korean brand in the United States. Just by looking at the redesigned model you can tell that it’s come a long way since its debut in the mid-1990s. All of that credit goes to former Audi head of design Peter Schreyer, who has now dedicated his life to helping Kia top off the brand’s existing dependability and value with style and panache.

The new 2011 Kia Sportage is longer, lower and wider than its predecessor and, let’s face it – it’s one of the best looking models in the compact crossover segment aka the CUV segment. But is the new Kia Sportage just about looking good or does it actually go above and beyond to offer you more than its competitors? Let’s find out.

Review: 2011 Kia Sportage EX AWD:

2011 Kia Sportage Specifications:

• Base Price: $18,295.
• Price As Tested: $29,990.
• Engine: 2.4-liter DOHC 16-valve 4-cylinder – 176-hp at 6,000 rpm / 168 lb-ft of torque at 4,000 rpm.
• Transmission: 6-Speed Manual or 6-Speed Automatic.
• 0 to 60 mph: 9.3 seconds.
• Top Speed: 114 mph.
• Curb Weight: 3,186 lbs.
• Fuel-economy (city/highway): 21/28 mpg w/ 6-speed automatic.

All Photos Copyright © Omar Rana and Nikolina Kostrevski - egmCarTech.

Exterior:

It’s almost as if Peter Schreyer and his design team focused on making the new Sportage a modern and clean CUV that goes way beyond the dull looks of older-generations.

Some of the features that highlight the exterior appeal of the 2011 Kia Sportage include the LED daytime running lights, a distinct C pillar that gives the look of solidity, a dynamically sculpted hood and a clean and contemporary look with pronounced tail lights.

Heck, if you ask us, the 2011 Kia Sportage is much better looking than the Honda CR-V, Toyota RAV4, Nissan Rogue and the Mitsubishi Outlander Sport.

Interior:

Already surprised that we’re talking about a Kia here? Wait until you take a seat inside. Prior to their huge makeover, Kias were known for using plastics that you’d only find on toys stuffed under your Christmas tree but things have changed for the better.

The interior of the 2011 Kia Sportage is nicely designed, carries plenty of gadgets and gizmos and is very well built for a model in its price range.

Our 2011 Kia Sportage EX AWD test model, which carried a final price tag of $29,990 ($24,795 starting), also came with a navigation, premium audio, reverse camera package, heated leather seats, panoramic sunroof, push-button start and much more.

Comfort wise, the 2011 Kia Sportage allows plenty of leg and head room for front and rear passengers. For those looking to get some nice cargo space, the 2011 Kia Sportage doesn’t disappoint with standard 60/40 folding rear seats (auto folding 60/40 rear folding seats are standard on EX and SX models.

Performance:

So how does the 2011 Kia Sportage compare to its competitors when its comes to performance? All 2011 Kia Sportage come standard with a 2.4-liter DOHC 16-valve 4-cylinder engine making 176-hp at 6,000 rpm and 168 lb-ft of torque at 4,000 rpm. The Sportage comes standard with a 6-speed manual or an optional 6-speed automatic with Sportmatic.

Perfectly suited for on-road driving through the city or on the highway, the 2011 Kia Sportage is a great daily driver – however, the suspension is tuned somewhat firmer than its competitors so it’s a little bumpy on poor roads. Kia does offer the Sportage with a Dynamax AWD system, but it’s not something you really want to go off-roading with. However, the all-wheel-drive system on the 2011 Kia Sportage is good for those living in cold states that need all four wheels running during adverse weather conditions.

When compared to its rivals, we wish the 2011 Sportage would offer a slightly softer ride and better steering response. Nonetheless, we were pretty impressed with the Sportage cornering performance. Also, with one of the lowest curb weights (3,186 pounds) among its competitors, acceleration is pretty smooth.

For those looking for some more power, Kia does offer a 2.0-liter turbo GDI engine making 260-hp and 269 lb-ft of torque.

As for fuel-economy, the 2011 Kia Sportage with the 2.4 liter 4-cylinder offers an EPA rated 21/28 mpg (city/highway) when mated to a 6-speed automatic.

Overall:

While the Honda CR-V and the Toyota RAV4 continue to dominate the compact crossovers segment, Kia’s Sportage is back with a striking new design, improved quality throughout and plenty of high-end features to steal a nice piece of the pie. The new Sportage has already outscored other competitors including the Mitsubishi Outlander Sport and the Nissan Juke in Consumer Reports’ recent test of three small crossovers.

The 2011 Kia Sportage will be available in four trim levels including Base, LX, EX and SX. Prices start at $18,295 for the Base, $20,295 for the LX, $23,295 for the EX and $25,795 for the SX. That’s not bad considering all the car you get when compared to the starting price tag of $22,475 for the base 2011 Toyota RAV4 and $21,895 for the 2011 Honda CR-V.

Kia, you have our attention.

Review: 2011 Kia Sportage EX AWD:

- By: Omar Rana

All Photos Copyright © Omar Rana and Nikolina Kostrevski - egmCarTech.

A trip to the movie theaters reminded me why I hate Hondas. And you must be thinking, “Why is that? What the heck did the movies ever do to ruin Hondas for you?” While you read this either sitting on your lazy bum on the computer, or on your iPad or whatever you may use, I’ll let you in on some contextual details that might make more sense of where I’m going.

I went with some friends to see the latest installment to the Fast and the Furious franchise: Fast Five. Now, I am not kidding when I say this, but the local movie theater’s parking lot looked like something that would resemble a poor man’s Hot Import Night. It was ghastly, what with enough fart cans and giant fiberglass wings to probably fill the theater seats. And lo and behold, what other badge did majority of the cars don than the encapsulated capital “H.”

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But that’s really all I hate about Hondas. Other than that, I have great respect for them, which is why I sprung to lease my own 2011 Honda Accord V6 Coupe with a six-speed manual. And despite this respect, I was still a bit apprehensive about my purchase. I’ve brought this up to some of my fellow friends and many of them told me to wait and see, “you’ll catch the Honda bug.” What Honda bug do they speak of? Can my ownership change things up for me? Well, let’s find out.

Note: If you weren’t paying attention to the last paragraph, this vehicle was not provided to us by Honda for testing and is my own personal daily driver.

2011 Honda Accord V6 Coupe Specifications:

• Base Price: $29,430.
• Price As Tested: $30,619.
• Engine: 3.5-Liter V6 VTEC SOHC 24-Valve – 271hp / 254 lb-ft of torque.
• Transmission: 6-Speed Manual or 5-Speed Automatic.
• 0 to 60 mph: 5.5 seconds.
• Top Speed: 134 mph (electronically limited).
• Curb Weight: 3,410 lbs.
• Fuel-economy (city/highway): 17/26 mpg (city/highway) w/ 6-speed manual; 19/29 w/ 5-speed automatic.

All Photos Copyright © Nikolina Kostrevski - egmCarTech.

Exterior:

What also should be noted is that there are minor exterior changes from the 2007-2010 models: the front and rear fascias were redone with the front featuring protruding foglights. The rear taillights were reworked to protrude outward to the sides and to be honest, the pre-facelifted models look a little more sleek. Also included are new five-spoke 18-inch rims, which are the largest rims fitted to any Honda this side of the Pacific from the factory.

Interior:

On the inside, things are just as good. Ergonomics are first rate. Sure there are quite a bit of buttons on the center console, but all of them are clearly labeled, very easy to learn and well within reach. The Honda La-Z-Boys are a little flat for my taste but then again, I’m coming from the warm, hugging feeling of Jaguar’s seats in their old X308 XJ8. Either way, they get the job done by being comfortable and supportive. As for the materials, Honda has made sure not to subject itself to the drop in interior build quality like Toyota has. As a result, build quality is very good and it seems like Honda logically placed the soft-to-the-touch materials where the occupants would find themselves reaching the most. While some of the other plastics are hard to the touch, they’re left for the surfaces less frequented by human skin and look like they’re built to last. And thankfully, they don’t look as hard as they feel. It’s also very spacious on the inside with plenty of room to fit four full-sized adults reasonably well. The trunk is massive so you can also haul their luggage and if in need, you can fold the rear seats down. So, how does it drive?

Performance:

Already, you might be thinking that 271hp is way too much for a front-wheel drive car. But actually you’d be surprised! Only uneven and slick surfaces remind you that the front wheels are doing both jobs of power delivery and direction changing. Speaking of which, Honda’s tight ratio power-assisted steering paired with their double wishbone suspension up front, fully-independent multi-link rear and a very stiff chassis yields excellent results. The ride is firm but very compliant and absorbs road imperfections like a champ with only slight noises from the bumps. High-speed stability is exceptional for this segment and with its refined power and drivetrain, makes for a very comfortable and quiet highway cruiser for the price. Feel like taking the slightly longer and windier way home? Have the utter urge to bomb that jug handle that leads to your residence? Not a problem. While its sister sedan can tip the scales at 3,600lbs, the coupe’s two-less doors allows for a near 200lb drop at 3,410 lb, which makes for a huge difference. Handling is excellent with enough composure and body control to make you think that this is by no means a front-wheel driven car. Turn in is sharp and steering feel is typical first-rate Honda but it isn’t as eager as Accords of the past. And the chassis is absolutely sublime making me think that if Honda were to chop the top, the rigidity will still be enough to make it a sporty and handsome convertible. If I were to equate the driving experience to that of a similar benchmark, the first thing that comes to mind was the last generation Acura 3.2CL Type-S, minus its trick helical limited-slip differential. Driving the 2011 Honda Accord V6 Coupe close to 9/10s would reveal its front-wheel quirks, but if it had a trick diff like the Acura, it would undoubtedly increase that threshold. The standard stability and traction control do a good job keeping slip up front to a minimum both in a straight line and in a corner. Disable it and understeer is the name of the game when you go above those 9/10s. While this is no S2000, the handling limits are well out of reach for even the above average driver. Man, I’m starting to get the idea of this “Honda bug.”

Pricing & Equipment:

How about price and equipment? As usual, the Accord is very well packaged with lots of standard equipment such as a six-disc in-dash changer with Bluetooth and auxiliary and USB connectivity, an upgraded radio with a XM capability and a rear-deck mounted subwoofer, driver and passenger two-mode heated seats, one-touch open and close windows all around, automatic headlights and a power-adjustable driver seat with two memory modes just to name a few. Thankfully, Honda doesn’t charge extra for either the manual or the automatic. My coupe came basically equipped without sat-nav and the performance HFP-package, which seem to be the only extra packages worth mentioning for an otherwise already solidly equipped car. Unfortunately though, the 2011 Honda Accord V6 Coupe gets very close to the price range of the famous domestic pony, the RWD V6 Mustang similarly equipped, which also received a new, more powerful V6. And if you add the sat-nav and HFP package, that can get even closer to the stunning new 5.0 GT Mustang.

Overall:

PS: Stay tuned as I will continue to provide coverage for my Honda in egmCarTech’s first ever long-term review.

Review: 2011 Honda Accord V6 Coupe:

- By: Chris Chin

All Photos Copyright © Nikolina Kostrevski - egmCarTech.

Review: 2011 Honda CR-Z Hybrid

Hybrids tend to occupy vehicle bodies that are, for lack of better words, awkward and unstylish. Honda’s hybrid designers showed us that this likely always true with the design of the first and second-generation Insight. But the Japanese automaker is here to prove us wrong and show us that hybrid and ugly don’t always have to go hand-in-hand. Meet the 2011 CR-Z Hybrid – the first hybrid vehicle designed to entice a more spirited driver, as it is offered with a 6-speed manual transmission and a very sport design that is sure to attract the attention of performance enthusiasts.

The silhouette of the 2011 Honda CR-Z is reminiscent of Honda’s much celebrated CR-X sport coupe in design and proportion, but with the underpinnings and powertrain are taken from Honda Insight.  The questions remain however, which of these cars does the CR-Z try to emulate, and does it perform as good as it looks?

Review: 2011 Honda CR-Z Hybrid:

2011 Honda CR-Z Hybrid Specifications:

• Base Price: $19,345.
• Price as Tested: $23,310.
• Engine: 1.5 liter 4-cylinder i-VTEC, Honda IMA electric-motor - 122-hp / 128 lb-ft.
• Transmission: 6-speed manual; 6-speed automatic.
• Curb Weight: 2,637 lbs.
• 0 to 60 mph: 9 seconds.
• Top Speed: 122 mph.
• Fuel-economy (city/highway): 31/37 mpg w/ 6-speed manual; 35/39 mpg w/ CVT.

All Photos Copyright © 2011 Omar Rana, Nikolina Kostrevski - egmCarTech.

2011 Honda CR-Z Hybrid - Exterior

Exterior:

From no angle does the 2011 Honda CR-Z emanate your typical hybrid design.  The sporty 2-passenger coupe shares structural architecture with Honda’s Fit and Insight, but is ultimately smaller than it’s platform relatives, measuring in at 160.6 inches long, 68.5 inches wide, and 54.9 inches tall.

2011 Honda CR-Z - Lights

The secret behind the ultra-sporty look is what Honda calls the ‘One-motion Wedge’ concept, which features an elongated and lowered hood-line coupled with a widened stance, all of which combines for the sleek nature of the vehicle’s body.  Taking a design cue from the original ‘84 Honda CR-X, the rear of the car features Honda’s signature split-level glass hatch.  While the split hatch offers a great look, it hinders the driver’s visibility.

There is a little doubt that Honda has succeeded in demonstrating that hybrids can in fact be attractive, and not relegated to the ‘eyesore’ category.  The company has effectively shown that hybrids can be exciting, aggressive, and bold; aesthetically, this car definitely makes a statement without being shaped like a cheese wedge.

2011 Honda CR-Z Hybrid - Interior

Interior:

Like the original CR-X and Insight, the 2011 Honda CR-Z is a two passenger car; definitely not a family vehicle. It does differ from the above however, and most other hybrids for that matter, in that it features an exciting interior with textured black materials and aluminum-style accents.

The upper portion of the dash engulfs the cabin, creating a decidedly cockpit feel, and the high-quality silver mesh sport seats provide excellent support, even for the larger driver. The most dazzling interior design element however, is the bright instrument panel mounted right behind the steering wheel; it sports a vibrant blue color pallet and three dimensional imaging, which combine for a multi-layered interface.

The interior build-quality is noteworthy, especially for a relatively affordable car. This is one area Honda has been struggling a bit with as of late, but Honda CR-Z has not fallen victim to the inconsistent nature of recent Honda interiors.

The rear-space in the cabin is well-utilized, as Honda has outfitted a large, two-compartment cargo console just behind the seats, offering a hidden storage space for your laptop, iPad, or any other on-the-go items one might carry. Nonetheless, the 2011 Honda CR-Z sports a mere maximum 25.1 cu-ft of cargo space.

One thing this interior does really well is offer a visually engaging experience and versatile approach to interior space utilization that puts the driver front and center.  To the left of the steering wheel sits a cluster of controls which allow the driver to change driving mode (Econ, Normal, Sport), activate traction control, and adjust the side-view mirrors.  Climate, audi, and navigation controls are all housed in the center console which sits tilted toward the driver, effectuating convenient access. All of this puts the driver in close control of his instruments, while leaving the passenger seat open, spacious, and clutter-free.

2011 Honda CR-Z Hybrid - IMA Hybrid Powertrain

Performance:

The exterior and interior designs of the Honda CR-Z wet your appetite for performance.  Well, that’s where things get a little less exciting and that’s due to the lack of a turbo gasoline engine, something Honda enthusiasts are very much passionate about. However, we have to say, as a hybrid, the Honda CR-Z does have a little devilish side.

Even considering the hybrid nature of the powertrain, we can’t totally label the car as lacking a sporty factor.  There is a lot to be said about it being the first ever hybrid to be offered with a 6-speed manual, as well as the variable drive modes mentioned above.  When engaged in ‘Sport’ mode, much of the driving experience becomes enhanced; the engine throttle becomes more responsive, the steering firms up, and on the CVT equipped models, the transmission ratios are optimized to maintain higher RPMs and quicker acceleration.  When driving in ‘Sport’ mode, we definitely felt the difference and had a lot more confidence when over-taking other drivers and jumping off the line.  Obviously, we weren’t going to be sucked to the back of the seat, and we weren’t expecting to be, but we were blown away by the degree of which the orientation changes with ‘Sport’ mode engaged.

Being a hybrid, fuel-economy is essentially what matters most.  The EPA estimates 35/39 mpg and a combined 37 when mated to the CVT.  The sportier 6-speed manual equipped model brings those figures down to 31/37/34 mpg.  Our test Honda CR-Z 6-speed manual managed to average 31 mpg during a week-long test but that’s mainly because we never engaged the ‘Econ’ mode and stayed mainly in ‘Sport’. The ‘Econ’ mode will alter the car’s orientation for better efficiency, with the electric motor assist and air condition system reducing overall load on the engine. An option that is will save your wallet some grief when filling up.

2011 Honda CR-Z Hybrid - Rear 1/4 Angle

Overall:

The Honda CR-Z isn’t for everybody.  That is not to say however, that it isn’t for anybody. While many will be thrown off by the lack of performance, many still will be attracted to a vehicle that let’s them mind Mother Nature, yet still exhibit a bit of a rebellious side.

Pricing starts at $19,345 for a 6-speed manual equipped model, and $19,995 for the CVT option.  Those figures are pretty competitive for a hybrid that sports a little devilish side – emphasis on little.  If you’re a single twenty-something who is environmentally conscious and into stylish rides, than the CR-Z is for you.  If you’re married with kids and all the rest still applies, consider the Insight.

Review: 2011 Honda CR-Z:

- By: Stephen Calogera

All Photos Copyright © 2011 Omar Rana, Nikolina Kostrevski - egmCarTech.