Thursday, April 30, 2015


Initially presented in 2008, the MiTo is Alfa's three-entryway hatchback supermini, so named as to connection Milan and Turin, the two Italian urban communities where the vehicle's particular styling and creation focuses are housed. In the seven years that the MiTo has been out and about, we've seen a mixed bag of exceptional versions for the lively conservative, each with its own particular tackle style and execution. 
Presently, the European marque will offer another rendition called the MiTo Racer, which is booked to make its reality debut at the Geneva Motor Show this year. Alfa says the Racer is "focusing on a more develop demographic that is keen on new propensities," which essentially implies it accompanies various outside style and inside gear changes. 

Will these new adjustments allure purchasers searching for an additional bit of execution, or will they simply indicate a considerable measure of all off next big think. From the off, the MiTo looks good. The front end is nicely sculpted, with the traditional reverse-pyramid Alfa grille and oval headlights that stretch back into the front fenders. Punctuating the lower air dam are twin fog lamps. From the side, things get even better, with a roofline that dips back into the rear hatch and gently curved windows that rise to meet it. The fenders have a bit of substance to them, and in the back, the round taillights keep the rear end looking tidy. 

When it comes to styling, Alfa Romeo is justly famous for putting some very pretty cars on the road. The Racer has abundant chromed elements, such as a satin-chrome finish for the door handles and light frames both up front and around back. The exhaust tip also receives a chrome finish. Complementing the well-defined rear end is a sport bumper and spoiler.

The collection of paint colors sees new additions, with a total of eight new shades to choose from, including a new white and slate grey. Wheel selection is now in 17-inch alloys, with a bronzed polished finish. The side mirrors receive a similar treatment. It’s a color ill-suited to many vehicles, but on the MiTo Racer, I think it looks fantastic.

Alfa Romeo will be bringing a Hawthorn White example to Geneva, complete with the race checkered-flag sticker adorning the roof. Inside, things are equally nice. The seats, for example, are a pleasant mix between bolstered lateral support and comfortable plushness. The dash is agreeably laid out, with circular pods for the gauge cluster and air vents.

The MiTo racer adds brown eco-leather upholstery, which, once again, actually looks surprisingly good. There’s matching stitching, as well as Alfa Romeo branding across the headrests. This brown stitched leather is continued into the sporty, flat-bottomed steering wheel, gearshift lever, and hand brake. The steering wheel also has infotainment controls.
The brown-on-black theme is sustained in the foot wells, with further Alfa Romeo branding and matching stitching. Sport pedals keep the driver’s feet securely planted. Standard equipment includes manual temperature control, a UConnect infotainment system, a 5-inch touchscreen, Bluetooth interface, an auxiliary media input port, USB interface port, and voice command. Satellite navigation is available as an option.

Safety wise, the MiTo Racer comes with seven airbags and a tire-pressure monitoring system. While the MiTo Racer looks fabulous, both all around inside and out, the drivetrain is the place things go somewhat off-base. You would anticipate that Alfa Romeo will saturate this minimal front-motor, FWD hatchback with some additional get-up-and-go when naming it something so clearly execution situated. Lamentably, that is not the situation, as the accessible drivetrains remain indefensibly unaltered. 

While an assortment of motor decisions are accessible, none truly experience the name "Racer." These incorporate a commonly suctioned, fuel fueled 1.4-liter with 78 torque, a turbocharged, gas controlled TwinAir 0.9-liter with 105 strength, a turbo-diesel JTDM 1.3-liter with 85 pull, a turbo-diesel JTDM 1.6-liter with 120 drive, and a top-range, turbocharged, gas controlled MultiAir 1.4-liter plant with 140 torque. 

Joining the most noteworthy yield motor with Alfa's programmed twin-grip six-velocity gearbox, the quickest of-the-cluster MiTo Racer still takes an "un-racer-like" 8.1 seconds to achieve 6o mph from a stop, hitting a top speed just shy of 130 mph. Mileage and outflows are phenomenal however, with figures appraised at 44 mpg and 126 g/km separatelyDriver assists include an electronic stability control system, traction control, hill holder, and an electronic differential. Alfa Romeo plans on bringing the turbocharged 0.9-liter engine option to Geneva, which will accelerate to 60 mph in 11.2 seconds and reach a top speed of 112 mph.

Wednesday, April 29, 2015


All newer Nissan Qashqai was initially discharged in 2007, and from that point forward, its taken the little hybrid fragment by tempest, with more than two million units created. Presently there's a second era on offer, and it dons a more honed, better-looking outside configuration, expanded inside space with updated innovation, and a more effective drivetrain range that'll spare the climate and taste the dino juice. It's an imperative revive for the Japanese automaker, and it shows up as if the new model keeps all the great while revitalizing the rest. 

That is critical in an auto that sets numerous norms in the always extending hybrid portion. To keep its move going, Nissan was tasked with changing the Qashqai sufficiently only to legitimize its second-gen status, however more like to wreck the old recipe. The outcome ought to be something that keeps the same clients returning, while in the meantime attracting new in new buyers. One critical part to keeping a popular car fresh is tweaking the exterior just enough to stand out from the previous model. To this end, Nissan altered the aesthetics to something that looks a bit sharper and more muscular, while still clearly maintaining ties with the first generation.

Starting in the front, we find a fascia that’s crisper and more heavily creased. The headlights are more angular than those in the first gen, while the grille and lower air dam have been enlarged and now offer a scowling expression when viewed head on. The lower fog lights received a polished surround, while the black trim lining the bottom of the car has been reduced in size.

This tough plastic apron continues along the flanks, lining the wheel wells and visually raising the Qashqai farther from the ground. The profile is distinctly more SUV-like in appearance, particularly in the rear half of the car where the short and stubby hatchback lines are tossed in favor of a stronger-looking C-pillar and rear quarter panel.

In the back, the taillights have been elongated into the sides of the car, stretching further from the rear hatch. The trailing roof spoiler also appears extended. The lower bumper lights have been squared and tucked more neatly into the lower apron.

Overall, it’s the kind of update you’d expect, with a dash of extra beefiness, aggression, and perceived premium quality. Dimensionally, Nissan added a bit more girth as well, giving the new model 1.85 inches of extra length and 0.79 inch of extra width. It’s also 0.59 inch lower than before. Nissan claims that despite these changes, front and rear headroom levels have actually increased by 0.39 inch, with the higher driving position still in place.

Rollers include optional 19-inch alloys. The new front end features LED daytime running lights on all models, with some versions equipped with full LEDs for the headlights, both low and high beams. Nissan claims LEDs provide “a whiter, crisper light, not only using 50 percent less power than Xenon bulbs, but also producing light closer in color to sunlight resulting in better visibility at night.”All new Qashqai comes equipped with a radar system however as opposed to mounting this to the outside of the auto or in the grille, Nissan designers put it behind the guard, smoothing the general appearance. This likewise assists with air motion, which sees a general increment in proficiency, introducing a drag coefficient of only 0.32, which isn't too terrible for a tall hybrid. These increases originate from an overhauled rooftop spoiler, winglets and a level floor. There's likewise something many refer to as an Active Grille Shutter framework, which pieces wind current into the radiator. At rates more than 19 mph, the screen closes, decreasing drag, and opening again when the motor needs cooling. This highlight comes standard on models furnished with diesel motors and manual transmissions. The outcomes are lower outflows, enhanced economy and more noteworthy greater stability at speed.A variety of passive and active safety technology is available in the new Qashqai. It’s part of Nissan’s Safety Shield, which incorporates Forward Emergency Braking, Driver Attention Alert and Traffic Sign Recognition.

Drivers are given the option to tailor various automatic settings through a single interface customizing things like how early the headlights will turn on using a new meter display located between the speedometer and tachometer in the gauge cluster. These functions are controlled by switches on the steering wheel.Trunk space has expanded by 0.7 cubic foot, presenting to 15.16 cubic feet aggregate of baggage limit with the back seats in position, which Nissan cases bests other C-section opponents like the Ford Focus and Volkswagen Golf. Travelers likewise show signs of improvement headroom and legroom. The more extensive body assists with shoulder room, while the entryway openings have likewise been updated for simpler entrance and departure. 

The tailgate has been enhanced for stacking and emptying by opening 5.9 inches higher than anytime recently. There's likewise a double floor framework for more adaptability. These two reversible floor boards can be brought or brought down up in 16 unique setups for enhanced utilization of space. The back board can likewise space into a vertical arrangement to hold things like shopping packs all the more safely. The heap spread fits under the gear floor for bulkier things, while the baggage sheets are done with a "wipe-clean" surface on one side and cover on the other, in the event that you're transporting messier things.The redesign for the seats used “advanced medical scanning techniques and were inspired by NASA to analyse pressure and blood flow in the lower back of seated passengers.” Nissan claims this offers an even support system, with additional bolsters for the pelvis, lumbar and chest area, thus reducing fatigue on long-distance trips. Pretty neat.

You’ll find a few upgrades to common features too, like a longer wire for the USB port in the central console that allows passengers to operate the device outside of the console, and an electronic parking brake that frees up space in the cabin for things like cup holders.

Ambient cabin lightning now includes a subtle orange glow around the gearlever. Every aspect of the interior lighting system is controllable by the driver, and was designed to give the Qashqai a “premium look and feel.Nissan has wisely increased the range of engine options, also upping the average efficiency in the process. There are four engines available, two gasoline and two diesel, and all are turbocharged, allowing for lower displacement, fewer emissions and better fuel consumption, all without sacrificing performance. Each engine is also equipped with a Start-Stop ignition, a regenerative alternator, optimized gear ratios and low-viscosity oils, each of which is a standard feature for maximum savings at the pump. Additionally, the new Qashqai is significantly lighter than the old model, dropping over 88 pounds and boosting efficiency even further.
Drivetrains include front-wheel drive or all-wheel drive, with either a six-speed manual or the new Xtronic automatic transmission.

The entry-level powerplant is a 1.2-liter DIG-T with 113 horsepower and 140 pound-feet of torque, which replaces the outgoing naturally aspirated 1.6-liter engine. Emissions are rated at 129 g/km, which is 15 g/km less than the 1.6-liter. Fuel economy is 50.4 mpg.Next on the gas list is a 1.6-liter DIG-T that produces 147 horsepower and 177 pound-feet of torque, making it the most powerful engine in the lineup (the diesels have it beat for torque, though). Despite the increased output, CO2 emissions are just a bit above the 1.2-liter, at 132 g/km, while economy is identical at 50.4 mpg.

Opening up for the oil burners is a 1.5-liter dCi unit putting out 108 horsepower. It’s the cleanest and most efficient option, making only 99 g/km of CO2 and getting 74.3 mpg. It’s the sixth iteration of the engine, and is shared with Renault Renault through a joint partnership. Torque sees a 15 pound-foot gain to a total of 191. The engine’s internals have been revamped to offer quieter operation and less vibration, with the removal of the upper torque rod eliminating a “potential noise path from the engine to the cabin.” The weight has also been reduced with lightened components.

Finally, a 1.6-liter dCi with 128 horsepower and 236 pound-feet of torque rounds out the engine options. This unit features a light, compact design, with a cold-loop, low-pressure exhaust gas recirculation system that reduces nitrogen and CO2 emissions. It also has a quicker warm-up phase, which reduces friction losses and fuel consumption. The 1.6-liter diesel will put out 115 g/km and get 64.2 mpg.

Nissan created its new Xtronic automatic gearbox specifically for the Qashqai, and it’s now available on the 1.6-liter diesel engine. According to Nissan, it’s based on the same design as a CVT, but “mimics the behavior of traditional, multi-ratio automatic gearboxes during hard acceleration, with stepped changes. In more gentle driving, the ratios are subtly adjusted to give ultimate smoothness. This means the Xtronic transmission offers the best of both worlds for drivers, with ultra-smooth low-load power delivery and direct performance during higher acceleration driving.

Tuesday, April 28, 2015


With very much characterized shoulder lines, covation, however in our latest Big Test correlation, the auto put 6th out of six autos. That audit secured the Malibu with the 2.5-liter I-4, so when a stacked 2015 Malibu Turbo touched base in the Motor Trend Garage, we track-tried the auto to perceive how well its improved execution matches up to the competition Slam the Malibu Turbo's throttle to the floor, and you'll either be highly entertained or slightly nauseated, or both. Turbocharged four-cylinder four-doors can be lots of fun when you're not interested in the more linear feel of a six-cylinder midsize sedan. In the Malibu Turbo, a bit of turbo lag is followed by a sudden burst of acceleration. At wide-open throttle from a stop, on the right surface, you can even burn a little rubber. The Malibu's turbocharged 2.0-liter I-4 is good for 259 hp at 5300 rpm and 295 lb-ft from 3000-4000 rpm, and it's mated to a six-speed automatic with manual controls on the gear stalk. Those basic stats sound somewhat impressive on paper, but let's head to the test track.

From 0-60 mph, the 2015 Malibu Turbo is a mid-pack performer. It's quicker than a couple turbo-four-powered midsizers, but behind a pair of six-cylinder four-doors. The Chevrolet's 6.3-second time was, as you'd expect, quicker than an all-wheel-drive 2013 Ford Fusion with a turbocharged 2.0-liter I-4 (6.8 seconds). In 45-65 mph passing, the turbocharged four-cylinder cars yield to the traditional V-6 cars, with the Malibu's 3.5-second time beating the Optima and all-wheel-drive Fusion 3.7 seconds.Turbo-four or V-6, fuel economy for those for midsizers is essentially a tie, with the 2015 Malibu Turbo at an EPA-rated 21/30 mpg city/highway.. If you're frequently making the most of the Malibu Turbo's 2.1-second 0-60 mph advantage over the naturally aspirated 2.5-liter I-4 model, though, forget about 30 mpg on the highway. Seamless engine stop-start technology is standard on that Malibu but not offered on the performance-oriented turbocharged model.

                                                                                                                                While the six-rate programmed regularly scans for the most elevated rigging to expand mileage (like others in this class), the somewhat ungainly manual controls on the highest point of the apparatus stalk are highly refreshing. Rather than a manual door or directing wheel-mounted oars, in the Malibu Turbo, the driver thumps the rigging stalk into M and afterward chooses the sought apparatus. Around one of our most loved driving streets in Southern California, we stayed with second rigging by means of that manual mode, which truly woke up the auto and, to the transmission's credit, didn't consequently upshift at higher rpms. The 2015 Malibu Turbo's inside is the auto's major focused disadvantage. It's not our attractive brown piping against tan leather seats, nor the unique looking two-tone dashboard. Regardless of how alluring or intense the Malibu gets in turbocharged structure, the 2015 Chevrolet is as yet missing regarding the matter of back seat space and simplicity of section/way out. (The automaker included 1.25 inches of back seat knee space for 2014.) Unlike in the Malibu, you won't locate a sizable drivetrain bump in a Toyota Camry, and the Honda Accord has bounty more back seat legroom. Were we shop looking for a medium size car sedan, these vital subtle elements would keep the Malibu off our list.

If the Malibu's comparative deficiency in interior space isn't of concern, you might like the car's two cellphone stands, or the cool storage area hidden behind the fold-up center-stack touchscreen. While we still can't figure out the design purpose of the horizontal strakes just above the glove box, the blue ambient lighting is a nice touch. On a future Malibu, we'd love to see larger sideview mirrors that fold in (manual or power-operated) and more realistic faux wood trim. Ultimately, the two things we want from the Malibu aren't going to be meaningfully addressed this model year or the next. No matter the engine, the car could use more interior space and easier rear-seat entry/exit -- until that happens, the Malibu Turbo would need class-leading performance or some serious incentives to drive it to the top of the pack.

an 19-inch wheels, and Impala-like front styling, the 2015 Chevrolet Malibu Turbo is one gorgeous four-entryway. As a fair midsize sedan , however, the volume model is not as much as persuading. Chevrolet attempted to cure this for 2014 by including somewhat more back seat knee room, upgraded sheetmetal, and standard motor engine stop-start technology inn

Monday, April 27, 2015


Prior toward the beginning of today at the New York International Auto Show, we authoritatively appeared the most up to date individual from the Scion Release Series family, the Scion FR-S Release Series 1.0. The FR-S RS 1.0 is something that has been underway for quite a while, and we believe its brought about one of the best surely.packages we’ve ever put together for a Scion vehicle, hands down.Looking at the Scion FR-S RS 1.0, the first thing you notice is its unique Yuzu colored exterior, which marks the first time we’ve ever made the color available on a Scion. The striking finish is complemented by an aero kit from our in-house tuning division, TRD, complete with a 3-piece rear spoiler. Completing the exterior modifications are a TRD side fender garnish and HID headlamps with LED daytime running lights.                                                                                                                                                                                                                                                                                                                                                                         The base Scion FR-S comes standard with a standout amongst the most athletic suspension setups available, however the Scion FR-S RS 1.0 makes it a stride further with an arrangement of TRD bringing down springs on each of the four corners that give the auto a forceful drop. Furthermore, to round out the wide fumes set patterns on the TRD guard, a TRD quad tip exhaust system  has been equipped on every FR-S RS 1.0.Modifications made to the Release Series FR-S extend to the interior, where drivers will be greeted by a leather trimmed TRD steering wheel that’s been made thicker all the way around for increased grip. Likewise, the standard shift knob has been replaced by a leather trimmed TRD knob to enhance shifting feel. The shifter plate which surrounds the gear selector has also been swapped out to a TRD shifter-plate that includes a sequentially numbered Scion FR-S Release Series 1.0 badge.                                                                                                                                                                                                                                                A smart key with a push start button has been added as well, along with dual-zone automatic climate controls to keep both passengers comfortable. Rounding things out are a new cargo may in the trunk with a matching TRD logo, and GT 86 “Black” seats with FR-S signature T-Pattern insets.We think you’re going to love the Scion FR-S Release Series 1.0, which will be arriving at dealerships in . Only 1500 units are scheduled to be produced, so head into your local Scion dealership and reserve your FR-S RS 1.0 soon!

Sunday, April 26, 2015


With the declaration of a generation adaptation of the 2012 A6 L e-Tron, Audi endeavors to answer two issues postured by the Chinese extravagance auto market in the meantime. The main of these is something that the A6 L in its customary shape as of now addresses, the Chinese fixation on back legroom. At the same time, the more critical issue is that of efficiency, and this the new auto does well. This economy takes a stab at a somewhat of a cost concerning force, yet this is an auto expected just for the Chinese market, and China all that much has its own arrangement of guidelines. The car was first shown as a concept back in 2012, and has received a few tweaks since then.                                                                                                                                                                                                                                               The exterior styling of the A6 L e-Tron is very close to that of the A6 L, the long-wheelbase version of the A6 that is built in China and just for the Chinese market. There are nevertheless a few details that set the car apart from the other A6 L. The e-Tron comes with a special set of 18-inch wheels, making it much more immediately recognizable. LED lights have been added around the air intakes, making for a small but very noticeable change in the look of the front fascia. This is different from the standard fascia given to the original concept, and Audi has also scaled back the wheels, as the concept had a set measuring 21 inches.                                                                                                                                                                                                                                                                                     The car’s interior is aimed at a segment of the Chinese market that doesn’t exist in other countries: buyers of midsized sedans who employ professional chauffeurs.
One need not buy a Rolls-Royce Phantom to be driven around in China, and all three of the big German luxury brands now build long-wheelbase versions of their midsized models for this market.

That means that the 3.6 inches of extra length the A6 L has been given are devoted almost entirely to extra rear legroom. This remains the same for the e-Tron, but here the driver is also given the option of displaying information pertaining to the drivetrain and battery on the MMI screen. The new battery packs intrude on trunk space a bit, but not so much that you wouldn’t be able to get a suitcase in.Fuel economy is an extremely important issue in China, where smog levels in major cities reached crisis levels long ago. But concerns about the availability of charging stations have kept sales of pure electrics from really getting off of the ground, and that is presumably why Audi chose to go the plug-in hybrid route for this car. Although Audi already makes an A6 Hybrid, available for sale in most markets, the e-Tron takes it a step further, mating a 2.0-liter TFSI four-cylinder to a disk-shaped electric motor mounted between the gasoline engine and the eight-speed automatic transmission                                                                                                                                                              The force number isn't colossal, and in the event that you pick to drive in unadulterated electric mode, which the A6 L e-Tron can accomplish for a scope of 31 miles, force will be even lower. However, the auto can achieve a top velocity of 84 mph taking all things together electric mode, an immense change over the 37 mph initially cited when the concept debuted.
It's still not particularly great, but rather the e-Tron is probably implied principally for city driving, where brown haze is such an issue, and the individuals who both need to take longer excursions and are worried about efficiency will at present have the choice of the general mixture. Furthermore, as has a tendency to be the situation with e-Tron models, Audi's signature Quattro all-wheel-drive systemis not accessible, with force setting off just to the front wheels.The highlights offered on the A6 L e-Tron aren't precisely momentous, however Audi's bundling every one of them together is a first for China. This could give the auto an edge, however given the extent to which extravagance EVs like the Tesla Model S have battled in China, its not precisely ensured that mileage will be a sufficient need to be favorable for the e-Tron.

Saturday, April 25, 2015


All new Chevrolet Express moves into 2015 much the same as years earlier, yet includes a USB and helper port to the head unit, and increases a few choices as standard: OnStar with turn-by-turn route navigation, 110-volt electrical plug. Redish hot and Rainforest Green Metallic are additionally included as outside shading choices. The  cargoload van increases three columns of LED lighting. 

The 4.3-liter V-6 and 5.3-liter V-8 are gone, which implies the AWD goes and it was matched pairs with the 5.3-liter V-8.All new 2015 Chevrolet Express is the staying full-estimate American van that troopers on, unaltered. Passage as of late supplanted the body-on-edge E-Series, allowing Chevrolet lone and happy with flawlessly content with the body-on-framedcasing Express. The van keeps on being offered with two gas sustained V-8's and a turbodiesel V-8, all matched with a substantial obligation six-rate programmed. The base 4.8-liter V-8 makes 285 hp and 295 lb-ft of torque, and is EPA-evaluated to get 11/13 mpg city/thruway. The greater gas motor is a 329-hp 6.0-liter V-8 that delivers 373 lb-ft of torque and gets an EPA-evaluated 11/13 mpg too. The most intense motor is a turbocharged 6.6-liter diesel V-8 that makes 260 hp and 525 lb-ft of torque. The EPA doesn't rate vast commercial diesel motors.                                                                                                                                                                                                                                                             Maximum trailer towing capacity on the 2015 Express is 10,000 pounds with the 6.6-liter turbodiesel V-8; the passenger van combines the regular length 3500 chassis to get that number, but the cargo does so with the 2500 or 3500 chassis. The passenger van can be configured for 12 passengers in regular length .Seats up to 15,Numerous                          configurations.Available diesel or 15 in extended wheelbase models. The Express cargo van has a volume of 239.7 cubic feet on regular length models, or 284.4 cubic feet on extended length models.

The 2015 Chevrolet Express received a three-star rollover rating from the NHTSA (out of a possible five stars).

In a Review of a 2015 Chevrolet Express we said, “The Express offers remarkable value for the money. It's relatively cheap to buy, easy to configure for your specific needs, and has a good value history, factoring resale, maintenance, insurance, and repairs.” Just as the van has not changed, the statement remains true for many of the buyers of this stalwart van. Upfitters already have hardware for the Express, it’s familiar and easy to work on, and it’s a proven platform. On the other hand, it’s massive, hard to park, and gets awful fuel economy. Chevrolet has said it have no plans to replace the Express, noting that it meets the needs of people who keep buying them. They have a point: if you need one, and don’t mind the gas mileage, step right up.

Friday, April 24, 2015


Subaru's WRX is absolutely new for 2015, highlighting a more develop appearance and vibe. Along the way, it has dropped a few things: notwithstanding losing Impreza name, the brand has discarded some removal, going from 2.5- down to 2.0-liters. In any case, that is simply a beginning stage for immense upgrades from the most recent rendition of what is without a doubt a clique exemplary. 

With that newly discovered development, Subaru, a division of Fuji Heavy Industries, which likewise assembles in the aviation and ground transportation divisions, trusts that the WRX will get to be all the more appealing to drivers .                                                                                                                                                                                                                                                          Now in its fourth generation, the WRX is a compact sports sedan that's motivated by a new 2.0-liter turbocharged four-cylinder engine. More powerful than the larger engine it replaces, the mill produces 268 horsepower at 5,600 rpm and 258 lb-ft of torque from 2,000- to 5,200 rpm. It is fueled by gas direct-injection and moderated by Subaru's dual active valve control system for variable valve timing. Speaking of gas, the company says optimal performance will only be achieved with premium fuel.

With its new look comes a stiffer unibody bragging a 41-percent expansion in torsional inflexibility to improve the WRX's taking care of. Force gets to the drive wheels through the brand's Sport Lineartronic CVT. A smooth administrator, it mirrors the impacts of a six- or eight-velocity transmission and can "moved" through directing wheel-mounted oar movement levers. Working with the CVT is Subaru's Intelligent Drive system, which permits the driver to change from Intelligent, to Sport and Sport transmission modes. 

Through this setup, shift modes change, from a casual Intelligent mode, to Sport for the six- or eight-velocity transmission modes. A change to Sport remaps the throttle further for significantly more keen reaction and reasons the transmission to work like an eight-pace gearbox, whether in programmed or manual. A six-rate manual gearbox with short toss shifter is additionally accessible for the individuals who consideration to line it themselves.Subaru Symmetrical All-Wheel-Drive is on board, distributing an equal amount (50:50 split) of torque to all four wheels except when one or more encounter slippage. It's at that point the system adds torque to the wheels that still have grip, to keep the WRX's momentum in check. In addition to the improved handling in sloppy weather, the AWD system now features revised active torque vectoring to help shorten the effects of turn-in and allow for increased power upon exit. Working in concert with the AWD is a new electronic power steering system, as well as a sport-tuned suspension with larger brakes. The WRX is equipped with 17-inch Dunlop SP SportMaxx tires.
Our top-of-the-line Limited model included LED low-beam lights, side sill spoilers and leather seating surfaces. This new fourth-gen WRX weighs in at 3,433 pounds, which is an increase of only 60 pounds over the previous model.
For those who still desire a more sporting experience, the WRX STI returns. Complete with last year's 2.5-liter four-cylinder boxer engine that produces 305-horsepower, it is steered by a hydraulically-assisted power steering rack and offers the driver controls for its adjustable center differential. A six-speed manual is the only gearbox available.

The WRX counts a trio of front-drivers, the Honda Civic Si, Ford Focus ST and Volkswagen GTI, as its main rivals. Of note, the Focus and GTI are only offered as hatchbacks, a body style that Subaru abandoned in order to focus its development dollars on better differentiating the WRX from its Impreza sibling.

A few of us like our dragsters a bit less shouty. As in certain kid  and, progressively, young lady racers accompany the huge basic need truck wings and Faster and Furiouser XII representation, our Subaru WRX is shockingly calm in its cosmetics. Set up of the immense decklid wing is a minor lip spoiler. Be that as it may, don't stress, in the event that you like striking and brash, simply venture up to the STI. 

The new nose cone of the WRX is an one-piece issue that consolidates the hexagonal Subaru flame broil with a vast under-guard admission for cooling. Flanked on both sides by running and mist lights, it is an inconceivable change over the earlier year's putting forth. The hood is aluminum with a four-inch tall scoop to suck in however much cool air as could be expected to sustain the intercooler and turbocharger. 

The more moderate vibe grabs hold of the new WRX, and from different points, it shows up just as numerous European impacts (counting a respect to the BMW Hoffmeister wrinkle) went into the configuration of this Japanese sports car. The back is finished with pleasantly done fumes finishers tucked into either side of a reenacted back diffuser.Soft-touch material is found throughout the WRX and the leather-covered seats displayed good support while putting the Sedan through its paces on twisty roads. The rear seat offered good legroom with easy in and out from the second row. Trunk capacity has grown from 11.3- to 12-cubic feet. A 60:40 split fold down rear seat allows even more space, as needed.

Thursday, April 23, 2015


All new Sprinter 4x4 takes a fairly roundabout course on its approach to American roadstreets. Because of an obsolete of a U.S. law known as the Chicken Tax , Sprinters are completely developed in their Düsseldorf industrial facility just for the trucks to be diminished of their running rigging, which is delivered over to Charleston, South Carolina, for reassembly. Also, so hopefully they can't cheat and reassemble them while in transit, the drivetrains go on one boatship while the bodies go on another.     But not for long. Construction will soon start at the South Carolina plant where Mercedes-Benz will spend $500-million to build a complete factory instead of the reassembly center that now exists. There, 1,300 employees will build the Sprinters from the ground up.

Although the base engine in the Sprinter, available both as a Mercedes-Benz and Freightliner-badged Diesel vehicle, is the 161 horsepower, 2.1-liter four-cylinder engine, the 4x4 is equipped exclusively with the 188 horsepower, 3.0-liter BlueTEC V6 that produces 325 lb-ft of torque. A derivative of the engine also found in other models throughout the brand, including E, S, GLE and others, it is mated to a five-speed automatic transmission with manual shift control. The addition of the 4x4 system will set you back another $6,500 over the price of a conventional rear-drive Sprinter.

The Sprinter vans join the bulk of the M-B diesel lineup in using the now familiar Diesel Exhaust Fluid  additive system, which for more than ten years, has helped to reduce the nitrogen oxide emissions that result from a non-additive diesel, with the end result being an engine that burns almost as clean as a regular gasoline powerplant.

Accessible in 144- and 170-inch wheelbases, both models can be requested with the Sprinter's new-for-2015 four-wheel-drive framework with its on-interest capacities. At the point when required, the driver can connect with it by the push of a catch just under the van's ignition switch. Every adaptation of the 4x4 undercarriage can be designed by one of M-B's favored system of "upfitters," who can alter one of the traveler, group or freight vans to pull around everything from the NBA's finest to pulling the mail or for this situation Fed-Ex. They are accessible in Low and High roofline models, the last, which is perfect for conveying travelers, and also load. 

Indeed, even Mercedes-Benz itself cops to the certainty the Sprinter 4x4 is not viewed as a 4x4 junkie, but rather its still powerful able for utilization at development locales, sloppy fields and in severe climate. The framework draws in when the driver pushes a dashboard-mounted catch, which thus initiates a torque proportion of 35:65, from front to back axles. The Sprinter's Electronic Traction System  is dependable by then for keeping the four wheels spinning...or not. 

It can likewise be outfitted with an accessible ($300) low-power reach gear for harder landscape that abbreviates the equipping by 42-percent, and also a dually back wheel arrangement. 

The Sprinter 4x4 has gotten such a kneading, to the point that it now rides 4.3-inches higher in front and 3.1-inches higher in the back. Therefore, the Sprinter 4x4 brags a 20-percent increment in approach over its two-wheel drive partner. In general, the 4x4 comes in at a moderately blame free 265-pounds more than the standard model.The Sprinter competes in a segment that was once the exclusive domain of the Ford Econoline, Chevrolet Express and the GMC Savana. Now gaining in popularity, the segment includes thoroughly modern vans like the Ford Transit, Nissan NV, Ram Promaster and, of course, the Sprinter.

Restyled in 2014, the Sprinter received a facelift that left it with a more chevron-like grille. It will also be available as a Freightliner, which is a darling of fleet buyers. It is identical in construction except for its new face.

Safety assists are all on-board and include Prevention Assist, Blind Spot Assist, Highbeam Assist, Lane Keep Assist and new for 2015, Crosswind Assist, which uses sensors to brake vector its way to stability when it encounters side microbursts of wind. More rocket science than science fiction, we have experienced it. It works.

Specially-prepared Sprinter van examples are currently running in an off-road race in Morocco. Already available for several years in the European market, the 4x4's legend has preceded it to these shores: 4x4 availability is currently sold out until September 2015.

The Sprinter is a stable driving, all-wheel-drive ultra-utility-vehicle that manages to talk softly but pack a big wallop. With its on-demand 4x4 drivetrain, it can deal with mud and ruts as we saw on Canadian logging roads, and smooth highways with equal confidence. Sure it's a truck, but one that doesn't make you feel as though you went 12-rounds with it over the period of a workday. 

Ruddering the electric power assist rack and pinion system saw its handling go light and easy through rougher surfaces, such as our off-road excursions, while it firmed up on paved roads. Acceleration was good for a truck that is geared to hauling parts, packages and people rather than hauling ass. We did think the gearing was high enough that passing required a heavy stab of the accelerator to really get under way when passing some of the ultra big-rigs we encountered on the logging highways. 

Under various configurations, the Sprinter van can appear a touch top-heavy when equipped with the tall roof option, for example. Still, it managed to handle like a low-slung sport machine on the TransCanada highway.

What impressed us further was the quietness that came from the ultra-refined 3.0L diesel. The balance shaft-aided smoothness and lack of diesel clatter allowed for normal conversations with our drive partner that did not require anything other than our "inside voices."

Wednesday, April 22, 2015


All newer  Fiat 500X is the company's new baby SUV, sharing its platform and powertrains with the Jeep Renegade sibling, and the third major model for the brand in the States. Designed to deliver versatility, style and comfort, the 500X will seek to appeal to U.S. buyers with its retro-chic design and everyday utility while trying to steal a few sales from the likes of the Mini Countryman and the Nissan Juke.

                                                                                                                                              The 500X is the 500 that has been pumping iron in the gym," is how Danilo Tosetti, senior designer of the new SUV, described it. Centro Stile in Turin didn't stray too far afield from the design of the new Cinquecento in creating the 500X, adding just the expected amount of muscular styling to the familiar hatchback form -- exactly the way one would expect a four-door jacked-up 500 to look. Two powerplants and two transmissions are on the menu, both borrowed from its Jeep sibling: a turbocharged 1.4-liter MultiAir engine paired exclusively with a six-speed manual transmission, and a 2.4-liter Tigershark MultiAir2 engine paired with a nine-speed automatic transmission that we've already seen in a number of Fiat Chrysler Automotive vehicles such as the Chrysler 200 and the Jeep Cherokee, to name a few. The smaller engine in the range is rated at 160 hp and 184 lb-ft of torque, while the larger engine produces 180 hp and 175 lb-ft of torque. Front-wheel drive is standard on all five trim versions of the mini-SUV, with all-wheel drive optional on all but the base model, with the latter featuring an automatically disconnecting rear axle that will revert to front-wheel drive mode in order to save fuel when all-wheel drive is not needed. Unlike several other FCA vehicles equipped with this transmission, the nine-speed in the 500X is not an iDrive-like rotary knob but an actual stick, offering a manual shifting mode via the shiftgate rather than paddles -- identical to the Renegade. Drivers will also be able to select one of three driving modes: auto, sport and traction-plus, with the sport setting providing a sportier response from the engine and and steering. Traction-plus, meanwhile, is geared for greater grip on off-road surfaces.

The 500X will be offered with the company's latest suite of convenience and safety features, including blind spot monitoring,a lane departure warning system,rear cross path detection, electronic stability control, hill-start assist and a forward collision warning system. When it comes to infotainment, the 500X will feature the company's UConnect radio with a 5-inch screen in base form, and 3.5-inch color thin-film display for the instrument cluster. Further up the range, the UConnect system offers navigation and SiriusXM radio, in addition to a few other goodies.The 500X will be offered in a choice of five trim levels when it goes on sale, with the base Pop trim level starting at $20,895 and offering a four-speaker audio system, cloth seats, a manual driver and front-passenger seat, a 3-inch Uconnect radio and 16-inch wheels, among other items. The Easy trim level adds a bit more equipment in the form of a 5-inch Uconnect infotainment touchscreen, SiriusXM radio, a six-speaker audio system, a leather-wrapped steering wheel with audio and cruise control, and the larger 2.4-liter engine as standard equipment. In Easy guise, the 500X starts at $23,295. The third street-oriented trim level is Lounge, and for a starting price of $25,745 it will offer automatic headlights, ambient lighting, a 6.5-inch Uconnect touchscreen with SiriusXM, the premium audio system, an auto-dimming rearview mirror, a power driver's seat and 17-inch wheels wearing all-season tires with the availability of optional 18-inch or 20 inch wheels.

Further up, the Trekking and Trekking Plus trim levels will offer off-road styling with redesigned front and rear fascias, satin silver accents and premium leather seats in the Plus model. Trekking will start at $24,000, while the Trekking Plus trim level will be the priciest at $28,000.

Fiat hasn't released official fuel economy figures for the 500X, though a company representative has indicated that it will average north of 30 mpg on the highway.
The 500X will go on sale in the U.S. at the end of May, with the first cargo ship full of 500X having departed Italy during the third week of April.We spent a day with the 500X, driving the pocket-sized SUV through the canyons just north of Los Angeles while also getting a very small taste of the city's legendary traffic conditions. Both of these road environments are very relevant to the 500X's future in the U.S., and we suspect that it may see just as many gridlocked streets as picture-perfect driving roads. One major traffic condition that we'll have a wait a few months to experience in the 500X is the snowpocalypse, but before the next one arrives, we've managed to get a good feel for Fiat's new baby SUV on those roads you see in car commercials 

In city driving, the 500X feels firmly planted on the road without feeling overly stiff, with the generous space in the wheelarches providing plenty of travel for the wheels when the road surface, or lack thereof, calls for it. With the wheels at the four corners, the car feels reasonably nimble in front-wheel drive and all-wheel drive form, without feeling light. Just as in the Renegade the steering response is easy to predict, and with the car set in Sport mode, the steering becomes a little heavier without slowing down response time.

As dial a driving-mode systems go, the Sport mode's offer of a livelier throttle response and a sportier steering feel is easy to detect even without the more dramatic exhaust sound, but it doesn't make us want to keep the car in Sport mode the whole time -- the default mode is just fine for city driving. On curvy backs roads, we kept it in Sport, and the 500X rewards us with a genuinely fun engine response and an entertaining soundtrack, with the automatic transmission proving to be intuitive in tasks seemingly made for roadsters equipped with manual gearboxes.

All new  500X's interior retains the high-mounted seating of the Renegade, not only making getting in and out easy but also providing a better field of view than other vehicles in this class. One would expect that the tradeoff would be slightly snug headroom in the back, but the 500X largely avoids this due to its curved roof. Legroom in the rear seats is a bit of a snug fit, but we found it to be generally comparable to the room offered in the Countryman. When it comes to the design of the interior, no evidence of Jeep Renegade elements can be found, with the 500X maintaining a distinct theme with a number of stylistic items borrowed from its smaller twin. But the interior is not as cute as in the two-door 500 -- it's clear that Fiat has created a more rugged look and feel for this model. The design of the dash is intuitive and varied enough, with body-colored panels and surrounds that have a stamped look to them helping maintain the retro feel present throughout the interior and exterior.

Still, there are a couple of ergononomic miscues, for example, the separation of the Uconnect touchscreen from your hand. Also, unless you drive with the guiding wheel carefully shrouded, similar to a goggle-wearing 1930s Lagonda race you'll need to incline forward a reasonable bit to play with a portion of the infotainment capacities that aren't available by means of directing wheel catches, which are specifically from the FCA parts container, we may include. 

The extent that its go 4x4 romping capacities go, there is no Trailhawk rendition of the 500X nor is there one pending. In any case even in front-wheel drive frame, the 500X is up for some light driving through rough terrain, both urban and provincial. The 500X was more than willing to move up on controls and to slide from them without thumping its wheels against the asphalt, making moving in tight city quarters simple while offering much more noteworthy adaptability than other little softroaders its size. Furthermore, that is the place the 500X's most helpful ordinary utility untruths having the capacity to crush into tight spaces in urban communities with not as much as perfect street base and to move freely without losing face or crunching something on its base. We're certain you've recognized that a few automakers have never mulled over the way that their autos may need to enter a corner store in a real city, the kind with an extremely sudden asphalt slope point that will bears the characteristics of ripping off numerous a front cover or guard. Anyway we can report here and today that the 500X is not perplexed about such urban dodge mine's ,pot hole.

Tuesday, April 21, 2015


All newer 2015 Hyundai Genesis spaces underneath the extravagance Equus car in the Hyundai lineup, and is the most recent portion in what the brand wants to turn into its premium or extravagance models. Stacked up against any semblance of the Lexus ES 350 and Cadillac CTS, the Genesis is probably the underdog. Both brands have a since a long time ago settled extravagance history that impels them forward in the section. 

Be that as it may this shouldn't imply that the 2015 Genesis isn't a solid contender. Stacked up with standard highlights to opponent those of its more prestigious rivals, the Genesis conveys an experience that is agreeable, calm, and rather enjoyable.       The 2015 Hyundai Genesis comes with a price tag of $38,000, while the 5.0 starts at $51,495 before destination charges. Loaded with features, we didn't have to add on too many to push the Genesis into relative luxury status. For an additional $3,245, we added on a heads-up display, premium navigation with larger display, a Lexicon 17-speaker sound system, power trunk lid, continuous damping control suspension, and dual air conditioning with CO2 sensor.
Standard features included 19-inch alloy wheels, power tilt and slide panoramic sunroof, HID auto headlights, leather-wrapped steering wheel and shift knob, front and rear park assist system, smart cruise control with stop/start capability, and much more. Safety features included nine standard airbags, blind spot monitor with rear cross traffic alert, lane departure warning and lane keep assist,                                                                                                                                                                                                                                                     All new 2015 Hyundai Genesis seems to glide down the road, as the interior is surprisingly quiet. We've only ever found this level of sound deadening in the likes of the Lexus LS, and although it's not at that level, it surpasses its competition. The seats are comfortable and supportive for that bumper-to-bumper traffic, and soft-touch and harder plastics can be found in the interior.
The infotainment system had a little bit of a learning curve, but once everything was synced up, we were ready to go. The navigation was easy to use, and while we like it when a system displays the directions from top to bottom, we eventually got used to the bottom to top flow of the Genesis.The Genesis isn't your commonplace weekend fun or road trip car , however it shouldn't be ignored. Its agreeable ride and a lot of storage room give it well to any movement. We're not saying burden it up with surfboards and shoreline adapt and spend a day at the shoreline, yet for those more drawn out drives and weekend getaways, the 2015 Hyundai Genesis handles itself well.                                                                                                                                                                                                                                   Getting out on the open road, we were really able to see what this car is capable of. With three driving modes--Eco, Normal, and Sport--the driver is in charge of the performance. When driving around the city, Eco mode proved to be beneficial in conserving fuel economy slightly, while Sport mode was almost grin-worthy. The paddle shifters made the experience that much better, and with the strong acceleration, we couldn't complain too much.

The 2015 Hyundai Genesis is one of those cars that you don't think about when considering a luxury sedan. And for good reason. It fades to the background against the likes of the Lexus ES 350 and Cadillac CTS. But after a week behind the wheel, we feel the Genesis is a good alternative to the more expensive models, with more standard features.
And while this car may not stand out, it's a silent competitor that may--with more brand recognition--steal away some customers looking for more bang for their buck. However, the level of refinement isn't quite at the luxury mark, but it's right there with just a few more tweaks. If you're in the market for a luxury sedan, the 2015 Hyundai Genesis should definitely be on your list. And if you're on a budget, the entry Genesis 3.8 provides a good alternative.

Monday, April 20, 2015


The Portage Center is one of the top offerings in the reduced section on account of exact, pleasant taking care of, a helpful show of cutting edge highlights and a refined inside. Accessible as a customary car or a payload benevolent hatchback, the Center isn't without flaws boss among them restricted back seat space and an eccentric programmed transmission however they could not hope to compare to what this balanced little car to the table.The downsized engine is accompanied by a brand new front fascia that falls in line with Ford's Kinetic design language thanks to design cues such as an Aston Martin-like grille with five slats, sharp headlights, a redrawn bumper and a rippled hood. The rear end features more minor updates such as redesigned tail lights and a new trunk lid.

Additionally, the Focus gains a new center console and a three-spoke steering wheel, while thicker carpet and window glass work with additional insulation in the engine bay to reduce cabin noise

The Focus certainly doesn't look or drive like a traditional American compact, and there's a reason for that - it was primarily developed in Europe, where small cars tend to be much more upscale than their U.S. counterparts.

The Old World influence is clearly evident in the Focus' classy cabin, which charms with high-quality materials and a distinctive design. There's sufficient space up front, but the rear seats are lacking in legroom compared to some competitors.

Opt for the Focus' versatile hatchback bodystyle, and cargo space is ample - 23.8 cubic feet are available behind the rear seats, and 44.8 cubes can be unlocked by folding the rear seats flat.

There's plenty of technology inside, as all Focuses except for the base model come standard with SYNC, Ford's Bluetooth-based connectivity system that allows smartphone users to place calls and stream music by using voice commands or steering wheel-mounted buttons. SYNC can also read incoming texts aloud to help the driver keep his or her eyes on the road, and allows the use of Ford-approved apps like The Wall Street Journal news and Pandora radio.

The Focus can be spec'd with MyFord Touch, an infotainment system that builds on SYNC by letting users control everything from navigation to climate control to the sound system with voice commands. MyFord Touch also replaces conventional sound system knobs and buttons with a center-mounted eight-inch touchscreen, dual 4.2-inch displays in the instrument cluster and touch-sensitive controls in the center stack. Many consumers report that the system is a "love it or hate it" item, so those interested in the Focus are advised to try before they buy.

Other nifty technology features include an automated parking system that's adept at parallel parking maneuvers - the driver just needs to worry about working the gas and the brakes, and the Focus steers itself - as well as a rearview camera and a proximity key with remote start.

The Focus' European heritage is also reflected in its sturdy platform and well-executed mechanicals, which make for a surprisingly fun small car.

With a multi-link suspension - that's a sophisticated touch for this price point - and a well-weighted, communicative electric power steering system, the Focus is a nimble, playful and planted backroads companion. Handling is further (ahem) focused by a standard Dynamic Cornering Control system that automatically brakes the inside front wheel to reduce understeer.

When the driver is in the mood for a mellow cruise instead of canyon carving, the Focus obliges with a comfortable ride and good pothole impact absorption.

The Focus comes standard with a 2.0-liter direct-injection four-cylinder that produces 160 horsepower and 146 lb-ft of torque. A well-sorted five-speed manual is standard on most Focus models, while a six-speed dual-clutch automatic is optional.

The latter behaves differently than a traditional torque-converter automatic, which is both good and bad. On the negative side, the dual-clutch can be slightly jerky at lower speeds, and it doesn't always creep forward the way one would expect, which can make parking a little touch and go. It does, however, provide smooth, rapid shifts once underway and return excellent fuel economy - 27 mpg in the city and 38 mpg on the highway, to be exact.Buyers after even better fuel economy can order the Focus with a 1.0-liter three-cylinder EcoBoost engine tuned to generate 123 horsepower and 148 lb-ft. of torque. Exclusively linked to a six-speed manual transmission, the engine returns an EPA-estimated 30 mpg in the city and 42 mpg on the highway.

The SE comes standard with a rear-view camera, A/C, power locks, windows and mirrors, a six-speaker AM/FM/CD stereo with an aux input, SYNC, cruise control, a trip computer, steering wheel-mounted audio controls and 16-inch alloy wheels.

Options bundles available for the SE is the SE Appearance Package, which brings leather upholstery, 17-inch aluminum wheels, rear disc brakes, ambient interior lighting, fog lights, a leather-wrapped steering wheel and shifter knob, a 60/40 split folding rear seat, an anti-theft alarm, a rear spoiler and SiriusXM satellite radio. The SE winter package includes heated front seats and heated exterior mirrors. The SE Super Fuel Economy Package brings low rolling resistance tires, 16-inch steel wheels with aero hubcaps, rear disc brakes and a rear spoiler.

Also optional is the MyFord Touch, which is bundled with a navigation system, a 10-speaker Sony audio system and HD Radio.
The top-spec Titanium includes all of the features from the SE Appearance Package and the SE Winter Package. Additional content includes dual-zone automatic climate control, MyFordTouch, a 10-speaker Sony audio system with HD Radio, a proximity key, rear parking sensors and 17-inch aluminum wheels.

Those looking for the sharpest possible driving experience should spring for the Titanium Handling Package, which brings a sport-tuned suspension and 18-inch wheels shod with summer tires. Alternatives to the Focus Hatchback include the sporty and efficient Mazda Mazda3 Hatchback, the the sleek Kia Forte Hatchback and the Subaru Impreza Hatchback, which offers standard all-wheel-drive.

Sunday, April 19, 2015


All new 2015 Volvo S60 Polestar represents the culmination of the Swedish automaker's flirtations with performance car credibility.  Although Volvo's history is littered with limited-production, scarcely-noticed go-fast variants such as the V70 R wagon and the 850 T-5R, the S60 Polestar sedan (and its V60 Polestar wagon sibling) are aimed squarely at the mainstream European car fan's sensibilities. 
Riverside, California  Sweltering in the bursting desert daylight outside the 110-year-old Mission Inn, it appears to be really moronic to be getting prepared to drive the 2015 Volvo S60 Polestar. Minutes back, we were demonstrated a photo of this all-wheel-drive auto in its regular habitat, a frosty street in Sweden. We have looked painstakingly, yet can see no indications of solidified Arctic tundra in the region of the Mission Inn. 

Anyway then we sort of get it. As we're told, the Volvo S60 Polestar should be the same sort of forte auto as a BMW M3 vehicle, just its implied for consistently, not simply Sunday. This is a shrewd thing to say, since there are days when you're not profiling your Audi, BMW, or Mercedes-Benz speedster outside some bistro (the regular habitat for such autos, our experience proposes), and rather really need to push some place far away.
The Polestar people have added a lot of snap to the Volvo brand in a short time, which is something of a miracle, since you could fit all 45 of them into a small neighborhood bar in Gothenburg, Sweden, where Volvo and Polestar are both located. First Polestar developed street-legal performance chips for the ECUs of various Volvo models, then it put a broader array of specially tuned hardware on display in the limited-production Volvo C30 Polestar. It even created a handful of Volvo S60 sedans powered by a 508-hp tuned engine.
Now the 2015 Volvo S60 Polestar and 2015 Volvo V60 Polestar are leading Volvo into the same place where Audi Quattro, BMW M, and Mercedes-Benz AMG do business. Yet Polestar couldn’t be more different than its rivals. It’s really just a small racing team that has kept Volvo on the top step of the podium in the Swedish Touring Car Championship the last few years, and it cleverly uses Volvo’s own research and development labs and manufacturing facilities to create and produce specialty tuned cars.
Polestar is more like Alpina than BMW M -- more focused on racing, more dependent on its manufacturer’s production lines to build the products it creates. Just like the Swedes themselves, the Polestar people are like the Germans, only more modest and practical, even as they make plans that are anything but.

The previous spring, our man had an opportunity to drive the 2015 S60 Polestar in Sweden, however this is the all-wheel-drive auto's first excursion in America, and we can't think about a harsher test than beating down a solid expressway in the unfashionable 909 phone zone code close Riverside. Our spirits are high in light of the fact that we're made a beeline for Big Bear Lake in the San Gabriel Mountains, where it will be cooler by around 30 degrees contrasted with the Mission Inn. 

Out of the blue this Polestar drives like a Volvo, not a course beast. Certainly, you can hear the tenacious drumming of the track-prepared 245/35R-20 95Y Michelin Pilot Super Sport tires on the cement, however the case stays balanced and the suspension is supple. For all you know, you're driving one of Volvo's own R-Design models, not an auto with low-profile 20-inch tires, springs that are 80 percent stiffer, twofold movable Ohlins dampers, and some dashing style guile in the bushings. This S60 Polestar is really agreeable.Mostly you notice that the seats feel plush in the usual Volvo style, only these are actually supportive. The hydraulic-assist steering can be adjusted to three different effort levels, though only by pulling to a stop and diving into the electronic menu displayed on the 7.0-inch touchscreen on the dash. (There will be no distracted driving, the safety-conscious Swedes say.)

We’re climbing the San Gabriel Mountains through a pine forest, and it’s not something you’d see in Sweden, not the least because the primary obstacle to forward progress is a tourist bus, not reindeer. Fortunately the intercooler and twin-scroll turbo help the 3.0-liter inline-six engine make enough power to speed us on our way, as the broad powerband works with the six-speed automatic to ensure the car is always ready for speed even if you are not. Once past 4000 rpm, the Polestar exhaust system will even growl louder for you.
You’ve got plenty of power here, and the Polestar-calibrated automatic transmission makes quick work of things through shift paddles on the steering wheel. Of course, if you look at this car’s specifications, you’ll be reminded that it is not a BMW M3. First, the turbocharged engine makes 345 hp @ 5,250 rpm , and this is just 20 hp more and 15 lb-ft more than the Polestar-tuned Volvo S60 R-Design. The BMW M3’s 425-hp turbocharged inline-six is simply in another league.
And yet as we corner through the switchbacks down the hill after reaching Big Bear Lake at 6,752 feet, we realize that we have no complaints. (Perhaps we are becoming Swedish.) All the dynamic performance of this car -- speeding, steering and stopping -- has been so well blended together that you’re aware only of driving, not specifications. This is what you want from a mature, well-developed sporting sedan, and it is as if the Volvo S60 Polestar has taken all the best aspects of the Audi S4, BMW M3, and Mercedes-AMG C63 and stitched them together.
On the track if you must
Polestar has won three STCC titles in a row, so we feel obligated to drive the S60 Polestar on the infield circuit of Auto Club Speedway just to recognize that it can be done, especially since Polestar’s Thed Bjork -- who won the STCC title for the second time this past year -- is here to show us how it should be done.

And this car will definitely go when you adjust the stability control, which not only becomes more permissive but also biases the drivetrain torque to the rear. (Launch control is here too if you want it.) The racing-style, 14.6-inch, floating brake discs with six-piston Brembo calipers deliver predictable (not sudden) bite from the Brembo SPS-1000 brake pads, and the 20-inch Michelins will not wimp out in the corners. The torque-vectoring rear differential of the Haldex all-wheel-drive system does its magic, though it’s fair to say that this car still feels like a front-wheel-drive car in the corners, as most AWD cars do. There are no easy-peasy electronically adjustable chassis calibrations available, but if you’re serious about track duty, the racing-spec, double-adjustable Ohlins dampers await you.

At $60,227 with destination, the 2015 Volvo S60 Polestar is priced right on top of the $62,935 2015 BMW M3, and the Volvo’s engine falls 80 hp short in the process. This doesn’t sound so good, except then you remember that BMW charges you $2,900 more for a dual-clutch automatic, $1,900 more for a package that includes a simple backup camera, and $1,200 for 19-inch wheels. (And what about the tires, eh?) And then there’s the question of all-wheel drive.
Sadly, it’s likely that there are few examples of the 2015 Volvo S60 Polestar (and its companion, the 2015 Volvo V60 Polestar wagon) left on the shelves of the 56 Volvo dealerships that are Polestar outlets across the country. That’s because only 750 examples of these two cars have been built, and only 120 of them will reach the United States. The Polestar people tell us that its label will only trickle out of Gothenburg until 2017, when there will finally be a Polestar for everyone.
But we’re interested in this car nevertheless. It proves that there are a useful number of people who still believe that Volvo continues to have a unique identity. And even better, Volvo has the resources and the corporate will to take advantage