Bertone Makes a One-Off Shooting Brake Model Out of the Aston Martin Rapide

 

One very lucky (and wealthy…) Aston Martin collector from Britain will soon get his hands on a one-off, shooting brake version of the Rapide sports sedan named the Jet 2+2, which was made by Bertone, but not before the Italian coachbuilder reveals the car to the public at next week's 83rd Geneva International Auto Show.

One very lucky (and wealthy…) Aston Martin collector from Britain will soon get his hands on a one-off, shooting brake version of the Rapide sports sedan named the Jet 2+2, which was made by Bertone, but not before the Italian coachbuilder reveals the car to the public at next week's 83rd Geneva International Auto Show.

Featuring a similar body style to last year's Porsche Panamera Sports Turismo concept, the Rapide Jet 2+2 gains a stretched roofline along with a redesigned C-pillar, muscular rear fenders and updated front and rear ends. 

 The interior of the car has a 2+2 seating layout and has been customized from top to bottom with new colors and materials. 

For its motivation, the Jet 2+2 uses the outgoing Rapide's 470hp and 600 Nm (443 lb-ft) V12 engine instead of the newer Rapide S' 550hp (565PS) and 620 Nm (457 lb-ft) unit, with the latter also schedule for a world premiere in Switzerland.
The one-off Jet 2+2 also celebrates 60 decades of cooperation between Bertone and Aston Martin.

Read More

New McLaren P1: Official Photos of Production Model Break Cover

We have no idea when McLaren was planning to share new images of its P1 hypercar, but nine photos showing the final production model have just hit the interwebs. How can we be sure that this is the production version and not the concept? 

We have no idea when McLaren was planning to share new images of its P1 hypercar, but nine photos showing the final production model have just hit the interwebs. How can we be sure that this is the production version and not the concept? Easy. Besides the new color, the P1 in these images features added carbon fiber air-vents on both corners of the front bumper, road tires and a tighter mesh for the rear end vent, all of which were announced by a McLaren spokesperson during a private showing in New York back in December.

McLaren has also told us that the P1's hybrid powertrain combines a mid-mounted 3.8-liter twin-turbocharged V8 and an electric motor producing a system output of 903HP (916PS) and 900 Nm (664 lb-ft) of torque, with a seven-speed dual-clutch automatic gearbox sending power to the rear wheel.

The lightweight hypercar will be able to cover about 10 kilometers (around 6 miles) on electric power alone with zero emissions. 

 We're still waiting for McLaren to release performance figures, but expect a zero to 100km/h (62mph) in well under 3 seconds and a top speed over 350km/h (217mph).

Read More

New Audi A3 with Reworked 1.2 TFSI Petrol Returns 57.6mpg UK

Audi has released UK pricing and specifications for the A3 hatchback fitted with a revised and updated 1.2-liter force-fed TFSI petrol engine. Prices for this model start from £17,905 OTR for the base SE manual variant and rise to £22,760 OTR for the range-topping S line version with the S tronic twin-clutch transmission. 

The improved engine delivers 104bhp (105PS) and 129 lb-ft (175Nm), and can cover up to six more miles per gallon than its predecessor, regardless of whether it is coupled to the standard 6-speed manual gearbox or the optional seven-speed S tronic twin-clutch transmission, both of which return 57.6mpg UK (4.9lt/100km or 47.9mpg US) on the combined cycle.

 Furthermore, with the six-speed manual, the A3 1.2 TFSI reaches 62 mph (100km/h) from rest 0.7 seconds quicker than its predecessor at 10.3 seconds, while CO2 output is now 13 g/km less than before at 114 g/km.

 UK customers can choose the A3 1.2 TFSI in SE, Sport and S line specification, with all models fitted as standard with alloy wheels, air conditioning or climate control, the Audi Music Interface (AMI) linked to an electrically retracting colour MMI display screen, Bluetooth connectivity, a Driver’s Information System and preparation for SD card-based satellite navigation.

 Currently, the updated 1.2-liter TFSI is available only for the three-door A3 with first deliveries in May, but it will be offered on the five-door Sportback as well in the summer.

Read More

2014 Jeep Compass with New 6-Speed Auto Heads

We've already seen the 2014 Jeep Compass here in the States as it was unveiled at last month's Detroit auto show, and now it's time for European consumers to get a taste of the updated model as well at the Geneva Auto Salon that opens its gates for the press on March 5.

The most important upgrade is the introduction of a new 6-speed automatic transmission offered on the 2.0-liter and 2.4-liter gasoline engines producing 156 and 170 horsepower respectively. The 2.2-liter turbo diesel engine with 136hp and 163hp continues to be linked exclusively to a six-speed manual gearbox.

You'll probably have a hard time noticing the cosmetic changes, which concern trim specific updates such as the Limited model's revised grille, chrome front fog lamp bezels, smoked tail lamps and new 18-inch wheels, while all models equipped with a ParkView rear backup camera gain a plated chrome insert on the tailgate trim applique.

Interior revisions include the optional Saddle Brown perforated leather seating with accent stitching, updated instrument cluster overlay graphics, satin chrome finish for the center bezel, shifter bezel and pull cups, and a vinyl wrap for the armrests and center console lid. The only new safety feature is the now standard front-seat-mounted side air bags.

 In Europe, the Jeep Compass will be available in three trim grades named Sport, Limited and the all-new North edition, with front wheel drive or Jeep's Freedom Drive I full-time active 4x4 system with Lock mode.

Read More

2014 VW Golf GTI Revealed in Production Guise, Available in 220PS and 230PS Trims

Welcome to the new-old, or what Volkswagen prefers to call the seventh generation of the Golf GTI, which was unveiled today in final production trim following the release of a thinly disguised concept study at last year's Paris Motor Show. As with the regular Golf MK7 hatchbacks, you'll be forgiven if you're having a hard time telling the new GTI apart from the current model, as VW has followed an extremely conservative evolutionary approach with the design.

The new sports hatch gets all the usual styling trinkets we've come to expect from GTI models, like the red accent line on the grille, which now extends into the headlamps, honeycomb grille inserts, smoked (LED) tail lamps, a rear spoiler, twin pipes, side sills, a diffuser and different set of 17-inch alloy wheels shod in 225/45 size tires. 

The same applies for the interior with the classic tartan pattern fabric for the standard sport seats, a flat bottom steering wheel, black headliner, and red ambience lighting.
What's different about the latest Golf GTI is that it is based on VW's newest MQB platform that helps sheds 42kg (93 pounds) over the outgoing model for a base curb weight of 1,351kg (2,978 pounds)

It also gets a newer 2.0-liter turbocharged and direct-injection four-cylinder unit that's offered in two power levels, 217hp (220PS) for the base model and 227hp (230PS) for the GTI Performance version, which also features a front axle differential lock.
Available transmission options include a standard 6-speed manual gearbox and a 6-speed dual-clutch automatic. 

VW quotes a 0-100 km/h (62mph) sprint time of 6.4 seconds and a top speed of 250 km/h (155mph) for the 230PS model with a manual gearbox, which compares to the current 210PS Golf GTI's 6.9 seconds and 240km/h (149mph).
In Germany, advance ordering for the new Golf GTI Mk7 will begin on March 5, the same day that the car will be revealed at the Geneva Motor Show, with prices starting at €28,350 or about US$37,000.

Read More

2014 Jeep Compass with New 6-Speed Auto Heads to Geneva for its European Premiere

Land Rover will be displaying a new 9-speed automatic transmission for use on its passenger cars and SUVs at next week's Geneva International Auto Show. The new ZF 9HP gearbox was developed by transmission specialist ZF with Land Rover being a lead partner in the project – or so the British company says. 

Specifically designed for transverse applications, the ZF unit is rather compact in dimensions, as despite sporting three more gears, it is only 6mm (0.23 inches) longer and actually weighs 7.5kg (16.5 pounds) less than the outgoing six-speed transmission it will replace.
According to the British carmaker, increasing the number of gear ratios from six to nine provides significant improvement in fuel consumption and a corresponding reduction in CO2 emissions, while the smaller ratio steps help improve response during acceleration, shift quality, drive and refinement.

 Furthermore, the lowest ratio in the new 9HP is far lower than the existing 6sp transmission, with the company stating that it is specifically designed for "off-road use, towing and more extreme on-road conditions like gradients and altitude, giving the driver a heightened sense of control".

Another special feature of the ZF 9HP is the adaptive shifting system that allows the software to learn from the driver's techniques "within seconds, sharpening up during brisk driving then slipping seamlessly into a more economical regime just as quickly when taking a more relaxed approach," according to Land Rover. 

“We are extremely excited about the 9HP which has been tailored exactly to dovetail with the unique attributes of our vehicles,” said John Edwards, Land Rover Global Brand Director. “It will add another layer of performance, refinement and efficiency, further enhancing Land Rover’s world class abilities.” 

Read More

New Photos of Alfa Romeo Gloria Sports Saloon Concept

 

Here's a fresh batch of renderings of the new Alfa Romeo Gloria sports sedan concept, which was jointly developed by the Italian automaker with students at the European Design Institute (IED) of Turin, and will be revealed in the flesh at the Geneva motor show in March.  

 Included in this set are sketches that provide a first glimpse at the interior with its four-seat layout and the classic, twin binnacle instrument panel.

 

In addition to the renderings that we found on Cardesign, we also discovered a CGI from one of the designers depicting the car from a 3/4 rear angle and featuring some minor changes in the coloration (i.e. the roof arches are finished in gloss black instead of silver), while also equipped with different wheels.

 The 4,700mm (185 inches) long Gloria was designed to appeal to consumers in the North American and Asian markets, which Alfa Romeo wants to enter in the following years. The car was imagined to be fitted with a front-mounted V6 and V8 bi-turbocharged engines transferring power to the rear wheels.

Read More

Volkswagen GTI Wolfsburg Edition, Driver’s Edition Models Celebrate the MKVI

 

Volkswagen is bringing back the limited edition Wolfsburg Edition GTI for 2013, plus a new Driver’s Edition model as it winds down production of the sixth-generation Golf and GTI.

Priced at $25,095 the GTI Wolfsburg Edition model gets 18-inch Laguna wheels, a retro golf ball shift knob and red stitched floormats. Available at dealers soon, just 2000 Wolfsburg Edition models will be made and will come with either a six-speed manual or with VW’s DSG automatic, priced at $26,195.

 

Arriving in the second quarter of this year will be a pricier Driver’s Edition model, which adds in the GTI Sunroof and Navigation package, plus 18-inch Laguna wheels, that golf ball shifter and red-stitched floormats. Plus, it gains a leather interior, a “Certificate of Authenticity” and a bag of VW swag including a hat, keychain and parking sign.

With just 3,000 units available, it will retail for the a spendy $29,695 with the manual transmission or $30,795 for the DSG automatic.

 Both special editions will be offered exclusively in four-door trim (5-door hatchback) in three colors: Candy White, Carbon Steel Gray and Deep Black.

Read More

2014 Volkswagen Beetle Convertible Gets the R-Line Treatment

Adding one more vehicle to the R-line ranks, Volkswagen has just introduced the Beetle Convertible R-Line today at the 2013 Chicago Auto Show.

The R-line trim is an appearance package that adds “performance inspired” features to VW’s vehicles. The Beetle R-line gets 19-inch aluminum wheels, low profile tires, R-Line badges and Bi-Xenon headlights with LED daytime running lights.
The interior gets metallic accents all around, including stainless-steel R-line scuff plates and aluminum sport pedals. A new leather-wrapped flat bottom steering wheel is fitted along with leather seats. For tech the car gets keyless entry with push-button start and a Fender audio system.
Under the hood remains the turbo four-cylinder that makes 200 hp and 207 lb-ft. A sports suspension is also added as part of the Beetle Turbo package.

 The R-Line starts with a standard Beetle Turbo Convertible but adds unique 19-inch aluminum wheels on lower-profile tires, LED daytime running lamps and Xenon headlamps. Naturally, there are R-Line badges aplenty both on the interior and exterior, and we must say, the whole package looks pretty darn snazzy.

Read More

How to fix a scratch on your car

(NC)—Accidentally scratching your vehicle is something every driver has done, despite the lengths we go to avoid doing it. Good news: light to medium scratches can be removed without an expensive trip to a body shop. Here’s how:
Prepare the surface: clean the scratched area with soap and water, and dry it completely with a clean, dry cloth.
Sand and reduce the scratch: Spray water on the repair area and over a very fine abrasive sand paper (3000 grit). Gently sand the area of the scratch by hand with light–to–medium pressure. While sanding, a light foam will appear, indicating the abrasive is reducing the scratch. Wipe the sanded area to be sure the scratch has been removed. The area being sanded will look dull, but don’t worry because the gloss will be restored in the next steps.
Compound and refine the scratch: Use a quarter–sized amount of a rubbing compound onto a compound pad and continue to buff until the clear coat’s shine is partially restored. Remove any remaining rubbing compound from the area with a clean, dry cloth before moving on to the next step.
Polish and restore shine: Onto a polishing pad, place a quarter–sized amount of scratch remover. Polish the area until the shine is fully restored.
Protect it: For added protection, apply automotive wax to the area, or even the entire vehicle.
To make things easy, there are kits like 3M’s Scratch Removal System from automotive specialty stores. These types of kits have all the pads, product, and abrasives you’ll need and are used in conjunction with a household drill, making the buffing and polishing stages even more effective than when it’s done by hand.

Read More

2014 Acura MDX

What It Is: A next-generation Acura MDX prototype being tested wearing form-fitting camouflage. Previously, we spotted an MDX mule trudging about in the desert while towing a trailer—these photos are included in the gallery above. Although no bare sheetmetal is visible, the thinly covered-up crossover seen here does reveal what to expect when the redesigned model hits the market—besides its towing capability. Why It Matters: The MDX in its current form was introduced for 2007 and has only received a single major refresh, which updated it for 2010. Despite its age, the MDX managed to place third in a recent five-crossover comparison test, and we still think it’s one of the better-driving offerings in its segment. Acura is in the throes of overhauling its entire lineup, having recently introduced the new RDX crossover and ILX compact sedan, as well as previewing the upcoming, range-topping RLX sedan in lightly disguised “concept” form. This MDX would be nearly the final piece in Acura’s mainstream lineup puzzle. (We’re not counting the highly anticipated NSX sports car here for obvious reasons.) Once this new MDX is squared away, pretty much all that’s left for Acura to do is figure out which sedan to place between the ILX and RLX—the TL or the TSX. 

 Platform: Expect the 2014 MDX to continue to offer three-row seating, some form of all-wheel drive, and crisp exterior styling. It’s also clear from these spy photos that there’s a size increase in store for the next MDX, chiefly in length. The wheelbase doesn’t look hugely different, but this tester has a lot more rear overhang than the current model. We expect the added length will free up more space in the way back of the MDX’s cabin, possibly allowing real-world adults to sit in the third row.

 It appears the MDX will ditch its angular, techno-Transformer look for softer, less-exciting duds. An RDX-like face is visible through this prototype’s camouflage, and the roofline has more curvature than the current greenhouse. In profile, the new Acura doesn’t look too different from Infiniti’s new JX crossover, a vehicle targeted directly at the strong-selling Acura. We’ll reserve final judgment on the MDX’s cosmetics until we can see more of it, but we think the outgoing model wore Acura’s (now-last-gen) styling language the best.
Powertrain: The current MDX is motivated by a 300-hp, 3.7-liter V-6 driving all four wheels through Acura’s torque-vectoring Super Handling All-Wheel-Drive system. We don’t anticipate this basic formula to change much, although there’s a chance that the heavy and expensive SH-AWD setup could be ditched, like it was for the latest RDX, for a non-super system. There’s also a chance of the MDX switching to a hybridized AWD system like the RLX’s. It remains to be seen whether such a powertrain could handle the kind of towing duties undertaken in these photos. 

Competition: BMW X5, Infiniti JX, Lexus RX350, Land Rover LR4, Mercedes-Benz ML-class.

Estimated Arrival Time: The new MDX could appear at an auto show as soon as early next year, although, in typical Acura fashion, we’ll likely get a look at a near-production-ready “concept” version first. Look for the production MDX to go on sale sometime next year as a 2014 model.

Read More

2014 Jeep Grand Cherokee

 

We doubt they’re given to popping celebratory champagne corks very often at Jeep headquarters in Auburn Hills, Michigan, but now just might be a good time. The brand set a sales record in 2012, notching an improvement of 13 percent in the U.S. versus 2011. That translates to 474,131 Jeeps moved, of which 154,734 were Grand Cherokees.

So if it works, why fix it? Well, what’s successful in the auto world quickly becomes stale, so automakers can’t sit still. They must constantly revise, and thus we now have the 2014 Jeep Grand Cherokee that’s debuting at the Detroit auto show.
The altered face of the big Jeep is still recognizable, although it’s now squinting just a bit and has received a slight chin lift. The slimmer headlamps feature LED signatures and are adaptive bi-xenon units on higher trims; they split a slightly shallower grille with, of course, seven slots. Raising the lower fascia highlights the fact that the front end is different, and also serves to underline the Jeep’s approach angle. At the back, the changes include larger LED taillights and, on some versions, fatter dual exhaust tips. All trims now have their own lower rear styling, and the liftgate has new sheetmetal, a larger spoiler, and a reworked badge.

Inside, the basic shape of the center stack is as it was, but the layout has been reworked to accommodate the corporate 8.4- or 5.0-inch touch screens. Both the gauge cluster and steering wheel are new, too, with the former incorporating a seven-inch configurable display and the latter getting wood inserts on the top models. Open-pore wood trim; a faux suede headliner; and a 19-speaker, 825-watt Harman/Kardon audio system are available.

The most cheer-worthy update for the 2014 Grand Cherokee—we hear you all the way in Ann Arbor—is the addition of the all-new 3.0-liter EcoDiesel V-6. Diesel details: Compacted graphite iron is used for the block and the bed plate, while the twin-cam, 24-valve heads are aluminum. The V-6 checks in with 240 horsepower at 3600 rpm and a stout 420 lb-ft of torque at 2000 rpm. Go with rear-wheel drive and Jeep says you’ll get 21 mpg city/30 mpg highway and be able to tug up to 7400 pounds. Four-wheel drive rates at 20/28 and 7200 pounds. Jeep claims EcoDiesel Grand Cherokees have a potential range of more than 730 miles.
The other engines carry over. The 3.6-liter Pentastar delivers 290 hp and 260 lb-ft, 17 mpg city/25 mpg highway regardless of drive system, and 6200 pounds of towing capacity. Opt for the 5.7-liter Hemi V-8 and you get 360 hp and 390 lb-ft; mileage check in at 15/21 with two-wheel drive, and 14/21 with all-wheel drive. Towing ability is the same as the diesel models.

In all cases, you’ll be working through a ZF eight-speed automatic transmission, which replaces five- and six-speed units. As expected, the many-geared ’box accounts for improved fuel economy (2 mpg highway for the V-6 GCs and 1 in each measure for the V-8s) and makes for smoother shifts and better scoot, but also improves the crawl ratio for those off-roading in their Grand Cherokee. A new Eco Mode can alter shift schedules and the V-8’s cylinder deactivation, and even lower the optional air suspension as vehicle speed tops 52 mph.

Being a Jeep, one can mix and match three different 4x4 systems, the height-adjustable air suspension, and a five-mode Selec-Terrain setup. The latter’s Sport mode is now activated via the shift lever. Rock-crawlers will dig the new Selec-Speed function, which allows drivers to control hill descent and ascent speeds using the steering-wheel paddles without using the brake or accelerator pedals. Forward-collision warning joins the safety roster. Last year’s lineup of trims—Laredo, Limited, Overland—is again available, although the Overland Summit has been rechristened simply Summit.

Read More

2014 Mazda 6

 

Only after discarding the manufactured teen-idol image he had long outgrown did country-tinged balladeer Ricky (a.k.a. “Rick”) Nelson finally strike pay dirt. After years of grudgingly toeing the pop-star line did the country-rock pioneer pen his 1972 hit, “Garden Party,” featuring the experiential chorus: “But it’s all right now, I’ve learned my lesson well/ You see, you can’t please everyone, so you’ve got to please yourself.”
Forty years later, that sentiment seemingly resonates with Mazda, a company whose best products (the Miata, the RX-7, the RX-8) always seem to come when ignoring the status quo. By the company’s own admission, the previous-generation 6 suffered a slight identity crisis at the hands of committee decisions and raging envy of roomier sedans. This time around, with virtually every model in the segment (the Nissan Altima, the Honda Accord, the Ford Fusion, the Chevrolet Malibu, to name a few) freshly redesigned and aiming for the top of the charts, Mazda has wisely chosen to go its own way—we’ll spare you the classic-rock metaphor on that one—with the 2014 Mazda 6 sedan, building precisely the car its engineers and product planners envisioned.
Coming to America?
Mazda let us loose in a few “late, late preproduction” European-spec cars equipped with Skyactiv diesel and gasoline powerplants. The gas-powered 6 won’t make its way to our shores until January 2013, and the diesel has yet to be confirmed for our market. Mazda wouldn’t outright deny the possibility of bringing over the diesel engine, however, and we fully expect it to be offered here in the 6 and the CX-5.
The 2.2-liter oil burner is quiet, smooth, and loaded for bear with torque to spare. Available in standard (148 hp at 4500 rpm, 280 lb-ft of torque at 2000 rpm) and High Power versions (173 hp at 4500 rpm, 310 lb-ft at 2000 rpm), we drove the latter. A delight with either the six-speed manual or six-speed automatic transmission handling cog-changing duties, the stronger diesel does without the extra hassle of an exhaust after-treatment solution to meet European emissions regulations. Shove is available right off idle, and the diesel pulls strongly to its redline. Only in the quietest moments are strains of clatter or injector tick audible; at speed on the highway, the diesel is indistinguishable from its petrol-swilling sibling.
According to Mazda, the 2.2-liter’s compression ratio of 14.0:1 is the world’s lowest in a production diesel engine. This enables the adoption of an all-aluminum block, lighter engine components, and optimized combustion timing. We had only a few hours with the engine, but we came away convinced that it could make a run at dethroning VW’s TDI as the mass-market, family-sedan compression-ignition king. Bring it, Mazda.
The direct-injected 2.5-liter, 16-valve Skyactiv gasoline engine that is confirmed for the States performs with equal aplomb, exploiting its higher-rpm capabilities to produce 189 hp at 5700 rpm. When called on to perform downshifts, the six-speed auto responds smartly and delivers 189 ft-lb of torque at 3250 rpm, hustling the vehicle with relative ease. (We estimate curb weights to ring in at 3200 to 3300 pounds.) Only in the direct shadow of the diesel does the gasoline engine feel a little anemic, and that’s primarily at low rpm. A balance shaft is employed to quell vibrations, and in contrast to the diesel, the gas engine features an ultra-high compression ratio for its engine type (in this case 13.0:1). Don’t tune out just yet, spendthrifts—Mazda says it will run fine on regular-grade fuel when it arrives here in the U.S.
Engineering Is Believing
Calibrated for linear, easy-to-control application, the throttle enables smooth getaways in both manual- and automatic-equipped cars. There’s a kickdown detent in the accelerator pedal’s travel at about 95 percent; hold steady or back off slightly, and the transmission will stay in the current gear. It’s great for maintaining speed around increasing-radius or blind corners. Of course, one could just engage manual mode and select gears with the shifter or wheel-mounted paddles, but we’ll take increased vehicle control however we can get it.
The manual gearbox is said to have been tuned with the Miata’s in mind. According to Mazda, the throws are shortened slightly and shifter length reduced by almost two inches compared with last year’s Mazda 6 self-shifter. Overall, the new transmission has been lightened and modified for less friction in pursuit of improved fuel economy. In use, it snicks from cog to cog smoothly and intuitively, with enough mechanical feel remaining that you don’t forget there’s a box full of gears on the other end.
The electrically assisted steering is nothing if not consistent; from lock-to-lock, it responds in a perfectly linear fashion that makes navigating long sweepers a joy. Mazda engineers say they placed their primary focus on initial turn-in and self-centering when honing the steering, and they redesigned the steering knuckle to improve component rigidity without, they say, compromising other characteristics.
Braking displays similarly well-balanced characteristics, with pedal travel directly commensurate with the vehicle’s speed reduction. Top-of-pedal response is crisp, and you can dial in the desired rate of deceleration with precision.
The cars we drove wore summer tires on 19-inch wheels, and Mazda tells us the North American–market 6 is still undergoing final tuning and testing, in part to optimize the suspension for all-season tires. Company reps reassured us repeatedly that the chassis tune for the U.S. will remain at least 98 percent identical to its European counterparts, which is good, as the damping characteristics of the strut and twin-tube suspenders offer a nearly perfect blend of feel, comfort, and control. One concern: On coarse pavement, road noise transmitted to the cabin could be shockingly loud. We’re left wondering if owners will need to pick up some earplugs to go with their snow tires in the winter, although the all-season rubber might quiet things down, too.
The gasoline-powered car we drove was equipped with i-ELOOP, Mazda’s unique brake-energy-regeneration system that uses a low-resistance, high-performance capacitor to store juice instead of batteries. (Check out our deep dive on the tech here.) The regen system was transparent in operation, and Mazda told us it would make the trip stateside. Although our testers featured the “i-stop” engine stop-start system, it won’t be available on U.S. vehicles.
Animal Instincts
According to Mazda, the new 6 is the purest expression yet of the brand’s Kodo design language. Compared with the androgynous styling of most cars in its segment, the 6’s aggressive fascia and front fender bulges look positively butch, and its profile displays more character lines than Johnny Depp. Mazda chief designer Akira Tamatani told us the fascia was designed to look like an animal that’s crouched and ready to spring forward, and the front fender bulges represent shoulder muscles and the power to grip the road. The 6 is the first Mazda to incorporate LEDs and a halo ring into the headlamp units, and both add an upmarket air.

The styling theme continues inside, with most lines sweeping rearward. Generous applications of soft-touch plastics accent a clean, fairly minimalist cabin that we rather like. An eight-way-adjustable driver’s seat makes finding the optimal driving position a cinch. Rear-seat passengers benefit from extra knee- and footroom made possible by thinner front seatbacks and widened openings under the front seats. A trio of round gauges (the rightmost is an info screen) appears front and center in traditional fashion. Although the Tom Tom–sourced nav system’s graphics appeared to be improved over those in our current long-term Mazda CX-5, we enjoyed using it far more when ignoring the 5.8-inch screen and simply listening to the turn-by-turn voice guidance.

In addition to the 11-speaker Bose audio (standard systems are slated to feature either four or six speakers), Bluetooth connectivity, and the usual assortment of iPod, USB, and aux inputs, the big technology news for the new 6 is Pandora integration. When questioned if it weren’t underestimating the wants and needs of the tech-savvy public, Mazda told us it is watching the market closely but didn’t wish to invest time and money into developing a full telematics system that might be out of date by the time the cars hit the showrooms.
Yeah, but What About…
We’ll have to wait for the inevitable comparison test to fully tease out the facts, but we can tell you that in comparison to the excellent new Honda Accord, every input in the 6 requires slightly more effort and feels sportier. And whereas the Honda seems to float on the road, the Mazda feels more intimately involved with the tarmac.
U.S. pricing won’t be released until closer to the car’s January 2013 release date, but we expect it will fall in line with the competition and start in the low-$20,000 range. As it stands, our first impression shows that the 2014 Mazda 6 delivers on the company’s familiar slogan while simultaneously breaking some new ground.
Sadly, Rick Nelson’s “Garden Party” never arrived at a similarly optimistic conclusion, rather pessimistically containing the final line, “If memories were all I sang/I’d rather drive a truck.” Had Nelson waited two more years to complete the song, he’d have seen Mazda unveil its quirky, irrepressibly upbeat rotary-powered pickup, one that surely would have had him reaching for his eraser.

Read More