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At the 2017 New York Auto Show, Volvo finally showed in the US what is likely to be one of its biggest sellers over the next few years. In spite of the rapid growth of the brand due to the public's fantastic response to the Volvo XC90 and Volvo S90 (read our review), the XC60 seems poised to eclipse even that. The current XC60 is one of the oldest models in Volvo’s lineup though it still makes up 30% of its sales. That fact really drives home how important this car is to Volvo. You can read about the technical details of the Geneva release of the 2018 Volvo XC60 on our press release page. The XC60 is rated as a compact crossover, however it feels like it pushes the boundary into a mid-size vehicle. In the two Inscription level models I examined in New York, Volvo’s recently developing reputation for their sumptuous interiors shows. The seats are of a very soft leather, and very well bolstered. Inscription models get an open pore wood trim called drift wood. Momentum models come with aluminum or another open pore wood trim available as an option. Much of the hardware on the dash carries down from the larger full luxury models, somewhat of a rarity in the industry. Volvo’s entertainment system is one of the easiest I’ve had the pleasure to use. Volvo really nails a lot of the small details on the interior, right down to the Flag of Sweden tags on the seats. Engines will range from 250 horsepower to 407 horsepower and at launch all XC60s will come equipped with AWD. Volvo’s current trend in pricing has been to undercut competitors on base pricing and then load up quickly on options with the top models. It appears to be working as most new Volvos leave the factory as top-end Inscription trim. The XC60 is built on the same SPA platform as S90 and XC90, both solid and strong entrants into their respective segments. I expect the trend should continue with the XC60 as Volvo enters its 90th year on a strong upswing. View full article

Another big reveal at the 2017 New York Auto Show this year… and we do mean BIG… is the 2018 Lincoln Navigator. While it technically shares its platform with the new 2018 Ford Expedition that was released at the Chicago Auto Show, the Navigator somehow manages to look bigger. Up front is a bold and impressive grille that moves the Navigator to the new family face shared by the Lincoln Continental and Lincoln MKZ. Everything about the exterior is brash. It has giant turbine-look wheels, large fender vents, and full-width LED lights. This is not subtle luxury, yet it pulls off the look without being tacky. This is the new American version of “I’ve Made It”. Cadillac, you have some work cut out for you. The interior is nothing short of stunning. All the materials feel high quality. There may be an excess of buttons (I count 27 on the driver’s door alone), but it’s a Navigator… excess is the whole point. There are available 30 way power seats, be prepared to take a couple hours to get them exactly right, but once you’re there, you won’t want to leave. If you elect the rear bucket seats, rear seat passengers will have a comfortable ride and have some control over the entertainment system from their own center console. One flaw I found was that in models equipped with rear seat video entertainment, the second row can flip forward and hit the screens when laying the second-row flat…. Not something I expect to happen too often. The new Navigator is powered by a 450 horsepower Ecoboost V6 passing power through a new 10 speed automatic to either the rear wheels or an available AWD system. Pricing on the 2018 Navigator hasn’t been released yet, however we expect an appropriate increase over the discount pricing on the 2017 model. You can read the full press release information on our 2018 Lincoln Navigator press release page. View full article

Hyundai has been trying hard with the Sonata in the crowded mid-size segment for at least 2 decades. When the 2015 Sonata debuted at the 2014 New York Auto Show, it was largely received with a yawn. Despite being a competent vehicle (read our review of the 2015 Hyundai Sonata Sport 2.0T), it just wasn’t enough to fully challenge the Accord, Camry, and Fusion for love from the automotive press. As early as the following year, Hyundai had already announced a redesign for Sonata. Here we are back at the 2017 New York Auto Show with the redesigned 2018 Sonata. A quick shake of the magic 8-ball says… “Outlook Not So Good”. You can read the press release for the 2018 Hyundai Sonata here. The first and biggest sin in the mid-size segment is not having a Honda or Toyota badge on the hood. The Sonata, like Optima, Malibu, and Altima, suffers from that sin. Any car without that badge must then seriously overcome the sin in other ways. The Subaru Legacy does it with its AWD system. The Malibu tries with a more stylish interior and useful infotainment systems. The Fusion offers a large variety of powertrain options including a powerful turbo-charged V6 in the Fusion Sport or the more fuel sipping hybrid. The refreshed 2018 Sonata does not bring much new to the table. The engines are carry-over from the current model, though a new 8-speed auto is available on the top turbo model. The interior is largely carry-over as well except for new gauges and center stack. The exterior gets a freshening with a new trapezoidal grille and new rear end treatment. Neither of those updates feel strong enough to give the 2018 Sonata the visual distinction it needs to move the needle in the marketplace. For comparison sake, I spent some time poking around the 2018 Sonata and then immediately went to the Toyota, Honda, Chevy, and Kia stands. The interior of the new Sonata just isn’t up to the task of taking on the big guns and still feels as dated as the Optima. In the end, the Sonata will still sell for people who want the warranty, but it’s not going to be to anyone who actually wants a Sonata… they’ll just be buying it for the deal. Is it better than the 2017 model? Shake the Magic 8-Ball and see if you come up with a different answer. View full article

Nissan debuted their 2016 Nissan Maxima at the New York Auto Show on April 2nd, and I was among the first to get to tag along for a drive in a pre-production model later that evening. I will get to the ride along later, but first some background. Going on sale in the summer, the new Maxima ups the ante over the outgoing model with very bold styling. No longer the conservative, big brother to the Nissan Altima, the new Maxima sports the new "V-Motion" style grille that first debuted on the 2015 Nissan Murano. The Maxima, once nearly a legend in its segment, has been in the doldrums lately. One of the problems with the current Maxima is that it is really no larger than the Altima yet costs substantially more money. Customers comparing a base V6 Maxima and a base V6 Altima could see up to a $4,800 difference in sticker price, and a loaded V6 Altima SL with all the options checked has a sticker price virtually identical to that of the base Maxima. With a value equation like that, it is not hard to see why Maxima sales were still one of the dark spots in the Nissan lineup, despite Nissan having a record breaking year in 2014 with an 11% sales increase. Related: Review - 2013 Nissan Maxima SV With the 2016 Maxima, Nissan hopes to change the value proposition. As is the trend across the industry lately, the Maxima is larger while dropping weight. Horsepower has increased to an even 300, up 10hp over the outgoing model and torque remains at 261 lb-ft. The only transmission will be a new version of Nissan's front-wheel drive CVT which features a wider range of ratios to allow for quicker starts and lower RPM cruising speeds. During aggressive driving, the CVT can “down-shift” more rapidly than before and will hold engine RPM when it detects high-G cornering to improve acceleration out of a turn. Click to Enlarge Up Next – The Ride Along On the final evening of the 2015 New York Auto Show, I was invited on a ride-along in a pre-production 2016 Nissan Maxima SR. This, the third highest trim the Maxima will be offered in, is also the sportiest. The SR trim will come with a sport-tuned suspension, 19” wheels, paddle shifters for CVT control, a more aggressive CVT sport mode, front chassis performance damper, and a larger front stabilizer bar. Arguably the most important change to the Maxima is with the interior. I described the inside of the 2012 Nissan Maxima during my review as “Modern minimalist”. In 2012, I was being polite. By 2015, the interior is decidedly dated. For 2016, the conservative interior is replaced with a bold and luxurious feeling design. Related: Road Masters - 2012 Nissan Maxima Review While this was a pre-production car, materials and fit appeared to be excellent. There is a deep, useful center console with contrast stitched rails on either side, an attractive departure from industry norm. The controls here feel more up-market than the brand suggests. Nissan has moved away from the push button seat temperature controls to the dial type found on the Nissan pathfinder. As this was an SR, the seats come with a faux-suede seat trim stitched in a triangle pattern. The front seats are Nissan's Zero-Gravity type up front, though they didn't feel quite as comfortable as those I have sampled in the Nissan Altima. The flat-bottom steering wheel rim is thicker than what is typical with sumptuous feeling materials including perforated leather. The steering wheel even features a homage to the V-Motion front grille. Click to Enlarge During our ride through Manhattan and parts of Brooklyn, one of the first things that stood out to me was how much quieter the Maxima was over its predecessor; likely a product of the new chassis and active noise control which not only quiets ambient noise, but also pumps select engine sounds into the passenger cabin. Most of the ride was spent in the SR's sport-mode. In city traffic, this made the Maxima feel stiff and throttle response feel jumpy even to those of us not behind the wheel. I will need more time in the car, and behind the wheel, to get an accurate perception of the Maxima's performance characteristics. Standard on all Maximas is Nissan's next generation NissanConnect with Navigation. It features an 8.0 inch color display with multi-touch. With the multi-touch feature, users will have familiar smart-phone like controls such a pinch-to-zoom and swiping for easier use. While I did not get to get deep into the system, I found it to be crisply responsive to commands and generally easy to find my way around. Unlike some of the Maxima's competitors, Nissan wisely decided to stick with real buttons instead of capacitive touch controls. The Platinum trim will offer a whole host of additional tech features including a drowsy driver alert. The 2016 Maxima will have a limited option list and instead be offered in five trims. The base Maxima S starts at $33,235, putting it about $1,000 more than the base 2015 model. That also makes the 2016 Maxima about $1,000 more than a base 2015 Toyota Avalon XLE and about $1800 more than a base 2015 Chrysler 300 Limited, both of which will be recently refreshed by the time the 2016 Maxima goes on sale. You can read about the entire list of features and options in our New York Auto Show: 2016 Nissan Maxima article. Related: Chicago Auto Show: 2016 Toyota Avalon, LA Auto Show: 2015 Chrysler 300 The original Maxima was considered one of the best family sedans on the market in its day, but it then faded into the background and has been largely unchanged and ignored since 2009. Do you think this bold new styling will allow the former king to regain his crown? Sound off below. The Live Shots Album has been updated with additional pictures since its original publication. Disclaimer: The Pre-Production 2016 Nissan Maxima was provided by Nissan to an event I attended after the 2015 New York Auto Show Press Days View full article

While we've been getting some teaser shots of the 2016 Cadillac CT6 for a few weeks, Cadillac finally pulled the sheet back on the CT6 tonight at an event in New York ahead of the start of the 2015 New York International Auto Show. The CT6 is the first of eight all new vehicles scheduled to be released over the next 5 years as part of Cadillac's $12-billion expansion program. Riding on the new Omega platform, the CT6 is a technological powerhouse. Starting with the body, Cadillac is using a combination of high-strength aluminum and high-strength steel to build the lightest vehicle in its class and even a class-size smaller. Over 64% of the body structure is aluminum. At 204 inches long and 74 inches wide, the Cadillac CT6 is 4 inches longer than the BMW 740i and 0.9 inches narrower, however it weighs in at less than 3700lbs giving the CT6 over a 600lbs advantage. With a base curb weight so low, the CT6 even weighs less than smaller cars like the Audi A6 (3,803), BMW 5-series (3,817), Infiniti Q70 (3,858), Mercedes E-Class (4,200), and is about on par with a Mercedes C350 (3,693). Even with so much weight loss, Cadillac has used high strength steel in key areas to maintain what it calls "Bank Vault-like" quietness. Cadillac says that in spite of being physically larger, the CT6 will have the same agility as the smaller CTS. The base CT6 will be powered by the familiar 2.0 turbo 4-cylinder that is tuned to product about 265 horsepower. Also available will be Cadillac's new 3.6 liter naturally aspirated V6 with 335 horsepower, and a new Cadillac exclusive 3.0 liter twin-turbo V6 producing 400 horsepower and 400 lb-ft of torque. The Turbo-4 and 3.6 liter will be matched to an all-new, and lighter, 8-Speed automatic while the 3.0TT gets a beefier version. (These new 8-speeds will also join the 2016 Cadillac ATS/CTS and ATS-V/CTS-V respectively). All engines will feature stop start capability to improve fuel economy, while the V6s feature cylinder deactivation during low-load operations. The CT6 comes standard with active-on-demand all-wheel drive on V6 models. This new dual gear all-wheel drive system can shift up to 959 lb-ft of torque to the front wheels if needed. One of the headline features on the CT6 is the active rear-wheel steering system. This system allows for greater maneuverability at low speeds and higher stability at high speed. Though the CT6 has a 7.8 inch longer wheelbase than the CTS, the turning circle is a similar 37 feet. The technology continues inside with an extensive list of available features. Cadillac's CUE system is present with a 10.2 inch diagonal screen. The CUE system has been updated for faster response and also includes a console mounted touchpad for an additional control point. On the CUE screen, the CT6 can display a full 360 degree view around the car. The system can also record front and rear views while driving or 360 degree views if the security system has been activated. An enhanced heat sensing night vision camera is available. The Cadillac CT6 will also eschew the backup camera for a rear view mirror camera. The entire inside rear view mirror will become a screen that shows an unobstructed rear view with a much wider field of vision. This feature can be simply toggled off via a switch on the bottom of the mirror and it will revert to a traditional electro-chromatic inside mirror. The automatic parking feature now also includes automatic braking while the automatic braking system ties into the vehicle camera system to include pedestrian collision mitigation. Comforts inside include quad-zone climate control with a complete secondary HVAC system and an ionizing air purifier. A new articulating rear seat package will include lumbar adjustments, tilting seat cushions, massage, heating/cooling, and media center controls. The media system includes 10" screens that drop into the front seatbacks. Audio is a new Bose Panary system with 34 speakers. And all of that fits back there with 40.4 inches of rear leg room (BMW 740i is 38", Audi A8 is 38.7" and Lexus LS460L is 36.7" for reference) The Cadillac CT6 will be built at GM's Detroit-Hamtramck plant for US, Europe, Korea, Japan, Israel, and the Middle east, starting in late 2015 while Chinese market models will be produced at an all new facility in China starting in early 2016. Source: Cadillac Media Cadillac Press Release on Page 2 Cadillac Extends the Top of its Range with CT6 Advanced technology creates a new formula for the prestige sedan NEW YORK – Cadillac tonight held the world premiere of the 2016 CT6, elevating it to the top of its range and creating a new formula for the prestige sedan through the integration of new technologies developed to achieve dynamic performance, efficiency and agility previously unseen in large luxury cars. CT6 marks Cadillac’s long-awaited return to the global prestige luxury segment, and is one of eight all-new vehicles the brand will launch by the end of the decade as part of its $12-billion product investment to expand and elevate. “The CT6 is nothing less than an entirely new approach to premium luxury – and an approach only Cadillac can offer,” said Johan de Nysschen, president of Cadillac. “It is a bold endeavor with unmatched dynamism that reignites a passion for driving in large luxury vehicles. In short, it is prestige luxury reimagined.” Cadillac CT6 takes drivers to a higher threshold of involvement, with technologies that make them more aware of their surroundings, chassis systems – including active technologies – that make the most of control in all conditions, and powertrains led by an all-new Cadillac Twin Turbo engine that rewards with stirring power on demand. Passengers are ensconced in the brand’s ultimate expression of comfort, luxury and connectivity. The CT6 features one of the industry’s most advanced automotive body structures, an aluminum-intensive architecture that incorporates 11 different materials to achieve strength, performance and efficiency thresholds practically unmatched among the world’s elite luxury performance sedans. It is one of the world’s lightest and most agile full-size luxury performance sedans, with dimensions and spaciousness on par with BMW’s short-wheelbase 7-Series, but the approximate weight, agility and efficiency of the smaller Cadillac CTS – which is lighter than a BMW 5-Series. The CT6 is lighter than the BMW 5-Series, 6-Series and Mercedes-Benz E-Class. “We reinvented the approach to structural underpinnings in the quest to develop a unique formula for the prestige luxury performance sedan,” said de Nysschen. “Melding that new approach with the dynamics conveyed in our other award-winning rear-driven sedans – including V-Series – results in something that has been lost in the segment: the exhilaration of a true driver’s car.” Cadillac focused on three pillars that would coalesce to deliver the CT6’s dynamic experience – and do so with higher levels of presence, elegance and technological innovation to help elevate Cadillac around the world. “Luxury brands are built from the top down,” said Cadillac Chief Marketing Officer Uwe Ellinghaus. “Adding a dynamic, top-of-the-range car is central to Cadillac’s elevation and global growth.” Agility All-new Omega architecture features 13 high-pressure aluminum castings in the body structure, creating a lighter, stiffer structure that also enables “bank vault” levels of quietness All-new Cadillac 3.0L Twin Turbo engine offer an estimated 400 horsepower (298 kW) and 400 lb-ft of torque (543 Nm), making it among the most power-dense V-6 engines in the segment, at 133 horsepower (99 kW) per liter Efficiency is enhanced with the industry’s first application of cylinder deactivation technology on a turbocharged V-6 engine, as well as an eight-speed automatic transmission 2.0L I-4 turbocharged and new 3.6L V-6 naturally aspirated engines, each with a new eight-speed automatic transmission Active-on-demand all-wheel drive featuring a continuously variable clutch that infinitely varies power delivery to the front wheels – up to 959 lb-ft (1,300 Nm) – to make the most of handling and stability in all conditions Advanced performance chassis system designed to deliver an engaging driving experience – with segment-best ride, handling and isolation qualities – through the use of Active Rear Steer, Magnetic Ride Control and selectable drive modes Auto Vehicle Hold – a driver-selectable feature that prevents forward/rearward vehicle creep when the driver’s foot is off the brake. It reduces fatigue during heavy stop-and-go traffic and improves vehicle control on steep grades. Connectivity True 360-degree camera view around the vehicle, displayed on the Cadillac CUE screen, helps reduce blind spots around the vehicle Industry-first surround-view video recording system that can record front and rear views while driving, and 360 degrees of recording if the vehicle’s security system is activated Enhanced Night Vision helps identify people, large animals and more via heat signatures on a display in the driver information center Rear CThamera Mirror is the industry’s first application of full-display technology, combining camera technology with the conventional inside mirror to project an unobstructed view in the mirror New Advanced Park Assist integrates automatic braking into automatic parking New Pedestrian Collision Mitigation technology provides pedestrian detection indications, alerts and automatic braking to avoid collisions Large, 10.2-inch-diagonal CUE interface screen with 1280 x 720 HD resolution and console mounted touchpad. The capacitive-touch screen reacts faster when scrolling and recognizes handwriting for address/points of interest search. The touchpad allows control of CUE features while resting an arm on the center console rather than touching the screen Wireless phone charging and OnStar 4G LTE with Wi-Fi hotspot. Indulgence Bold American luxury design, distinctly Cadillac – a true rear-wheel drive car, with a dramatic dash-to-axle ratio offering classic long, low proportion and luxury presence that commands attention Lightweight and a design that conveys it. Dynamic use of line work and sophistication and precision in surfacing – CT6 looks as light and agile as it actually is Elevates modern craftsmanship with curated environments that are rich, expressive and spacious, combining luxurious leathers, exotic woods, and carbon fiber in unprecedented ways Standard Indirect Fire light-emitting diode front lighting system offers state-of-the-art, more efficient illumination for a distinctive appearance that is both technical and expressive in its character and personality Extended comfort seats offer a refined, luxurious appearance. Features include premium Opus leather, five massage programs, reclining rear seats and Cadillac’s first application of woven-in-seat heating elements All-new Articulating Rear Seat package offers new thresholds for comfort and luxury, with approximately 3.3 inches (83 mm) of adjustable seat travel, lumbar adjustment, tilting cushions, massage feature, heating/cooling features and armrest with media controls, including HDMI and USB ports Comprehensive rear seat infotainment system with articulating 10-inch-diagonal screens that retract into the front seatbacks, along with connectivity for brought-in devices Quadzone climate system, which employs a secondary full-HVAC system that allows passengers to personalize temperature and airflow for each seating position, along with ionizing air purification Cadillac-first Bose® Panaray® audio system features 34 strategically placed speakers for exceptional dynamic range and clarity, including the first automotive application of design and technology elements from Bose home entertainment and professional audio products Concierge welcome lighting that illuminates the outside of the car as the owner approaches, based on the signal from the passive entry fob Hands-free power deck lid operation Generous rear-seat legroom – 40.4 inches (1027 mm) – and segment-best interior storage, including 2.2L center console storage volume. About the architecture The body-in-white of the 2016 Cadillac CT6 is structurally lighter and stiffer than any other dynamically similar vehicle such as the BMW 5-Series or Audi A6. That state-of-the-art architecture is the foundation for its benchmark-establishing agility and vault-like solidity and quietness. The new architecture has a mixed-material structure with all-aluminum exterior body panels. Engineers conducted 50 million hours of computational analysis – including 200,000 structural simulations – in its development, generating 21 patents. “Every panel of the body-in-white is optimized with innovative joining techniques,” said Travis Hester, executive chief engineer, Cadillac CT6. “It’s an uncompromising approach that provides the best balance of strength, lightness and refinement.” Thirteen high-pressure aluminum die castings in the lower body construction reduce complexity and are significant contributors to the architecture’s low mass. The CT6 is approximately 218 pounds (99 kg) lighter than a comparable vehicle using predominantly high-strength steel. GM’s most advanced body manufacturing methods are used to fabricate the structure, including proprietary aluminum spot welding technology that is more efficient and helps reduce weight. Laser welding, flow drill fasteners and self-piercing rivets are also employed, along with roughly 591 feet (180 meters) of advanced structural adhesives. Chassis and suspension highlights The CT6’s rigid, lightweight architecture is the foundation for its segment-challenging agility, enhanced by active-on-demand all-wheel drive, active rear steering and Magnetic Ride Control on the available Active Chassis System. “To put it succinctly, every wheel drives and every wheel steers,” said Hester. “And with Magnetic Ride Control, every wheel’s dampening is adjusted by the millisecond, for responsiveness and driver control unparalleled in the segment.” The chassis system also balances responsiveness with segment-best isolation for exceptional refinement. In the front, the CT6 features a lightweight, aluminum-intensive high-arm multilink short-long arm front suspension. At the rear is a five-link independent suspension that uses multiple outer ball joints and cross braces for optimal handling and steering precision. Active rear steering with the Active Chassis System contributes to greater low-speed agility and high-speed stability. In parking lots, the turning circle is only 37 feet (11.4 m), comparable with the CTS, which has a 114.6-inch wheelbase vs. the CT6’s 122.4-inch wheelbase. Active-on-demand all-wheel drive is also part of the Active Chassis System, making the most of handling and stability in all weather conditions. Its lightweight, compact design and two-gear transfer case enable greater fuel economy than conventional fixed-torque all-wheel drive systems. All-wheel drive is standard on all CT6 six-cylinder models. Selectable Tour, Snow/Ice and Sport modes allow the driver to tailor the CT6’s advanced chassis system for practically any weather or road condition. Bold proportions, exquisite attention to detail A bold proportion dominated by a long hood and sleek upper body distinguishes the CT6, evolves the brand portfolio and reinforces the agility enabled by the lightweight architecture. “This is a car designed for passionate drivers,” said Andrew Smith, executive director, Cadillac Global Design. “CT6 is low, wide and sleek, which is just what you’d expect in a lightweight performance sedan. There is a great dash-to-axle proportion that reinforces the dynamics of the rear-wheel-drive architecture.” The “face” of Cadillac evolves with the CT6 through new executions of the grille and signature lighting elements. The vertical light signature, for example, features new LED light blades that frame the front of the vehicle, with forward illumination from technologically advanced Indirect Fire LED headlamps. Proportion, craftsmanship and technology also define the CT6’s cabin. Cadillac designers aimed to deliver a bold, elegant and spacious interior. That elegance is expressed in curated environments and in surface sculpture featuring authentic materials, exquisite details and elevated executions of the brand’s signature cut-and-sew interiors. The CT6 uses state-of-the-art technology to reward its occupants with high levels of comfort, connectivity and safety. “Never before has such craftsmanship and technology been so seamlessly interwoven,” said Smith. “The CT6 represents our next step in the continuing evolution of the Cadillac brand portfolio.” Production and manufacturing Production of the 2016 Cadillac CT6 begins at the end of 2015 for the North American market at the Detroit-Hamtramck assembly plant, which underwent a $384-million investment in tooling and other upgrades to support the manufacture of the CT6 and two other products. Chinese-market models will be assembled at an all-new facility in China starting in early 2016. The CT6 also will be offered in Europe, Korea, Japan, Israel and the Middle East. Production for those markets begins at Detroit-Hamtramck in early 2016. 2016 CADILLAC CT6 PRELIMINARY SPECIFICATIONS (NORTH AMERICA) Model: 2016 Cadillac CT6 Body style / driveline: RWD or AWD, 5-passenger large luxury performance sedan Manufacturing location: Detroit-Hamtramck Assembly, Hamtramck, Mich. Engines: 2.0L I-4 turbo DOHC DI – 265 hp / 198 kW (est.) 3.6L V-6 DOHC DI – 335 hp / 250 kW (est.) 3.0L V-6 twin-turbo DOHC DI – 400 hp / 298 kW (est.) Transmissions: Hydra-Matic 8L45 eight-speed automatic (2.0L turbo and 3.6L) Hydra-Matic 8L90 eight-speed automatic (3.6L twin-turbo) Brakes: four-wheel disc with FNC rotors; four-channel ABS Wheels: 18-inch, 19-inch and 20-inch Wheelbase (in / mm): 122.4 / 3106 Length (in / mm): 204 / 5184 Width (in / mm): 74 / 1879 Height (in / mm): 57.9 / 1472 Est. curb weight (lb / kg): less than 3700 / 170 View full article

Drew Dowdell Managing Editor CheersandGears.com April 5, 2012 The 2012 New York Auto Show was sedan heavy this year with 6 major releases or concepts. Some of the releases were impressive, some not so much. Fisker Atlantic - A smaller, lighter, and less expensive entry from Fisker, the Atlantic hopes to slot in at the high end of the BMW 3-series price range. This luxury extended range electric vehicle is one of the curviest sedans shown at the show. Despite the low roof in the rear, Fisker promises the Atlantic will have similar interior room to the 3-series as well. Fisker had some problems with the launch of the Karma earlier this year, but if a similar issue can be avoided on the Atlantic, we think Fisker can pull this one off after all of the funding they've recently secured. While electric vehicles aren't to everyone's taste, we think that any domestic manufacturer trying to put sexy cars into production should be applauded. 2014 Chevrolet Impala – This was one of the bigger surprises for me. I'm not sure why my expectations were so low, but Chevrolet did a great job on the Impala. With this car, Chevy is moving the Impala away from the fleet queen status it has maintained for at least a decade. Pricing hasn't been announced yet, but you can be certain it will jump substantially from the ~$23k you can get into one today with. The interior is well above the current full size class in design and amenities. There is still the issue of the steering wheel and buttons, but we'll have to wait till the car gets closer to production. Of note, the Impala has generated more traffic and comments than any other release from the show.2013 Lincoln MKZ – As we had essentially seen this car in concept form at the 2012 North American International Auto Show in Detroit, so the overall look isn't a surprise. This Fusion based Lincoln is a transitional product for Lincoln (hopefully the last such) and Lincoln continues to stress that they have 7 new or refreshed vehicles coming. While the MKZ has some interesting engine options and technology, not to mention the huge sunroof, I think this still isn't enough to bring Lincoln back to prime time. It still doesn't have the interior of the ES and doesn't have the presence of a 2008 CTS. Lincoln needs more, a lot more, if they ever want to be relevant in this class again. 2013 Lexus ES – A few months ago a Lexus exec was talking smack on the Buick Lacrosse saying that the next ES interior would blow away the Buick. I'm not sure if he was talking about the next next one or just what, but this 2013 ES ain't it. The ES takes on the predator mouth grill that is spreading throughout the rest of the Lexus lineup, but it doesn't quiet fit on the otherwise slab sided car. The clean lines of the rest of the car break into a mess of creases and folds at the front. Stare at the ES for more than 15 seconds and the Camry/Avalon base is still apparent. The interior is flat and gray. There is no integration between the dash and the door. The lines don't even line up. The center console is hard scratchy plastic in the places where it isn't piano black. The dashboard is just rubber with stitching. You set the parking brake in the ES with your foot. The Lacrosse has electronic parking brake available. After I checked out the ES, I wandered over to Hyundai to check out the Santa Fe and ended up sitting in an Azera. Sticker price on the Azera was $32k, but the interior design was much nicer and better executed. Yes it's a Hyundai and not a Lexus, but to quote Oldsmobile: “It's your $32,000, demand better.” 2013 Nissan Altima – The new Altima should make the competition sit up and take notice. The interior is attractively done with a light and airy feel. Controls are laid out in a logical fashion and visibility seems excellent. Of course, having a class leading combined fuel economy won't hurt either. The Sonata and Optima have been the media darlings of the class for about a year now, but my bets are either on the Altima or Fusion taking on that role in the near future.Acura RLX concept – This thing is just a mess. It looks like a big, bloated Honda Accord. All that complexity of the hybrid and it only gets 30mpg highway? The V6 Chrysler 300 can do that today. Sure the RLX has 370 horsepower, but that is irrelevant to the target market of this car. A more targeted horsepower number and a blow-your-mind fuel economy number would be more likely to get customers to overlook the dull and dated style. 2013 Toyota Avalon – The Avalon managed to stay unleaked right up until the reveal, probably because no one could be bothered to click send. Described by Toyota as “bold and sporty”, the Avalon adopts the new corporate face that we know from the Camry. Moving to the new Camry platform, the Avalon boasts better structural rigidity and a re-calibrated suspension. Styling wise, we're not so sure about “Bold and Sporty”. It's a conservative Toyota sedan... burgundy is about as bold as you get here. The let down is how we were teased last week with a drawing from Toyota that showed a car much more rakish. Sedans aren't everyone's cup of tea, but if nothing else, the variety of these entries is interesting. What do you think? Are we spot on? Off our rocker? Leave your comments below. Of course, once they visit the C&G garage, you'll get to take part in the review. View full article