Cadillac ATS Crimson Sport Edition is here for a limited run

The Cadillac ATS has been a well-received entry into the small sport sedan segment for General Motors' premium brand, but keeping the model fresh is an understandably high priority. A two-door coupe variant is on the way and should help keep interest up, but the line's volume leader is still expected to be the sedan. In order to keep awareness high and sales going, GM will need to lavish a little attention on its four-door, as well. That's where the Crimson Sport Edition comes in.

Crimson Red Metallic paint is the exterior highlight for this special-edition Cadillac, while the interior is complemented with a number of microsuede touchpoints, including the heated steering wheel and shifter. To this point, the car's rich burgundy finish has only been offered on CTS-V Coupe and Sport Wagon models, and brand spokesperson Donny Nordlicht tells Autoblog that this is the first time that the company has offered a microsuede wheel with heat. Four interior trims are also available, although all have been seen previously.

The Crimson Sport will be limited to production this spring, and the trimmings can be added to either the 2.0T Performance or the V6 Premium specifications. Both rear- and all-wheel drive will be available, as well. Prices start at $46,010 for the turbocharged model and $51,010 for the V6 including destination fees, which represents a premium of $2,990 for the extra equipment.

The ATS Crimson Sport Edition rolls into dealers beginning at the end of this month.
Cadillac Introduces ATS Crimson Sport Edition
Special edition highlights the sporting dynamics, striking design of the ATS

DETROIT – Cadillac enhances the dynamic performance and design of the 2014 ATS sedan with a new, limited-edition Crimson Sport special edition. Produced only during the spring of 2014, the special edition sedan is characterized by its unique Crimson Red Metallic exterior paint and a collection of its sportiest performance attributes, including an available Track Package.

The Crimson Sport ATS can be had with four different interior environments: Morello Red with Jet Black accents, Caramel with Jet Black accents, Jet Black with Jet Black accents or Light Platinum with Jet Black accents. Other exterior enhancements include exclusive 18-inch Manoogian Dark Silver Premium Painted wheels; a ground effects package with color-matched front splitter, rocker moldings and rear diffuser; and an aero decklid spoiler.

Inside, upgrades include a heated steering wheel in microfiber suede, a microfiber suede shift lever and heated front seats.

Buyers can opt for the Crimson Sport Edition on either the 272-horsepower ATS 2.0T Performance Collection (with automatic transmission) or 321-horsepower 3.6L Premium Collection with rear- or all-wheel drive. Navigation, sunroof, the Driver Assist Package and Advanced Security Package are all optional. Rear-wheel-drive 3.6L models also offer a Track Package.

The award-winning Cadillac ATS sedan balances performance and refinement, wrapped in a progressive expression of Cadillac's Art & Science design philosophy. Named 2013 North American Car of the Year, the ATS compact luxury sedan has drawn new customers to the brand and helped to continue the evolution and elevation of Cadillac.

The 2014 Cadillac ATS Crimson Sport Edition will be available in dealerships at the end of March. The limited-edition package carries an MSRP of $46,010 for the 2.0T Performance Collection and $51,010 for the 3.6L Premium Collection.

Cadillac has been a leading luxury auto brand since 1902. Today Cadillac is growing globally, driven by an expanding product portfolio featuring dramatic design and technology. More information on Cadillac appears at www.cadillac.com. Cadillac's media website with information, images and video can be found at media.cadillac.com.

Walkinshaw to jump from Holden to Chevy Special Vehicles?

The name Walkinshaw carries with it a proud history of collaborating with major automakers to produce some of the most lust-worthy racing machinery and road-going performance vehicles ever known. The Jaguar XJR-9 was developed by Tom Walkinshaw Racing. So were the Nissan R390, Porsche WSC-95 and Mazda MXR-01 – top-tier Le Mans prototypes all. Walkinshaw helped Jaguar develop the XJR-15 and XJ220 supercars.

TWR went under when the Arrows Grand Prix team it owned went bankrupt, but the name (and the family behind it) resurfaced to establish Walkinshaw Performance, the outfit behind Holden Special Vehicles. GM's Australian subsidiary relies on HSV to both run its V8 Supercars operation and tune its Commodore sedans into veritable muscle machines – the likes of which other General Motors divisions were eager to import in the form of the Pontiac GTO, Chevy SS and Vauxhall VXR8.

Unfortunately Holden, as you may be aware, is ceasing its manufacturing operations, leaving the future of HSV and Walkinshaw Performance hanging in the balance. Holden has stated that it intends to keep HSV and Walkinshaw right where it is, tuning whatever vehicles it might have to offer in the future into the tire-shredding monsters we've come to know and love. But Walkinshaw isn't about to sit around and wait.

These days the company is run by founder (and former European touring car champion) Tom Walkinshaw's son Ryan. With Holden transforming itself into a sales conduit for imported GM products, Ryan Walkinshaw is looking to greener pastures. And that could take him and his outfit to Detroit.

According to Aussie car site Motoring.com.au, Walkinshaw is keen to capitalize on its expertise to springboard into producing a flagship line of performance Chevrolets. That could mean importing the partially completed vehicles from Michigan to its facility in Australia. Or it could move its operation to Lansing where assembly of the next generation of Alpha-based, rear-drive GM vehicles – including the Cadillac ATS and CTS and the next Chevrolet Camaro and SS – is being centralized.

If Walkinshaw gets its way and the plans come to fruition, it could be charged with producing a new line of Chevrolet Special Vehicles just like it's done for Holden. Looking at vehicles like the new Camaro Z/28 and Corvette Z06, we can't help but wonder if Chevy really needs the help, but then that's how Mercedes-AMG (not to mention HSV) got its start, so who knows what the future could hold for Walkinshaw and the next generation of performance Chevys.

2015 Lamborghini Huracán LP 610-4 greets the public

If you're into cars and are familiar with this little thing called the Internet, you've no doubt seen the new Lamborghini Huracán by now. And while it might seem redundant to talk about the hot new Lambo again, the stunning coupe finally, officially makes its public debut here at the Geneva Motor Show. In other words, it's an excuse for us to bring you yet another set of photos, ripe for the droolin'.

Senior Editor Seyth Miersma already divulged the important factoids in our recent Deep Dive, but let's quickly recap. The bull's beating heart is a new, naturally aspirated 5.2-liter V10, good for 610 horsepower and 413 pound-feet of torque. In other words, she'll be super quick, with Lamborghini estimating a 0-62 time of just 3.2 seconds, with a top speed of over 202 miles per hour. All that force gets sent to the ground via all-wheel drive, all packaged up in a coupe that is, well, freakin' gorgeous.

The Huracán goes on sale this summer, and Lamborghini expects it to easily eclipse the outgoing Gallardo in terms of sales. We can't wait to drive the thing, but until then, another batch of photos will have to do. Check 'em out in our gallery above.

Hamann gets stealthy with its more powerful Lamborghini Aventador Limited

The tuners at Hamann have gotten their hands on the Lamborghini Aventador and are offering a suite of stealthy upgrades and a boost in power for buyers who don't think Lambo's top model is already enough. The company wants to create a special model with "uniqueness in every way."

The Limited wears a two-tone body kit in Stealth Grey matte paint with Poison Green trim. Hamann adds carbon fiber pieces with new air vent inserts at the front, a two-piece front spoiler and side skirts. The rear receives carbon fiber replacements for the diffuser, engine air intake, spoiler and apron. It is also offering two different sport exhausts – a standard version and a race version... complete with backfire baked in. Finally, the custom Lamborghini is shod with forged, aluminum wheels that are 20 inches in the front and 21 inches in the rear. The interior remains basically stock except for being covered in green leather and contrasting black with green stitching.

Hamann isn't just about style. It is also giving the Limited a boost in performance to 760 horsepower and 542 pound-feet thanks to a few tweaks of the Aventador's software. It seems that if Lamborghini isn't giving buyers enough, then Hamann is happy to take things to the extreme at the 2014 Geneva Motor Show. Feel free to read more below.
Show full PR text
Hamann has taken the bull by the horns and puts the ultimate finish on one of the most striking and powerful sports cars of all time. Even more uncompromising, even more spectacular: the independent body concept of the factory in Swabian Laupheim has turned the martial Lamborghini Aventador into a personalized masterpiece – with unique design details and an impressive increase in power of almost ten per cent.

The leitmotif of the Hamann "Limited" is uniqueness in every way. The front boasts custom-made carbon air vent inserts. The optical counterpart of the lightweight nostrils is the two-piece front spoiler made of the same high strength racing material, which provides for racing grade down force and gives the front wheels increased grip. To optimize the aerodynamics, the new eye-catching side skirts help calm the airflow on the underside.

The greatest optimisation requirement for motorsport specialist Hamann was at the rear of the Aventador. The redesigned features were thus particularly extensive here. Hamann replaced the rear apron and rear diffuser with their own designs and constructions made of ultra-lightweight carbon fibre. The adjustable rear spoiler is made of the same material, as well. Hamann also developed the sport final muffler specifically for the "Limited." There is also a special race version available with backfire.

The voluminous air intake slots on the engine compartment lid supply the huge twelve-cylinder unit with plenty of cool air. Here, Hamann has integrated very high quality clear-coated carbon fibre, which allows a clear view of the Lamborghini power package.

Highlights of the customised Aventador are the alloy wheels, which go perfectly with its new look. The multi-part Hamann "Professional" is produced by a forging process, which guarantees maximum driving dynamics through lightness and the highest level of stiffness. The high-performance wheels in sizes 9x20 and 13x21 inch bear ultra-high-performance tyres in sizes 255/30 ZR 20 in front and 355/25 ZR 21 in the back.

The specialists of Hamann push the performance of the potent Italian to new heights. 700 hp (515 kW) and 690 Nm were the numbers to beat – and that's what motor racing professional Hamann clearly managed to do. The completely redesigned software of the control unit of the twelve-cylinder in the "Limited" now reaches 760 hp (559 kW). The maximum torque of the 6.5-liter V12 increases with the identity field optimisation to a raging 735 Nm*.

Hamann presents the first "Limited Lambo" in the special matt grey paint "Stealth Grey" – and "poison" green contrasted body details. And Hamann fulfils every customer desire imaginable. The highest manufacturing quality and selected materials have been the benchmark at Hamann for over 28 years.

A special hue also makes the interior unmistakable: the three-spoke multifunctional steering wheel is trimmed in green leather on the top and bottom. Intricately stitched applications on the instrument panel, the side panels and the centre console correspond excellently with other features, such the instrument panel cover and the seat tracks of the exclusive, high-speed sports seats.

Audi considering turbo option for longer, wider Huracán-based R8

The debut of the Lamborghini Huracán was (and remains) big news in and of itself, but equally as exciting is the imminent arrival of the Audi R8, which the Huracán presages. While the two will share a common architecture, don't expect that new R8 will simply be a cheaper version of the Huracán (like the current one arguably is to the Gallardo).

For one, the next R8 will be larger than the Huracán. According to emerging intelligence, Audi will make its sports car both longer and wider than the Lamborghini version. It'll also share the new Lambo's innovative carbon-fiber structure that will replace both the firewall and central tunnel. But to power it all, Audi will get more creative.

The next R8 will, like the current model and like the Huracán, offer a V10 engine at the top of the range. It will also offer the same 4.2-liter V8 as the outgoing model. But that won't be the end of the matter. Word has it that Audi is also working on a smaller, turbocharged engine to offer in certain markets that mandate smaller-capacity engines.

Whether that will emerge as a turbo four, a turbocharged V6 or something else remains to be seen, but in speaking with Autocar, Audi technical chief Ulrich Hackenberg indicated they could be looking at "some numbers in between", suggesting that a turbo five like the one you'd find in the RS3, RS Q3 or TT RS could be under consideration.

One way or another, it wouldn't be the first time Audi would toy with the idea of a different kind of engine for the R8. It's experimented with V12 turbodiesels and electric propulsion for the supercar, so a turbo five – or whatever it settles on – would hardly be a big surprise.


Now that we're kinda-sorta-maybe-slowly thawing out from this horrible winter, automakers are moving away from the harsh extremes of winter testing and taking their new wares for laps around the infamous Nürburgring. What better way to kick off the sports car testing season than some fresh shots of the next-generation Audi R8 supercar?

Despite the slick coupe's shape not changing too much, details under that camouflage reveal styling elements that are more squared off and angular – similar to what Audi has done with its 2015 TT coupe. Don't be fooled by those square taillamp holes in the camo out back, either – look closely and you'll see a stylish LED lamp design.

Expect some 100 to 200 pounds to be shaved off the next R8's curb weight.

The R8 is expected share a platform with the recently unveiled Lamborghini Huracán, and we have it on good authority that the combined carbon fiber and aluminum structure will result in some huge weight savings for Audi's coupe. Expect some 100 to 200 pounds to be shaved off the next R8's curb weight.

Power is what's (arguably) most important here. Rumors have suggested that we could see a version of the Audi RS7's twin-turbocharged V8 underhood, though other reports contradict that, saying the well-liked, naturally aspirated 4.2-liter V8 will once again find a home in the R8. Of course, that's on the base end – look for a V10 to serve as the upmarket engine. Both powerplants should come mated to six-speed manual and seven-speed dual-clutch transmissions.

We can't yet see inside the new R8, but it wouldn't shock us to see a more upscale version of the TT's minimalist interior used here. Audi has already told us that the new R8 will get the TT's super-high-tech reconfigurable gauge cluster, too.

It's unclear exactly when the next R8 will debut, but our sources suggest it'll arrive for the 2016 model year, meaning we won't see it for some time. Fingers crossed for Geneva 2015. Have a look at Audi's redone supercar in the gallery, above.

Aventador sales drive record revenue at Lamborghini

Let it never be said that there isn't money to be made selling high-end exotic sports cars. Last month Ferrari revealed that it had recorded record profits despite selling fewer vehicles than the year before. Now arch-rival Lamborghini has reported record revenue.

For the 2013 fiscal year, Lamborghini has announced that its revenue has increased for the third year straight – rising from 469 million euros last year (just short of $650 million at today's rates) to a record 508 million euros (over $703 million). Lamborghini reports that it has reinvested 20 percent of that turnover back into R&D.

The increased revenues come despite having discontinued its top-selling model, the Gallardo, which wound up its ten-year production run back in November to make way for the new Huracán. The increased revenues came from a higher proportion of Aventadors sold, a rise of 9 percent from 922 units in 2012 to 1,001 in 2013, representing a record for V12 models sold in the company's history and a waiting list of 12 months for a new Aventador.

At 36 percent of Lamborghinis sold last year, the Americas continue to stand as the Bolognese automaker's largest market, but not by much: EMEA (Europe, the Middle East and Africa) accounted for 34 percent, while Asia Pacific accounted for the remaining 30 percent of Raging Bulls sold last year.

LAMBORGHINI SETS TURNOVER RECORD AT 508 MILLION EUROS

- Total turnover increased from 469 to 508 million euros
- Worldwide deliveries up from 2,083 to 2,121 cars
- Continuing profitability despite ongoing high investments in R&D and factory premises
- More than 20% of total turnover invested in research and development
- All-time high in V12 sales with a record for the Lamborghini Aventador (1,001 deliveries)
- All new Lamborghini Huracán LP 610-4 receives strong market response

Sant'Agata Bolognese, 11.03.2014 - In the Fiscal Year 2013 (31.12.2013), Automobili Lamborghini S.p.A. improved its key financial figures once more and marked another successful step in its brand history of more than 50 years.

With worldwide deliveries to customers increasing from 2,083 to 2,121 units, the Italian super sports car manufacturer improved its sales for the third consecutive year. These sales figures are outperforming the market trends in the super sports car segment.

The turnover shows a solid growth by 8 % from 469 million euros to 508 million euros. This overproportional increase compared to deliveries is due to an improved model mix; in 2013, 1,001 units of the top model, the V12 powered Lamborghini Aventador LP 700-4 were sold. This is a record for V12 powered Lamborghini models and represents a 9% increase from 922 units sold in 2012. Two and a half years after its market introduction the order bank for both Coupé and Roadster still covers the next 12 months' production. Overall, 2013 was another positive year in terms of profitability.

In its final year of production, the evergreen Lamborghini Gallardo recorded remarkably stable deliveries of 1,120 units following 2012 when 1,161 Gallardo were sold. With 14,022 units sold over its entire lifecycle, this makes the Gallardo the bestselling Lamborghini of all time to date.

"In the year of our 50th anniversary, Lamborghini has delivered a very satisfying performance, confirming the strength of our product and commercial strategy. Today the company is driving towards the future from a very solid economic base. With our very attractive and new model mix,
ongoing high investments of more than 20% of our total turnover into R&D as well as continuous investments into factory premises and the recovery of the markets we anticipate a new phase of solid global growth into new dimensions in the short and long term" said Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A.

Lamborghini is a global brand, and sales distribution has been well balanced among the three regions: EMEA (Europe, Middle East, Africa) 34%, America 36% and Asia Pacific 30%.This enables the company to respond flexibly to fluctuations in single markets should they occur.

In 2013, the company continued its path of sustainable development: enlarging its facilities and hiring 100 highly qualified professionals in Sant'Agata Bolognese to address both production demand and new projects, with 1,029 employees at the end of the year. As for human resources and ethical commitment Lamborghini has just been awarded two important prizes: the
prestigious accolade "Top Employers Italia 2014", the first Italian car producer to be selected for this award, and the "Ethical Company" award.

The successor of the Gallardo, the new Lamborghini Huracán LP 610-4, made its global debut at the Geneva Motor Show 2014 and is currently receiving overwhelming reactions from markets and customers all over the world. This is also mirrored in the positive media coverage of the new car emanating from the show. Even before the official launch of the Huracán LP 610-4, Lamborghini registered more than 1,000 orders for the highly innovative new super sports car designed to set a new benchmark in its segment.

2014 Kia Cadenza

Teenage passengers are often among the first people I turn to for second opinions about a test vehicle. While they understandably aren't allowed behind the wheel – most aren't even old enough to drive – their honest and generally unbiased observations, coupled with a complete lack of understanding about what a particular vehicle costs, can provide a wealth of insight.
An open-minded approach is especially important when taking a closer look at the 2014 Kia Cadenza, a premium sedan from an automaker best known for providing affordable transportation for entry-level buyers. But unlike the Rio and Forte, low-priced compacts designed to cater to consumers looking for fuel economy and value, this more substantial four-door sedan asks for twice the out-of-pocket investment in exchange for promises of luxury and technology.

With an impartial mindset and a genuine curiosity, I recently spent a week with the more substantial Cadenza to see if it could live up to its aspirations.

Kia introduced the States to its Cadenza at the 2013 Detroit Auto Show as a model to sit above the Optimasedan, which was its flagship offering at the time. Those loyal to the brand wanted a more premium product. According to Mike Ofiara, Supervisor of Product Communications at Kia Motors America, the new "more upscale sedan was in response to what many of the buyers were asking for."


Despite its all-new appearance on this side of the Pacific, this vehicle had already been on sale in Korea's domestic market for some time, and a look beneath its skin and spec sheet at its reveal suggested a very similar heart and soul to the Hyundai Azera.

Yet its previous life and similarities to its corporate cousin were the last things on my mind when the automaker dropped off this sparkling Metallic Bronze over White Nappa model in my driveway. As you can see from these photos, this well-proportioned sedan looks every bit the part of its $35,100 base price (plus $800 destination), with its distinctive chrome Kia "Tiger Nose" grille, aggressive headlights, chrome window surrounds and LED-style taillamps. Even the 19-inch alloy wheels fill their wells perfectly.




More striking than its exterior, however, is its interior. My particular press car arrived configured with White Nappa Leather, a no-charge option that contrasts well with the dark dashboard, door panels and carpet. The Luxury Package (a $3,000 upgrade) adds goodies including a panoramic roof, upgraded instrument panel, heated rear seats and a warmed steering wheel. Less obvious to the eyes are components in the Technology Package (also $3,000), which includes Advanced Smart Cruise Control (ASCC), Blind Spot Detection (BSD), Lane Departure Warning (LDW) and hydrophobic front door windows. The bottom line reads $41,900 – that's a lot of cash, but it represents a considerable value; even before Kia's 10-year/100,000-mile powertrain warranty is taken into consideration.

Four adults will find much to like about the Cadenza, but I'd argue that the driver has the best seat in the house. A standard 10-way power-operated seat provides plenty of support for my six-foot, two-inch frame, and the adjustable lower bolster supports my thighs comfortably. The front passenger is only offered four-way powered seats and oddly, they are offered no seat ventilation – many of my passengers griped about that. [We drove an early production car. Kia has since added passenger set ventilation. - Ed.] Those in the second row will find a spacious interior, with generous room for feet and shoulders. Headroom may be an issue for tall adults thanks to the Cadenza's graceful sloping roofline, however. Twin climate control outlets, adjustable for airflow (but not temperature), help keep rear passengers comfortable.



Even though the primary instrument panel utilizes a large full-color digital display in tandem with an eight-inch infotainment display at the top of the stack, the Cadenza's cabin is very traditional in layout, with a large transmission selector dominating the lower center console. Two clusters of flat buttons are arranged on the console to control the climate control and audio operations. Comfort switchgear (e.g., heated steering wheel and ventilated seats) are found just aft of the transmission lever, while the safety settings (including lane departure and traction control) are to the left of the steering wheel. The seat memories are located on the door. After a few days of acclimation, I was able to locate the general area of the flush controls quickly, but each required me to remove my eyes from the road momentarily to use.


With key fob in pocket, a press of the black start/stop button fires up the 3.3-liter V6 under the Cadenza's hood. This modern direct-injected powerplant, shared with the Azera, is rated at 293 horsepower at 6,400 rpm and 255 pound-feet of torque at 5,200 rpm. The engine is mounted transversely in the nose – perpendicular to the direction of travel – like it is in nearly all other front-wheel-drive vehicles. Amusingly, Kia's tricky engineers have hidden it beneath a plastic engine cover that has been molded to insinuate a longitudinal mounting.

A traditional six-speed automatic transmission, also shared with the Azera, is tasked with sending power to the ground. But its first two gears and final drive ratio are different to allow the Kia to feel a bit sportier than its sibling from Hyundai. In practice, this does seem to be the case, with the four-door launching off the line smartly, with even moderate throttle. Kia doesn't publish its own acceleration figures, but third-party testing suggests the Cadenza sprints to the 60 mph benchmark from a standstill in just under 6.5 seconds, covering the quarter mile in slightly fewer than 15 seconds. That's plenty quick for sedan whose primary mission is not performance.




During my seven-day test, I tossed Kia's premium sedan headfirst into the family routine, where it was forced to drive carpools, run errands and suffer in traffic jams. Everyone found the cabin comfortable, but the high-gloss wood trim sprinkled throughout the upscale cabin quickly showed fingerprints and dust, while the buttery smooth white leather required a nightly wipe-down to keep it clean – if you shuttle grubby young passengers (I loaded it with lacrosse players) often or are a neat freak, consider other colors. The rear seats don't fold, but the automaker does provide a seven-inch square pass-through for longer items like skis or a few lacrosse sticks.

To better assess the Cadenza's ride and handling chops, I took it on a four-hour road trip, nearly 200 miles long, which started at sea level and eventually climbed to 5,500 feet of elevation. Making things interesting, the drive encompassed busy highways and rural two-lane mountain passes before dropping me back on a well-traveled interstate highway. In a nutshell, the loop forced the Kia to perform under every imaginable driving environment – with the exception of inclement weather, which was in the mid-60s with clear blue skies.

With its 18.5-gallon fuel tank filled to the top with regular unleaded gasoline (premium fuel is not required), I set out after the bulk of the area's morning congestion had cleared.



The first part of the drive took me along the Pacific coast on a nicely paved, multi-lane highway traveling at about 60 mph (the speed limit was 65 mph, but it was crowded). To run with the flow of traffic, I switched on the Kia's radar-based ASCC and let its electronics inform my velocity. In this near-mindless state of cruise, with the Cadenza following the car ahead of it like a magnet following a block of iron, I found the sedan very comfortable. Its electrically assisted steering was on the numb side, but the car tracked well and lane changes were easy thanks to oversized exterior mirrors that provided a nice view. The cabin was well insulated, too, and there wasn't the slightest peep from the combustion going on under the hood or from the engine's two oval exhaust pipes – only the muted sound of wind rushing by the glass and the dull sound of the tires as they rolled over the textured pavement offered a hint of my velocity.


Even though this transmission has been tweaked with sportier ratios, that more athletic mindset hasn't necessarily carried over to the rest of the car's specifications. It quickly became obvious that the fully independent front and rear suspension have been tuned for comfort, with the underpinnings effortlessly absorbing all bumps and expansion joints. The base Cadenza arrives with standard 18-inch wheels, but the aforementioned optional 19-inch alloys fitted to my tester never caused an issue, despite being paired with rubber possessing shorter sidewalls. Much of the credit goes to the Hankook Optimo H426 all-season grand touring tires, size 245/40R19, which are tuned to optimize ride comfort.

Turning off the highway and heading into the mountains quickened the pace of things, especially when the road narrowed and started to get twisty. But unfortunately, the Cadenza's impressive composure soon began to wane.



With the roads nearly empty, I pushed the sedan into the corners. Kia pegs the curb weight of the four-door at 3,792 pounds, which is about average in this segment, but the strong V6 never felt the least bit burdened. In contrast, the standard disc brakes provided good initial bite, but the pads quickly started to overheat and provide less stopping power with each subsequent corner. But the single-piston brakes weren't the car's Achilles heel – the bulk of the blame should be directed at the soft suspension, which reached the end of its travel more than once, as well as at the aforementioned all-season tires that had me working the brakes as hard as I did.


Despite Kia's mild attempt to make the Cadenza come off as a luxury sedan with a bit of sporty flair (they've even gone so far as to fit steering wheel-mounted paddle shifters), the four-door is simply out of its comfort zone at anything above six-tenths in the canyons. And even if the brakes, suspension and tires had worked in perfect harmony, the wide seats offer very little lateral support for such roads. I found myself continuously struggling to stay in place – these are not issues with sport sedans. Once I reduced my speeds and turned the impressive UVO entertainment (with audio by Infinity) up a few notches, motoring tranquility and serenity were restored to previous levels. Despite marketing materials that allude to "carving through the Swiss Alps," this clearly isn't tuned to be a sport sedan, a conclusion confirmed by Kia executives during a subsequent interview.

I kept records of the road trip, as I often do, and my overall hand-calculated average for 197.2 miles traveled was 21.88 mpg overall. While my number did fall between the EPA numbers (19 mpg city and 28 mpg highway), nearly all of its six-cylinder competitors, including the Toyota Avalon, Chevrolet Impala, Ford Taurus and Volvo S80 will exceed the Cadenza's government-estimated highway numbers. It's a shame that the list even includes the Hyundai Azera, thanks to its slight gearing changes.



Extended periods behind the Cadenza's four-spoke leather and wood steering was very revealing. Once I overlooked whatever misguided sport aspirations it held and I stopped worrying about its slightly thirstier fuel consumption, I was left very impressed with this luxury vehicle. But there was one more thing I still needed to reconcile – the badge on the grille.


On my last day with the Kia, I drove a group of teenagers to high school while I covered the steering wheel hub with my hand. Each young passenger candidly raved about the sedan from their different seating positions. In their own words, they commented on the soft leather, legroom and isolation of the cabin. They played eagerly with the infotainment system, blasted the audio and were impressed when I mentioned that it had nearly 300 horsepower. As we approached the campus, I quizzed them about pricing, and each overshot the number, one guessing tens of thousands too high. Seconds before I dropped them off, I mentioned what brand car they were riding in. There was a brief pause before one of the kids piped up incredulously, "A Kia, really? Wow."

Seven days behind the wheel left me, and a handful of impartial teenagers, convinced that the new 2014 Kia Cadenza has what it takes to challenge for segment leadership. But those who spend $40,000 are often looking for more than just a strong value proposition – many want the prestige of a established premium badge (the automaker sold 8,626 Cadenza sedans in 2013, a partial year of sales, while Toyota moved 70,990 Avalon sedans). Only time will tell if this Korean automaker has finally proven to finicky Americans that the three silver letters on its nose carry more weight than the metal they are enameled upon.

Porsche busts out new Boxster GTS and Cayman GTS

Baby 911. The poor man's Porsche. That's what they called the Boxster when it debuted some 20 years ago. They said the same of the first Cayman when it arrived a decade later, but they stopped saying it when the latest iterations hit the scene two years ago. That's because Zuffenhausen's entry-level models have long since stepped out of their big brother's shadow and into their own. And that appears to be all the more true of the new Boxster GTS and Cayman GTS.

Based on the Boxster S and Cayman S, the new GTS models benefit from an enhanced 3.4-liter flat six that produces 330 horsepower and 273 pound-feet of torque in the roadster or 340 hp and 280 lb-ft in the coupe – representing an increase of 15 hp and 7 lb-ft in either model. Both also come with the Sport Chrono package as standard, along with adjustable suspension and 20-inch alloys, blacked out to match the dynamic headlight surrounds and other muted trim.

Those disappointed by the unavailability of a manual transmission in the fire-prone 911 GT3 will be pleased to note that a six-speed manual comes standard, but those enamored of letting a pair of clutches shift themselves seamlessly will want to spring for the optional seven-speed dual-clutch gearbox. So equipped and with launch control engaged, the Boxster GTS will rocket from 0-60 in 4.4 seconds, while the incrementally lighter, more powerful Cayman will hit it in 4.3. Either way you're looking at a third of a second quicker than the Boxster/Cayman S. The interior has been upgraded with Alcantara trim and sports seats, but while Porsche is offering a stiffer suspension lowered by 20 millimeters in Europe, it doesn't seem to be offering it in the US.

The first mid-engined GTS from Porsche since the 904 Carrera of 1963 will reach showrooms this summer with sticker prices starting at $73,500 for the Boxster GTS and $75,200 for the Cayman GTS, plus $995 for delivery. That makes both a good ten grand more than their S counterparts, but outfit either with the Sport Chrono package and PASM active suspension that come standard on the GTS, and a few other choice options to make your stand out, and that ten-grand price differential will soon evaporate - without the extra power to go with it. Scope out the details in the US-market press release below.


GTS insignia graces mid-engine Porsche sports car for the first time since 1963
Porsche introduces Boxster GTS and Cayman GTS models

Atlanta. For the first time, the Porsche Boxster and Porsche Cayman will be offered as GTS models. As is typical for Porsche, these models feature more powerful engines and additional standard performance equipment. The new Boxster GTS and Cayman GTS models are visually defined by more than just a badge: they offer as standard equipment unique front and rear fascias, blacked out Bi-XenonTM headlights with the Porsche Dynamic Light System (PDLS), 20-inch Carrera S wheels and a sport exhaust system with black tailpipes as standard. The Boxster GTS and Cayman GTS are built specifically for maximum driving pleasure.

The 3.4-liter 6-cylinder boxer engine of the Boxster GTS and Cayman GTS models delivers an additional 15 hp compared to their "S" model counterparts. This means that the Boxster GTS has 330 hp and the Cayman GTS has 340 hp. Torque has been increased by 7 lb.-ft. in each model: 273 lb.-ft. in the Boxster GTS and 280 lb.-ft. in the Cayman GTS. The Sport Chrono package is now a standard feature with either the 6-speed manual or the optional 7-speed Doppelkupplungsgetriebe (PDK) transmission. This means with the optional PDK transmission and Sport Plus button activated, the Boxster GTS reaches 60 mph from a standstill in 4.4 seconds and 4.3 seconds in the Cayman GTS. Top track speed for the Boxster GTS is 174 mph with a manual transmission and 177 mph for a Cayman GTS equipped with a manual transmission.

The Boxster GTS and Cayman GTS feature Porsche Active Suspension Management (PASM) as standard, which offers the choice of sportier or more comfortable ride settings at the press of a button. The 235/35 front and 265/35 rear tires on 20-inch Carrera S wheels provide the perfect setup for a balanced driving experience. Like other Porsche GTS models, the interior of the Boxster GTS and Cayman GTS feature an Alcantara® wrapped steering wheel, headliner, center console, and inserts on the standard Sport Seats Plus. Additional visual elements include GTS nomenclature embroidered into the headrests and printed on the tachometer face.

A specific standard of performance and uniqueness is required to wear the GTS badge. For example, the legendary 1963 Porsche 904 Carrera GTS was dominant on the racetrack and a spectacle on the street. The 1980s and 1990s saw the 924 GTS and 928 GTS refine this characteristic. In 2007 the GTS emblem was reintroduced on the Cayenne GTS and later implemented in the 911 and Panamera model lines.

The Boxster GTS is priced from $73,500 and the Cayman GTS is priced from $75,200, excluding destination charges of $995. Both models will be available for delivery this summer.

Consumer Reports' 10 best car values

One of the perks of reviewing all manner of cars and trucks is that we're exposed to all the different infotainment systems. Whether Cadillac's CUE, Chrysler's UConnect, BMW's iDrive or MyFord Touch, we sample each and every infotainment system on the market.

Not surprisingly, some are better than others. It seems consumers have come to a similar consensus, with Consumer Reports claiming that Ford and Lincoln, Cadillac and Honda offer the worst user infotainment experiences. Not surprisingly, you won't find much argument among the Autoblog staff.

Take a look below to see just what it is about the latest batch of infotainment systems that grinds CR's gears. After that, scroll down into Comments and let us know if you agree with the mag's views.

Consumer Reports' 10 best car values

Consumer Reports thinks that real value is not necessarily how much you spend, but what you get for your money. Vehicles that are reliable, perform well, and don't cost much to own represent the best values. Overall, small cars and sedans provide the best bang for the buck, but there is a range of value available in every vehicle class.

Our list below highlights models in rank order that offer the best combination of overall performance and reliability for the money, considering all owner costs over a five-year period. All have an automatic transmission, except where noted, and typical options.

Toyota Prius Four

The Prius is the most economical five-passenger car that doesn't have to be plugged in. In our tests it averaged 44 mpg overall, and it returned an impressive 55 mpg on the highway. With light throttle input, it can quietly drive on electric power up to 25 mph. The ride is firm yet steady, and handling is sound and secure, but not particularly agile. Road noise is pronounced. The interior is roomy and the driving position has improved, but some controls take a bit of getting used to.

Honda Fit

The subcompact Fit four-door hatchback offers easy cabin access and very good visibility. It has an amazing amount of interior room and various seat-folding arrangements. While the Fit is not overly powerful, it feels responsive, with a smooth and willing engine, and agile handling. Fuel economy is an excellent 33 mpg overall for the manual and 30 mpg for the automatic. The ride is a bit choppy, and elevated road noise contributes to the din.

Toyota Camry Hybrid XLE

The Camry is refined, comfortable, and roomy. Handling is now more responsive, and the interior is nicer, with upgraded materials. Road and wind noise is slightly louder than in other Camrys, but the cabin remains civilized. The Camry Hybrid gets an amazing 38 mpg overall. Drawbacks include touch-screen radio controls that could be better designed. Bluetooth and a USB port are standard, and Toyota's Entune smartphone integration is available.

Scion xD

The xD is a boxier version of the previous-generation Toyota Yaris hatchback. The ride suffers from short, jumpy motions, and it feels jittery on the highway. Its 1.8-liter, four-cylinder engine delivers adequate performance and is miserly with fuel, averaging 29 mpg overall with the automatic transmission and 34 with the manual. The cabin is noisy, and the driving position is awkward. The front seats are comfortable enough for some people, but our taller drivers found the bottom cushion too short. The rear seat has plenty of room for a small car, and cabin access is easy.

Toyota Corolla

The Corolla is a good small sedan, although it is rather bland. The 1.8-liter engine is relatively quiet and responsive. We got a very impressive 32 mpg overall in our test with both automatic and manual transmissions, making it one of the most frugal among nonhybrids or nondiesel sedans. By the standards of the small-car class, the Corolla has a comfortable ride. Handling is sound and secure. The interior is put together well, although hard plastic panels and trim are abundant.

Toyota Prius V Three

This wagon version of the Prius offers a very roomy rear seat and a generous cargo area. It's about the size of a Mazda5 but seats just five. The extra weight and a less aerodynamic shape take a small toll on fuel economy, but the V still got an excellent 41 mpg overall in our tests. Despite lower gearing, the electric motor and engine have to work fairly hard, especially when the car is loaded. It drives similarly to the standard Prius, but with better rear visibility.

Toyota Camry LE (4-cyl.)

The Camry is refined, comfortable, and roomy. Handling is now more responsive, and the interior is nicer, with upgraded materials. The base 2.5-liter, four-cylinder engine returned an impressive 27 mpg overall in our tests. Drawbacks include touch-screen radio controls that could be better designed. Bluetooth and a USB port are standard, and Toyota's Entune smartphone integration is available.

Subaru Impreza Premium

The Impreza is a particularly well-rounded package and is our top-scoring small sedan. The ride is very absorbent and controlled. Handling is responsive and secure. Despite having a smaller engine with less horsepower than the previous model, the Impreza has good acceleration, and returns 27 mpg overall — impressive given the standard AWD. Complaints include a CVT transmission that exacerbates engine noise and pronounced road noise. The rear seat is spacious for the class, controls are straightforward and easy to use, and visibility is good.

Scion xB

The xB has a 2.4-liter, four-cylinder engine that delivers good performance but returns only 23 mpg overall. The ride is compliant, and handling is responsive. The interior is quiet, but the gauges mounted in the center of the dash are annoying, and the radio controls are a bit confusing. The rear seat is enormous, and cabin access is very easy. The cargo area is generous, but low windows and thick roof pillars make the cabin dark and impair visibility.

Honda Accord LX (4-cyl.)

The redesigned Accord is well-rounded, capable, and roomy, and is now our top-rated affordable family sedan. The new 2.4-liter four-cylinder engine works well with the CVT and got an impressive 30 mpg overall. The unobtrusive CVT acts like a conventional automatic. Handling is quite agile and secure, and the ride is supple and controlled. The cabin is comfortable, with supportive seats, but the rear bench is snug for three. A backup camera is standard, as is dual-zone climate control.

\