Audi A7 3.0T takes on the Mercedes-Benz CLS550

"This car has an identity crisis. The aggressive exterior, brash exhaust note and firm ride say 'sport,' but the interior screams 'grandma!'"

The decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions.

Strong words, especially when they originate from a stranger named Stephen sitting in the back seat of the $80,995 Mercedes-Benz some 80 miles from where we picked him up. The 31-year-old real estate broker and five other industry outsiders were invited to spend the day with Autoblog to help us compare the 2012 Audi A7 3.0T to the 2012 Mercedes-Benz CLS550.



These two vehicles have met head-to-head before, but not on these pages. To make things a bit more interesting, the decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions. The unique comparison would require each of the vehicles to carry 700-plus pounds of passengers comfortably from the flatlands of the hot LA Basin up to the cool mile-high elevations of Big Bear Lake and back. The winner would be determined by a simple vote.



As this task called for six warm bodies willing to be chauffeured 160 miles over a long afternoon, Autoblog's Facebook page was enlisted to recruit. Within 24 hours, we had our six smiling volunteers fingered.

Our randomly chosen readers ranged in age from 22 to 35, and in occupation from a college student to a working professional environmental scientist. There were five men and one woman, each with a strong automotive passion and a willingness to hang with us for nearly six hours in exchange for some ice-cold bottled water and a free hot lunch. Our players:



· Alex, a 22-year-old student

· Erick, a 26-year-old graphic designer

· Ian, a 27-year-old information technology expert

· Lisa, a 35-year-old product specialist for an automotive manufacturer

· Manjul, a 32-year-old environmental scientist

· Stephen, a 31-year-old real estate broker



Fellow Autoblog scribe Jeff Glucker and I would be tasked with driving. The plan was to break into two groups of four that would each stick together for the duration of the review. We'd pull over every 30 minutes or so and everyone would swap vehicles - think of it as a modified Chinese fire drill, but with two cars.



To vary the driving environment as much as possible, everyone met at an In-N-Out Burger in Glendora (elevation 774 feet) at the foothills of the Angeles National Forest. Our route would take us across the LA Basin on freeways to the foothills of the San Bernardino National Forest. At that point, we would climb up the mountain to Big Bear Lake (elevation 6,750 feet), take in the scenery and eat lunch. Our return trip would trace our steps in reverse. Mother Nature had her own agenda, but more on that in a moment.







The Mercedes-Benz CLS550 is the veteran in this comparison. Credited with starting this whole "four-door coupe" segment back in 2004 when it was a knocked-off the W211 E-Class platform, the second-generation four-door (it has a conventional trunk) shares underpinnings and engine choices with the latest W212 E-Class. Sleekly styled with an aggressive facade, the four-passenger CLS550 is fitted with bright LED lamps at all four corners. It looks as modern as a Boeing 787 Dreamliner when it flies by. Under its hood is a new direct-injected twin-turbocharged 4.7-liter V8 rated at 402 horsepower and 443 pound-feet of torque. Power is sent to the rear wheels through a wet seven-speed automatic with steering wheel-mounted paddle shifters for manual control. The suspension is independent at all four corners, with cockpit-adjustable air springs. Completing its performance package are four-piston brakes in the nose and single-piston units out back, all clamping down on cross-drilled rotors to slow down a set of staggered 19-inch wheels and Pirelli P Zero tires (255/35-19 up front and 285/30-19 in the rear).







The Audi A7 3.0T is the fresh new face in this pair up. Internally designated Type 4G, the first-generation five-door (it has a large rear hatchback) was introduced less than a year ago to worldwide acclaim. Sharing underpinnings with the MLB-based (Modularer Längsbaukasten) A6, the four-passenger A7 is even more beautiful in person than it looks in any picture. Under the aluminum hood is a direct-injected supercharged 3.0-liter V6 rated at 310 horsepower and 325 pound-feet of torque (ignore the odd "3.0T" nomenclature because this engine is not turbocharged). Power is sent to the automaker's Quattro all-wheel-drive system through a wet eight-speed automatic with steering wheel-mounted paddle shifters. An independent multi-link suspension, with fixed sport dampers, controls body movement and unnecessary roll. The brakes are four single-piston calipers actuating on ventilated rotors inside optional 20-inch wheels. The square tire setup puts the same size Yokohama Advan Sport (265/35-20) at each corner.







The price advantage goes to the Audi. Its base MSRP of $59,250 was bumped up with a Premium Plus and Sport package adding the navigation and 20-inch wheels, among other things. The A7's bottom line was $66,220 including destination. The Mercedes started with a base MSRP of $71,300. It was fitted with options including the P01 package, 19-inch alloys, active driver seat, rear side airbags, split-folding rear seats, parking assist, lane keeping assist, blind spot assist and a wood/leather steering wheel. The must-have equipment bumped the sticker price to $80,995 including destination.



We decided early in the game that the price difference, while large, wasn't significant enough to detract a buyer from either model – if you've got the means to spend $66,000 on a car, bumping up to $80,000 probably isn't too much of a stretch. (On a more grounded note, consider the percentage equates to the same dollar gap between a mid-grade Kia Soul Plus and a well-equipped Soul Exclaim.)



These German automakers have each taken slightly different approaches to the rear accommodations in their four-passenger coupes.







The Audi's two front seats are identical to each other. Easy to slide onto, they are slightly bolstered with shallow bottom cushions that are surprisingly soft. The Mercedes-Benz, on the other hand, has an upgraded driver's seat with active bolstering and massage features (the front passengers make due with a standard 14-way power seat). While nobody complained about comfort in the front seats of the A7, switching quickly to the front seats of the CLS550 was a wake-up call. "I thought the Audi was comfortable. The seat isn't overly bolstered, the leather is soft and I can adjust it to my exact liking. Moving into the CLS550, however, is like trading a water bed for a Tempur-Pedic. Sure, the active bolsters get tiring after time, but turn them off and hit the massage switch and all is forgotten. After I got out of the CLS, I felt guilty for not tipping," said Autoblog Editor Jeff Glucker. "CLS seats were amazing," added Ian.



Our volunteers had a lot to say about the rear seats, mainly because they spent a lot of time back there. They particularly pointed out how the sharply sloped roofs and jutting seat bolsters made ingress/egress difficult. The CLS550, the most dramatically styled of the two, was singled-out first. "I had trouble getting in and out of the Mercedes... I hit my head twice. I had no such problems with the Audi," noted Manjul. Alex took the words out of most everyone's mouth when he stated, "It took something of a conscious effort not to bump my head every time I got in or out of the car." His comments seemed not only directed at both of the test vehicles but all four-door coupes on the market today.

The Mercedes-Benz CLS550 is noted for its wood/leather steering wheel and a full rear storage console

The Audi A7 features exposed grain wood trim and an open compartment between the rear seats

The center rear seat in the Audi has been replaced by a hard and rather useless storage compartment - but someone theoretically could sit on it (without a seatbelt) in an ill-advised pinch. On the other hand, the rear seat of the Mercedes is fitted with a more extravagant full center console. Not everyone was impressed. "I didn't like that the center console in the Mercedes took away any possibility of a fifth passenger, even if it would only be a child. It went all the way to the floor dividing the entire back seat in half," noted Lisa.



Motor Trend recently tested these identical vehicles and clocked the Mercedes-Benz CLS550 to 60 mph in a blistering 4.3 seconds. The Audi A7 3.0T also performed unexpectedly strongly, busting through the same acceleration benchmark in just 4.7 seconds (while noting most other A7's do it in 5.3 seconds). However, that was with one test driver on board. Our test cars were not only topped-off with fuel but we were flying with a full cabin, as they say in the airlines.



Seated in the CLS, I set the transmission to Sport mode for a first-gear start and floored the accelerator. The twin-turbo V8 under the hood of the Mercedes seemed only slightly annoyed with the added mass as it pulled strongly off the line and forced all four of our heads against the leather restraints. The Audi was a bit more taxed and burdened with the heavy passenger load, but its smooth-shifting eight-speed automatic kept it in the race several car lengths back as Jeff floored it up the onramp in pursuit.



Both vehicles were very competent highway cruisers, but far from flawless. The CLS has both Sport and Comfort suspension settings. I preferred Comfort for nearly all conditions, finding Sport simply too harsh. My passengers, watching the radar detector bounce violently on its mount while in Sport, agreed. The A7 has Dynamic and Comfort modes for its suspension, but the differences are very subtle – since nobody had brought along a seismograph we were left stumped by the difference.

The CLS550's twin-turbo V8 produces 402 horsepower and 443 lb-ft torque

The A7's supercharged V6 produces 310 horsepower and 325 lb-ft torque

Road noise is an issue in both vehicles. Huge tires be damned, as the summer compound slaps down on the grooved pavement reverberating through the passenger compartments of both vehicles. "I was really surprised by how much road noise was transmitted into the cabin of a car costing this much. I drive a 2003 Subaru with a loud exhaust, so my standard for peace and quiet is pitifully low. Our car was equipped with 20-inch wheels and summer rubber, so I'm sure that explains some of it... but still," Stephen sighed, while riding in the Mercedes.



Yet there are plenty of distractions to keep tire noise at the back of your mind. All occupants, including your Autoblog editors, agreed that the Audi took all the honors when the subject was on-board navigation and infotainment. It was impossible for the CLS550's seven-inch fixed display to compete with the A7's slightly smaller, but Internet-enabled, pop-up display in terms of graphics and content delivery. With its own T-Mobile data plan, Audi has not only integrated real-time Google Maps and search features into its system, but it has the capability to deliver WiFi to eight devices within the vehicle simultaneously. Everyone found the Audi's MMI interface more self-explanatory and appealing when compare to the COMAND system on the Mercedes. "Audi is much more stylish, and the infotainment interface is more user-friendly," said Lisa rather succinctly.



"I was blown away by the A7's navigation unit. The trick pop-out screen was cool, if a little gimmicky. Its integration with Google Maps was very well done, especially the topography. It also displays the posted speed limit, if you are into that sort of thing," commented Alex. "The first thing I did when getting in the back seat was hook up my iPhone to the A7's WiFi signal. In my opinion, the navigation system in Mercedes has always lagged behind. As someone who is into the latest-and-greatest in the tech world, this is a deal-breaker," mustered Lisa. "The A7 is akin to driving around with a portable Genius Bar plucked from an Apple store," said Editor Glucker, who didn't hold his punches. "Staring at the radio of the Benz reminds me of a dusty HAM radio. The map displayed by the Benz would have been great if navigation came standard on a 1989 560 SE. Meanwhile, we're not looking at a map in the Audi... we are looking at the actual earth, courtesy of Google."

The Mercedes COMAND multimedia system falls short on innovative technology, but it is easier to use

Audi's MMI is Google-enabled and broadcasts WiFi thanks to the vehicle's own 3G connection

After 30 minutes of near-straight freeway driving at speeds of about 75 mph, it was time to head into the mountains. The weather went from sunny and hot, to wet and cool.



Steady rain, and a long chain of weekend traffic heading up the hill, kept our speeds low as we followed the mountain's contour climbing towards the lake. Realizing hydrated passengers are happy passengers, I had brought along a cooler full of ice and 16.9-ounce water bottles. While the insulated chest was strapped tightly into the trunk of the Mercedes with tie-downs, the passengers were forced to find places to store their bottles. The cup holders worked well up front, but passengers in the rear did a lot of grumbling. The average-sized cup holders held firmly in the Audi, but gave most everyone headaches in the Mercedes. "As for the cup holders on the CLS550, the test bottles did not fit. Even on the highway at speed, a slight change in direction basically made them fall out. I ended up putting the test bottles in at an angle to hold them. Audi's bottles held up going up the canyon roads and never did move. It's a better designed cup holder. The Audi had a spring loaded clip that would close to the minimum position and would spring out to fit larger cups, kinda like fingers holding a cup," noted Manjul.



Jeff and I noticed that the Audi's standard Quattro all-wheel drive made a difference in the rain. Not as much on the high speed sweepers as it did around town - most obvious when launching from a standstill. The muscular Mercedes would just start to spin a rear wheel off the line before its traction control would immediately kill the fun, making for some "oh-crap" moments when pulling into traffic. The Audi, on the other hand, was able to manage its grip and put the power down even on wet pine needles. (The just-launched CLS550 4Matic, with permanent all-wheel drive, would have been an equalizer under these conditions, though more expensive still.)







After lunch, the clouds cracked open and rays of sun dried the road. It was the opportunity for Jeff and me to push the cars a bit harder. The CLS550 was the muscle car, delivering effortless thrust accompanied by an exhaust note that put smiles on everyone's face. The A7, on the other hand, was challenged to keep up and its exhaust note muted. "The A7 sounds pretty good when you rev it, but nothing like the Benz. The relative lack of exhaust tone in the Audi isn't a strike against the car itself - it wouldn't dissuade me from buying one - but it doesn't stack up to the music that was coming from the CLS engine," said Alex. "The CLS exhaust from the back seat is perfect," Ian agreed.



At altitude, and with all seats occupied by adults, the A7 was working hard. Stuck behind a slow car, but with a clear passing zone, the supercharged 3.0-liter didn't give me enough confidence to try the pass - the CLS550 would have taken it with ease. The engine in the Mercedes was strong, but I did find frustration with its seven-speed automatic transmission as it seemed more likely to unnecessarily hunt for gears. This was most apparent when compared back-to-back against the smooth eight-speed automatic in the Audi.







Editor Glucker was just as impressed with the performance of the Benz. "It's hard to argue with the 4.7-liter mill mounted under the hood of the CLS550. In fact, you don't want to try and talk over it, because it's more enjoyable just to listen to it. Mean and low, the Mercedes rumbles like a tough guy in a tux. It pulls hard through the majority of the rev range. Audi's powerplant is a totally different animal, yet it is one that fights above its weight class. There is no supercharger whine, or grumbling exhaust note to speak of, but there is a wonderful application of power. Down 92 horses to the mighty Mercedes, the Audi somehow manages to feel nearly as quick. The quattro all-wheel-drive system certainly plays a major role, but I'm still a bit flabbergasted that a car this heavy manages to get along so well with just 310 horsepower."



The passengers relegated to the back seats, and getting tossed around like rag dolls in the process, preferred to ride out the twisty sections in the Audi. "On top of the mountain, the [CLS's] air suspension in the rear was constantly correcting for the car into the turns. I could hear it and while it wasn't bad the fact is that it felt like the sinking Titanic. Go into a fast left-handed turn, the car would sink on the right and then bounce up a bit to stabilize the rear. That's what made me seasick. The Audi did not have that feeling," said a woozy Manjul. He wasn't alone in his queasiness, as Erick agreed with him, "I noticed that sitting in the back of the Mercedes made me feel a little nauseous compared to sitting in the front... sitting in the back was very bouncy for me."







Reaching the base of the hill meant another 30-minute trek on flat 70 mph freeways. Not only did it give Manjul's stomach a chance to settle, but it allowed everyone time to think and compose their thoughts about each vehicle before we arrived back at our familiar In-N-Out parking lot.



A quick check of the trip computers revealed 152 fresh miles on the odometer. The Mercedes-Benz CLS550 returned 20.5 mpg calculated by its trip computer (against an EPA fuel economy rating of 17/25). The Audi A7 3.0T delivered 21.6 mpg over the identical route (against an EPA rating of 18/28). Everyone considered both figures very impressive when the payload, driving route and power output of each engine was factored in. The fuel economy numbers were also further proof that the Mercedes wasn't working nearly as hard as the Audi.



Our chauffeured volunteers, who spent five long hours without ever touching an accelerator pedal, were split four-to-two on their favorite. Lisa, Manjul, Stephen and Erick preferring the A7, while Ian and Alex - two of our younger guests - chose the CLS550.

Bold analog gauges and a prominent start button are features of the Mercedes-Benz CLS550 interior

Impeccible detail, rich materials and a traditional shifter highlight the Audi A7's interior

Stephen, who was in the Audi camp, couldn't look past the CLS550's styling, both inside and out. "The interior of a car sets the tone in which it's driven. In this case, we've got a whole lot of contradiction. The exterior styling advertises this as a car for the moneyed life of the party and the exhaust note will put your stoplight neighbors on notice. Sadly, the cabin makes it nearly impossible to fulfill either of those prophecies. I cannot imagine sitting in the driver's seat and pushing that car hard. Such a lack of cohesion and display of disorder isn't just surprising in a German car, it's practically shocking."



Ian, who was on team Mercedes, had a contradictory view. "I enjoyed the Benz in almost every way over the Audi. I thought the seats were more comfortable and had more options, the ride when needed felt sportier, and when not needed felt more plush and subdued. The engine, while recognizing the Audi was down on horsepower, just felt stronger and more linear in the Benz. The Audi's only redeeming factor in my mind was its GPS."



The two Autoblog drivers, tasked with preserving life and limb of the valuable cargo, were also split. Jeff liked the A7, while I was mesmerized by the CLS550.







"On paper, the Mercedes-Benz CLS550 is a clear winner," said Jeff. "More power, rear-wheel-drive dynamics and the world-class luxury that comes with a big Benz. But this fight is Rocky verses Apollo Creed. Despite the power difference, the Audi managed to keep up on our canyon jaunts. The A7 is an absolute stunner in the exterior styling department and the interior gadgetry should make a Benz owner throw up for spending so much more. I also feel Mercedes should give up the copycat LED daytime running lights because Audi has clearly perfected them. If I were in the market for a four-passenger luxury sports sedan in this price range (let's quit calling them coupes), I would certainly consider both of these cars. Then I would take my first sip of coffee, buy the Audi, a new set of golf clubs, some aftermarket wheels, and put the rest of my cash into a high-yield mutual fund."



The Audi is undeniably sexy and its technology cutting-edge, but your author finds it impossible to overlook the twin-turbocharged 4.7-liter under the hood of the Mercedes. Mountains of torque rocket the four-door off the line with a squeal and it doesn't seem to ever run out of steam. While I am a tech-geek, the callous rumble of a refined V8 combined with hip-hugging seats and a thick steering wheel made me forget all about the Audi's Google-infused navigation system and eye-candy display. Sure, the Audi was quick in the corners, but the Mercedes is so much more fun to drive. If offered the choice, I'd grab the key fob to the CLS550 faster than you can say "managed collective investment," point the three-pointed star towards Vegas and go hang with the high rollers.







In the end, five votes went to the Audi A7 3.0T while the remaining three votes fell on the Mercedes CLS550 – the A7 owned the win.



The Audi's victory is surprising, but not completely unexpected. Many of us in the driver's seat automatically assume horsepower and a well-sorted chassis will dominate a comparison. This time, with all seating positions contributing a ballot, it was innovative technology and ride comfort that hoisted the leader to the podium.





Battle of the Four-Dour Coupes

The Audi A7 is simply gorgeous, both inside and out. Toss in a very competent supercharged V6 and the all-weather capability of Quattro all-wheel drive and the stunning four-door just may be one of the world's finest all-around vehicles. While down on horsepower, the A7 captured the win thanks to its passenger-friendly cabin and innovative technology - qualities that matter to all occupants, not just the driver.

The Mercedes-Benz CLS550 established the four-door coupe segment, so it finds itself in a defensive position against the newcomers who take carefully aimed shots at the veteran. The CLS550 is a driver's car, from the throaty V8 and rear-wheel drive powertrain to the cross-drilled multi-piston brakes. Those excellent attributes, however, don't change the outlook to those left staring out the window from the rear seats.

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2012 Ford Explorer EcoBoost

Ford is no stranger to convincing buyers to embrace smaller displacement, forced-induction engines over their larger, naturally-aspirated counterparts. A little less than a year ago, skeptics wondered whether typically change-averse full-size truck consumers would be willing to swap their tried-and-true V8 for the turbocharged V6 EcoBoost engine now available in the F-150. According to Ford, that question has been answered – fully 41 percent of its half-ton pickups are rolling out the door with a forced-induction six-cylinder under the hood.



There's no great mystery behind the trend. As fuel prices have inched their way upward, vehicle shoppers have begun to count efficiency among the biggest factors that influence their final decision. According to Ford, a whopping 35 percent of Explorer buyers count the vehicle's fuel efficiency as the biggest reason behind their purchase.



Now the Dearborn-based automaker is hoping to repeat the success of the F-150 with the Explorer, and its smaller stablemate, the Edge, by welcoming a new, smaller engine to the EcoBoost family: a 2.0-liter turbocharged direct-injected inline four-cylinder. This engine boasts more torque and greater fuel efficiency than the standard 3.5-liter V6, but gives up a few horses and will cost shoppers an additional $995 when it hits dealers.

Externally, it takes a sharp eye to pick out the Explorer EcoBoost from its V6 brethren. Newly designed side mirrors and subtle badge work on the rear hatch are the only real indicators that set the model apart from the rest of the flock, though extensive aerodynamic work has been hidden behind the front fascia to increase the vehicle's efficiency. That includes active aero shutters behind the front grille that automatically close at a certain speeds to reduce drag. Ford doesn't recommend using the EcoBoost-equipped Explorer for any serious towing. Max capacity is rated at 2,000 pounds, which means spotters aren't likely to see a hitch dangling from the rear of the vehicle, either.







The story is much the same indoors. There is no differentiation between the cabins of EcoBoost and naturally-aspirated models. Ford even averted the easy trap of splaying the dash, floor mats and steering wheel with the EcoBoost logo. It's all clean and very familiar, right down to the MyFord Touch system. If you weren't a fan of the tech integration before, odds are you won't find anything to smile about in its presence here, though Ford is quick to remind its detractors that the system enjoys a staggering 90 percent take rate on the Explorer. We have a sneaking suspicion that fact may have as much to do with how the vehicle's option packages are arranged than any real affinity for the color-coded touch screen interface, however.



Whereas the vehicle's exterior and interior have remained untouched, the engine bay has received a substantial overhaul. Ford has managed to pull an impressive 240 horsepower from the turbocharged inline four-cylinder at 5,500 rpm and an even headier 270 pound-feet of torque at a substantially lower 3,000 rpm. Those figures fall 50 ponies shy of the standard 3.5-liter V6, but eclipse the larger displacement six-cylinder's torque figures by 15 lb-ft. Both engines are coupled to a six-speed automatic transmission, but Ford says that the 2.0-liter EcoBoost can return an EPA-rated 20 mpg city and 28 mpg highway, an improvement of three miles per gallon in both city and highway driving over the base vehicle.







Part of that increase in fuel efficiency is due to a slight reduction in weight. With two fewer cylinders aboard, the 2.0-liter EcoBoost weighs around 80 pounds lighter than the standard 3.5-liter V6. Additionally, Ford isn't offering the EcoBoost SUV with all-wheel drive. All that power from the 2.0-liter gets dumped to the pavement via the front wheels only, which makes the machine more comfortable fielding fair-weather mall duty than snowy winter mountain passes, and it also lightens the load by a whole drive axle.



And that's just fine. Ford has brought all of its engineering muscle to bear on this all-aluminum EcoBoost four-cylinder, and as a result, the engine packs twin independently variable cams for greater efficiency over the entire rev range as well as polished bucket tappets, sodium-filled exhaust valves for greater durability and an exhaust manifold integrated into the aluminum cylinder head to save weight. That last bit also decreases the time it takes for the engine to reach optimum operating temperature, which reduces wear on the turbo and increases longevity at the same time.







Despite an abundance of power available from fairly low in the rev band, Ford has managed to keep torque steer under control. While we were able to induce a good bit of wheelspin off the line, the Explorer didn't seem interested in wrestling the wheel from our hands. Due to the use of a lightweight, low-inertia turbo design, power delivery is linear and smooth without much in the way of lag. Pound the throttle from a stop and the four-cylinder lights up with glee, pulling to 60 mph in a little over eight seconds according to one engineer. Though power seems to fall off slightly higher in the rev range, the six-speed automatic transmission keeps the engine from winding itself out. Instead, the gearbox happily holds its cogs to fully make use of the 270 lb-ft of torque available. With shift logic that isn't quick to drop down, the engine feels more like a traditional V6 than a shrieking four cylinder. The end result is acceleration that feels more than adequate for a vehicle that tips the scales at 4,503 lbs.



Despite its many positives, at the end of the day, we would have a hard time justifying the additional $995 for the EcoBoost option. A jump of 3 mpg in both city and highway driving is nothing to dismiss, but a lack of available all-wheel drive and significant cut in towing capacity are sacrifices that are tough to justify in our book – especially considering Ford is asking its buyers to pay for the reduced functionality. Unfortunately, we suspect the success of the Explorer EcoBoost will probably depend largely on fuel prices in the future.







Interestingly enough, the exact opposite is true for the Edge EcoBoost. At nearly 400 pounds lighter than the Explorer, the Edge feels like it hasn't given up any driving performance in the switch to four-cylinder power. With its readily-accessible torque and even higher 30 mpg, paying an extra $995 for the Edge EcoBoost is a comparative no-brainer. While Ford is reluctant to stick actual figures to either vehicle's performance, one engineer told us that the Edge is a full second quicker to 60 mph than the Explorer, and as a result, the smaller crossover is significantly more engaging. It simply feels fast and capable, whereas the Explorer merely provides adequate power.



Our Explorer tester came laden with Limited trim and Ford's Rapid Spec 301A equipment package, which included niceties like a power liftgate, power folding third-row seating and voice-activated navigation. As a result, our sticker price hovered just under $42,000 including an $825 destination fee. Buyers will be able to get into a base Explorer EcoBoost for significantly less coin, however. Buyers can spec out a model with the turbocharged four-cylinder engine for $29,165 plus the same destination charges, or just just under the $30,000 mark.







While we can absolutely see a good reason for buyers to pony up a little extra coin for the EcoBoost 2.0-liter in the Edge, the engine makes more sense to us as a no-cost option in the Explorer. Ford has already employed a similar tactic with the Lincoln MKZ Hybrid, allowing buyers to choose between greater fuel efficiency or greater power in the V6 model without asking them to dig any deeper into their bank accounts. Though the Explorer EcoBoost is a solid driver, we simply don't think the optional engine's benefits offset its taller price tag and reduced capability.

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2012 BMW Z4 sDrive28i

For over a decade, only one premium automaker has offered a four-cylinder in the U.S. And while the recent rise of Audi in the States isn't solely because of its 2.0T engine, it's obvious that luxury buyers are finally coming around to the idea of a fuel-sipping four-pot. As a matter of fact, they're starting to demand it. And BMW is heeding the call.



Next year, BMW will begin offering its turbocharged and direct-injected 2.0-liter inline four-cylinder engine on the 3 Series and 5 Series, matching Audi car-for-car in the entry-level and mid-size segments. But before the sedans arrive on U.S. shores – nixing the naturally aspirated 3.0-liter inline-six in the process – BMW is slipping its TwinPower four-cylinder into an unlikely host: the 2012 Z4 sDrive28i.

Why unlikely? Just look at the length of that hood. It was designed from the onset to house one of BMW's venerable inline six-cylinder engines, but by lopping off two cylinders, BMW almost made a front-midship roadster.







The mounting points used to fit the outgoing six-cylinder and the current turbocharged 3.0-liter are the same that hold this TwinPower turbo four in place. The byproduct is an impressive weight balance of 47.3/52.7 front-to-rear, an improvement – depending on your perspective – from the 47.9/52.1 of the six-cylinder model.



The new N20 four-cylinder is the first engine to benefit from BMW's recently revealed modular engine program, and it's the same mill we sampled earlier this year in the not-for-U.S.-consumption X1 xDrive28i. Power remains almost unchanged in the Z4, with 240 horsepower coming on between 5,000 and 6,500 RPM and 260 pound-feet of torque available from 1,250 and 4,800 revs. While the new N20 is down by 15 hp compared to the six, torque output is up some 40 lb-ft. And the extra juice is evident the moment you mash the throttle.







Fitted with the six-speed manual, BMW claims the Valvetronic-equipped four will hit 60 mph in 5.5 seconds, while the new eight-speed automatic gearbox does the deed in 5.6 seconds – a decrease of 0.1 and 0.4 seconds, respectively, over the six-cylinder. And as you'd expect, overall weight is down as well, with the new four-cylinder Z4 tipping the scales at 3,252 pounds, or about 33 pounds less than the outgoing sDrive28i.



Predictably, that minimal weight loss can't be felt from behind the wheel, but the extra grunt is front and center. There's a hint of turbo lag below 2,000 rpm when you're lining up for a pass, but as soon as the single, twin-scroll turbo starts huffing and puffing, the Z4 accelerates more authoritatively than the six. Driving the old and new models back-to-back, we also noticed slightly less dive and squat from the mildly reworked suspension (BMW isn't saying what's been done, aside from tweaking the springs and shocks for the new weight balance), but that's probably more a product of the box-fresh four-cylinder compared to the slightly abused previous generation tester.







We also sampled both the manual 'box and new eight-speed automatic transmission, and while we're partial to choosing our own ratios through the slick stick, the auto's quick changes and steering wheel-mounted paddle shifters trade a modicum of engagement for a healthy dose of convenience. It's one of the few times we wouldn't fault buyers for choosing the slush box, and considering the average Z4 owner, we're sure it'll be the most popular transmission.



Naturally, you want numbers, but BMW is only giving one for now: $48,650 (plus $875 for destination). That's an increase of $1,200 over the outgoing model, but for 2012, Bluetooth and USB integration, along with trunk-through loading and an alarm system, all come standard, so the price bump is nearly a wash with the new equipment. As for the other figures you're after, well, BMW isn't giving up fuel economy estimates just yet. With the (surprisingly abrupt) start-stop system fitted to the Z4 sDrive28i, BMW claims that fuel efficiency is up by 20 percent over the six-cylinder in the EU test cycle, but that could go either up or down when the EPA estimates arrive later this year. Figuring the outgoing model managed 18/28 mpg city/highway, it's safe to assume the four-cylinder should ring in around 22 mpg in the city and 33 on the highway.







More importantly, the character of the Z4 is completely unaffected by the new engine. The six's sonorous tones have been replaced with a hint of turbo whistle and a thrum from the exhaust, but the overall experience remains surprisingly unchanged. Grunt is up, fuel consumption is down and top-down cruising is just as good as it ever was. The replacement for displacement is here, and if it's executed this well, we'll gladly give up a liter or two for the privilege.

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The world's only matte brown Lamborghini Murciélago LP 670-4 SV

There are literally hundreds of Lamborghini models of all ages and description at Concorso Italiano, so how does one stand out? Surely not with a bright color, as that would just blend in with the crowd. No, you go for a color that no one else has. Like brown.



Now, some will say that such a "boring" color doesn't belong on an exotic car like the the Lamborghini Murciélago LP 670-4 SV. Others will say it's more than acceptable. We think it's awesome.



This car started out with a pearl white paint job, but the owner of the car, Cats Exotics, a dealer specializing in high-end sports cars, wanted it to match one of their other Lamborghinis, a Diablo 6.0 SE finished in brown. A matte brown wrap was created especially for the car, the wheels were changed to a gold finish, with a matching SV logo on the doors.



Check out our photos of the car in the gallery above and let us know what you think of it by leaving your comments.

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2013 Lexus GS 350 fully revealed at Pebble Beach

We've endured the teasers, seen the leaks and even driven a prototype, and now the wraps officially come off. This is the 2013 Lexus GS 350, the automaker's latest bid to create a driver-focused mid-sizer aimed at the hearts, minds and wallets of would-be 5 Series and E-Class buyers. It might be a tough sell, but it's a compelling case on paper, even if the styling leaves us wanting.

The chassis is all-new, the interior is more spacious and it's all powered by a 3.5-liter V6 putting out 306 horsepower and 277 pound-feet of torque through a six-speed sequential shift automatic gearbox. In rear-wheel-drive guise, Lexus claims a 0-60 mph time of 5.7 seconds and a run from 30 to 50 mph in three seconds flat. An optional electronically controlled all-wheel-drive system can vary the power split between 50/50 and 30/70, but a torque-vectoring rear differential is notable in its absence.







Three driving modes span the spectrum from fuel-conscious to maximum consumption, with the now-familiar ECO mode reworking the throttle mapping, seat heaters and climate controls for improved fuel economy, while Sport S changes the instrument lighting from blue to red, delivers more aggressive shifts and throttle settings and Sport S+ tightens steering, loosens the stability control and shores up the adaptive suspension.



A 112.2-inch wheelbase works in partnership with aluminum control arms front and rear, along with a completely reworked multi-link rear suspension, beefed up bushings and four-piston aluminum calipers in front and upgraded discs at all four corners. Rolling stock include standard 17x7.5-inch wheels with optional 18x8 or 19x8-inch, the latter of which are fitted with 235/45 or 235/40 rubber, respectively.







Lexus managed to keep the dimensions almost exactly the same as the outgoing model and overall curb weight is down from 3,795 pounds to 3,715. The interior is more driver-centric, with all the major controls kept closely at hand, including a new Remote Touch system for the adaptive climate control system – dubbed S-Flow – which can detect how many occupants are in the GS and tailor the HVAC accordingly. Wood and leather abound, the seats appear nicely bolstered and the cabin is several steps above the outgoing model.







Bluetooth phone and audio streaming come standard, along with a 5.1 surround sound stereo and eight-inch central control display mounted high in the center of the dash. SMS text-to-speech allows drivers to have their messages read to them and respond with pre-canned texts, while the next-generation of Lexus Enform infotainment allows Bing searches, Pandora, iHeartRadio and Facebook integration, along with Sirius XM data services for traffic, weather, sports and fuel prices, voice-enabled restaurant reservations through OpenTable and movie ticket purchasing.



If the standard display and audio system is up to snuff, Lexus is offering a 835-watt, 17-speaker Mark Levinson audio system and a split-view, 12.3-inch display for movies, navigation, audio and climate information.







As for the styling, Lexus calls its new fascia a "spindle grille" and it's set to infect the rest of the line-up in the coming years. It's a more subtle interpretation of the GS concept's nose, and although it's certainly toned-down, it's sure to be divisive. The rear opens up to provide 25 percent more luggage room and we're seeing a whole lotta Sonata in the taillight treatment and sloping trunk.



We'll have live images of the GS 350 a bit later, and we plan to grille Lexus execs on the hybrid and F Sport versions when we corner them this evening. In the meantime, check out all the details in the press release and gallery below.

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2011 Chevrolet Camaro SS Convertible

Muscle cars have never coped well with having their tops clipped. Losing the roof rarely does a vehicle any favors in the rigidity department, but the high-horsepower, high-torque coupes of the last four decades took fiendish delight in twisting themselves into pretzels after a few enthusiastic throttle plunges. To make matters worse, frumpy, awkward-looking soft tops were never as attractive as the original tin. When it came time to design the fifth-generation Chevrolet Camaro, the engineers at General Motors specifically aimed to avoid those pitfalls by drafting the chassis to field both coupe and convertible duties.



Long before the first test mule ever turned a tire, this coupe was designed to go topless, and the result is one of the more stable convertible platforms out there. With a little help from the minds behind the Chevrolet Corvette soft top, the retractable lid even offers the same sleek profile as the Camaro Coupe. That's not to say all is right in this cruising kingdom, though. Tough top-up visibility, a bulging waistline and an overly extroverted interior all work against the drop head. Even so, this is still a vehicle soaked in summertime. And whatdayaknow? The sun's out.

Part of the appeal of the fifth generation Camaro is the vehicle's concept-car aesthetics. With a low-slung roof line, high hip and plenty of sharp creases, it should be lounging under auto show lights instead of sulking in the Costco parking lot. The designers at Chevrolet managed to retain most of the coupe's presence thanks to the fact that both vehicles wear identical sheetmetal from the window sills down. Up above, a long, arching soft top still holds true to the profile of the coupe when in in place. The piece can be had in black or tan cloth as the buyer sees fit, and for the most part, the design is free of any odd bulges from protruding bows.







Put the top down, and the Camaro Convertible takes on a much more swept look than its fixed-roof kin. The steeply angled windshield becomes more prominent without the burden of anchoring the top and the muscular hips over the rear fender arches define the vehicle's profile. It looks good, even if it is the size of a small river barge. At 190.4 inches long and 75.5 inches wide, the 'vert matches its coupe twin for length and girth, resulting in a vehicle that feels larger than life, even at a glance.



That theme continues on indoors. Thanks to a surprisingly wide cabin and a tall dash, it's hard not to feel like you're 12 years old sitting behind the wheel of your uncle's new car. That high hip line translates into a window sill that isn't made for resting your elbow, at least not without losing blood flow to your arm. Our 2011 tester also came with the highly-stylized but not overly comfortable steering wheel of the 2011 Coupe. General Motors has fixed that issue with a parts-bin piece on 2012 models, however.

The rest of the cabin feels much like the Camaro we know, with the notable exception that the rear seats are now significantly easier to access. With the top down, two adults had no problem sinking into the rear buckets, though the tight seating made for bruised hips on the side of the seatbelt buckle. Though legroom is cramped for rear passengers, there's enough space for young people and flexible adults. Our cabin came awash in some impressively obnoxious orange plastic trim and leather seating surfaces, though we do appreciate the attractive orange contrast stitching on the door panels.



Unlike the Corvette Convertible, which relies on a button tucked well below and to the left of the steering wheel to operate the retractable soft top, the Camaro Convertible leaves its button out in the open and right beside the large center latch. Undo the mechanism, press the button and listen to the whir of electronic and pneumatic wizardry as it pulls the top into the trunk cavity. The whole process takes around 20 seconds, which sounds brief enough until the skies open up on all that orange leather. Once the top is stowed, an optional toneau cover can be folded in place for a clean, finished look, though the piece is an aggravation to install. Check out the Short Cut below for a look at the top in action.

Those who thought rearward visibility of the coupe couldn't get any worse need only to throw the convertible into Reverse with the top up to see just how wrong they were. The infamously lengthy C pillars of the hard top have somehow swollen in the convertible, and while the back glass looks large enough, its angle and height make for a narrow field of view.



GM equipped this particular SS-branded beast with a 6.2-liter LS3 V8 engine with 426 horsepower and 420 pound-feet of torque mated to a six-speed manual transmission. The duo is the most desirable engine and gearbox combination available and is borrowed straight from the coupe. There are some mechanical differences between the two, however. Engineers added additional bracing in four key areas to give the Convertible as much of the rigid feel of the coupe as possible. A sturdy aluminum strut tower brace, a transmission support reinforcement brace, an underbody tunnel brace and front and rear underbody V braces are all tacked in place to combat torsional flex. The company says that all of the work helps give the Camaro Convertible the same stiffness as the BMW 3 Series convertible.







While we didn't have the pleasure of putting a 335i Convertible through its paces against the big Bow Tie (probably a good thing), we will say that the engineering work paid off. Typically, wrenching the roof off a coupe leads to dreaded cowl and column shake as the chassis contorts over rough road surfaces. The typical engineering response is to soften the springs and dampers to the point that the effects are less pronounced. GM is proud to remind us that the Camaro Convertible uses the exact same spring and damper rates as the hard top, which results in an incredibly similar driving experience. Under most normal circumstances, there's little telling the two apart. Only under some serious thrashing did we notice even a hint of column shake during a deeply-cambered downhill right – a situation that the vast majority of Camaro Convertible buyers will never find themselves in.



While the standard Camaro is no great pantheon of handling, the fact that its large, topless sibling can come close to matching pace is pretty impressive. Unfortunately, the convertible is lugging around a substantially larger curb weight, which colors the driving experience accordingly. According to GM, the Camaro SS Convertible tips the scales at 4,116 pounds in our tester's spec. That's a full 267 pounds heavier than the SS Coupe, with most of that weight lodged over the rear axle. As a result, acceleration feels somewhat dulled even though GM claims that the vehicle can get to 60 mph in 4.9 seconds – two-tenths of a seconds slower than the hard top. The convertible simply feels heavy to drive, with braking, cornering and straight-line grunt all taking a hit.

But the Camaro Convertible does well as a comfortable cruiser and there's no denying how good it looks cruising through town or rolling down a deserted highway at dusk. The optional high-intensity discharge headlights of the RS package on our tester are appropriately threatening with their halo ring and the long, lunging hood is unmistakably Muscle. With an as-tested MSRP of $42,995 including the $850 destination fee, the exterior was covered in a black vinyl stripe package, while the loud orange interior accent package rang up an additional $500, with another $1,200 for the RS package.



GM doesn't seem to be trying to convince anyone that the figure is a small price. In fact, the company calls the BMW 3 Series convertible its chief competitor instead of the Ford Mustang GT Convertible. The latter will cost you $38,310 plus destination for a GT Premium Convertible while the German commands a lofty $46,450 plus destination for the significantly less powerful 328i Convertible.



So where does that put the Camaro SS Convertible? Buyers seeking the near irresistible nostalgia of the coupe combined with the joy of being able to put the top down will find exactly what they're looking for. It easily trades its performance credentials for cruising machismo, and in a machine like this, that's no slight.

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