Mercedes Service, Repair and Consignment Sales Redwood City - 2014 Mercedes-Benz CLA45 AMG - Bosch European Redwood City - (650) 368-3000

If working from home these past few years has taught me anything, it's that I genuinely miss commuting. Yeah, you heard me. Maybe it's because, historically, my commutes have always been pretty enjoyable – not like the opening scene from Office Space, one of those stop-and-go-until-the-end-of-time grinds. When I had to drive to an office every day, I always managed to find routes that didn't involve the highway, or at the very least, they incorporated a fun on-ramp or two. In my more recent, working-from-home years, I've made a point of spending my lunch hour on the road. Not only does doing so allow me to put miles on test cars, it's a nice break from the nine-to-five – especially when there's a particularly interesting car in my care.

The 2014 Mercedes-Benz CLA45 AMG arrived late on a Tuesday morning, just before I would normally sign off and take lunch. The CLA has always intrigued me, and to say I've been particularly hot on the 45 AMG would be a gross understatement. So it was with enthusiasm that day that I shut my laptop just as the clock struck noon. There was a CLA45 sitting outside, the keys were in my pocket and I had some time to kill.

Following my quick lunchtime spin, I spent the rest of the afternoon gazing fondly at the CLA sitting outside, its menacing face trying to coerce me to fake some sort of illness ("no, really, I'm soooo sick") and spend the rest of the day flogging it out on the road. The CLA45 is one heck of tempting siren.

The CLA45 is a pint-sized thing compared to most AMG products.

It's hard not to fall in love with any AMG-badged car, but know this: the CLA45 will change your entire impression of Merc's performance arm. The AMGs we've fallen in love with in recent years use rear-wheel drive, or at least, rear-biased all-wheel-drive systems. These cars are also typically known for having big, burly V8s under the hood (that 6.2-liter naturally aspirated eight-cylinder was a particular sweetheart). But the CLA45 changes all of that. It has all-wheel drive, but it's based on a front-drive platform. And instead of a monstrous V8, this car uses a 2.0-liter inline four-cylinder engine with an enormously powerful turbocharger strapped on for good measure.

The CLA45 is a pint-sized thing compared to most AMG products, too. At 184.7 inches long and 70 inches wide, it's roughly the same size as a Chevrolet Cruze, though at 55.7 inches tall, it's 2.4 inches shorter in height. Weighing in at 3,494 pounds, it's about as hefty as a diesel-powered Cruze, too.

But dimensions are only half the story – just look at it. The CLA is a gorgeous, rakish thing and, in fact, Mercedes notes that the standard car's drag coefficient of just 0.23 makes it the slipperiest shape on the road. What's cool about the AMG is that, because the base CLA is already a very aggressive, attractive car, the higher-performance model doesn't look overly bulgy or brash. Not much needed to be added to the original design in order to create the 45. It's all very fluid, with flowing lines, large air intakes, aluminum accents on the lower front fascia and rocker panels and appropriately sized 18-inch wheels wrapped in sticky 235/40R18 tires. For an additional $850, you can even fit 16-spoke, 19-inch alloy wheels finished in either silver or black.

The one major downfall to the CLA45 driving experience is a decidedly unresponsive throttle.

That design isn't for everyone, though. More than a few people commented on the droopy shape of the taillamps, though I generally find the rear end design to be rather attractive – big diffuser, side air vents, quad tailpipes and all. What's more, from the profile, the front and rear overhangs look a little large, but it's easily forgotten when taking in the entire shape. Gaze at it from a front three-quarter vantage, and all you'll see is a svelte sedan that's low and mean. Of course, if the whole sedan shape just isn't your thing, fly on over to Europe and snag yourself an A45 AMG hatchback. That car looks still better to my eyes (I'm not alone), and from what European Editor Matt Davis said in his first drive of the CLA45, the five-door version is actually more fun to scoot around in, too.

But let's get back to the CLA, and most importantly, what's under the hood. Mercedes claims that the 2.0-liter turbo mill is the most powerful production four-cylinder engine ever made, cranking out a stunning 355 horsepower at 6,000 rpm and an equally important 332 pound-feet of torque between 2,250 and 5,000 rpm. That massive grunt is all thanks to the Honeywell turbocharger, able to put out a whopping 26.1 psi of boost. The AMG isn't incredibly inefficient, either – the EPA estimates the CLA45 will net 23 miles per gallon in the city and 31 mpg highway. Merc fits its little hottie with an automatic stop-start system, to boot. You can turn it off, but honestly, don't worry about it. The system is hardly as bothersome as others I've tested.

This car really is all about the turbo – once you get it going. The one major downfall to the CLA45 driving experience is a decidedly unresponsive throttle, with an oddly huge dead zone upon initial tip-in. The standard CLA suffers from this same strange throttle mapping, likely designed to boost fuel economy ratings. In any case, by the time you've dug deeper into the right pedal, the twin-scroll turbocharger will have spooled up and you'll hit the sweet spot of the torque band. It's just fine from that point onward: power comes on with a great rush, but it's easy to modulate once you finally get used to the action of the throttle. Pro tip: just dig deeper than you'd normally want to. Hell, really stomp the thing.

The tiller's overall demeanour is that of a properly flickable hot hatch.

Mercedes mates the 2.0-liter engine to its seven-speed AMG Speedshift dual-clutch transmission, with Efficiency, Sport and Manual modes. The steering wheel-mounted paddles execute rapid-fire shifts, both up and down, and they're a joy to use. Left to its own devices, the transmission will happily hold a gear for long periods of time and will pre-emptively downshift based on braking. Seriously, though, use the paddles. And when you're really scooting, you'll hear a chorus of snap-crackle-pop noises from the exhaust and a little "braap" while shifting. Aural pleasure is a wonderful thing.

Because of the turbo-heavy power delivery, it's rather easy to steer the car with your right foot, especially with the active AMG Performance 4Matic torque-vectoring all-wheel drive and three-stage ESP. You can come into a turn too hot, and when you sense the first tiny bits of understeer, mash the throttle and let the torque do the work. You can almost feel the power running through every part of the car, as the rear wheels grab the road, the back end hunkers down, and any thought of silliness while cornering is avoided. There's a ton of grip available, and it's actually pretty tough to get the CLA to break loose. Oh, sure, you can do it, but it isn't necessary – there's a great deal of fun to be had with the 45's knife-like precision while cornering.

Action through the steering wheel itself is solid, thanks to the speed-dependent, electrically assisted rack. There's a nice on-center weight and plenty of feedback during turn-in, and the tiller's overall demeanour and response is that of a properly flickable hot hatch. It's easy to point the car exactly where you want it, with direct action and solid driver feedback. Braking is also dandy, with secure stopping feel and linear pedal action.




You don't really need the Driver's Pack's increased top speed of 167 miles per hour, do you?

My lunchtime drive route normally consists of the nearly empty surface streets and highways that make up downtown Detroit, and if you've never visited, I promise, there's a ton of fun to be had within the city limits, especially in a little car like the CLA45. And because you've no doubt heard about our horrible road conditions here, let me assure you that the CLA's four-wheel independent suspension does a really fine job of managing pavement irregularities. Mercedes really does the ride/handling balance better than just about any other German automaker. This forgiveness might not be as apparent on cars fitted with the AMG Driver's Package, however – a $1,950 option left off my test car. Not only do you get the larger 19-inch wheels mentioned earlier, the AMG Performance Suspension is fitted with front and rear springs that are 20- and 22-percent stiffer than the base setup, respectively. I'm eager to test this configuration, as it'll no doubt make the CLA a better track attack missile, but for daily-driving duties, there's nothing wrong with the standard setup and its 18-inch rolling stock. Leaving this option off keeps the price down, too. Besides, you don't really need the Driver's Pack's increased top speed of 167 miles per hour, do you?

Speaking of price, let's address that elephant in the room for a moment. You can tell yourself all day long that the CLA is a sub-$30,000 car, but that's hardly the case with most CLAs, and that's certainlynot the case with the 45 AMG. Pricing starts at $47,450, but can crest $70,000(!) if you tick the right options. Keep a careful watch over your bottom line, and you can end up with a very nicely equipped test car like mine – $53,995 as delivered, including $925 for destination.

Not all of the interior materials are up to snuff – mainly, the plastics found on the doors and dash.

You have to remember, though, the CLA was sort of designed from the get-go to be an entry-level car. Because of that, not all of the interior materials are up to snuff – mainly, the plastics found on the doors and dash. (Note that, for $1,500, both areas can be improved by adding MB-Tex trim). Even still, don't write off the CLA's interior just because it's not as plush as you might expect from a Mercedes. There's other goodness to be had.

The standard front bucket seats are both comfortable and supportive, though Mercedes will happily sell you a set of grippier AMG Performance Seats for $2,250. A variety of leather and MB-Tex seating surfaces are available, and contrasting dash trim can be done up in wood, aluminum or carbon fiber. Not-so-great materials aside, the interior is a nice sight to behold, with a clean center stack and easy-to-use controls. A small rotary knob is found between the front seats to control all of the COMAND infotainment functions, housed in a seven-inch display that comes with the $2,370 Multimedia Package.

Rear seating is – as you would expect – tight, but two adults will fit back there, snuggly. Ingress and egress along with headroom is an issue, though, thanks to that slick roofline. Duck your head and it won't be a problem, but more than one passenger bopped their heads when getting in and out. Trunk space is adequate for a car this size, with 13.1 cubic feet of storage available, and the rear seats fold down for a pass-through into the cabin. It's not nearly as functional as a hatchback, of course, but it's still a welcome dose of utility since we don't get the five-door model.

The CLA45 could really be thought of as a sexier, grown-up Mitsubishi Lancer Evolution

Any interior shortcomings are totally worth the driving fun. I can fully guarantee that you won't give a flip about sub-par door materials while you're caning the CLA45 on winding roads. The trick with this car is to keep the price down when optioning. If you're comfortable walking away with a sub-$55,000 example, you'll be rewarded handsomely with a car that's impeccable to drive, drop-dead gorgeous and wears a Three-Pointed Star on the hood for those of you interested in keeping up with the Joneses.

So often, I talk to other enthusiasts about the CLA45 and the first thing they mention is price. But I'm not convinced that my car's as-tested price of $53,995 is such an absurd amount to pay for what could really be thought of as a sexier, more-powerful, better-driving, better-appointed, grown-up Mitsubishi Lancer Evolution. It'd be the Evo I wouldn't mind commuting in. The Evo I'd want to drive every day.

If the flickable, small-displacement CLA45 points the way forward for AMG, then consider me fully on board. It is, without a doubt, irresistibly good.

Image Credit: Copyright 2014 Steven J. Ewing / AOL

source: autoblog
by Steven Ewing

http://www.boscheuropean.com

 

Range Rover Service, Repair and Consignment Sales Redwood City - 2013 Land Rover Range Rover [w/video] - Bosch European Redwood City - (650) 368-3000

It is an undeniable reality that there are only so many adjectives to choose from when describing a given vehicle. Here are two that tend to be both overused and misused perhaps more than any other: legendary and iconic.

Forgive us for regaling you with these descriptors yet again, but when it comes to the 2013 Land Rover Range Rover, there simply aren't any words in the English language that can be applied to this sport utility vehicle that are as accurate and forceful as legendary and iconic. And what's especially impressive about our use of these adjectives is that they apply equally well when discussing the Range Rover's off-road capabilities as they do its position as a status symbol.

This marketplace position, however laudable and desirable it may be, presents a unique problem: How do you redesign a legendary SUV to be better, faster and stronger while maintaining its posh image? The boffins at Land Rover think they've nailed the art of the redesign, and we spent a week with the 2013 Range Rover to find out for ourselves if you really can mess with success and come out the victor.

The new 2013 model is more of the same, for the most part.

"Don't change it, just make it better." Those were the words of Andrew Polsinelli, Land Rover North America's head of product planning, to our own Jonathon Ramsey

 when describing how current Range Rover owners drove the product development team at the Indian-owned-yet-still-very-British-feeling automaker for 2013. The only problem with that directive is that "better" can mean different things to different people – do you want the Range Rover to drive better on the road, or do you want it to enhance its legendary off-roading capabilities? As it turns out, the answer to that question was simple: Owners wanted both.

One area where making it better caused a recognizable change or two to the latest Range Rover is its external appearance. The previous generation of Land Rover's SUV gave off an unmistakable vibe that ingrained into the onlooker that it was just as happy crossing a random stream in Africa as it was parallel parking in front of the local Starbucks. The new 2013 model is more of the same, for the most part.

It's an attractive SUV that will never be mistaken for anything else.

Signature elements like the clamshell hood, broad roof held up by thin pillars (well, they at least look thin, since they are blacked out to hide them from view) and fastback rear glass join with the more-recent vertical vents behind the front wheels and intricately detailed grille insert to make this latest Rover immediately recognizable. At the same time, changes to the recipe like a much more steeply raked windshield and jewel-like head- and taillamp clusters bring the 'ute kicking and screaming into modern times.

When push comes to shove, we prefer the less ornamental and more purposeful look of the last-generation Range Rover to the more streamlined appearance of the 2013 model, but we're probably being picky. The 2013 Land Rover Range Rover is an attractive SUV that will never be mistaken for anything else – it just doesn't bludgeon its 'I'm better than you' ethos into our retinas quite like the last Range Rover did.


It's a similar story inside. It's incredible how many buttons, dials and switches Land Rover was able to delete in this latest Range Rover remake. The spec sheet says interior clutter has been reduced by 50 percent, but it feels like way more than that when sitting behind the wheel. Ergonomically, the new Range Rover is much easier to use than the last one, with a large eight-inch touchscreen interface dominating the center of the dash that controls such items as the audio and navigation systems, which includes settings for on-road and off-road driving.

It's incredible how many buttons, dials and switches Land Rover was able to delete.

Directly behind the steering wheel is another screen measuring a full 12.3 inches and housing the twin digital gauges along with trip information and cool bits of data reminding you how you've configured the numerous drivetrain functions. The climate control switchgear is kept separate in a bundle tidily located between the two front occupants, and we appreciate how easy it is to make quick adjustments without resorting to the touchscreen interface above.

The interior is much less imposing for 2013 compared to the button-heavy 2012 model, but again, part of the Range Rover's charm may have been lost in the process of modernization. There still isn't a more luxurious place in the world to experience all that the beaten path hides from plain sight, but the more industrial look of the last-gen Range Rover somehow appeals to our inner senses and insensibilities.


Much of the Range Rover's legendary status comes from that fact that it has proven time and time again to be the most extraordinarily capable production SUV in the world, and for 2013, it's more functional than ever before. As in past years, there's a dial in the center of the console with settings for the kind of use the vehicle is required to get you through – General, Grass/Gravel/Snow, Mud/Ruts, Sand and Rock Crawl. For 2013, though, the system is called Terrain Response System 2 and it comes with an Auto setting. Land Rover has made the system smarter and quicker, reading the wheels and body motions with sensors aplenty and processing all that data into the proper amounts of wheel articulation while sending torque to the wheel with the most available traction.

The air suspension can raise the Range Rover 11.9 inches off the ground.

It's all very high-tech, but just as importantly, this Land Rover is capable of shielding the driver behind laminated panes of glass so he can go about pounding the terrain into submission without actually breaking a sweat or spilling his drink. Which would be hot Earl Gray tea, naturally, and please hold the lemon.

Underneath the snazzy bodywork is an air suspension system that can raise and lower the car using a switch in the cabin. Not only is it a fun party trick when the car is full of passengers, it's also able to raise the Range Rover 11.9 inches off the ground. Combined with 10.2 inches of suspension travel up front and 12.2 inches out back, the 2013 Range Rover can scurry up and over just about any obstacle in its way. We recorded a quick demonstration of this system at work that you can check out below.

source: autoblog
by Jeremy Korzeniewski

http://www.boscheuropean.com

There's a shocking 700-pound reduction from the last model's weight.

On-road handling is exemplary as well. We're not sure how Land Rover has managed to make a vehicle that feels like it rides on its own bespoke set of billowing clouds on tarmac while simultaneously managing to crawl over jagged rocks and washboard surfaces with aplomb, but they did it. Stopping performance, headlined by the six-piston Brembo calipers up front, is also good, helped in no small part by the dramatic reduction in weight. Land Rover says its 2013 Range Rover weighs in at 4,850 pounds. It's no lightweight, but that figure represents a shocking 700-pound reduction from the last model, thanks largely to a massive increase in the use of aluminum in place of steel.

Driving the 2013 Range Rover is a pleasure, as it is quiet, smooth and comfortable. Handling is aided by a new system called Dynamic Lean Response, which electronically controls the sway bars to keep the car flat through corners. You can't actually feel it working, but we suppose that's probably a good thing.

Our lead feet led to a week-long tally of just 13.9 mpg.

For 2014 (that's next model year – our test car was a '13), power for a base model comes from a newly launched supercharged 3.0-liter V6 that sends 340 horsepower and 332 pound-feet of torque to all four wheels through an eight-speed automatic transmission. We haven't sampled this supercharged V6 in the Range Rover, but the company promises better performance than the previously standard 5.0-liter V8, along with improved fuel efficiency estimated at 16 miles per gallon in the city, 22 on the highway and 18 mpg combined.

Currently, though, shoppers have the choice of two V8 engines, the aforementioned base V8 and what our test vehicle was equipped with, a supercharged version with 510 horsepower and 461 lb-ft of torque. That's plenty of power, since Land Rover has managed to remove all that weight. Dividends are paid in the form of 0-60 runs of 5.1 seconds – a 0.8-second improvement. Fuel economy is also improved to 13/19/15 (city, highway and combined). Our lead feet led to a week-long tally of just 13.9 miles per gallon, though that did include a few extended stints at idle with the air conditioning on. In any case, we doubt the SUV's intended buyer will care how much fuel it drinks in between 27.7-gallon tank fill-ups if they are choosing the big supercharged V8 engine, and the ones who do mind will probably be more than content with the smaller supercharged V6. We wish the company could find a way to offer a diesel engine in the States, but we look forward to sampling the new six-cylinder base engine since the oil-burning mill doesn't seem likely on our shores.

The Range Rover has always managed to feel worth its high-dollar sticker price.

If nothing else, the V6 engine may help lower the price of what is undeniably an expensive vehicle. The base 2013 Land Rover Range Rover starts at a heady $83,545, and it only goes up from there. Equipped with the supercharged engine and a few luxury packages that we can't imagine owning a Range Rover without, our test car carried with it a sticker that just crested $115,000. The top-shelf Autobiography model begins emptying wallets with a dizzying $130,995 sticker price, and you can push that within spitting distance of $150,000 after adding a few more bits of decadence.

The Range Rover, though, has somehow always managed to feel worth its high-dollar sticker price. The accommodations couldn't be nicer, and the 2013 model is the kind of vehicle that can quite literally take you anywhere you may want to go. But the same thing could be said of the last generation of Landie's off-roader. So, the question remains: Did they "make it better"? In the end, they did. We just didn't realize how much we liked the last Range Rover until it was... well, made better.

Image Credit: Copyright 2013 Jeremy Korzeniewski / AOL

 

VW Service, Repair and Consignment Sales Redwood City - Review of a 2014 Volkswagen Jetta SE - Bosch European Redwood City - (650) 368-3000

In spite of a recent hiccup in sales that's led to the departure of Volkswagen of America CEO Jonathan Browning, the brand behind Das Auto says its metrics have improved everywhere else. According to the charts we were shown during a recent drive of the brand's lineup, its US sales have doubled in four years, the dealer network is growing, VW was ranked the highest non-premium passenger-car brand in JD Power's APEAL Study, it's raising its score in JD Power's Initial Quality Survey, warranty claims have declined by 47 percent since 2010, it has reversed its previously negative conquest/defection ratio and brand loyalty is on the ascent.

Its attention focused on buttressing those gains, VW has eased off large product changes in 2014. That explains the changes to the Jetta, namely its new 1.8-liter engine, which are about making it a better performer in general and a better performer in its segment in particular.

The be-trunked Golf remains VW's best selling model here, the 1.8-liter turbocharged four-cylinder engine improving in every way on the 2.5-liter five-cylinder engine it replaces. It's so good, in fact, that it made Ward's 10 Best Engines List, the magazine's executive editor calling it "the new benchmark," saying when judged "on refinement, power, affordability and fuel economy... it becomes clear this engine is second to none."

Experienced during a day of driving Napa Valley, not only is the engine sweet, the whole package is a potent, lively rebuttal to the competition.

The Jetta's sheetmetal rolls into 2014 unchanged, the only mutations wrought upon the inside being the transfer of the Media Device Interface (MDI) cable from the glovebox to the center console and the incorporation of VW's Car-Net suite of apps. The action is under the hood and between the rear wheels.

There are five powertrains available in the range, starting with a 2.0-liter four-cylinder in the base S trim that's good for 115 horsepower and 125 pound-feet of torque. Lined up behind that are the SE and SEL trims, carrying the new EA888 Gen 3 turbocharged and direct-injected 1.8-liter engine we mentioned above with 170 horsepower and 184 pound-feet of torque. It has the same horsepower as the 2.5-liter, but now it peaks at 4,800 rpm instead of 5,700 rpm, and seven more pound-feet torque that comes on at 1,500 rpm instead of 4,250 rpm.

 

In spite of a recent hiccup in sales that's led to the departure of Volkswagen of America CEO Jonathan Browning, the brand behind Das Auto says its metrics have improved everywhere else. According to the charts we were shown during a recent drive of the brand's lineup, its US sales have doubled in four years, the dealer network is growing, VW was ranked the highest non-premium passenger-car brand in JD Power's APEAL Study, it's raising its score in JD Power's Initial Quality Survey, warranty claims have declined by 47 percent since 2010, it has reversed its previously negative conquest/defection ratio and brand loyalty is on the ascent.

Its attention focused on buttressing those gains, VW has eased off large product changes in 2014. That explains the changes to the Jetta, namely its new 1.8-liter engine, which are about making it a better performer in general and a better performer in its segment in particular.

The be-trunked Golf remains VW's best selling model here, the 1.8-liter turbocharged four-cylinder engine improving in every way on the 2.5-liter five-cylinder engine it replaces. It's so good, in fact, that it made Ward's 10 Best Engines List, the magazine's executive editor calling it "the new benchmark," saying when judged "on refinement, power, affordability and fuel economy... it becomes clear this engine is second to none."

Experienced during a day of driving Napa Valley, not only is the engine sweet, the whole package is a potent, lively rebuttal to the competition.

The Jetta's sheetmetal rolls into 2014 unchanged, the only mutations wrought upon the inside being the transfer of the Media Device Interface (MDI) cable from the glovebox to the center console and the incorporation of VW's Car-Net suite of apps. The action is under the hood and between the rear wheels.

There are five powertrains available in the range, starting with a 2.0-liter four-cylinder in the base S trim that's good for 115 horsepower and 125 pound-feet of torque. Lined up behind that are the SE and SEL trims, carrying the new EA888 Gen 3 turbocharged and direct-injected 1.8-liter engine we mentioned above with 170 horsepower and 184 pound-feet of torque. It has the same horsepower as the 2.5-liter, but now it peaks at 4,800 rpm instead of 5,700 rpm, and seven more pound-feet torque that comes on at 1,500 rpm instead of 4,250 rpm.

 

It only took a few loops through undulating Napa County terrain to know that it's a good motor. Atoning for the great torsion beam blasphemy of 2011, all Jettas now get a multilink rear suspension and an anti-roll bar, and those who can appreciate it will be rewarded. The only truly weak spot was the electric power-assisted steering, which is standard on all but the base trim – the entry-level model sticks with a hydraulic power-assisted setup. The steering is empty on center, as if it had a linkage that was dipped in soft rubber, and its feedback score is pretty close to zero. It's direct enough, and accurate, though, so at least it doesn't distract from the enjoyment of a B-road when the opportunity comes - but it doesn't add to that enjoyment.

A ruck of Napa B-roads allowed were the proof of that. The improved torque response of the 1.8T pulls the 3,021-pound Jetta (3,074 pounds if you get the automatic) gamely up any rolling hill – we never had to wait for power and it didn't flinch even when we added some corner-exit throttle to the incline. Truth be told, we didn't find the previous torsion beam anything to howl about considering the Jetta's audience, but we weren't shocked by the improved performance of the multilink rear end. Napa's got smooth roads but tight turns and numerous camber changes, so a tidy back end allows one to keep the focus up front. When probing the reaches of corner-speed in a compact sedan or in corners of advanced difficulty, it could take a moment for the weight to settle, but we encountered no big understeery moments. Get on the Jetta's last nerve or cross its line, however, and the traction control system will kidnap the power long enough for you to remember it and not want to do it again.

 

 

 

 

Volkswagen lists the Honda Civic and Ford Focus in the competitive set, and brought one of each to the drive: a 2014 Focus five-door sedan with a 2.0-liter four-cylinder, six-speed automatic and an on-the-road price of $18,495, and a 2014 Civic four-door LX retailing for $19,755 all-up with a 1.8-liter four-cylinder shifting through a five-speed automatic. The handling podium went Jetta, Civic, then Focus, even after accounting for the slightly larger 205/55 R16 wheels and tires on the Jetta compared to the 195/65 R15 setups on the other two. You had to wring out the four-pots in the Civic and the Focus just to get them going, their much lower horsepower and torque numbers not achieved until much higher in the rev range. The multilink rear suspension in the Civic at least made the effort worthwhile; it was much more composed than the Focus, which was noodly all through a corner in spirited driving, taking half the turn just to stop jiggling. Driven in standard mode the Jetta still took it, but its Sport mode setting, which neither the Civic nor the Focus have, also gave it a slight advantage with respect to ideal gearing on the go. Elsewhere on the spec sheet, however, the Focus gets fractionally better gas mileage while the Civic improves things by about three mpg in the city and on the highway depending on the choice of transmission.

The $24,315 as-tested price of the Jetta we drove was nearly $5,000 more than that Ford Focus and close to $3,600 more than the Honda Civic at the event, but that's misleading. Taking the Ford, for instance, stepping up to the Focus SE that comes on 16-inch wheels puts you at $18,950 before any options - and gets you better handling, we're sure. Heated seats are a $495 option on the Ford, standard on the Jetta. The leather-wrapped steering wheel on the Ford adds another $600 because it requires upgraded wheels. Point being, option them up comparably and they'll be priced more closely.

 

 

 

Given a choice between the Jetta's five-speed manual and six-speed auto, and assuming we had the extra $1,100 to spend, we'd take the slushbox even with the one-mpg dip in city fuel economy. As much as we like shifting gears, the six-speed knows where it needs to be 99 percent of the time, and that last one percent is a quick downshift away. Mated to a willing motor with easy power and a Sport button, and keeping in mind that the SE and SEL trims will be urban runabouts, the convenience of the automatic is just too good to pass up. If you can keep your hands away from the option sheet you'll get out the door for $20,815. Yes, that's almost $2,300 up on the Ford and more than $1,000 over the Civic, the return being more room and better handling everywhere. Our opinion is that it's nicer inside, but we're fans of the Germanic no-nonsense. Consent to shifting for yourself and you can be on the road for $19,715 - true, that's with 15-inch wheels and without a single option. On the other hand, the options sheet is almost entirely cosmetic; all of the plush features are essentially baked in with the trim.

Admittedly, things can escalate quickly. The no-options price of the base SE trim forsakes the new Car-Net suite of apps – essentially VW's version of OnStar, with automatic crash notification, roadside assistance, stolen vehicle location assistance, remote vehicle access, boundary and speed alerts and a vehicle health report among its feature set. Get the SE with Connectivity and you're in for $21,535 before you've added any options (not that there are many). Decide you'd like to let the sun shine through the roof and matters rest at $23,215.

Regardless of how those numbers might scramble things up in its competitive set, we're certain about this: it would be a crime against internal combustion to buy the base Jetta at $17,540 instead of the SE 1.8T at $19,715. You get a better engine, better performance, better gas mileage, better interior appointments and more features – you know an automaker is reaching when it includes "Laser seam welding" in the standard features, as VW does for the Jetta's base model.

The 1.8T and handling make a stronger case for the 2014 Jetta SE in the debate among its peers, even if it isn't necessarily a slam-dunk choice. It is, however, the new standout player in the Jetta lineup and the only place you should really be looking for the entry-level model.

Image Credit: Copyright 2014 Jonathon Ramsey / AOL

Autoblog
by Jonathon Ramsey

http://www.boscheuropean.com

 

BMW Service, Repair and Consignment Sales Redwood City - 2013 BMW M3 Coupe Lime Rock Park Edition - Bosch European Redwood City - (650) 368-3000

I like difficult cars. I like turbo "moments," dramatic weight distribution, low-grip, peaky power delivery, and overly quick steering, along with ultra-short wheelbases and any number of other non-racecar-perfect dynamic foibles. I love the newest generation of BMW cars and engines – all turbo'd up with tons of torque and power everywhere in the rev range, too. But what I think the enthusiast community will miss when this 2013 M3 Coupe becomes the 2014 M4 Coupe – replacing its idiosyncratic, small-displacement, revvy V8 for something like a triple-turbo, directly injected, inline six-cylinder powerhouse in the process – is the work it takes to drive the car fast and perfectly. Sometimes small flaws just make things better; my mistress' eyes are nothing like the sun, and all that.

The idea of this E92 M3 going away then, magnified by the loss of the M3 badge for the coupe, is at best bittersweet for me. This generation of M car is already surpassed in terms of raw thrills by the better-than-ever Mercedes-Benz C63, a car that doesn't ask its driver to sacrifice low-end grunt or the very latest in amenities in return for stellar backroad performance. Yet any time I've been lucky enough to lap a track in the M3, it has quickly become clear that the Bimmer is the better on-edge tool. With the freedom to wring the neck of the 4.0-liter V8 and room to exercise the lovely balance of the car, the E92 is hard to match (even six years after its debut).

Still, when the 2013 BMW M3 Coupe Lime Rock Park Edition rolled into my driveway, its Fire Orange bodywork flashing over gloss-black 19-inch rolling stock, the car had me a little crossed up. BMW has been tossing out special edition M3s for the last few years now, all asking thousands of dollars extra for the limited production-run vehicles. I knew that the LRP was more than a mere trim and tape package, but would it be an appropriate send off for a spectacularly departing sports car legend, or just $10,000 down the drain where a stock M3 Coupe would have happily sufficed?

It's helpful to understand at the start just what your ten large buys, over and above the typical M3. Perhaps the most important component of the LRP suite is BMW's Competition Package, which lowers the suspension by 0.4 inches, includes 19-inch Y-spoke wheels and electronic damping control. That EDC system ("Dynamic Damper Control" in the BMW options catalog), offers three settings: Comfort, Normal and Sport. The three settings give the car a truly malleable range of ride characters, with the Sport button doing the automotive equivalent of a boxer bouncing up onto the balls of his feet. Engaged at speed, the sporting damper setting is immediately palpable, and allows for heightened mid-corner response from an already very good suspension setup. Combined with the hyper-sticky Pirelli P-Zero rubber (245-section tires in front, and 265 in the rear), the Sport setup makes the LRP M3 a stabbing weapon with which to stick curvy roads.

Of course, one of the beautiful things about the M3 is that is doesn't always have to be completely punishing. I put a fair few hundred of highway miles on the coupe while I had it, and I'm not ashamed to admit that a lot of them were spent with the Comfort setting selected (as well as having the shift speed turned down, and the rather plebian "D" engaged... more on that later). That tamest suspension setting doesn't magically transmute the ride of the car to that of a 7 Series, but it does tame the otherwise chatty road feel via the floorboards.

The Lime Rock Park Edition also offers a lightweight exhaust made from the comic-book-sounding "Inconel-titanium," from M Performance. The pipes shave an impressive 20 pounds from the undercarriage of the car. M says they also reduce backpressure and optimize exhaust flow, but makes no claims to increasing output past the standard 414 horsepower and 295 pound-feet of torque. (Bimmerfiles with the Inconel kit fitted and a penchant for dyno runs should tell us in comments if power increases have been found... we have our suspicions.) In any event, the resultant exhaust sound is brutally, wonderfully lurid. Like Yo-Yo Ma Pete Townshending his cello across the back of your head – loud and a bit weird, but special all the same.

The potent heart of the M3 imperfection that I love so much is, of course, the high-strung S65 V8 engine. This motor, specifically its relatively short torque output, has been earning qualified praise since its introduction in 2007. Kept on boil, the engine is downright spectacular, with throttle response razor sharp as long at the V8 is spinning over 5,000 rpm and the driver at the helm is keeping close attention to the task at hand. The lower torque output means that the M3 never does feel rocketship quick out of the gate, but rather must be approached like the proverbial "momentum car," albeit one that can maintain spectacular velocities through even very twisty bits of road. I've driven standard M3 coupes on racetracks and seen how the car and motor come absolutely alive in those settings; I only drove the LRP car on public roads, but I got the sense there's even more goodness here.

Road and track experiences also codify the optional DCT transmission. The Lime Rock car can be had with either the dual clutch or BMW's six-speed manual, but my test car was optioned with the former. I found that, as ever with this 'box, it punishes low-speed driving with jerky shifts, whether you've chosen to shift yourself or let the computer select the ratio. Creeping around in city traffic is far from smooth.

Turn up the pace quite a lot, however, and the DCT comes into its own with ultra snappy shifts via the steering wheel-mounted paddles, or even by letting the system pick its own gear. In a way then, the dual-clutch trans is well-matched for the lovely 4.0-liter, with both pieces of hardware asking the driver to fully commit to have the very best experience.

If it sounds like I'm overselling the bitchiness of the M3 as a daily driver, I might be a little guilty. Dostoevsky said "Man is a creature who can get used to anything..." and I think even old Fyodor could have swallowed a bit of herk-and-jerk around town for the reward of driving the magical M3 on country roads outside of Moscow. It's just that there are few cars that have such a gulf between what they're like at their best and at their worst, which is yet another little piece of character that makes this coupe one of my all-time favorites, even with a less-than-perfect transmission.

 

Skip Barber is the current owner of Lime Rock Park, the jewel of a track in Connecticut that lent its name to this end-days M3, as well as being the first place that the car was evaluated. The LRP M3 did some shakedown laps at the track before being offered to the public, and the result was (and is) a BMW that suits the high standards of the racing guru, as well as the undulations of one of our country's best circuits. I've got to guess that the extra money spent on this limited edition car is well worth it, if the owner has any intention at all of doing track days or otherwise participate in motorsport. (Besides, being 1 of just 200, it's likely to make up the difference in long-term residual values as a collector's piece). The tuning may not show as dramatic a change over the base car as, say, a Boss 302 over a Mustang GT, but a lot of that comes down to just how competent the M3 is right out of the box. But I suspect that anyone tracking the LRP will find it quicker and more competent on a lap-by-lap basis. In other words: this is a really good car for the M3 Coupe to go out on.

BMW's own 335i is almost a perfect car, if you like to drive but don't care to work at it mile after mile. It's still very fast and sweet-handling and offers a better big-picture balance of ride and handling than does the very firm M3. The 335i is also a lot less expensive to start, never mind how much more of a value it is versus this $71k-and-up Lime Rock Park Edition. But... in the moments where road and engine speed and steering feel and suspension response come together just perfectly, there's hardly a car on the planet that can reward as richly as the M3. That's the God's honest truth. A special car, in perhaps its best-ever specification, that's leaving us all too soon – the Lime Rock M3 is an imperfect car for the ages. Glory fades, but the memory of this car will hang with me for a while.

source: http://www.autoblog.com/2013/07/25/2013-bmw-m3-coupe-lime-rock-park-edition-review/
by Seyth Miersma

http://www.boscheuropean.com

Mercedes Service, Repair and Consignment Sales Redwood City - Mercedes S600 takes its place as brand's halo sedan - Bosch European Redwood City - (650) 368-3000

You're looking at the absolute top-of-the-line model from Mercedes-Benz. Now that there's no longer a Maybach brand, this sedan, which proudly wears the three-pointed star on its massively chromed-out front grille, is left to grab the dollars and cents of wealthy shoppers – customers in North America and Asia in particular, says MB – who'd like to slide in under the radar a bit by eschewing the likes of Bentley and Rolls-Royce.

Power comes from 6.0-liter, twin-turbocharged V12 engine that pounds out 523 horsepower and 612 pound-feet of torque. That's plenty of horsepower, we'd imagine, for those customers who prefer to ride in the back seat. It also boasts Magic Body Control, which scans the road ahead to provide the smoothest ride possible. While it doesn't exactly drive itself, it can help keep itself in its lane, and it will stop itself at speeds of up 124 miles per hour using Collision Prevention Assist (if you're cruising along at 125, you're in trouble).

Perhaps the most beautiful bits and pieces are inside. The driver benefits from a touchpad that recognizes a slew of languages, voice control and a jet-fighter-inspired Head Up Display. Passengers in the back seat get some supremely comfortable-looking reclining seats and a refrigerator that will be great at keeping beverages cold but is also great at drastically reducing trunk space.

source: http://www.autoblog.com/2014/01/13/mercedes-s600-detroit-2014/
by Jeremy Korzeniewski

http://www.boscheuropean.com

Automotice Service, Repair and Consignment Sales Redwood City - The 1948 Tucker Sedan: a Car Ahead of its Time - Bosch European Redwood City - (650) 368-3000

 They say that any creation is an expression of its creator. That’s certainly the case with the 1948 Tucker Sedan, also known as the “Tucker Torpedo.” Like its maker, it was way ahead of its time. And, like him, its legacy survives to this day, despite efforts by the powers-that-be to drive it into oblivion.

A Square Peg In a Round Hole

Preston Tucker (September 21, 1903 – December 26, 1956) was a self-taught engineer and iconoclast inventor. Like many visionaries, he was known for upsetting established authorities. In 1922, he joined the Lincoln Park, Michigan Police Department against his mothers’ wishes. His career as a peace officer was cut short when she informed the chief that he was only 19 and below the minimum age– a fact he had neglected to mention on his application.

He later re-joined the department, only to be dismissed again, when he used a blowtorch to cut a hole in a police vehicle’s dashboard. He had realized that engine heat could be used to warm a car’s interior and simply wanted to put his discovery to use. His superiors didn’t share his enthusiasm for the project, however.

Prior to designing the car that bears his name, he worked as a car salesman, entered into unsuccessful business ventures, and was employed as a line worker by Ford. Later, he designed race cars and submitted plans to the military for armored vehicles and fighter planes.

His breakthrough came during WWII, when the US Navy expressed interest in a revolving gun turret he had created. It was eventually installed on PT boats, landing craft, and both the B-17 and B-29 bombers. It allowed American gunners to shoot down enemy aircraft approaching from multiple directions, and return safe from missions that might have otherwise cost them their lives. After the war, however, Tucker spent years in court trying to collect the revenues he was owed for his invention.

The Car of the Future

As the end of WWII neared, marketing researchers polled Americans about what products they intended to purchase after victory was declared. Over 80% of them said that the first thing they wanted to buy was a new car. But Detroit had not come out with new models since 1941, so Tucker sensed an opportunity to enter the market. He set out to design what he called “the car of the future

Pioneering Features

He included elements into his plan which were cutting-edge concepts by the standards of the time. These included:

•Disc brakes
•Fuel injection
•Seat belts
•Four wheel independent suspension
•A user-friendly instrument panel
•A padded dash
•Rotating headlights that saw around curves
•Tubeless tires
•A crash frame similar to today’s unibody construction
•Direct drive torque converters instead of a conventional transmission
•A power train that could be removed and replaced in half an hour
•Magnesium wheels
•And a parking brake locked by a separate key to discourage theft

This was a bold vision indeed, considering the technology available in the 1940s, and Tucker was forced to forego many of these features in his production model. He also had to abandon his unique engine design, a 589 cubic inch (9.65 L) flat-6 which included hemispherical combustion chambers and overhead valves. Ultimately, he settled on a modified air-cooled engine. It was mated with several different transmissions that were used in various versions of the sedan.

The Final Car Takes Shape

Tucker’s Chicago factory ultimately built 51 vehicles– 47 of which are still around today. They can be seen in places like the Toyota Automobile Museum in Tokyo, the Swigart Antique Auto Museum in Huntington, PA, and the Tallahassee Antique Car Museum in Florida. Many of them are held by private collectors. In 2010, one sold for $1.127 million, and in 2012, one went for $2.195 million at auction. These sums are ironic, given that the original projected price was under $2500.00.

Tucker’s Enemies Close In

Tucker had no backing from the government or the Big Three. In fact, it’s generally believed that Detroit’s power brokers colluded with corrupt Washington politicians to destroy the young upstart, who was challenging their vaunted position in American industry.

In order to finance his company, he raised millions of dollars by issuing stock, selling dealerships, and offering potential buyers a guaranteed opportunity to buy a Tucker sedan, once they began rolling off the assembly line in large numbers.

 

These actions drew the attention of the Securities and Exchange Commission (SEC), and soon an aggressive effort was under way to ruin Tucker’s name and to have him imprisoned on fraud charges. It was led by Otto Kerner, Jr., a US attorney with extensive political connections. With no evidence to back up these claims, the campaign collapsed. Decades later in 1973 Kerner was himself found guilty of 17 charges, including perjury, bribery, and stock fraud.

Aftermath and Legacy

Though the attempts to put Tucker in prison failed, the negative publicity surrounding them was enough to destroy public confidence in his company. Production of the car ended. But Tucker himself, always the optimist, continued to work on forward-thinking projects until 1956, when he passed away from cancer.

In 1988 the Hollywood film “Tucker: the Man and His Dream,” starring Jeff Bridges and directed by Francis Ford Coppola, was released nationwide. Despite widespread critical praise, it failed to make much money at the box office. Perhaps the movie, like the man and the car it portrayed, was simply ahead of its time.

 

source: http://autos.yahoo.com/news/1948-tucker-sedan-car-ahead-time-183015738.html

by Bill Wilson

 

http://www.boscheuropean.com

 

BMW Service, Repair and Consignment Sales Redwood City - Road Test: 2014 BMW M6 Gran Coupé - Bosch European Redwood City - (650) 368-3000

After our duo test with the BMW M6 Coupé and the BMW M6 Convertible it was finally time to test BMW’s latest M-model, the BMW M6 Gran Coupé. With the Gran Coupé, BMW has followed Mercedes and Audi in a particularly important market niche. With the M-model, BMW can compete with the Mercedes CLS63 AMG, Porsche Panamera Turbo and the brand new Audi RS7, which we have also tested recently.

The M6 Gran Coupé rides, just like the normal 6-series Coupé on a 2.97 meters wheelbase, which is about 114 mm longer than the two-door 6-series but about four inches longer than the 5-series sedan. This extra length has been used to enhance seating comfort for the rear passenger. Expect more rear legroom but less headroom in the back because of the roof. Compared to the two-door coupé, the Gran Coupe is 113mm longer and the roofline is 23mm higher.

The Engine, Gearbox & Drivetrain

In the front we have the 4.4 litre twin-turbocharged V8 engine, similar to the power plant of the M5. It produces 680 Nm available from 1,500 rpm to 5,750 rpm. The violence of the 560hp stops at 7,200 rpm when the redline arrives. The engine features direct fuel injection, Valvetronic variable valve timing and Double VANOS continuously variable camshaft control, all of which help it to rev to 7,200 rpm.

The engine forms an excellent team with the seven-speed Dual Clutch Transmission with Drivelogic. The M-DCT gives you perfect fast changes when in manual mode but also offers comfort automatic shifting while cruising. The M6 Gran Coupe is fitted with an extremely capable chassis, which includes an active limited-slip differential, electronically controlled shock absorbers and a fixed rear sub frame which provides excellent balance between the rear wheels. The active limited-slip differential reduces under steer, provides better high-speed stability and improves cornering performance. But this car isn’t for quick cornering and small roads, this car is for high speed cruising. At any speed the car just keeps accelerating. While driving on the insert lane of the highway, high speeds are reached even before entering it.

Arranged around the gearshift lever on the centre console of the BMW M6 Gran Coupé are the buttons used to configure all the adjustable power train and chassis functions to personal tastes. The DSC mode, engine performance characteristics, Dynamic Damper Control mapping, M Servotronic responses and M DCT Drivelogic shift program can be selected independently of each other. All of which means the driver can put together a detailed personal set-up and store those settings on one of the two M Drive buttons on the multifunction steering wheel. When changing the settings, for example the DSC to Sport or Sport+ the traction control will help you less when needed. When changing the engine performance characteristics(the button with the biggest changes in our opinion) to Sport or even Sport+, the M6 Gran Coupe will stay in the higher rev ranges, while getting a lot better throttle responses and a better exhaust sound. This setting is great when pushing the car when there is enough space.

Performance

The M6 Gran Coupé sprints from zero to 100 km/h in just 4,2 seconds. That’s as quick as the M6 coupé and 0.3 seconds quicker than the lighter M5. The top speed is limited at 250 km/h but it can be raised to 305 km/h with the addition of the M Drivers package.

Our test car was fitted with the M carbon ceramic brakes. The brakes weigh 50% less than the M compound brake disc and thanks to their exceptionally resistant’s to corrosion, the M carbon ceramic brake have a much longer life. You have to get used to these brakes because the feel and behaviour is a little different compared to the compound brake disc. Especially when they are wet and cold there is not much braking power and the brakes have to be pushed hard.

Suspension

The Sport and Sport+ settings of the Dynamic Damper Control are slightly felt when driving in a straight line but the settings are really a different when it comes to cornering. The dampers are not so kind anymore and keeping the car steadier than ever. The car will say no to bumps and unevenness in roads, where it is a yes in comfort.

To enjoy a bit of both, comfort and sport, we kept this setting mostly in Sport. Next we have the Steering set-up. This also can be changed to Sport and Sport +. Changing this setting, will change the steering weight. It will let the car listen very carefully to your steering movements. The steering gets a little bit heavy but the faster you are driving, the lighter and more useful it will get. The car steers perfectly and really direct wherever you want. This is really handy when driving at high speeds or while pushing the car because the sensitivity of the steering gives you more confidence.

Design

We already knew the M design front and rear bumper with the four exhaust tips from the M6 Coupé and Convertible but the Gran Coupé model is the one which is, in our opinion, the best looking 6-series. The M6 version is also recognizable by the M badges in the front grill, on the side and on the back.

The exterior design has a sort of elegance. In combination with the strong lines it looks quite unique especially with Frozen Silver metallic paint. The matte is a matter of love it or hate it and we love it! In combination with the design of the 6-series Gran Coupé, the carbon roof and the carbon diffusor , it’s really eye catching. Besides the braking performance the ceramic brakes have a stunning look with the matte gold callipers. Around the brakes, BMW fitted 20″ M Double-spoke light-alloy wheels, exclusively for the BMW M6 Gran Coupé. The rims are available in two different versions.

The Interior

The driving position is quite the same as the 6-series coupé, it feels lower than the M5. Other things you will notice are the many options fitted to our test car. First of all, the Head-Up display. The display projects the speed, navigation direction and Check Control data into the driver’s view into the front window. Pressing a button activates the M-specific indicator. In addition to the speed, the Head-Up Display also displays the SMG gear currently selected via the variable rev counter with shift lights. First you have to get used to the projection but after a while it isn’t annoying anymore but very useful instead. Furthermore the car was fitted with every option you can imagine.

A small enumeration: Soft Close Automatic doors, 4 zone automatic air-conditioning, electric sun screen, surround view, Park Distance Control, active M Multi functional seats with ventilation and many more. Highlights were the Bang & Olufsen High End Surround Sound system which made you experience music like you were live at a concert. The Night Vision option was cool and also useful at some points. It recognizes pedestrians when you are driving in a complete dark street. But it can also be used while driving on the Autobahn in the middle of the night.

Next to all the technical options our test car was provided with dark brown BMW Individual Leather upholstery and BMW Individual Piano Black inlay trim. BMW Individual can make your BMW unique and more exclusive when you want more than just the normal options.

Driving Experience

 

During our test drive of two days we drove about 700km across almost every road you can imagine. Through the city, the country side and of course the highway. We tested a various of settings in different circumstances. We left everything in comfort while driving in the city. While driving through the city at low speeds it feels like a normal Gran Coupé. Not uncomfortable, not aggressive but just easy and light to drive.

We also drove a short route through the country side. It doesn’t feel much bigger than the Coupé but it feels big on small roads. For example when cornering you feel that the car is heavy, especially in the front what causes a little bit of under steer. On the German autobahn the BMW M6 Gran Coupe is perfectly in its element. Always enough power under your right foot and no compromise in comfort.

How does it compare to the BMW M5?

As we said in the beginning of this review the M5 is slightly shorter which causes more leg room in the M6 Gran Coupé. On the other hand the head room in the Gran Coupé is less because of the roof lining. Our test driver of 1.83m had no problem but our 5cm taller passenger had difficulties with head during our city drive which included some speed bumps.

The BMW M5 is lighter but the difference is not noticeable. The biggest difference between the M5 and the M6 Gran Coupé is of course the design but also the price… The M6 Gran Coupé costs you 25,000 Euro more than the BMW M5. And the second hand M5’s are even cheaper if you do not specifically want a brand new car. So you have to think, is the BMW M6 Gran Coupé worth the extra money?

source: gtspirit.com
by Willem

http://www.boscheuropean.com