2014 Chevrolet Camaro Convertible

2014 Chevrolet Camaro Convertible As sure as the sun will rise tomorrow, the refreshed Camaro yields a topless variant. When Chevrolet debuted the refreshed-for-2014 Camaro coupe at the New York auto show earlier this year, the updated convertible version was nowhere to be found. Chevy, of course, was just waiting to reveal that model at a different auto show. Interestingly, that venue is the 2013 Frankfurt show, a move that has to do with the timing of the car’s launch both in Europe and here in the States—not to mention being just about the last opportunity for the car to get some press before the new Mustang breaks cover. The 2014 Camaro convertible wears the same updated sheetmetal as the latest coupe, with squintier headlights and a slimmer grille and taillights. As on the coupe, the styling tweaks help reduce some of the Camaro’s visual chunkiness. The droptop’s three trim levels—LT, SS, and ZL1—carry over, and the spec sheet mirrors the coupe’s, with a standard 323-hp, 3.6-liter V-6 and choice of six-speed manual or automatic transmissions. Buyers can step up to a 426-hp—400 horsepower when shifting duties are handled by the automatic transmission—6.2-liter V-8 in the SS model, or to a 580-hp, supercharged 6.2-liter V-8 in the burly ZL1. (The ZL1 does not get the same front fascia as the rest of the 2014 Camaro lineup due to the high level of effort required to adapt it for the car’s aerodynamic and cooling needs.) Besides inheriting the coupe’s cosmetic upgrades, the convertible only gets one of that model’s two new optional extras: a color head-up display and Recaro sport seats. Unfortunately, the Recaro sport seats—which are optional on SS coupes—didn’t make the convertible’s options sheet, likely because the seatbelts in the topless Camaro are seat-mounted. A new seven-inch MyLink touch-screen infotainment system is now available, and a backup camera mercifully remains standard. The SS coupe’s available high-performance 1LE package is still unavailable on the convertible, and we’ve been told not to hold our breath for a roofless Z/28. The 2014 Chevrolet Camaro convertible is headed for dealerships as you read this, and pricing edges upward slightly relative to the 2013 model. A base 1LT increases by $390 to $31,950, the $39,950 SS starts $365 higher than last year, and the ZL1’s price swells by a modest $705 to $62,450

2015 Volkswagen Golf R

2015 Volkswagen Golf R Just a Golf. A 296-hp, all-wheel-drive Golf. We’re still without the MkVII Golf in the U.S., much less the comparo-winning GTI, and Volkswagen now twists the knife a little more. Today, the company unveiled the ultimate Golf: the all-wheel-drive, 296-hp Golf R. Unlike the front-wheel-drive GTI, the Golf R is sold exclusively with a Haldex all-wheel-drive system. The car also gets a cross differential lock at each axle, which VW calls XDS+, that provides brake-based torque vectoring. Power comes from a turbocharged and direct-injected 2.0-liter four-cylinder, which produces 296 horsepower at 5500 rpm and 280 lb-ft of torque from 1800 to 5500 rpm—notice that maximum torque is sustained until the engine reaches its peak power. Compared to the GTI’s version of the powerplant, the Golf R’s is fitted with a unique cylinder head, new exhaust-valve hardware, new pistons, and a larger turbocharger that operates with a boost pressure of up to 17.4 psi. The exhaust system is of the two-stage variety for optimum aural pleasure under heavy loads, and, as is the case with the Focus-ST, intake noise is piped into the car’s cabin. In European specification, there is a choice of a six-speed manual or a six-speed dual-clutch automatic. Volkswagen says that the sprint from 0 to 62 mph takes 5.3 seconds with the manual and just 4.9 seconds with the automatic—we recorded a 0–60 time of 5.9 seconds in our last test of a Golf R. Specifying the automatic adds a launch-control feature while the manual features shorter throws and a shorter shifter than do workaday Golfs. Top speed is governed at 155 mph, and VW R development chief Guido Sever says that 168 mph would be possible without the electronic limiter. "We are considering that option," he adds. The manual-equipped Golf R is rated for 33 mpg and the automatic receives a mark of 34, although that’s on the optimistic European cycle. VW claims a fuel-economy improvement of 20 percent over the previous-gen Golf R—available only with a six-speed manual in the U.S., and rated for 19 mpg in the city and 27 on the highway—largely due to efficiency gains in the switch from the EA113 mill to the new EA888, as well as the car’s weight loss of some 100 pounds. (That drop in weight is inherent to the Golf MkVII and its MQB architecture; there are no specific lightweight components on the Golf R.) Compared to the standard Golf, the chassis of the R is lowered by nearly 0.8 inch—still some 0.2 inch lower than the GTI—and features an adaptive setup with choices of Comfort, Sport, and Race modes, each offering differentiated rebound and compression rates within each individual damper. (These Dynamic Chassis Control settings work in conjunction with VW’s Driving Profile Selector, which alter transmission and throttle settings according to which mode is selected: Eco, Normal, Individual, Comfort, and Race.) The GTI's variable-ratio steering system is used in the Golf R, and, for the first time, the stability-control system can be switched off entirely. This ultimate Golf is a "street fighter" and "ready for the racetrack," according to the brand. To illustrate that, we’re told that Nürburgring lap times are 15 seconds quicker compared to the MkVI Golf R, and 11 seconds better than the best time set by the new MkVII GTI. But the Golf R isn’t an uncompromising racer, "It is still a Golf." That's a good thing, considering that the European customer base for the dearest Golf is comprised mainly of affluent men between the ages of 40 and 60. These people like to brag about lap times, but they’re not interested in frequent visits to the chiropractor. Styling changes to the Golf R are relatively modest, fitted with front and rear fascias unique to the car, as well as specific 18-inch aluminum wheels. The chromed quad exhaust outlets a nice touch, if perhaps too reminiscent of Audi’s high-performance “S”-badged models. The interior of the flagship Golf is finished in cloth and faux suede, while the blue instrumentation that’s become synonymous with top-shelf Golfs carries over. The color’s use in the car extends to ambient lighting. Volkswagen will offer its European customers the Golf R in both two- and four-door guises beginning in December. Volkswagen has yet to confirm the R for U.S. sales, but we understand it will arrive in showrooms here a year after the European market, or about six months after the MkVII Golf and GTI. y8 ,miniclip free games.

2014 Mazda 3

There's no Hippocratic Oath for automotive journalists. There's no creed, code or promise we swear to, right hand steadied on a weathered copy of Strunk and White's Elements of Style. But if there were, somewhere between "I will tell the truth" and "I will not play favorites" should be, "I will not bury the lead." And so, without further ado, here it is: The all-new 2014 Mazda 3 is very, very good. Despite some serious growing pains that left elements of the car compromised, it remained among the best cars available in the segment. But now, free of the shackles of parent companies, Mazda finally engineered the Mazda 3 its way. Drives Like a Mazda We want to say we waited a few days, or hours, to come to this conclusion. That after driving the 2014 Mazda 3 we sat in front of a fire and contemplated the meaning of life and where, in this grand scheme, a new C-segment hatchback really fits. We didn't. Like a well-hit ball that sails off the bat into the wild blue yonder, we knew this one was good during the very first turn on Angeles Crest Highway. 2014 Mazda 3 By now, saying a Mazda has good steering response is like saying Gisele Bündchen is kind of pretty, but we're going to do it anyway. And even though it now comes with electric-assist power steering, the 2014 Mazda 3 doesn't disappoint. "Electric power steering is very flexible," says Mazda Development Engineer Dave Coleman. "You can do anything with it. Basically, you give engineers enough rope to hang themselves." Previously, Mazda benchmarked BMW for the steering response in its compact hatch. It didn't do that this time. Nothing outside of the company met the development team's expectations, so they went internal and looked at the venerable Mazda MX-5 Miata. Not only was the effort tuned to match the curve of a Miata's power steering, but the front suspension's caster angle was increased to 6.5 degrees — the same as the rear-drive Miata and RX-8. The result is a compact hatchback that turns in brilliantly, holds a line and returns sufficient weight and feedback. Again, this isn't a surprise. y8

2014 Porsche Panamera 4S Executive

Somewhere along the seam where Bavaria licks Austria, the snow-capped Wetterstein mountain range peels past our window at 75 miles per hour. Dotted with farmhouses, goats and free-roaming cattle, it's like something from a fairytale. But then a distraction pulls our attention back to the instrument panel of the 2014 Porsche Panamera 4S Executive we're riding in. With a quick flash, the rightmost binnacle has stopped displaying navigation hints and instead shows a gray circle with black stripes extending from the 8 o'clock to 2 o'clock position. On the Autobahn, this means no speed limit. Our driver takes this prompt as a challenge, drops the hammer and as we pass 150 mph the new Panamera's twin-turbo V6 breathes new life into this previously peaceful setting. Did You Get Work Done? Look carefully at the above photos of the 2014 Porsche Panamera. Now look again. Notice anything different? Yes? Congratulations! You obviously work for Porsche. Without decoding the VIN or pulling out the tape measure, you wouldn't know that this car has undergone a full refresh. The front fascia has been tweaked with new, wider intakes and longer, thinner foglights. Out back, the rear window is wider as is the rear spoiler and the license plate bracket has been moved lower. And while the headlights have also been redesigned, it's only noticeable if the vehicle is equipped with the slick optional $2,130 LED headlight kit. Visually, the biggest difference comes in the form of the 2014 Porsche Panamera Executive models. Offered on the 4S and the Turbo, the Executive package stuffs an extra 5.9 inches of Porsche behind the B-pillar for a slightly shocking $27,300 ($19,800 on the Turbo). The lengthened rear door that offers unfettered access contains a window large enough to front a viewing tank at the aquarium. This model stands out even without reading "Executive" on the doorsill. y8

Classic Mini and Porsche 911

The classic Mini congratulates the Porsche 911 on its 50th birthday. Classic Mini and Porsche 911 Munich.In September 2013 the flag-bearer of the German sports car fraternity, the Porsche 911, will celebrate its 50th birthday. And among the hoards of well-wishers will be MINI, not least because its model history also includes – in the classic Mini – a similarly compelling work of art characterised by a similar reluctance to abandon the exuberance of youth. It may be the fundamental differences between the two cars (e.g. the Mini has its engine in the front, the 911 at the rear) that dominate at first glance. But there are also a number of factors – over and above their shared cult status – that lend particular empathy to MINI’s birthday greetings. Both models made their name with an eye-catching turn of speed. At the end of the austere 1950s Mini was the ground-breaking new kid on the block, generating sales figures that mimicked the upward curve of its acceleration. The 911, as the successor to the Porsche 356, was born with speed in its blood. Only a handful of cars can claim to have endured over such lengthy time spans, retaining their unmistakable identities despite all the nips, tucks and updates along the way. When major landmarks like a 50th come into view, it’s traditional to look back over the birthday boy’s childhood. Although the Mini and Porsche 911 may not be cars you would instinctively compare, there are one or two striking aspects of their history that have brought them together over time – a less than straightforward christening, for example. The 911 came into the world in 1963 initially as the Porsche 901. However, the rights to using a zero in the middle of a three-digit car designation had already been snapped up by French manufacturer Peugeot. Which meant that when this legendary-sports car-to-be eventually arrived on the scene a year later, it was as the Porsche 911. It is unlikely the use of the number one to fill the gap was a coincidence. Fittingly, it remains the no. 1 in its class to this day; now in its seventh generation, the 911 has sold over 800,000 units – a figure beyond the reach of any segment rival. The Mini, by contrast, saw the light of day as twins. On 26 August 1959 the British Motor Corporation (BMC) unveiled the fruits of its endeavours to develop a revolutionary new small car – introducing the public to not one but two new models: the Morris Mini-Minor and Austin Seven. Everyone now knows which name ultimately made the cut. As for the classic Mini’s sales figures: by 2000, when the curtain came down on production, 5.3 million units of Britain’s best-selling car had found homes. It’s tempting to wonder how different history would have been without the creators of these two successful cars. Neither Sir Alec Issigonis nor Ferdinand Alexander Porsche had any inkling that their designs would come to be considered immortal icons of modern times. Indeed, you would have needed a very clear crystal ball to see that Porsche had just dreamt up the most successful sports car of all time and Issigonis the “world’s only cool small car”. The parallels don’t end there, either, the classic Mini and Porsche 911 displaying a similar aversion to resting on their laurels. Both cars made a point of keeping their finger on the pulse and appealing to the imagination more effectively than any rivals. Not that every modification enjoyed universal praise – take the switch from air cooling to water cooling at Porsche or the extra focus on comfort and luxury of the first MINI built by BMW. Ultimately, though, these two pillars of the automotive community have continued to thrive, their sound genes underpinning looks that remain remarkably true to their respective originals. The two companies have also demonstrated an open mind to adding new models to their ranges – and a successful approach to executing those plans. In many respects, the Panamera and Cayenne broke through similarly symbolic boundaries as the Countryman and Paceman. What hasn’t changed is the “regal” sense of driving pleasure on offer in both brand’s cars. In 1960 Lord Snowdon, then husband to Princess Margaret, used his influence to arrange an opportunity for his friend Issigonis to demonstrate the small car’s talents to Queen Elizabeth. Settling in next to Issigonis, Her Majesty allowed the Mini’s creator to chauffeur her around the grounds of Windsor Castle. There is also a quasi-royal element to Porsche’s heritage, albeit in the spelling of a famous surname rather than the person of the British monarch; the slate grey 911 driven by Steve McQueen in the film “Le Mans” – and later owned by the Hollywood star – has earned a deserved place in automotive eternity. Motorsport occupies a key chapter in the histories of both Porsche and Mini. The 911 in its track-tuned permutations is the most successful racing car ever built. Practically every race of any note has been won by a 911 on one occasion or other. And no memory of the 1960s can be complete without images of the MINI Cooper S roaring into view. The darling of the sixties avant-garde was not only something of a phenomenon on the road, its class victory in the 1963 Monte Carlo Rally in the hands of Finnish driver Rauno Aaltonen kicked off a peerless run of success on the motor sport scene that reached its pinnacle with three overall wins in the Monte in 1964, 1965 and 1967. Several decades later – in 2010 – David and Goliath were to go head-to-head “for real” when Jim McDowell, then MINI’s top man in the USA, challenged Porsche to a race-off at the Road Atlanta circuit. The proposition would see a 184 hp MINI Cooper S lining up against a 345 hp Porsche 911 Carrera. So to make it a worthwhile match-up there had to be a twist; instead of using the full circuit for the race, the two cars would do battle over the smaller infield track. Extremely tight and twisty and lacking any long straights, it offered a chink of light to the MINI with its insatiable appetite for corners. The 911 still managed to maintain an advantage of around two seconds over its plucky challenger, but trackside boffins calculated that each of those seconds would cost a Porsche driver 38,000 US dollars given the disparity in purchase prices. And, for MINI fans that took some of the sting out of its defeat in this not entirely serious race.

HAMANN refines the English luxury SUV Range Rover 5.0i V8 Supercharged

HAMANN refines the English luxury SUV Shortly after the presentation of the fine-tuned Porsche Panamera, HAMANN presents the Range Rover V8 Supercharged 5.0i Premium already as the next model that will benefit from an extensive overhaul. Exclusive bodywork, performance, and a new interior program has been developed, making the luxury SUV appear much more dynamic. As with all previous vehicles, here too, HAMANN placed high emphasis on perfectly fitting parts for the Range Rover, while at the same time, using a sporty and unique design. Precisely matching details require high standards that HAMANN sets for itself and its products in order to make the wide body from England a real eye-catcher. Using a new front spoiler with larger cooling air inlets and harmoniously integrated LED daytime running lights make the HAMANN SUV a lot brawnier when you catch sight of it in the rear-view mirror. This impression is reinforced by the wider wings, forming a single unit with the newly designed side skirts, adding about 60 mm more width to the vehicle in front and 70 mm at the rear. At the back, a newly designed skirt comes into play, using stainless steel exhaust pipes from the HAMANN sports exhaust system, integrated into the centre. Upon request, a carbon roof spoiler generates additional downforce and provides greater stability at high speeds. Thus, in order to support enormous visual appearance also from a drive dynamic point of view, HAMANN boosted the Range Rover V8 engine as well. With about 530 HP/390 kW and a huge torque of 660 Nm at 2,600 RPM, the HAMANN optimized Range Rover surpasses the original figures by a long chalk (series: 510 PS / 375 kW and 625 Nm at 2,500 RPM). This leap in performance is made possible by using an entirely new exhaust system, complete with X-manifold, center pipe, and perfected engine electronics The performance, too, benefits from these modifications. The HAMANN accelerates from a stand-still to highway speed in just 6.0 seconds, reaching a top speed of up to 227 km/h. All the while, maintaining contact to the road with striking HAMANN light-alloy rims. These improve the handling and significantly raise the car‘s looks. The ultralightweight, three-part forged wheel with the designation DESIGN EDITION RACE „ANODIZED“ is equipped with tires, size 295/35R22, which guarantee the powerful grip. Whether you like it sporty, distinctive, elegant, or classy – HAMANN can offer you avariety of wheel designs and sizes. As for all other vehicles by HAMANN , the same applies to the Range Rover 5.0i V8 Supercharged: the customer can have almost infinite number of combinations of leather, Alcantara, wood, carbon or aluminium trim, to put together his own personal interior. Upon request, the HAMANN can produce anything your heart‘s desires. From personalized foot mats to complete interior leather finish, everything is made with the highest degree of craftsmanship and precision. Individually designed and integrated into the vehicle by masters of their craft.

2014 GMC SIERRA 1500 BRINGS BOLD REFINEMENT TO FULL-SIZE TRUCKS

The all-new 2014 GMC Sierra 1500 full-size pickup is the most powerful, most advanced and most refined truck in the brand’s 111-year history. Sierra’s bold new exterior houses one of three all-new EcoTec3 engines, a fully updated cabin with available next-generation IntelliLink connectivity and other features designed for the most discerning truck owners. “Our engineers and designers left nothing on the table when developing this latest Sierra pickup,” said Tony DiSalle, vice president of GMC Marketing. “These trucks have all the power and capability expected in today’s market, excellent fuel efficiency, plus a lot of unexpected, purposeful features developed with truck owners in mind.” In addition to all-new design and technology, the 2014 Sierra boasts the longest list of standard features ever for a full-size GMC pickup. From connectivity solutions, to a standard tie-down system in the rear, to the segment’s only standard projector beam headlamps, many premium features are found on each and every all-new Sierra. Sierra Denali details The distinctive Sierra Denali returns for 2014, delivering GMC capability with unique design cues and exclusive features. On the exterior, the truck has a signature Denali chrome grille, unique 20-inch chrome wheels, unique interior decorative trim, a polished stainless steel exhaust outlet and body-color front and rear bumpers. Denali-specific interior details include script on the bright door sills and embossed into the front seats and real aluminum trim. Sierra Denali’s high-tech interior also features an exclusive eight-inch Customizable Driver Display that can show relevant settings, audio and navigation information in the instrument panel. Sierra Denali’s standard eight-inch Color Touch navigation radio with Intellilink, located above the center console, serves as the main hub for Bluetooth-connected phones and portable devices connected through five standard USB ports. Other features standard on Sierra Denali include projector-style headlamps with LED signature daytime running lights, a Bose audio system, heated and cooled leather front bucket seats, a heated steering wheel, front and rear park assist and a power sliding rear window with defogger. New EcoTec3 engines Sierra’s engine portfolio is updated for 2014 with increased power, torque and fuel efficiency across the board. New 4.3L V-6, 5.3L V-8 and 6.2L V-8 powertrains are offered, all from a shared EcoTec3 engine family. Each engine features standard direct injection, continuously variable valve timing and Active Fuel Management, which means they seamlessly switch to run on four cylinders during light-load driving to save fuel. The increased power and efficiency of the new engines are the result of more than 10 million hours of sophisticated computer modeling, more than half of which were used to make the best of the combustion process. The new 4.3L V-6 EcoTec3 engine offers the most torque of any standard V-6 in the segment, with 305 lb.-ft. (413 Nm). Torque is the turning force that generates off-the-line acceleration and confident trailering performance. Sierras equipped with the 4.3L EcoTec3 V-6 will have trailering ratings up to 7,200 pounds (3,266 kg) for a regular cab, short bed, four-wheel-drive model – 500 pounds more than the most capable Ford F-150 3.7L and 700 pounds more than a Ram 1500 3.6L. Sierra’s standard V-6 also produces an SAE-certified 285 horsepower (212 kW) and is matched with a proven, efficient six-speed automatic transmission. “Rather than adapting a V-6 intended for use in passenger cars, we built a new engine from the ground up based on the unique demands of a truck,” said Jordan Lee, powertrain chief engineer. “Sierra’s 4.3L shares its basic design architecture with the latest iterations of the V-8 engines that GMC owners have trusted for generations.” The new 5.3L EcoTec3 is SAE-certified at 355 horsepower (250 kW) and 383 lb.-ft. of torque (519 Nm). With EPA-estimated fuel economy of 23 mpg highway (2WD), it offers the best fuel economy of any V-8 pickup, and beats the fuel economy estimates of the Ford EcoBoost V-6. The new 6.2L V-8 is available in Sierra SLT and Denali models. It is estimated at 420 horsepower and 450 lb.-ft. of torque – the most horsepower and torque of any light truck in the industry (SAE-certified ratings pending). The new 6.2L also enables a 12,000-pound maximum towing capacity for Sierra 1500, which is expected to the highest rating in the class. EPA fuel economy estimates for the 4.3-liter and 6.2-liter engines will be available later this year when certification is complete. With the new engine designs and additional developments, customers should expect Sierra’s second-generation Active Fuel Management to be more seamless and capable of operating longer in four-cylinder mode. All three engines use lightweight aluminum blocks and heads and are mated with durable six-speed automatic transmissions. A “cruise grade braking” feature down-shifts the transmission on downgrades, which is intended to reduce brake wear. V-8 models use new, larger 9.5- and 9.76-inch rear axles with the strength to accommodate the engines’ higher output. Duralife brake rotors and electric power steering Strong brakes are important for stopping trucks, whether they’re full of people, payload or both. The 2014 Sierra features four-wheel disc brakes with Duralife brake rotors, which feature a hardened and strengthened surface to reduce corrosion. Duralife rotors – a GM-exclusive technology – are expected to last twice as long as conventional rotors and provide quieter braking with less vibration. The 2014 Sierra also uses electric power steering. An electric motor in place of an engine-driven hydraulic pump saves fuel and allows for tuning that’s expected to result in a more consistent, crisp steering feel and plenty of assist for parking maneuvers. The new standard in truck interiors Premium materials, attention to detail and purposeful technology define Sierra’s all-new cabin. New soft-touch materials and available aluminum trim line an interior that’s focused on usable and productive space. “Truck owners want a well-crafted cabin, but also one that still feels like a truck,” said Helen Emsley, Sierra interior design director. “They want a purposeful interior, not one that’s flowing like you’d find in a car or crossover.” Sierra has an upright instrument panel designed for visibility and accessibility. Knobs and buttons are large, legible and within reach. All knobs are coated using a rubber-over-mold technology, so they’re easy to grip even through gloves. A new instrument cluster on all models features six gauges with an available centrally located, 4.2-inch color Driver Information Center with vehicle status information, a trip computer and other information, such as radio and navigation. A second, high-mounted glove box with a flat floor joins the traditional box below. Each of Sierra’s doors has storage crafted to hold most beverage containers and other personal items. Along the center stack and center console are additional cupholders, discreet compartments large enough for most laptop computers, and connectivity options. Sierra is available with a 110-volt outlet, up to five USB ports, four 12-volt outlets and an SD card slot. “Sierra sets a new standard for what’s expected of a pickup truck interior,” said DiSalle. “Our customers told us how they use their trucks and we listened. The combination of comfort, safety, space and technology is unprecedented in the segment.” Available IntelliLink connectivity uses a high-definition, fully reconfigurable eight-inch color touch screen with an intuitive layout and easy-to-read icons that control audio features, a Pandora app, Bluetooth phone features, and available navigation with all-new map displays. Many of the system’s features can be controlled by voice command, allowing drivers to keep their eyes on the road and hands on the wheel. Sierra’s seats use dual-density foam designed to stay comfortable over long hours and continue to look great after years of use. Leather and cloth are offered, and Sierra’s new high-wear cloth is designed to last longer and resist staining. A spilled drink will bead on the fabric, not soak in. Heated front seats are available with cloth seats and standard with leather. New door and bed configurations For the first time on double cab models, the 2014 Sierra has new front-hinged rear doors with outside pull handles at the rear, providing improved access in tight parking spaces. Unlike trucks with rear-hinged doors, Sierra’s layout allows rear passengers to enter and exit the vehicle with the front doors remaining closed. Crew cab customers, who represent more than 60 percent of retail Sierra owners, can choose between two bed lengths: a new 6-foot, 6-inch box is available in addition to the standard 5-foot, 8-inch box. Regular cabs continue to be available with the 6-foot, 6-inch or 8-foot box lengths, while the double cab will come exclusively with a 6-foot, 6-inch box. Cargo box innovations Sierra’s rear bumper features standard corner steps that make climbing into the bed easy, regardless of whether the tailgate is up or down. The steps are paired with grips formed into the top of each bed side. Four movable upper tie downs are also standard. They can be placed in nine different locations and can bear a 250-pound (113 kg) load. Available LED cargo lights integrated beneath the bed rails will illuminate the bed when a tonneau cover is in place. The available EZ Lift and Lower tailgate uses an integrated torsion bar and damper to ease lifting and lowering. Driver Alert Technology Several active safety features are available for the 2014 Sierra, including Forward Collision Alert, which uses a forward-facing camera to notify the driver of an imminent collision, and Lane Departure Warning, which uses the same camera to track the truck’s position in relation to a road’s lane markers. The camera technology was recently named a “Top Ten Tech Breakthrough of 2012” by Popular Mechanics. Paired with Forward Collision Alert and Land Departure Warning is GMC’s first-ever Driver Alert Seat, which generates vibrating pulse patterns on the left and/or right side of the lower seat cushion bolster to alert the driver of potential dangers, such as an un-signaled lane change or approaching another vehicle too quickly. According to GM research, the seat’s vibrations may direct driver attention to the location of a potential collision more quickly and accurately than audible alerts. Drivers have the option of selecting either audible or vibrating alerts. Quieter, stronger, more aerodynamic Quietness doesn’t only come from factors within the cabin. The 2014 Sierra features new aerodynamic measures that benefit fuel efficiency and reduce wind noise. Updated mirrors that reduce wind turbulence, triple-sealed inlaid doors, as well as roof and tailgate design features all help air flow smoothly and quietly over the Sierra. Additional sealing around the grille, headlamps and space between the cab and box are also designed to lower drag for the new trucks, along with new aerodynamic spats located in front of the rear wheels Updates to Sierra’s body and chassis are designed to improve ride and handling, comfort and capability. The fully boxed frame uses high-strength steel and hydroforming to provide more strength and rigidity with less weight. New cab structures incorporate high-strength steel in the A-pillars, B-pillars, roof rails and rocker panels, while ultra-high-strength steel segments of the rocker panels provide added protection for shallow offset crashes. Sierra’s aluminum hood saves approximately 17 pounds versus a comparable steel hood. At the rear, a roll-formed box is stronger, lighter and more durable than a traditional stamped steel box. Sierra uses aluminum for some suspension components for additional rigidity and weight saving, and new lightweight wheels are paired with low-rolling-resistance tires in most applications. The tires, along with new shear-style and redesigned hydraulic cab mounts, are designed to help reduce noise and vibration in the cabin. “Pickups aren’t just a tool for GMC owners – they’re part of their everyday lives, and Sierra needs to be as useful on the way to the movies as it is on the way to a job site,” said DiSalle. “The most important thing about the engineering behind this new truck is that it benefits owners in so many different ways.” Attention to detail GMC designers approached the exterior of the 2014 Sierra with respect for its predecessors, evolving its familiar shape while adding distinctive details like standard projector headlamps, available LED signature accent lighting and detailed new grilles. All Sierra models have chrome grille surrounds and premium black wheel arch moldings. Different trim levels feature chrome belt moldings, mirror caps and door handles, as well as unique wheel designs and grille details. Other new features include available front Park Assist, in addition to the rear Park Assist already available, and a sliding rear window with a defroster. Distinctive All-Terrain model Sierra All-Terrain has all-new styling for 2014. It includes a unique exterior appearance with a painted grille and less chrome, and is available as a double cab or crew cab in a limited number of colors. Standard equipment for Sierra All-Terrain includes the Z71 off-road suspension with monotube Rancho shocks, hill descent control, front recovery hooks, a transfer case shield and unique wheels and tires, along with an automatic locking rear differential that reacts in milliseconds in low-traction situations to improve safety and confidence on wet, snowy or muddy surfaces. Sierra All Terrain is available exclusively with an ebony interior and with front bucket seats on SLE models. A carbon fiber-look seat accent is standard on SLT models. OnStar details Six months of OnStar Directions and Connections service is standard on Sierra. OnStar is the global leading provider of connected safety, security and mobility solutions and advanced information technology. OnStar’s RemoteLink Mobile App allows smartphone users to control vehicle functions, access vehicle information and send directions directly to the vehicle. An opt-in service called FamilyLink allows subscribers to stay connected to loved ones by checking the location of their vehicle online or by signing up for vehicle location alerts.

Toyota Avalon

2013 Toyota Avalon offers a luxurious cabin, but not a Lexus ride ConsumerReports.org - 2013 Toyota Avalon offers a luxurious cabin, but not a Lexus ride In redesigning the large Avalon sedan for 2013, Toyota spiced up the proven recipe by mixing in a bit more Lexus-like cabin luxury. But it didn't get the dynamic flavor quite right. Always packaged and marketed as a sedan for older drivers, Avalons were known for a spacious interiors, a comfortable ride, and pampering amenities. For 2013, Toyota sought to broaden the Avalon's appeal, creating a bit more engaging driving experience and some of the latest cockpit technologies. (See our sedan buying guide.) Thus far, we have slightly mixed feelings about the success of this approach. We're currently testing two Limited models, a V6 and a hybrid. Both priced over $40,000. By now, we've logged hundreds of miles and our impressions are still solidifying, as the sedans begin their formal testing. While trying to make the car sportier to drive, Toyota didn't get the balance quite right. The steering is no longer super light, nor the ride floaty. But the handling isn't good enough that you'd want to hustle the car down twisty roads. Worse yet, the ride is harsh and abrupt with the 18-inch wheels. We favor the 17-inchers on our hybrid model. Dynamically, the Avalon is sending mixed signals. But there is much to like about this sedan. In fact, the interior has stepped it up, with rich materials and fine design touches. There's lots of room inside and you get a comfortable cabin for transporting full-fledged adults. Bluetooth connectivity and touch-screen interface may add some tech appeal, but we could do without the trendy flush buttons for some controls. There is much to like about the redesigned Avalon, but thus far, our testers are wishing for a bit more suspension refinement. Score one for Lexus luxury but it's penalized for a very un-Lexuslike ride. The video below shares more initial thoughts, as we continue testing these new cars.

Toyota Camry Sedan

Toyota updates the Camry sedan in just its second year Toyota updates the Camry sedan in just its second year ConsumerReports.org - Toyota updates the Camry sedan in just its second year Conventional wisdom dictates to hold off on buying a car in the first year of new generation due to potential reliability concerns. Now, we're seeing automakers like Toyota making improvements to popular models like the Camry sedan in just its second year, giving consumers more reason to hold off on buying the latest, greatest car. Much like Honda did for the 2013 Civic, Toyota has made several detail upgrades quicker than expected on a new car that should incrementally enhance the car's appeal and possibly address some of our minor criticisms. (Read our detailed Camry road test.) The front door panels on the Hybrid LE, LE, and SE trim levels are now covered in a soft-touch material, replacing the previous hard plastics. LE trims now have armrests that match the interior color, rather than being black. And variations with leather upholstery have new stitching details on the doors. Admittedly, these are rather low-impact upgrades, but they do address a weakness of the 2012 Camry. In our testing, we found the cabin materials disappointed, citing the hard headliner, some cheap-looking dash panels, and thin carpeting. Other pieces, including the map pockets and some dashboard panels, had visible mold flash, and some of the switchgear, like the climate knobs, felt insubstantial. Hopefully there was also more attention paid to general fit and finish. Other changes include making the 6.1-inch audio display screen standard on the L and Hybrid LE trims. However, no mention has been made of simplifying the stereo interface, which we found frustrating, with small touch-screen buttons and the need to navigate through menus to make audio adjustments. This screen can also be used for the available back-up camera. Augmenting the blind-spot monitoring system is the addition of a rear cross-traffic alert for 2013. This can warn of dangers when backing out of a parking spot. Ultimately, these tweaks are not earth shattering, but even small improvements are always welcomed. It is clear that automakers are working hard to compete for your dollar. If this trend continues, it does give another reason to not be the first on your block to own the latest model.