Lamborghini is used to attention. Even near the headquarters locals will drop what they're doing to check out the latest fighter-jet-inspired supercar. The Asterion concept, though, will be grabbing more attention than any recent Lamborghini, and debuts at the 2014 Paris Motor Show. Some will gawk at the new shape, which has far more in common with the brand's GT cars of the 1970s than anything it's done since. The upright windshield, low hood, and long, sloping deck offer hints of the Jarama, Espada, Urraco, and even Miura. Many, though, will be far more interested in what's under that hexagonal rear glass. As you might've guessed, there's a 602-hp 5.2-liter V-10 producing 413 lb-ft of torque under there, but that's just the beginning. Between the V-10 and a seven-speed dual-clutch transmission is an electric motor that serves as power booster, starter, and generator. Ahead of the engine is not a driveshaft for the front axle, as in a traditional Lamborghini, but a lithium-ion battery pack. That doesn't mean the front wheels are unpowered, however. Up front are two electric motors, each driving a wheel. Together, Lamborghini says the electric bits produce 295 hp. Altogether, the Italians say the Asterion produces 897 hp and will hit 62 mph from a stop in 3.0 seconds flat (which is probably conservative) on its way to a 199 mph top speed.
As if a plug-in hybrid that doesn't look like a doorstop wasn't enough of a deviation from modern Lamborghini dogma, the Asterion doesn't take its name from a fighting bull, either. Rather, Asterion is the proper name of the half-man, half-bull beast known colloquially as the Minotaur in ancient Greek mythology. Lamborghini says the name was chosen in keeping with its tradition of naming its cars after bulls, but with an added twist symbolic of the plug-in hybrid powertrain. As the company puts it, "the strength of a bull delivered by the naturally aspirated engine is combined with the human rationale delivered by the hybrid technology." Unfortunately, Lamborghini seems to be confusing the Minotaur, which had the body of a man and the head of a bull, with the Centaur, which had the body of a horse and torso and head of a man. Lamborghini sources tell us the Asterion isn't for sale, though we suspect if it's well-received, it will be. Lamborghini says the technology is available today and would put a serious dent in the company's fuel economy and emissions problems, which aren't going away as governments worldwide tighten their regulations. Given the availability of the technology in the vast Volkswagen Auto Group parts bin, Lamborghini would likely be able to put the car into production relatively quickly. If that happens, we expect a price tag well above the Huracan's almost $240,000 starting point.
Excitement isn't the stock and trade of midsize sedans. These cars are meant to get you from A to B comfortably and efficiently with plenty of room for passengers and stuff. Going fast isn't really the idea, and to wit, all but one of the Camry's competitors has dropped their V-6 engine in favor of a little turbocharged four-cylinder. Despite all the changes to the 2015 Camry, though, its big V-6 soldiers on.
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| TOYOTA CAMRY v6 |
The reason, Toyota says, is simple: It works. The 3.5-liter V-6 has proven itself reliable and versatile over the years. More than that, it still makes class-competitive power and returns class-competitive fuel economy. Why reinvent the wheel? What the data sheets don't tell you is that it's also a sweetheart of an engine. It feels more powerful than the numbers would suggest and delivers that power in a nice, smooth, linear pull all the way up to redline, producing a nice, soft growl along the way. In the Camry, it's mated to a six-speed automatic transmission that's generally quite smooth, but will give you a small bump on downshifts. It's not quite as smooth as the four-cylinder powertrain, but it's pretty good. As the V-6 powertrain is unchanged for 2015, and because Toyota says the new car weighs about the same as the old one, it's more than likely the performance will also be unchanged. The last V-6 Camry we tested, a 2012 SE model, weighed 3320 pounds and hit 60 mph in 5.8 seconds (0.2 second slower than a 2015 Ford Mustang EcoBoost). It needed only 14.2 seconds to finish the quarter-mile and did so at 100.6 mph (one tenth of a second slower than the Mustang but nearly 3 mph faster). Stopping that Camry from 60 mph required 120 feet. Out on the skidpad, it pulled 0.81 g average and completed our figure-eight test in 27.2 seconds at 0.66 g average (significantly slower than the Mustang, in case you were wondering). Likewise unchanged from that 2012 model is the EPA-estimated fuel economy, which rings in at 21 mpg city, 31 mpg highway, and 25 mpg combined.
Steering and brakes have been updated. The former has been retuned to be more responsive and provide more feel (debatable), while the latter are actuated by a new booster that greatly improves pedal feel. Put it all together and you have a car that is much more responsive than the one it replaces. Responsive, though, doesn't necessarily mean exciting. Rather, the Camry feels very capable, but also very dispassionate. It goes around a corner perfectly competently and confidently, but without any enthusiasm. It's good, but it's not fun.
All in all, the 2015 Camry V-6 is a greatly improved car compared to the one it replaces. It looks better, it's more comfortable, and it drives better, even if it isn't emotional about it. Midsize sedans like this may be more about the destination than the journey, but if you want to get to there a bit quicker than the rest, the Camry V-6 might be the car for you.
Audi will offer a 2015 S3 Limited Edition Package, which includes a number of visual and performance upgrades from the standard car. Only 350 models will be built.
In terms of cosmetic changes, the limited edition offers a Daytona Gray pearl exterior paint, a contrasting black and red interior, full LED headlights, and red brake calipers. The Limited Edition model also comes standard with the S3's performance package, which adds 19-inch S3-specific wheels and 235/35 summer tires and Audi magnetic ride, magnetic suspension system constantly adjusts the firmness of the dampers within milliseconds based on current driving conditions. All 2015 S3 models come with a 2.0-liter TFSI engine with 292 horsepower, up from 220 horses on the Audi A3 2.0. The S3 engine -- which features a new turbocharger, new valves, an upgraded braking system, and other changes over the A3 -- is paired with an S-tronic dual-clutch transmission. Acceleration from 0-60 mph is estimated at 4.7 seconds.
Audi has not yet announced pricing on the 2015 S3 Limited Edition models, but we can assume it will be priced well above the base S3, which starts at $41,995 after destination.
Source: Audi
We were big fans of the C63 AMG and its naturally aspirated 6.2-liter V-8. But all good things must come to an end. The C63 AMG is dead. Long live the 2015 Mercedes-AMG C63.
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| FRONT VIEW |
No, that's not a typo. Mercedes is following through with what it started with the Mercedes-AMG GT, dropping the "Benz" and replacing it with the name of its Affalterbach-based tuning arm. Though its name has changed, the C63 is still a C-Class stuffed with a V-8 engine -- just not the M156 we fell in love with. As we first heard this year in Geneva, that engine has been replaced by the M177, a twin-turbo 4.0-liter V-8 that Mercedes says is a close relative of the M178 found in the Mercedes-AMG GT. The engine in the standard C63 makes 469 hp and 479 lb-ft of torque, which is more than the base GT's 456 hp and 443 lb-ft. The C63 S model makes the same 503 hp as the GT S, but significantly more torque at 516 lb-ft (compared to the GT S' 479 lb-ft). Both 2015 Mercedes-AMG C63 variants route power to the rear wheels via an AMG Speedshift MCT seven-speed automatic transmission.
Just like the GT, the C63 tucks its two turbochargers inside the V-8's valley. This makes the powertrain more compact and also optimizes responsiveness. In addition, the C63 gets the GT's dynamic engine mounts, which can vary their stiffness depending on driving conditions. Also variable is the sound emitted from the C63's four tailpipes. A standard sports exhaust system uses an electronically controlled exhaust flap to alternate between a low-key hum for long-distance driving and a more visceral sound for spirited canyon romps. For even more aural control, a performance exhaust system is available with three electronic flaps. Mercedes claims the C63 will be the most efficient eight-cylinder car in the high-performance segment. Helping in that mission is a new "Gliding Function," which can decouple the engine from the drivetrain if the driver lifts off the throttle between 37 and 99 mph. The automaker says that the new C63 consumes roughly 32 percent less fuel than its predecessor.
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As you might expect, the C63 looks like a standard C-Class with the usual AMG visual tweaks applied. The car gets AMG's "A-wing" front valance, as well as a front splitter for improved downforce. In back is a rear diffuser insert with three fins, which fills the gap between the characteristic AMG quad exhaust tips. The C63's interior is what visually sets it apart the most from its lesser C-Class siblings. A three-spoke, flat-bottom steering wheel features a red strip that marks the 12:00 position and is placed in front of a two-binnacle gauge cluster with carbon weave-pattern dials. That carbon theme continues on the center stack, which features an IWC analog clock, AMG Dynamic Select switch, COMAND touchpad, and other controls specific to AMG models. Sports seats upholstered in MB-Tex vinyl and Dinamica microfiber come standard, while performance seats with more bolstering and a lower seating position are available.
Price Range: $38,400 - $63,000
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