The danger with an exercise such as this annual shakedown — aside from driving off a mountain face, careening into a 12-point buck as it sprints from the underbrush (almost happened), or spinning off the track into an unprotected wall — is that it’s all too easy to become infatuated with big money, big horsepower,...
It’s not easy to win an Automobile All-Stars award. This year, we bestowed the honor upon just six of the 23 invitees to our annual showdown. But the remaining 17 contenders all deserve praise. Of the dozens upon dozens of new cars brought to market in 2016, they were the few strong enough for our vehicular rumble. Applause, then, for these competitors, several of which came oh so close to claiming a piece of our hardware.
The Bentley Bentayga weighs nearly 3 tons, but behind its cetaceous muzzle is a twin-turbo, 600-hp, 6.0-liter twin-turbo W-12. When the Bentayga needs to outrun a harpoon, it lifts its muzzle, makes a great bellow, and delivers terrifying acceleration. Not even the utmost Porsche Cayenne prepared us for an SUV such as this. “How does it go through corners without a wisp of understeer?” asked associate editor Jonathon Klein. Lots of electronics at work is how. So, relax. In fact, three days and nights in the belly of this beast would be no hardship whatsoever. “This is arguably the best luxury vehicle on the planet, regardless of segment,” editor-in-chief Mike Floyd said. The Imperial Blue interior of our test vehicle was shockingly posh. The quilted leather upholstery and brilliant, gleaming bezels imparted a clubby, Pall Mall exclusivity, reminding us how a character in a 17th century comedy said, “I am the worst man in the world at repenting, till a sin be thoroughly done.” – Ronald Ahrens
“Since 1996, the A4 has been one of Germany’s best cars, and it still is,” remarked contributor Steven Cole Smith after a run through our All-Stars test loop in Audi’s compact sedan. Other judges were split on how much fun the A4 was to hustle on winding back roads, but the Audi garnered nearly unanimous praise for its tech-laden interior and luxury appointments, which outclass many competitors in this space. Unfortunately, nearly all present also thought the Audi’s styling is about as unique as a chocolate-chip cookie and not nearly as tasty. In the end, despite its light, nimble feel on the road and a powertrain that won attractors for its smoothness and power, the Audi just didn’t spark any passion in the majority of our judges. Automotive design editor Robert Cumberford summed it up best: “Fast, stable, impressive in a lot of ways but overall left me indifferent.” – Rory Jurnecka
Toyota Prius Prime
Among all the haute metal in attendance, the red Prius Prime stuck out, for better or worse. Everything about the regular redesigned Prius is still there, including a surprisingly stout chassis, but so are new concerns. Despite a beefier 8.8-kWh battery pack that returns 22 miles of electric-only range, the Prime feels sluggish and required a heavy right foot to navigate our high-altitude test environment. Inside it’s loud, plasticky, and oddly styled. The pinched front fascia and excessively busy styling didn’t yield many fans, either. Still, the updated chassis and plug-in drivetrain show Toyota isn’t married to the “who cares; they’ll buy it anyway” mentality. “Once you get over the Prius stigma, the Prime is actually a pleasant place to motor, despite its exceedingly techy overtones and overwrought styling,” contributor Basem Wasef said. Competitors have caught up to — and in some cases surpassed — the Japanese behemoth, but Toyota deserves credit for defining this format. – Conner Golden
Nissan GT-R Nismo
If performance alone was the criteria for becoming an All-Stars winner, the GT-R Nismo was a shoo-in. “Holy hell, is this thing fast,” contributor Nelson Ireson said. Wasef added, “The Nismo’s ability to launch out of corners is downright breathtaking.” The GT-R received a slight redesign, interior upgrades, and increased sound deadening for 2017, and the changes carried over to the new Nismo. They’ve made the car more refined on the road than before, but age and dated looks ultimately hurt the car in the overall standings. “Old and feels it,” Ireson noted. Contributor Ronald Ahrens went as far as to say, “The Nismo looks like someone’s project car.” Price is not a strong deciding factor when it comes to All-Stars, but $175,000 also raised some eyebrows. Still, we could muscle it through the track’s tight sections at obscene speeds. There are still plenty of reasons to buy a GT-R. – Andy Pilgrim
While not exactly groundbreaking, Cadillac’s SRX replacement has its high points, including a comfortable cockpit, an epic, ultra-view sunroof, and a cool rearview-mirror camera. Under hood, the XT5 is motivated by a version of GM’s 3.6-liter V-6 delivering 310 hp and 271 lb-ft of torque, paired with an eight-speed automatic transmission. Its headlights resemble flaming flamingo heads at first glance, and from the side the door handles are staggered and follow a slanted line to its taillights. One editor described the crossover Caddy as “pleasant and practical, in an attractive package.” Cumberford disagreed about the $69,895 Platinum model we tested: “I found it uninteresting. I don’t think they’re there yet.” Features editor Rory Jurnecka said, “Not overwhelmed. Lethargic powertrain and dated feeling interior.” We also disliked shifting the XT5 into gear, as its push-button shifter feels like operating a worn-out 1980s arcade joystick. – Ed Tahaney
Renaming Chrysler’s people-hauler was a good idea as long as the tried-and-true hardware was repackaged inside this sleek new body. Although it’s 69.9 inches tall, a slight increase over the discontinued Town & Country, the Pacifica seems to have a low profile and evinces an aspect that’s as urbane as Jerry Seinfeld’s wit. “It has a wonderful interior layout—maybe the best of the All-Stars contenders for accessibility of controls,” daily news editor Conner Golden said. With scrumptious, coffee-colored upholstery and trim, this test vehicle was thoroughly pleasant and could be pressed into duty as a lounging area when the house gets overcrowded. Despite the body shell’s large apertures, this is a stiff structure. The atmosphere is as hushed inside as the barrel-vaulted lobby of Detroit’s splendid Guardian Building. The Pacifica’s 3.6-liter V-6 produces 287 hp — ridiculous for a minivan and plenty enough for this 4,330-pounder to scoot up and down a mountain road at an engaging clip. But steadiness and stability rather than sportiness characterize its road manners. How pleasing it would be to take the Pacifica on a long trip. – Ronald Ahrens
New to the luxury SUV fray, the F-Pace has an oddly unresolved feeling. Is it going for comfort or performance? Does it want to be a Lexus RX or a Porsche Macan? Its body has the right proportions, yet the tidy looks are more Mary Ann than Ginger. Doors slam with flimsy irresolution, and dynamic responses are also neither/nor. At first blush, the steering is light, brake pedal soft, and suspension underdamped. The 22-inch wheels suggest monster-truck intentions, but the F-Pace is tipsy and wobbly on just one slug of whatever fuels the Grave Digger. Slapped in the face, though, it sobers up and performs smartly. The same conflict is evident inside the cabin. It’s utterly conventional, yet the trimmings are quite nice throughout. This one had a plush headliner and wrapped pillars, a fine dashboard covering, and pleasant leather-upholstered seats with perforated inserts. The second row, however, was none too roomy. We think of the F-Pace as a territory that just received national status and will figure out a strong identity as it matures. – Ronald Ahrens
Aston Martin DB11
Holy smokes! Aston Martin’s new DB11 is outrageous. Half the citizenry will condemn it. The other half will beg for a ride and forever boast of the experience. They will also say, “You wouldn’t believe how insanely small the back seat is in this $215,000 car.” Yes, the DB11 is truly singular. Fender creases hark back to the DBR1, but the arching roofline is starkly modern. The car doesn’t always inspire confidence, however, especially in the chilly temperatures we encountered. “The DB11 was terrifyingly unpredictable. Too soft in the hardest setting and too twitchy. It frayed my nerves on the track,” said Golden, who echoed the sentiments of many. The quilted headliner matched the seat inserts’ flowing pattern. The satin-finish, chopped-carbon inlays fixed in place on the dash and doors were likely crafted on Jupiter’s moon Titan. We fired up the twin-turbo, 600-hp, 5.2-liter V-12, stomped the pedal, and survived monstrous acceleration in combination with the car’s harrowing inclination to oversteer out of the turns. Not long ago, some outlets had Aston Martin headed nowhere in new product development. The DB11 scuttles that argument.– Ronald Ahrens
It’s unlikely you’ll take your Infiniti Q60 on the track, but this is a fast sports coupe, so no apologies for thrashing it on the circuit. Infiniti probably wishes we hadn’t. “Properly quick, but the phone number the Q60’s electronic steering dialed has been disconnected,” senior editor for digital Kirill Ougarov said. “The fact it fried its brakes reinforces the notion that hardcore enthusiasts will find Infiniti’s overall package lacking in the left-seat department,” Wasef said. Yes, it’s bigger and heavier than a proper sporty car, but bigger and heavier cars didn’t let us down at the limit. Part of the issue — and a big reason it torched its brakes: The Q60 won’t allow its stability control system to be fully disabled. Infiniti got the styling right, but did that have to come at the expense of some of the mechanicals? The engine drew praise, as did the interior and the supportive seats. When driven at a back-road-appropriate 80 percent, the Q60 feels pretty good. The closer you get to 100 percent, the more apt you are to shop for something else. – Steven Cole Smith
The Mercedes-Benz E300 was a genuine contender for All-Stars honors but fell just a bit short. One reason why is the capable but unmemorable 2.0-liter engine. Several argued the overall car is quite good, but there’s something missing from the turbo-four. The busy nine-speed automatic does its best to maximize the available 241 horses but doesn’t quite make it fun. Otherwise, complaints were mild: “Baby S-Class? Eh, not yet. But it’s damn close,” noted Klein. “Nothing really blows you away about the E300, but it’s a lovely car to spend time in,” contributor Marc Noordeloos said. This less-is-more Mercedes — and its less-than-intuitive controls — is just fine for the average customer but likely a letdown for the enthusiast. The E400? That might have been a different story, and the AMG E43 almost certainly would have been. But we suspect Mercedes will cry about the consumer-savvy E300 all the way to the bank. – SCS
Despite its generic styling, weird shift knob, and short sunroof, the 2017 Genesis G90 is one smooth luxury sedan. Body roll? You bet. The soft suspension and handling is reminiscent of a mid-1980s Buick or Chrysler. “The Koreans have made a very nice Detroit car that Detroit can’t or won’t make,” Cumberford noted. Under the hood, there’s a 3.3-liter, twin-turbo V-6 with 365 hp and 376 lb-ft of torque, all mated to an eight-speed automatic transmission. The $69,050, four-door Caddy killer is good, but we still dislike its cheesy theme music and jingle at startup and shutdown — a trendy contrivance that needs to end. That said, “It’s tuned right with a cushy ride, La-Z-Boy-style seats, and a relaxed, classy vibe,” Jurnecka noted. It’s hard not to think of the pop band of the same name while sitting behind the wheel of the Genesis, but this solo brand is still more Mike and the Mechanics than Phil Collins or Peter Gabriel — for now. – ET
The Levante may have been the oddest duck in this All-Stars class. Bentley claimed the “How much is too much?” title by just showing up, but the Levante answered a question we’ve never heard anyone ask: Why doesn’t Maserati build a 2-ton-plus SUV? The interior is full of new ideas, some of which actually work, and the exterior is handsome. And yet: “I didn’t feel very engaged with this Levante, only that I was in something new and different and vaguely Italian,” observed Jurnecka. But then Golden said, “Really didn’t expect to like the Levante as much as I did. Power is great, and so is the steering. I’m not entirely sold on the styling, but I think it works.” The Ferrari-derived engine is a masterpiece, a fantastic-sounding V-6. Handling is good up to the point where tires and suspension no longer mask the weight. “Handled well, showing me mild understeer, but tossable to the point you can toss an SUV,” reported contributor Andy Pilgrim. Interesting at worst, useful and unique at best, in the end it’s an SUV, which means it could double Maserati sales, admittedly a low bar to clear. – SCS
Challenging the mighty BMW 3 Series and Audi A4 is a bold move indeed, but the Jaguar XE surprised us with its nuanced steering feel, composed chassis, and harmonious road manners. Although those strengths make it a surprisingly satisfying driver’s car, the XE lags in more subjective areas: character and charisma. Despite its eminent composure and finely tuned suspension, it seems Jaguar’s engineers enjoyed freer rein than its designers, an imbalance that left much of the Automobile team cold. Despite calling it a “nice car, good to drive, decent looking,” Cumberford added, “no real panache, no compelling reason to want one.” But as executive editor Mac Morrison noted: “I was unprepared for how much fun the XE is on the track, legitimately rotating easily into corners when I expected boring understeer.” Despite its competent dynamics, this German-like sports sedan lacked that certain je ne sais quoi we’ve come to expect from the leaping cat. Though the XE is an engaging driver and refreshing departure from the usual sport- sedan suspects, it doesn’t quite
sit on the All-Stars summit. – Basem Wasef
The new Continental won our nonexistent Most Polarizing Vehicle of All-Stars award, with our crew divided and vehement in its opinions. Not every car must be a performance prodigy to be a good car, but still the majority sided with comments such as: “The Continental nameplate requires a strong effort, especially after a nearly 15-year absence from the market. This was less than Ford/Lincoln’s best.” Much of the criticism came from the design changes made to the production car compared to the stunning Continental concept, which debuted at the 2015 New York auto show. And despite finding the driving experience more enjoyable than expected, many found it difficult to wrap their brains around this all-wheel-drive Reserve model’s final price of $70,900, including $14,060 in luxury options. But this Continental possessed several redeeming qualities, including exceptional seats, siesta-inducing ride comfort, a strong 400-hp V-6 with 400 lb-ft of torque, and an interior that is “better than what Cadillac does, even if it appears a bit too over the top.” – Mac Morrison
Ford Focus RS
Like its sedan cousin from Lincoln, Ford’s newest hot hatch was one of the most divisive cars at this year’s All-Stars gathering. A run down the spec sheet reveals a car that all of our enthusiast judges should have loved: a punchy, turbocharged engine; performance-tuned all-wheel-drive handling; an honest-to-goodness six-speed manual gearbox; and a button that puts the car’s stability control into Drift mode. Drift mode, for crying out loud! As it turned out, as much as most of us wanted to love the RS, the car’s brilliant back-road and on-track dynamics couldn’t justify the lackluster interior, high price, and downright uncompromising freeway ride. As contributor Michael Jordan noted, Ford tuned the Focus RS “to within an inch of its life. The truth is, Americans need more everyday comfort and utility in their cars than this Euro-bred hot rod can deliver.” Fortunately, there’s still the sensational, less aggressive, and less expensive Focus ST, which many judges admitted they would take in a heartbeat over the weapons-grade RS. – RJ
Sometimes being best isn’t good enough. “Mazda’s full-size SUV is stylish, capable, frugal in terms of fuel economy and cost, and comfortable even on long drives,” one staffer said. But the CX-9 didn’t quite make the cut as an All-Star. Maybe another comment explains why: “Good car. No obvious reason to choose it over another, which is Mazda’s perpetual problem. It doesn’t always get buyer consideration, even when the product is a bit above more commercially successful competitors.” Many of us liked the well-finished and easy-driving big box, but it didn’t always feel as good as it should “The turbocharged engine feels mismatched here.” On the other hand, another said: “With just four cylinders hauling all of that tall wagon body around, I expected the CX-9 to be a snore, even if it had the dynamics Mazda is deservedly known for. But the four-banger surprised me, with reasonable pep for a big people-mover. The interior is both handsome and surprisingly premium, with spacious second- and third-row seats.” In the end, the CX-9 just didn’t move the needle quite enough to earn it our ultimate accolade. – Robert Cumberford
Cadillac CT6 3.0TT
In the executive-sedan segment, perhaps nothing created as big a stir as the new CT6 did last year. It’s Caddy’s way of moving rapidly toward the future, and it’s a success, mostly. Give credit to the sharp styling and powerful 3.0-liter twin-turbo V-6 engine, putting down an impressive 400 hp. Its straight-line speed and surprising agility puts it toe to toe with any direct competitor not flaunting an AMG or RS badge, while still retaining the fantastic comfort befitting of the Cadillac crest. “The chassis is excellent. This is a car you don’t buy as a sport sedan, but when you find yourself on a twisty mountain road, you’re not going to embarrass yourself,” Detroit bureau chief Todd Lassa said. Conversely, “The CT6 is the Cadillac to get, hands down. It’s a well-executed, roomy sport sedan,” Floyd said. The CT6 impressed, but the price left us a little worried. An $80,000-plus bill for a Cadillac might be a hard sell for buyers used to ever-capable Germans. The CT6 is a good car, but we can’t wait to see what Cadillac brings to the table in the near future. – CG
It’s not easy to win an Automobile All-Stars award. This year, we bestowed the honor upon just six of the 23 invitees to our annual showdown. But the remaining 17 contenders all deserve praise. Of the dozens upon dozens of new cars brought to market in 2016, they were the few strong enough for our...
When we sit down to decide which vehicles we will invite to compete for our annual All-Stars awards, we have one goal: Bring only the best. We chose 23 vehicles to attend our 2017 edition, representing a broad spectrum of the market — everything from the extraordinary $276,040 Bentley Bentayga to Honda’s frisky $22,135 Civic Hatchback. No price caps, no defined niches, just the models we think are among the most representative of our ethos, the No Boring Cars brigade with All-Stars potential. Just being invited to the event means they are special.
As regular readers know, we’ve also adjusted our eligibility guidelines to keep the field to vehicles on sale in the previous calendar year. So the Chevrolet Camaro ZL1, Lexus LC 500, and Alfa Romeo Giulia — cars you have already seen on these pages — just missed the cut. Next year.
One of the key factors we take into account when choosing contenders is what a vehicle means in the context of the overall automotive landscape. Take the Toyota Prius Prime, for example. Although we can probably all agree the Prius isn’t exactly exciting to drive, it has come to define hybrid vehicles. It changed how people look at electrified cars and established Toyota as a pre-eminent player in the space. We wanted to understand if the Prime, Toyota’s latest plug-in hybrid version of the Prius, moved the car into another stratosphere. If that was the case, then it would warrant consideration as an All-Star. Not every vehicle we invite has to rocket from 0 to 60 mph in less than 5 seconds or be capable of crushing a race circuit to be in the running.
Given that many of the competitors aren’t track rats, we wanted to ensure our program allowed for even more on-road evaluation than before. Our location this year? Fabulous Las Vegas! With Sin City as our base of operations, our first port of call was Mount Charleston west of the Strip. We staged at the Resort at Mount Charleston, a cool little hotel near the ski slopes. From there, we drove each competitor on a glorious, curvaceous stretch of Nevada’s Highway 158 that crests at more than 8,400 feet. It was a stern test that allowed for in-depth examinations of steering and suspension feel, as well as power under hard acceleration going up and braking going down. And, of course, we also evaluated each vehicle’s interior setup, tech and safety features, and more.
After two days on the mountain, action shifted to the track, specifically Speedvegas, a slick new facility just a few miles south of the heart of the Vegas Strip. (Unfortunately, after our visit, Speedvegas experienced a crash that claimed two lives. An investigation into the incident is ongoing.) On the 1.5-mile circuit, we got the measure of performance-oriented machines such as the Aston Martin DB11, Nissan GT-R Nismo, Ford Focus RS, and others.
Once we had our fill of the go-fast set, it was time to cast the ballots. I’m particularly proud of the team we assembled this year: 19 voters representing a wide swath of experience and ages. From our esteemed automotive design editor Robert Cumberford, who has attended just about every All-Stars event in Automobile’s 31-year history, to championship-winning race driver Andy Pilgrim to newly hired editor Ed Tahaney, the opinions varied widely, and all were extremely passionate.
With the final votes tallied, the six winners, shot at the unbelievably scenic moonscape of Nevada’s Valley of Fire State Park northeast of Vegas, were the clear-cut top vote getters, with the NSX garnering the most. It came as no surprise. As I outlined in my March column, the NSX is one of the most accessible supercars of this era and allows even the most inexperienced drivers to comfortably push their limits. What did come as a bit of a shock (sorry) is the Chevy Bolt EV. It doesn’t look like much at first glance, but it blew away most editors with its range and overall capability. The close-but-no-cigar crew included two excellent sedans, the Mercedes-Benz E-Class and the Genesis G90, and the hyper luxurious Bentayga. Each contender received at least one winning vote, which speaks to the quality of vehicles on hand and to the diversity of editor opinions.
We know how fortunate we are to be able to spend the better part of a week ripping around in some of the world’s best cars, and though we have a little fun along the way, we never take lightly the importance of seriously and fairly assessing all of them. We hope you enjoy it, and, as always, let us know your thoughts at firstname.lastname@example.org.
When we sit down to decide which vehicles we will invite to compete for our annual All-Stars awards, we have one goal: Bring only the best. We chose 23 vehicles to attend our 2017 edition, representing a broad spectrum of the market — everything from the extraordinary $276,040 Bentley Bentayga to Honda’s frisky $22,135 Civic...
The proliferation of private racetracks has been swell for supercar owners but irrelevant for everyday enthusiasts who dream of caning high-dollar exotics far from the specter of law enforcement. The present world order makes Speedvegas, the site of our 2017 All-Stars track test, a dream destination for the automotive 99 percent.
With a fleet of blue-chip exotics including an Audi R8, Ferrari 458, Lamborghini Hurac
You Too Can Live it up at Speedvegas, Scene of our 2017 All-Stars Track Running
The proliferation of private racetracks has been swell for supercar owners but irrelevant for everyday enthusiasts who dream of caning high-dollar exotics far from the specter of law enforcement. The present world order makes Speedvegas, the site of our 2017 All-Stars track test, a dream destination for the automotive 99 percent. With a fleet of...
The post You Too Can Live it up at Speedvegas, Scene of our 2017 All-Stars Track Running appeared first on Automobile Magazine.
It’s not easy to win an Automobile All-Stars trophy. This year, we invited 23 contenders to our annual showdown. Of the dozens upon dozens of new cars brought to market in 2016, they were the few we deemed strong enough to deserve a spot in our vehicular rumble with a chance to win a piece of our hardware.
This year’s lineup featured a diverse cast of sports cars, luxury SUVs and sedans, and conveyance appliances with price tags ranging from affordable to unobtainium, and engine outputs between putting and thundering from all manner of cylinder layouts, aspiration configurations, and electrification applications.
We’ll roll out the details on all the contenders over the next few days before we announce the winners of our 2017 Automobile All-Stars awards during the Amelia Island Concours d’Elegance on Saturday, March 11 at 11 AM Eastern/8 AM Pacific.
|Acura NSX||Aston Martin DB11||Audi A4|
|Bentley Bentayga||BMW M2||Cadillac CT6|
|Cadillac XT5||Chevrolet Bolt||Chrysler Pacifica|
|Ford Focus RS||Genesis G90||Honda Civic|
|Infiniti Q60||Jaguar F-Pace||Jaguar XE|
|Lincoln Continental||Maserati Levante||Mazda CX-9|
|Mercedes-Benz E-Class||Nissan GT-R||Porsche 718 Cayman S|
|Toyota Prius Prime||Volvo S90|
It’s not easy to win an Automobile All-Stars trophy. This year, we invited 23 contenders to our annual showdown. Of the dozens upon dozens of new cars brought to market in 2016, they were the few we deemed strong enough to deserve a spot in our vehicular rumble with a chance to win a piece...
We named the Volvo S90 our 2017 Design of the Year, but the AUTOMOBILE All-Stars competition is a completely different game. Like all other contenders the big, stylish Swede had to put its best foot forward to make the strongest case for a trophy.
Volvo considered its best foot to be the $66,105 S90 T6 AWD Inscription that it sent our way. Power comes from a supercharged and turbocharged version of Volvo’s 2.0-liter I-4, which makes 316 horsepower and 295 lb-ft of torque — no small sum, but not huge either, considering the S90’s 4,222-pound curb weight. It is mated to a smooth eight-speed automatic that sends power to all four wheels.
Goodies found on this well-equipped example included cooled front seats, a heated steering wheel, 360-degree view camera, Volvo’s Pilot Assist semi-autonomous driving system, 20-inch wheels, and Bowers & Wilkins premium audio system.
Given the S90’s DoY pedigree, it’s hardly surprising that our judges were keen on the design, inside and out.
“Most of the pleasure to be found in this car comes from simply being in it. The cabin is filled with light and trimmed with natural materials, a breathtaking exercise in Scandinavian design,” noted contributor Michael Jordan. “Following the tasty XC90, the S90 brings a breath of fresh air with its lovely design and serene cabin,” echoed another, while another editor opted for a movie reference, noting, “To paraphrase Derek Zoolander, its really, really, ridiculously good looking.”
However, some found the view somewhat spoiled by the powerplant.
“The twin-charged inline-four is perky enough, strongly motivating the S90 up Mt. Charleston, but it lacks any real character and feels a little flatter than it actually drives,” mused features editor Rory Jurnecka. “Its turbo four isn’t quite as satisfying as bigger displacement engines with more cylinders,” said another tester.
Will the Volvo S90 add an All-Stars trophy to put next to its Design of the Year award on its mantle, or will its four-cylinder motivation make our judges think twice? Come back on March 11 to find out.
2017 Volvo S90 T6 AWD Inscription Specifications
|PRICE||$53,945/$66,105 (base/as tested)|
|ENGINE||2.0L turbocharged and supercharged DOHC 16-valve I-4|
316 hp @ 5,700 rpm, 295 lb-ft @ 2,200 rpm
|LAYOUT||4-door, 5-passenger, front-engine, AWD sedan|
|EPA MILEAGE||22/31 mpg (city/hwy)|
|L x W x H||195.4 x 79.5 x 56.8 in|
|0-60 MPH||5.7 sec|
|TOP SPEED||130 mph|
Our Design of the Year winner isn’t satisfied
The 2017 Toyota Prius Prime is the plug-in variant of the fourth-generation hybrid. It is capable of operating as an electric vehicle for up to 25 miles on a full charge using its 91 horsepower. Once the juice runs out, the 1.8-liter Atkinson cycle inline-four, which is good for 95 hp and 105 lb-ft of torque, kicks on and the Prius Prime becomes a regular hybrid Prius — except this one is eligible for a California HOV lane sticker.
Fitting of its badge, the Prius Prime is frugal at the pump, achieving 55/53 mpg city/highway when in hybrid mode. But since All-Stars is not a fuel economy competition, the Prius Prime needed to show competence in many other areas to be named a winner.
One such area is value. The $30,060 Prius Prime Premium that joined our competition came standard with key features that cost thousands on some of the other contenders, including adaptive cruise control, pre-collision assist, and a navigation system with an 11.6-inch screen.
Did our judges find any others? Well, yes.
Design editor Robert Cumberford found the car “quiet, smooth, and well able to stay with traffic. Detroit bureau chief Todd Lassa said it “transitions seamlessly between full EV and gas engine,” while contributor Marc Noordeloos felt this was “a Prius where it feels like Toyota actually tried in regards to the chassis.”
Will a good standard equipment package, good fuel economy, and few positive attributes get the Prime over the line? Come back on March 11 to find out.
2017 Toyot5a Prius Prime Premium Specifications
|PRICE||$29,665/$30,060 (base/as tested)|
|ENGINE||1.8L DOHC 16-valve Atkinson cycle I-4/95 hp @ 5,200 rpm, 105 lb-ft @ 3,600 rpm;|
permanent magnet AC synchronous motor/91 hp; total system output 121 hp
|LAYOUT||4-door, 5-passenger, front-engine, FWD hatchback|
|EPA MILEAGE||55/53 mpg (city/hwy)|
|L x W x H||182.9 x 69.3 x 57.9 in|
|0-60 MPH||11.0 sec (est)|
A Toyota Prius? In an AUTOMOBILE All-Stars competition? It’s more likely than you think. The 2017 Toyota Prius Prime is the plug-in variant of the fourth-generation hybrid. It is capable of operating as an electric vehicle for up to 25 miles on a full charge using its 91 horsepower. Once the juice runs out, the...
The new 718 Boxster and Cayman are Porsche’s first go at a four-cylinder-powered mid-engine sports car since the 914 although this time, the engines aren’t sourced from Volkswagen. While the entire 718 family arguably deserved of a spot in our All-Stars competition, the sportier Cayman S made the best argument for a chance to take home a trophy.
Porsche squeezed 350 horsepower and 309 lb-ft of torque from its 2.5-liter turbocharged flat-four before inserting it into the Cayman S and bolting it to a seven-speed PDK dual-clutch automatic. Before shipping this Lava Orange example to us, Porsche added the Sport Chrono Package, adaptive sports seats, PASM sport suspension, torque vectoring, sport exhaust, and 20-inch wheels to ensure that we had the most impressive Cayman S driving experience possible.
Things started off a bit rocky for the Cayman with our judges, several of whom predictably took issue with the new four-banger. For instance, despite finding the Cayman “comprehensively tuned to deliver full-speed excellence, kind of like a maximized Formula 1 setup ready for qualifying,” contributor Michael Jordan found the engine “a total deal-breaker.” Contributor Basem Wasef had similar conditioned thoughts. “It makes perfect sense on paper and is capable of going like stink, but I can’t help but feel that something is lost from the last generation of silky, revvy, sonorous naturally aspirated flat-six,” he said. Perhaps that is true, but one thing not lost and instead gained is raw speed.
Indeed, even the critics had positive things to say about the Cayman’s at-speed behavior. “What a wonderful little plaything: lithe, balanced, and deliciously modulated, it’s hard not to giggle out loud when you’re tackling a technical road or a tight section of track with the 718 Cayman S,” noted the aforementioned Wasef. Another editor said the Cayman has “an engine that sounds like butts” but found the chassis and gearbox “brilliant.”
As to whether the division over the engine’s aural attributes kept the Cayman from taking home an All-Stars trophy, you’ll need to come back on March 11 to find out.
2017 Porsche 718 Cayman S Specifications
|PRICE||$67,350/$95,925 (base/as tested)|
|ENGINE||2.5L turbocharged DOHC 16-valve flat-4|
350 hp @ 6,500 rpm, 309 lb-ft @ 1,900-4,500 rpm
|TRANSMISSION||7-speed dual-clutch automatic|
|LAYOUT||2-door, 2-passenger, mid-engine, RWD coupe|
|EPA MILEAGE||21/28 mpg (city/hwy)|
|L x W x H||172.4 x 70.9 x 51.0 in|
|0-60 MPH||4.4 sec|
|TOP SPEED||177 mph|
The new 718 Boxster and Cayman are Porsche’s first go at a four-cylinder-powered mid-engine sports car since the 914 although this time, the engines aren’t sourced from Volkswagen. While the entire 718 family arguably deserved of a spot in our All-Stars competition, the sportier Cayman S made the best argument for a chance to take...
The 2017 Mercedes-Benz E300 was the first variant of the new E-Class to arrive for the U.S. market and thus was the car Mercedes sent our way after receiving the invitation to our All-Stars competition.
Contributor Ronald Ahrens was duly impressed by the E300’s fresh design inside and out. “Gorgeous. Exterior is restrained and conservative, but the cabin is fine,” remarked Ahrens.
Powering the 2017 E300 is a 2.0-liter turbo four good for 241 hp and 273 lb-ft of torque, mated to Benz’s smooth nine-speed automatic transmission. The powertrain left a generally positive impression with automotive design editor Robert Cumberford, who called it “a marvel.” He conditioned that by saying “there is that Model A-like vibration that most four-cylinder engines have, and that does detract from the luxury impression,” but otherwise he found the E-Class to be “an absolutely wonderful four-door.”
Contributor Marc Noordeloos was less enthusiastic than Cumberford about the E300’s means of motivation. “The four-cylinder engine is pretty impressive and much smoother than the Volvo’s engine, but you feel the limited horsepower when really pushing the car,” he said.
But the powertrain is only part of the story. Our tester was not outfitted with 4Matic all-wheel drive, but it did have niceties including an air suspension, bumping Burmester sound system, heated and cooled front seats, and, courtesy of the $10,400 Premium 3 Package, massaging seats, adaptive cruise control, lane change assist, and parking assist.
Will the differing opinions about the 2017 E300’s powerplant keep Mercedes from scoring an All-Stars trophy, or will the rest of the package’s niceties overcome any hesitations our judges may have had? Come back on March 11 to find out!
2017 Mercedes-Benz E300 Specifications
|PRICE||$53,075/$71,855 (base/as tested)|
|ENGINE||2.0L turbocharged DOHC 16-valve I-4|
241 hp @ 5,500 rpm, 273 lb-ft @ 1,300-4,000 rpm
|LAYOUT||4-door, 5-passenger, front-engine, RWD sedan|
|EPA MILEAGE||22/30 mpg (city/hwy)|
|L x W x H||193.8 x 72.9 x 57.8 in|
|0-60 MPH||6.3 sec|
|TOP SPEED||155 mph|
The 2017 Mercedes-Benz E300 was the first variant of the new E-Class to arrive for the U.S. market and thus was the car Mercedes sent our way after receiving the invitation to our All-Stars competition. Contributor Ronald Ahrens was duly impressed by the E300’s fresh design inside and out. “Gorgeous. Exterior is restrained and conservative,...
In our first drive of the all-new 2016 Mazda CX-9, we concluded, “While Mazda will have a tough job ahead of it turning the heads of customers shopping for luxury vehicles in the three-row crossover segment, it’s now not out of the realm for them to seriously consider the CX-9 as a viable option.”
Given that bold proclamation, we had no choice but to invite Mazda’s second-generation three-row crossover to our All-Stars shootout.
The first generation’s V-6 is gone, its place taken by a 2.5-liter turbo-four good for 227 horsepower and 310 lb-ft of torque, which is mated to a six-speed automatic that sends power to all four wheels.
Mazda sent us a range-topping CX-9 Signature, which includes every luxury and tech feature the Japanese automaker has to offer. Active cruise control? Check. Rear cross-traffic alert, lane-keep assist, and blind-spot monitoring? Check. Nappa leather-trimmed upholstery? Check.
Despite the upmarket move, our judges felt the second-generation CX-9 was still a Mazda at heart.
“From throttle tip-in to steering response, it’s quite the athlete — most responsive — and drives smaller than it looks,” said contributor Ronald Ahrens.
“The four-banger surprised me, with plenty of pep for a big people mover, even at 8,500 feet,” mused contributor Nelson Ireson, who also chimed in on the interior, which he found “both handsome and surprisingly premium, with spacious second and third-row seats — spacious enough, even, for my 6-foot-2-inch frame to ride comfortably.”
Sounds like the recipe for an AUTOMOBILE All-Star, but you’ll have to come back on March 11 to find out if the CX-9 will make the cut.
2016 Mazda CX-9 Signature Specifications
|PRICE||$44,915/$45,215 (base/as tested)|
|ENGINE||2.5L turbocharged DOHC 16-valve I-4|
227-hp @ 5,000 rpm, 310 lb-ft @ 5,000 rpm
|LAYOUT||4-door, 7-passenger, front-engine, AWD SUV|
|EPA MILEAGE||21/27 mpg (city/hwy)|
|L x W x H||199.4 x 77.2 x 67.6 in|
|0-60 MPH||7.4 sec|
In our first drive of the all-new 2016 Mazda CX-9, we concluded, “While Mazda will have a tough job ahead of it turning the heads of customers shopping for luxury vehicles in the three-row crossover segment, it’s now not out of the realm for them to seriously consider the CX-9 as a viable option.” Given...
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Start: 03 Oct 2017 | End: 30 Apr 2018