2012 Mercedes-Benz S63 AMG review notes

DIGITAL EDITOR ANDREW STOY: As fate would have it, I was handed the keys to the 2012 Mercedes-Benz S63 AMG immediately after I spent the evening in a disappointingly over-automated CL550. My hope was that the additional $34,000 and rescrambling of the decklid alphabet soup would result in a true driver's car.
I wasn't disappointed. It's no C63 AMG in terms of its violence, but the S63 is a camouflage cruise missile of the first order—an earthbound business express of the sort no one in the world seems to build outside of Germany—or, more accurately, German companies.
The S63 was cursed with the same confusing COMAND layout as the CL550, which meant my Bluetooth phone again couldn't be synched. But at least the seats played nice this time, and the entire cabin was imbued with a cigars-and-brandy aesthetic a bit uptight for my taste, but then I'm not generally the target market for a $162,000 four-door supercar.
That's not to say I don't want to be . . .
EXECUTIVE EDITOR ROGER HART: Despite this car being somewhat subdued, almost stealth-like in its appearance, I was amazed at just what a head-turner it was, drawing attention from neighbors as well as those passing by the house on a walk in the neighborhood. Maybe it was exactly that stealth look that made people notice. It's partly due to the flat gray paint, which is not something you see every day, and it's also due to the menacing look this thing gives off. Fire up the engine and the exhaust note backs up the look—this thing can take on nearly all comers.
This is another of those near supercars that defies the laws of physics. It is surprising just how quickly something this big and heavy can move, and the nimbleness in which it can do it. The steering weight is a bit too heavy for my tastes, as it takes away from the overall steering feel. It limits being able to feel the car placed exactly where you want it in a corner. But that is about the only complaint I have, and if this were in my garage, I'd get used to the feel straightaway.
I didn't have any trouble pairing my phone, and I've gotten used to the COMAND system and find the navigation relatively straight-forward. The air conditioning was downright frigid—something you appreciate on a hot day.
ASSOCIATE EDITOR JAKE LINGEMAN: There's no reason this car couldn't easily take the place of the Maybach for all the rappers and ballplayers out there. It has a nuclear weapon for an engine, a tank for a body and a high-backed leather chair for a perch. Like the guys above said, there's nothing this car can't do.
I was surprised and delighted by the matte finish on the Benz. It makes a beautiful car just a bit sinister. It's a $4,000 option by the way, and much more difficult to take care of as opposed to a standard hue. If my neighbors didn't think I was a drug dealer before, they definitely do now.
The sound of the engine is just fantastic, low, angry and powerful—but it really only gets going fast when you already have a head of steam. Any attempt at a hard start is met with electronic nannies telling you to behave.
I put the car in sport suspension mode and left it there the entire night. Even at that setting, the car can roll over bumps and potholes like they're not even there. With the windows rolled up, you feel completely isolated. In this car, that's a good thing.
The center console controls are somewhat easy to use, once you get the movements down. I like that the volume is a separate knob, which can be easily felt without looking. I did quickly find the massage function in the menus, which I commenced to using immediately.
ROAD TEST EDITOR JONATHAN WONG: Yes, the matte paint job does get its fair share of attention. If you've been to SEMA anytime during the past few years, you knew the matte paint trend was coming and I think it's safe to say that it's here. Heck, you can get matte paint on a Hyundai Veloster!
Besides that, as others above have mentioned, this big, near-5,000-pound sedan does deliver on so many fronts. It's a luxury liner with glider-like ride quality and top-notch interior surroundings. There are rich leathers, slick carbon fiber trim pieces and comfortable seats that will even massage you.
On the other hand, there's 563 hp on tap and 664 lb-ft of torque that's available from just 2,000 rpm from the twin-turbo V8 with optional AMG performance package. That's up 20 hp and 74 lb-ft of torque compared to a S63 AMG in base form. Oh, and top speed gets raised from 155 to 186 mph, which I suppose makes the person paying $7,300 for the performance package feel a little better knowing their car can go that fast.
And yes, something this big and weighing this much handling this well is worth applause. Steering has a hefty feel to it, which I like, and the way it holds itself together when taking turns is surprising. There's some initial roll at turn-in, but then it just holds its position and tracks through corners with little drama. It's difficult to wrap your head around the S63's handling abilities even when you're behind the wheel as it shoots around bends.
Another thing I like about AMG vehicles are the brakes with a firm pedal feedback. Normal run-of-the-mill Mercedes cars are usually hampered by a squishy brake pedal, which is one of my biggest beefs when it comes to cars.
As for this turbocharged engine, I like it a lot with all the twist available down low, and it really gets this sedan moving. Triple-digit speeds can be reached without breaking a sweat and when you just want to cruise lazily around town, the engine will hum at low rpm to totally fly under the radar.
I do miss the old 6.2-liter naturally aspirated that went away from the S63 after the 2010 model year, but the engine still sees duty in the C63 AMG and SLS AMG. That engine sounds brutal and seemed a smidge more responsive, but with just 518 hp and 465 lb-ft of torque in base form, the new engine wins in the most important category: performance. Not saying this turbo engine doesn't sound good, because it certainly does. It's just not quite as good in my opinion.
The only complaint I have about this car is the seven-speed automatic transmission. Sometimes it gets hung up a little between gear shifts at low speeds, and the occasional downshift can be clunky.
Besides that, this high-powered S-class remains at the top of the class. It's crazy to think that because this generation S-class has been around since the 2006 model year. How's that for longevity?
2012 Mercedes-Benz S63 AMG
Base Price: $140,175
As-Tested Price: $162,675
Drivetrain: 5.5-liter twin-turbocharged V8; RWD, seven-speed automatic
Output: 563 hp @ 5,250-5,750 rpm, 664 lb-ft @ 2,000-4,500 rpm
Curb Weight: 4,916 lb
Fuel Economy (EPA/AW): 18/16.3 mpg
Options: AMG performance package including power increased to 563 hp/664 lb-ft, top speed increased to 186 miles per hour, carbon fiber engine cover ($7,300); designo Magno Alanite Gray paint with matte finish ($3,950); rear seat package including eight-way power adjustable rear seats, 4-zone automatic climate control, 5-place seating, heated and active ventilated rear seats ($3,040); driver assistance package including Distronic plus adaptive cruise control with pre-safe bake, active blind spot assist and active lane-keeping assist ($2,950); carbon fiber/black piano lacquer trim ($2,850); 20-inch forged AMG wheel ($1,700); splitview ($710)

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Jaguar offering one XJL Ultimate at Gilt.com

Jaguar is partnering with Gilt.com to sell a special version of its 2013 Jaguar XJL Ultimate. It will come with a Polaris white paint job and a black interior. This is not an auction. Buyers have to be logged on at noon Eastern on Friday, Sept. 21. First click gets the car.
As a bonus for signing the $155,875 check, you get a vacation for two to London. It includes a stay at the world's only Jaguar suite, designed by Ian Callum. The suite is at a Taj hotel, named 51 Buckingham Gate.
This may be your only chance to get behind the wheel of the XJL Ultimate, because only 30 are coming to the United States. All except the one on Gilt will have an amethyst paint job.
You have to be a Gilt member to purchase the car. But we signed up and it only took a few minutes. Go to the men's section to check out the car.
The London trip includes two round-trip tickets along with four days and three nights at the hotel, which includes a private butler. Jaguar and Gilt throw in a dinner for two in the suite cooked by a Michelin-starred chef, a meet and greet with Jaguar's design team, a bottle of Lanson Champagne and $2,500 Gilt shopping spree to prepare for the trip.
The Jaguar XJL Ultimate comes with a handful of toys. Two iPads are included for back seat passengers, a rear chiller with champagne flutes and a 15-channel, 20-speaker Meridian sound system. It also comes with Jaguar's awesome 5.0-liter supercharged engine with an output of 510 hp.
“A partnership with Gilt.com is a great way to launch the Jaguar XJL Ultimate,” said David Pryor, brand vice president for Jaguar North America. “Designed to attract a customer who has a passion for luxury and a taste for adventure, the Jaguar XJL Ultimate—partnered with an exclusive London getaway—is a winning combination.”

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2012 Coda Sedan drive review

What is it?
There is a place for a modest electric vehicle. A workaday electric vehicle. An electric vehicle for the vegan who doesn't feel the need to engage in bumper-sticker politics. An electric vehicle that gets one from place to place with not a modicum of fuss and engenders minimal range anxiety.
Coda aims to build that electric vehicle. So they engineered a very fine battery, a lithium-iron phosphate (LiFePO4) unit they believe in so much that they've tagged it with a 10-year/100,000-mile warranty. Then they took said battery and stuck it in the floor of a rather homely Chinese car.
They're a thoughtful group of auto-industry vets, these Coda people, and they've rallied around a sensible cry—dependable range. The EPA rates the Coda sedan at 88 miles on a charge. A Coda engineer once hypermiled one to 160. The company says 100 miles on a charge is absolutely within the realm of the average driver, and based on a day tooling around Los Angeles using the A/C rather liberally and paying scant attention to miserly driving habits, we have no reason to doubt their claim.
What's it like to drive?
Based on the aging Chinese-built Hafei Sabao, the Coda sedan's a curious mix of the excellent and the thoughtlessly janky. One benefit of basing the car on an older platform is that the out-of-vogue concept of cabin visibility is still in play. The low beltline allowed us our preferred motoring posture, left elbow perched on the window sill. As such, we didn't notice one of the bigger ergonomic complaints about the Coda—that the door-mounted armrests are mounted exceptionally low, even for people of more diminutive stature.
Coda clearly put most of their effort into the powertrain, and it shows. A 0-to-60-mph time of 9.5 seconds doesn't sound like any great shakes, especially when Elon Musk is touting the Porsche-trouncing benefits of electric propulsion, but the reality is that the power level is perfectly adequate for around-town motoring. The Coda packs a joyful midrange punch. Anywhere between 25 and 70 mph, dipping into the throttle produces an accelerative sensation akin to a turbocharged mill that's constantly spooled up.
The chassis favors ride over handling, but it's not utterly useless in a corner, as the underslung battery pack keeps the center of gravity low. With 221 lb-ft routed through the front wheels, one would expect a healthy dollop of torque steer. Said dollop is not nearly as pronounced as one might expect. It's more like a smidge.
It's the controls that really undo the machine. Today's hybrids and EVs generally feature a nearly seamless transition between regenerative braking and hydraulic actuation of the discs and/or drums. They've become so refined that the process is practically wholly linear. The Coda, however, suffers from a nonintuitive hump where the discs start to grab. Over the course of a day's driving, we never really got a handle on stopping the car fluidly.
Behavior of the sort may have been acceptable in the early days of regenerative systems, but given that cars like the Tesla Model S and theToyota Camry Hybrid manage the transition so wonderfully, the Coda comes off as homebrewed and underbaked.
The console-mounted rotary gear selector is another sore point. With no mechanical goings-on to hint at what drive mode we'd just engaged, we found ourselves repeatedly dropping the Coda into neutral when we were looking for forward motion. It's something one would get used to quickly enough, we imagine, but the fact that it's not as intuitive as it could be illustrates that, as serious as Coda may be about battery technology, they suffer from an acute lack of seriousness about actual motoring.
We never really came to grips with the steering, either. The recurring sense was that the steering shaft had to be some manner of hard rubber extrusion. The cheaper Mitsubishi i, in contrast, has excellent steering, tweaked by the same engineer responsible for the helm of the sticks-to-your-face Lancer Evolution.
On the bright side, the optional Alpine stereo sounds pretty good, and the smart battery packaging means that the trunk is free, clear and usable. Take that, BMW ActiveE.
Do I want one?
High points aside, the Coda is about as much of an automotive penalty box as one can find in the current crop of EVs. The Leaf and i offer funky styling and the reputation of known manufacturers. The Ford Focus Electric even manages to add a dose of handsome to the basic car—a machine that's already among the nicer vehicles in the C-segment. The Model S features solid styling and a general sense that Tesla really sweated every detail when it comes to the feel of their automobile.
Coda put all their eggs in the battery's basket. We'll give the battery a good grade based on our experience and the industry-leading warranty. As for the rest of the rest of the car? Might we kindly suggest they put their battery in something else? Coda's next vehicle is being developed in conjunction with a different Chinese partner, Great Wall. Perhaps they'll have the kinks worked out by then, but with the current sedan as the small company's only offering, we'd recommend that eco-intenders either sacrifice some range, spend more money or grit their green teeth and purchase a plug-in.
2012 Coda Sedan
Base Price: $38,145
As-Tested Price: $39,640
Drivetrain: 31-kWh battery pack; 134-hp, 221-lb-ft electric motor; one-speed automatic
Curb Weight: 3,670 lb
Fuel Economy (EPA): 73 mpg-e
Range (EPA): 88 mi

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New Audi S3 packs 296-hp punch

Audi has turned up the heat on the S3 as it prepares to take the fight to the likes of the recently introduced BMW M135i and upcoming Mercedes-Benz A45 AMG in what is set to become an intriguing battle for premium-brand hot-hatchback supremacy.
Audi does not sell the current S3 in the U.S. market.
The third-generation model of Audi's all-wheel-drive S3 is pictured here officially for the first time ahead of its public debut next week at the Paris motor show. It is the first in a series of new performance cars from the Volkswagen Group to benefit from an advanced turbocharged 2.0-liter direct-injection gasoline engine developed from scratch as part of Audi's EA888 engine family.
With 296 hp at 5,500 rpm and 280 lb-ft of torque between 1,800 and 5,500 rpm, the new four-cylinder engine provides the S3 with unprecedented levels of performance. There is an additional 35 hp and 22 lb-ft of torque compared with the EA113 engine used by the second-generation S3 on sale since 2006.
The power is channeled through either a standard six-speed manual transmission or optional six-speed double clutch S-tronic gearbox. The latter offers steering wheel-mounted shift paddles and an automatic mode for hands-free shifting. Drive is apportioned to all four wheels via a Haldex-style multi-plate clutch.
Audi quotes a 0-to-62-mph time of 5.1 seconds for the new S3 running the S-tronic gearbox, while the manual posts a time of 5.4 seconds. Top speed is limited to 155 mph. Combined city/highway fuel consumption on the European test cycle is put at 34.1 mpg for the manual and 33.6 mpg for the dual-clutch car.

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2013 Ford Mustang V6 Premium coupe review notes

NEWS EDITOR GREG MIGLIORE: Everyone has been making a big deal about the Subaru BRZ, but when you think about it, a pretty solid sports car has been in front of us for the better part of the past half century. It's called the Mustang, and I would argue this generation of steed is the best yet.
The V6 with a manual is a fun, engaging, somewhat raw car for the weekend. I really enjoyed it. It's simple, fairly light and adequately powered, making for a machine that sounds and feels good to drive. This is one of those cars that resets your brain. You concentrate on nailing the shifts, taking corners energetically and listening to the engine and the radio. The sound of the revs building in synch with a saxophone blaring through the speakers is car catharsis for me.
I'm a big fan of the appearance, too. The Mustang is buff, taut and looks more cutting edge than the last generation, which was flat-out retro. This Grabber blue and dark wheels combo looks pretty sharp to my eyes.
The Mustang is the kind of car that makes you roll down the windows and let the wind in. Now is it perfect? No. The chassis is a little ragged, it's easy (and fun) to make the rear end come unsettled, and the shifts can be a touch notchy. I'm not sure I'd opt for Recaro seats with the V6, though they're pretty comfy for an average-sized male. My disposable income would go to the V8, I think. Still, the Mustang has excellent dynamics and is a hoot to drive.
EXECUTIVE EDITOR BOB GRITZINGER: Lots of looks for this Grabber blue baby--everyone is so taken by the paint that they don't really care that it's only packing a V6 under the hood. I personally enjoy what Ford, GM and Chrysler have gotten out of their V6 engines in this new generation of fuel-efficient 300-hp pony cars. It's enough power to be fun, without driving (and fueling) a big V8 for your entire stewardship. Adding the six-speed manual is a major thumbs-up for the 'Stang.
I'd add that, in addition to the grabbing exterior, the Mustang sports the nicest interior in the genre right now--lots of soft-touch materials, simple throwback analog gauges, functional center stack, perfectly positioned shifter, steering wheel and pedals and a great driving position. Toss in the Recaro buckets and everything jumps up a notch. I am still annoyed by the placement of the center-console release button, which seems to pop open every time I lean my elbow amidships.
Ironically, the biggest rub for me with the V6 is that it's not a great driving powertrain. The V6 is raspy, with little if any exhaust note (seems like an aftermarket tune could fix that in a minute), and the clutch is hard to actuate smoothly. The steering is spot-on and quick, but the rest of the suspension doesn't feel quite so tied down. The result is a less than satisfying driving character in a car that has all the potential to be a value performance star.
It looks great though.
EDITOR WES RAYNAL: I love the color on this 2012 Ford Mustang V6 Premium. I don't know if Ford broke in to Richard Petty's shop and stole some of his Petty blue paint, but this looks dang close to that color. I think overall the car just looks cool.
I'm very fond of the rest of the car as well. I thought the seats were terrific and plenty of room inside--at least in the front.
I think the engine is stout, though of course I'd rather have a V8 in my Mustang. But this ain't bad bang for the buck, and 305 hp out of V6 is nothing short of amazing. Consider: A 1970 Boss 302 had less. Though, I'd want to sex up the exhaust note somehow.
As for the ride/handling, I suppose the best way for me to sum that up is that it rides and handles better than any live-axle car has a right to--that is to say it's a little bouncy and unkempt, but one gets used to it and you can actually plan for it. I thought the car was nice and flingable, and I'd happily drive it everyday. It would definitely be on my shopping list.
ASSOCIATE EDITOR JAKE LINGEMAN: I was a little surprised at the price of the V6 Mustang, but it's the Premium trim. The basic model starts at $22,200. I think the $31,200 price tag should get you a V8.
Despite that, this is the best year of the Mustang since the fifth generation debuted in 2005. The sequential taillights are still there, but now with cool black surrounds. The bulging hood looks tough from the front and from the driver's seat. The nose has become pointier in the last few years, and I think this is the first model to add a chrome strip around the center air inlet. The new headlight design looks sweet at night, and that will be the easiest way to differentiate a 2012 from a 2013.
The love fest continues for the Grabber blue paint. My family loved it, and people approved with thumbs-up around town during the day.
Moving to the driver's seat, Wes is right; this interior is comfortable and exudes quality. The Recaro seats are awesome, but I'm not sure if they're $1,600-awesome. The radio controls took a minute to get used to. I had the iPhone plugged in, and you have to select it as a source every time you get in the car, which is a bit of a pain. Like Bob, I also noticed the center-console opener was exactly where your elbow falls when cruising, quite annoying.
I drove around two friends over the weekend, stuffing a 6-foot-2-inch passenger in the back seat. His knees were a bit splayed, but he said there was enough headroom to be comfortable. Bravo for that, Ford.
I'm a little torn on the powertrain. The 3.7-liter V6 gets this car going, and sounds great once you pass 5,000 on the tach, but it's a little underwhelming in the middle. It sounds more like a Nissan V6 than a Ford Mustang, but I'm sure a muffler shop could fix that. The shifter on the six-speed is tight, and throws are extremely short. From the 1-2 side to the 5-6 side is probably less than three inches, and the throw from front to back are only a bit longer than that. I didn't really notice the notchy operation that Greg did, but it does make some weird noises going into reverse.
Ford is still using the solid rear-axle setup, which doesn't exactly scream advancement. But it does have the system figured out as well as anyone. It can swing the tail out easily, and wheelhop is kept at a minimum.
Overall, the V6 looks like a gem on the streets and even gives enthusiasts something to enjoy. Of course, your other option is a stripper Mustang GT for $510 more, which is an easy decision.
ROAD TEST EDITOR JONATHAN WONG: It used to be difficult to take a V6 Mustang seriously, and often it would be grouped into the chick-car category. But a couple of years ago, Ford slotted in this more than respectable 3.7-liter, and now you can get your V6 Mustang equipped with a slick Performance package. For $1,995 you get 19-inch wheels wrapped with sticky Pirelli tires, stiffened suspension components and upgraded brakes. And for another $1,595 you can get some very supportive Recaro seats.
With all that, you can't turn your nose up at the V6 Mustang because it's a serious performance machine now--especially for the price. It can easily come in at less than $30k if you don't go too crazy with options.
As others have mentioned, the 305 hp provides plenty of push, and the V6 doesn't sound half bad when you have your foot in it and has decent throttle response. The gearbox features a good shift action, but the clutch does take a little time to get used to. The upgraded brakes included in the Performance package have plenty of bite with the more aggressive brake pads, which is nice to have.
When you throw it around, you'll notice its 3,501-pound curb weight when jogging through curves and some dive under braking. However, once you have a particular side loaded up, the car sticks to the road well, helped mostly by the wide Pirelli rubber. And if you want to have a little fun around a corner, a generous push of the throttle will rotate the rear out easily. Steering response is quick, and there's good feel available through the wheel.
Of course, when you start comparing the Mustang to others, the logical opponent is the Chevrolet Camaro. Comparing V6 models, I'm still going to go with the Ford because it is a bit lighter and offers handling that feels more eager and fun overall. Yes, even with the ancient solid rear axle back there, this continues to surprise me in the lower power applications. My feelings change when you start comparing Shelby GT500s with ZL1s, though.
Another car worth taking a look at if you're looking for a V6 rear-wheel-drive sports coupe is the Hyundai Genesis coupe, which is updated for the 2013 model year with more power, revised suspension and some light visual revisions.
2013 Ford Mustang V6 Premium Coupe
Base Price: $26,995
As-Tested Price: $31,280
Drivetrain: 3.7-liter V6; RWD, six-speed manual
Output: 305 hp @ 6,500 rpm, 280 lb-ft @ 4,250 rpm
Curb Weight: 3,501 lb
Fuel Economy (EPA/AW): 23/18.6 mpg
Options: V6 Performance package including summer tires, a limited-slip differential, 19-inch aluminum wheels, strut tower brace, larger front sway bar, SVT rear sway bar, unique front springs, unique front and rear calipers with performance friction pads, unique stability control calibration, 3.31 rear-axle, painted side mirrors, unique engine cover for manual transmission ($1,995); Recaro leather sport seats ($1,595); reverse sensing system and security package ($695)

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