Unbelieveable! Six speedy routes to raise the cash for a new motor

 Lady in red: Susan Dove usually buys a new car every three years 
Proud buyers will drive 424,000 new cars – displaying the latest ‘63’ number plates – out of showrooms this month. It will be a sharp rise on the same time last year when 360,000 vehicles were bought
Here The Mail on Sunday explains the finance options available if you are thinking of buying a new motor.

1.) PERSONAL LOAN

The most popular way to finance a deal is to take out a personal loan, according to research by What Car? magazine.

By arranging your finance independently of a car dealership you can shop around without fear of being seduced by sales patter.

 

CHEAPEST RATES ON £7,500+ LOANS

	Provider	APR
1	Sainsbury's	4.8%
2	Nationwide	4.9%
3	Derbyshire	5.0%
4	M&S	5.0%
5	Clydesdale	5.1%

Price comparison websites indicate that the best loan rates for purchasing a car start at about  5 per cent APR.
Rachel Springall of financial research company Moneyfacts says Sainsbury’s Bank has one of the best deals, offering loans of up to £15,000 at 4.9 per cent APR over five years. A £15,000 car would cost £281.65 a month. Spending above this level would incur interest charges at the higher rate of 7 per cent APR.
The best rate for a £20,000 loan to buy a car is offered by HSBC at 5.1 per cent APR, but is only available for existing customers.
Most personal loans are set up on an unsecured basis, so your home will not be at risk if you fail to make the loan repayments.

 

2.) PERSONAL CONTRACT

This sort of arrangement is favoured by motorists who like to regularly change vehicles.
Customers need a deposit of up to a third of the price. They must then make monthly loan repayments over three to five years. They have several options at the end of the loan period.

On a budget? You can still bag a Beamer

Not everyone can afford to buy a new  car this month. Nicholas Daw, 21, of Launceston, Cornwall, has just taken delivery of a BMW Series 3 after arranging an £8,000 personal loan with Halifax.
The lorry driver was unable to afford a brand new ‘63’ registration motor. So instead he chose to buy second-hand. His loan over two years will cost him £359 a month at 7.4 per cent APR.
Nicholas says: ‘I went into a BMW dealership and the salesman was over me like a rash. I almost buckled and bought a new car using a personal contract purchase deal, but I realised after getting home that it was not quite right for me.
‘My “new” BMW is nine years old and I bought it in a private sale. The loan payments are within my budget.’

Provided they have kept the car in good condition and stayed within the mileage limit agreed, it will have a minimum guaranteed future value.
This can be used as a deposit to purchase a new car or the driver can pay off this sum and own the car. Alternatively they can walk away with nothing more to pay.
A £29,000 Audi A4 purchased through car dealer Sytner with a £4,135 deposit requires 47 monthly deposits of £299. The loan rate is 6.1 per cent APR and the minimum guaranteed future value is £10,830.
Accountancy clerk Susan Dove has used personal contract purchase on a regular basis to buy the latest Renault Megane.
Ten years ago, she traded in her old Renault Five, using it as a deposit for a new Renault Megane with a local Renault dealer on a personal contract purchase deal.
She paid £170 a month to keep the car for three years after which she used the minimum guaranteed future value to trade up for a newer model.

 

Susan, from Watford, Hertfordshire, says: ‘It is a great way of getting a new car every three years or so and my deal also included attractive extras such as free breakdown cover. But last year when I went in to Renault I did not feel so excited about getting a new car so I paid £3,500 to keep the old one.’
Now the car is worth only about £2,500 second-hand, Susan is considering using it as a deposit in another personal contract deal for a new Renault Dynamic.

3.) HIRE PURCHASE

Those who buy using hire purchase do not own the car until the final payment is made.
Buyers put down a deposit which is typically 10 per cent of the price, although it can be as much as 30 per cent. They repay the rest in monthly instalments over two to five years.

Rethink: Lorry driver Nicholas Daw opted for an older BMW

You might expect to pay a typical APR of between 9 and 12 per cent.
There are a few ‘zero’ per cent deals offered by dealerships desperate for sales. These can prove great value but may require a large deposit – often as much as half the price of the car. Dealers charge full price for the vehicle.

4.) CREDIT CARD

Paying with a credit card charging zero per cent interest is fraught with danger.
You must clear the card balance before the zero per cent offer ends to avoid paying over the odds. 
According to Moneyfacts one of the best credit card deals is through Tesco Bonus Clubcard MasterCard which offers zero per cent interest on purchases for 18 months.
The maximum amount you can borrow on the card depends upon your credit rating and could be as little as £400, but some applicants will be eligible to borrow £10,000.
After 18 months, interest charges of 16.9 per cent apply.

5.) LEASE

With a lease agreement, you simply rent the car. Monthly payments depend on the mileage agreed and on how long you want to keep the vehicle.
At the end of the lease the car is simply handed back.
A lease can ease the headache of fast depreciation.

6.) CASH

The AA motoring organisation says offering cash can help you knock 10 per cent or more off the asking price of a new car. With cash you can also haggle over ‘free’ extras such as car stereos and trim.

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2014 Chevrolet Corvette Stingray.What A Class!

 

Despite using old names like Stingray and LT1, the 2014 Chevrolet Corvette Stingray's technology, performance and style look to the future like never before, and they impress on the way.

Chevrolet's Corvette sports car has seen only seven redesigns in its 60 years of existence. By 2013, the sixth-generation Corvette (model years 2006 to 2013) suffered, due to outdated features and quality, for anyone who wasn't a track hound. Compare the 2013 and 2014 Corvette here. The 2014 Corvette Stingray addresses those complaints head-on, in addition to doing what the Corvette does best: go fast.

I drove various versions of the 2014 Corvette coupe, sampling the Z51 performance package and the non-Z51 Corvette with manual and automatic transmissions.

For a photo gallery, click here.

Z51 vs. Base Suspension
One of the biggest takeaways is how different ride quality is between the base suspension and the Z51's performance suspension. Base and Z51 Corvettes may as well be two completely different cars.

For $2,800, the Z51 package adds invaluable performance features to move the 'Vette as fast as possible around a racetrack, including a sport suspension, unique chassis tuning, larger wheels with higher-performance tires, and much, much more. A Magnetic Ride Control suspension with adjustable firmness is a separate $1,795 option available only on 'Vettes with the Z51 package.

The Z51 is a more refined performance package than the former Corvette Grand Sport, which was a fast but raw experience. Similar levels of handling are achieved without the Grand Sport's disturbing front tire chatter, which reverberated through the steering wheel when turning into a parking space.

The Z51 package's awesome performance for the money is offset by its ride quality. Z51s ride with the subtlety of a battleship speeding through a no-wake zone. I struggled to differentiate ride quality of the optional Magnetic Ride Control suspension's Tour, Sport and Track settings over choppy roads. Enthusiasts may not find the ride quality overly offensive coming from a car with lowering springs or stiffer shocks.

Dropping the Z51 package transforms the Corvette into a car completely capable of driving cross-country in comfort, with a soft ride that's still taut enough to be considered sporty. Many Corvette owners enjoy driving and do a lot of it — whether it's from car show to car show or cross-country on vacation. A base-suspension 2014 Corvette is the car those buyers want. Getting from home to the racetrack may be as far as you want to drive the Z51.

This duality is one area where Porsche has Corvette whipped. A week prior to the Corvette drive, I was behind the wheel of a 2013 Porsche 911 Carrera 4S with an adjustable suspension and various driving modes. Comfort settings in that car were as comfortable as the base 'Vette, while sport settings were aggressive enough to rival the Z51 — all in one car. That one car does cost as much as two 2014 Corvettes, however. Compare the 911 with the Corvette here.

One Fast Fish
The moment of clarity came with the Stingray Z51's huge levels of grip and controllability on an autocross course. The Z51's unique Performance Traction Management system helps make the Corvette extremely rewarding to drive fast in closed conditions. PTM is included with the optional Magnetic Ride Control suspension for $1,795.

With PTM, five levels of electronic assistance — on top of standard Weather, Eco, Touring, Sport and Track driving modes — rein in the Corvette's immense capabilities for novice drivers. "Experts" can turn them off completely. Relaxed degrees of PTM show how well the all-new, balanced chassis handles throttle and steering input, as the car becomes steerable through throttle control. Even though the 2014 Corvette is heavier, this generation feels lighter, quicker and more agile, with a smaller steering wheel and an aluminum chassis. A new electronically controlled limited-slip differential contributes to the controllability and predictability once the rear end breaks loose; it's active all the time in Z51 'Vettes and gets more aggressive in track modes.

While non-Z51 cars don't have PTM, they do have Weather, Eco, Tour, Sport and Track driving modes. Weather mode tailors traction control and engine torque for slippery conditions; Eco mode uses cylinder deactivation to shut down four cylinders when cruising, for optimal economy; Tour mode is the default startup mode, with comfort settings like enhanced steering assist; Sport mode reduces steering assist while providing sportier throttle progression, firmer and later automatic transmission shifting; and Track mode ups the ante even more with the sportiest steering, throttle progression and transmission shifts. Most notable of the changes is the decreased power steering assist from Tour to Sport, though it's not a particularly good feeling. The car tracks poorly on the highway with the looser steering effort, as it doesn't feel matched to the wide front tires that follow every imperfection in the road. Decreased steering assist in Sport and Track modes prevents the car from darting around, so it tracks straighter at highway speeds, giving a more natural steering feel.

With 455 horsepower in standard form and 460 hp with the must-have $1,195 dual-mode exhaust, the LT1 engine is a powerhouse in base and Z51 cars. The new V-8 is a torque monster with direct injection making huge output throughout the rev range, so the car doesn't care at what rpm you hit the accelerator — it's going to move out blazingly fast wherever you punch it. Chevrolet estimates zero-to-60 mph in 3.8 seconds in the Z51. The new engine is smooth, quiet when the optional dual-mode exhaust is closed, and as satisfying as an engine with aftermarket exhaust when the flaps are open and the exhaust sings its bass-filled angry song.

Even with all this power, Corvette owners are rewarded with an EPA-estimated 29 mpg highway rating with the seven-speed transmission, 17/29/21 mpg city/highway/combined for the manual and 16/28/20 for the automatic. A new seven-speed manual transmission keeps revs down on the highway as the engine spins lower than 1,500 rpm at 70 mph. Driving the seven-speed manual isn't as foreign as you'd imagine. Base Corvettes have the same first six gear ratios as the 2013, just with an extra seventh gear tacked on for fuel economy.

The Z51 package's unique transmission has shorter gear ratios that keep you on your toes as the engine screams into redline extremely quickly. The manual transmission also uses a rev-matching feature, like the Nissan 370Z and BMW M5, where the throttle automatically blips on downshifts for smooth gear changes. The Corvette's execution isn't as perfect as the 370Z's, but it gets the job done without too much intrusion — and it can be turned off via steering-wheel paddles on manual cars.

On the Inside
The Corvette's all-new interior is light-years ahead of the old one, with impressive standard technology including a configurable gauge cluster with enough data and performance information to make automotive engineers wet their pants in excitement. The data can also overwhelm someone who just wants to drive and not think about g-forces, tire temperatures or track timers. Thankfully, all this information is customizable in the gauge cluster, so traditionalists can see a tachometer and little else, while a gearhead can view practically every one of the car's other vitals. The digital needle fails to sweep as smoothly and precisely as an analog dial, however.

The configurable display is surrounded by all-new materials and interior design. Perhaps most impressive are the standard leather seats. I couldn't have been more comfortable in the new seats, which are a big improvement over the previous ones for comfort and body holding in the corners. Choose the optional Napa leather in the 3LT package ($8,005), and the seats are impeccable. Chevrolet has optional performance seats on the way later this year.

Chevrolet claims the interior materials are authentic, and many do look the part, but I couldn't help being disappointed by the $995 carbon fiber trim package in many of the cars I drove. The material's dull sheen made it appear fake. Many of the cars I drove with stickers north of $70,000 — base price is $51,995 with destination — didn't look like they should be $70,000 cars on the inside despite optional premium materials like the carbon fiber and suedelike microfiber. The outside is a completely different story.

Costs $52,000, Looks $100,000
My driving partner and I stopped at a fire station to see if the guys would let us take a few pictures in front of their helicopter. They did, and they gushed over the car: "It looks like a Ferrari or Lamborghini," "I don't like Corvettes, but this looks awesome." The exterior design is undoubtedly striking and untraditional for Corvette. Aspects of the design scream "boy racer," such as the black accent pieces on the hood, brake vents and side cladding — as does the way Chevy painted half the rear end black, not body-colored. I'd much prefer those parts in the same color. Darker colors hide those pieces better than bright red or white.

The 2014 Corvette has various cosmetic choices for the removable carbon fiber roof panel, including the standard body-colored roof, optional exposed carbon fiber, carbon fiber with painted side rails and transparent. The roof is bulky but extremely light and easy to carry to the trunk if your arms are long enough to wrap around it. When stored, the roof takes up most of the available cargo space, though it does tilt upward and allow items like a purse or camera bag underneath.

Safety
The 2014 Chevrolet Corvette Stingray has not been crash-tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. Standard safety equipment includes the federally mandated dual front airbags, electronic stability system and antilock brakes. Side-impact airbags are also standard. Click here for a full list of safety features.

2014 Chevrolet Corvette Stingray in the Market
The new Corvette delivers an unrivaled performance bargain, which isn't shocking news when talking about Corvettes. Purists can get into a Z51 coupe with a manual transmission and Magnetic Ride Control for as little as $56,590 with destination charge, and cruisers can step into an awesome cross-country driving package for $51,995. Shoppers should also budget for the $1,195 dual-mode exhaust, which is a must-have option. Either car can be gussied up with interior packages and options like carbon fiber trim and a microfiber headliner, upgraded leather, navigation, xenon headlights, a head-up display and more to bring the price of a coupe near $70,000. That's a high price for a non-Z06, non-ZR-1, non-Grand Sport Corvette, but even though the interior quality isn't as world class as Chevrolet touts, the Corvette surprises with its exotic design, performance and innovative, customizable technology that should remain relevant and exciting for years to come.

$38,000 Full-Size Sedan Challenge: Overview

 
If the new-car market is a Big Mac, full-size sedans would amount to only the sesame seeds. They're a sliver of the auto market, accounting for just 3.5% of new-car sales in the first seven months of 2013. Still, automakers believe in big cars. Seldom does a comparison see so many redesigned or new entrants. From April 2012 to April 2013, four new or redesigned full-size sedans hit dealerships. Through the first seven months of 2013, those four nameplates accounted for nearly half of full-size sedan sales.
Despite the product infusion, however, sales for the segment have increased just 2.5% in that period, well below the market's 8.4% jump. Gas prices have pushed shoppers toward more efficient four-cylinder engines and away from the thirstier V-6s in most full-size cars. It’s no secret that shoppers prefer midsize over full size: Ford sells 3.6 Fusions for every Taurus; Toyota sells 5.6 Camry sedans for every Avalon.
"Despite all the product activity, we've seen market share for large cars continue to shrink," AutoPacific analyst Ed Kim said. "And we expect that to continue happening. Basically, the customers of larger sedans tend to be older baby boomers and older [buyers in general]. … In the upcoming years, as more and more of these older buyers stop buying new vehicles, we'll continue to see market share in that segment drop."
Why do automakers continue to invest in new products? Because those baby boomers remain one of today's most reliable shoppers. A recent study by the University of Michigan's Transportation Research Institute found 55- to 64-year-olds the most likely group to purchase a new car, and these cars are meant to target them.
That brings us to our latest comparison. Cars.com, USA Today and "MotorWeek" set out to compare the segment, procuring seven test cars that each cost less than $38,000 (including destination charges)

2014 Jeep Cherokee A Must Buy

 
The release of an all-new Jeep model is not an everyday occurrence. The radical-looking 2014 Cherokee, which replaces the Liberty, has a simple formula: It looks crazy on the outside and upscale on the inside, makes the most of its interior space and has perfectly acceptable on-road performance and mileage.

The fact that a version of the 2014 Jeep Cherokee can handle extreme off-roading is a bonus, but everyday drivers will find the well-rounded new model a tough crossover to pass over.
For a photo gallery, click here.

While the Cherokee's price puts it up against the entire compact crossover class, at 182 inches in length it's sized between the likes of Honda's CR-V and Ford's Escape, both of which come in at roughly 178 inches in length, and Chevrolet's Equinox, at 187.8 inches. See the Cherokee compared side-by-side against key competitors here.
 Performance
During a day of testing, I drove the new Cherokee on twisty mountain roads and pockmarked streets, as well as a brief highway stint, and it performed about as well as any SUV in the class. Sandwiched between that testing were a few hours of slow-speed rock-climbing and off-road trails in Moab, Utah, renowned for its adventurous terrain.

There are two engine options: the standard 184-horsepower, 2.4-liter four-cylinder and an optional 271-hp, 3.2-liter V-6. Both are teamed to a nine-speed automatic transmission, a first for Jeep and its Chrysler parent.

I tested both in a variety of trim levels and found the 2.4-liter to be competent but a bit slow, while the V-6 was impressive and had me pushing it as fast as allowable.

Unfortunately, it will be the four-cylinder that most shoppers settle on. I was able to test the engine only in the off-road-focused Trailhawk trim level, which is the worst-case scenario for acceleration. The Trailhawk's extra equipment adds significant weight, even compared with an all-wheel-drive non-Trailhawk trim, let alone a front-wheel-drive model.

Weight was definitely an issue during my test on surface streets. The four-cylinder Trailhawk lumbered from a dead stop and had trouble accelerating up inclines, uttering unpalatable groans as it went. At highway speeds, however, passing maneuvers were adequate, and the Cherokee didn't seem underpowered.

The V-6 is another story entirely. The Trailhawk V-6 accelerated through the mountains with little struggle, kicking down a gear aggressively when needed, and didn't make me think the added all-wheel drive and off-road equipment was a hindrance.

Once I shed the Trailhawk's heavy equipment for a Limited and its simpler all-wheel drive, low-rolling-resistance tires and lower ride height, the V-6 Cherokee felt like a different car — sporty and exceptionally fast on the open road.

The nine-speed transmission felt relatively ordinary, certainly not extraordinary versus a continuously variable transmission or more common six-speed automatic. Shifts weren't whip fast in the four-cylinder model, and with the V-6 I wasn't able to shift among the higher gears manually. Jeep representatives say that the manual feature only allows for shifts within a threshold of maximum efficiency.

All versions of the Cherokee I tested handled well in corners, with crisp steering. There was some body lean on the tightest corners, but nothing beyond what the rest of this class exhibits in similar scenarios.

The Cherokee is nevertheless heavier than most other compacts by 200 pounds in some cases; it is nearly 100 pounds lighter than the Equinox.

So while the four-cylinder engine's specs compare favorably with smaller crossovers, it is definitely at a disadvantage due to its weight. The four-cylinder Equinox similarly lacks thrills in the acceleration department.

Fuel ratings for the entire Cherokee lineup have not been released yet, but the all-wheel-drive version of the four-cylinder is rated at 21 mpg city, 28 mpg highway and 24 mpg combined. Those numbers come in behind all-wheel-drive versions of the CR-V, Subaru Forester and RAV4 but ahead of the Equinox.

There aren't many V-6 options in the class, and the Cherokee surpasses the Chevy with a more fun-to-drive experience; it's neck and neck with the Escape's sprightly, turbocharged 2.0-liter four-cylinder.

All-wheel-drive versions of the V-6 Cherokee are rated at 19 mpg city, 27 mpg highway and 22 mpg combined. Again, that bests the V-6 version of the Equinox while coming in behind the turbocharged four-cylinder options of the Escape and Forester. 
 Off-Road Performance
 
This being a new Jeep, the company wanted to make sure journalists put the Trail Rated Trailhawk version through a trail worthy of the badge. That we did.

I took both the four-cylinder and V-6 Trailhawks through more than an hour of trails made of sand, rock and obscenely large rocks that were unlike any off-roading I had done before. Incline grades of well more than 30 degrees were common, and the Trailhawk handled them just fine as long as I exhibited deft control of the accelerator.

There aren't rock rails on the Trailhawk, which would add even more weight, and a few "crunches" were heard. They can be added as a dealer accessory. Some journalists' vehicles showed slight signs of damage along the front lower bumper.

The fact that an automaker's vehicles can take on such challenges to earn a "trail rating" isn't that significant. It's when a relatively untrained driver can step into a Cherokee Trailhawk, drive it for just an hour or so on the road and then simply take it up the side of a giant boulder without any alteration to the vehicle, even tire pressure, that I sit in awe.

The Cherokee is available with three all-wheel-drive systems (which Jeep calls 4x4 in traditional fashion): Jeep Active Drive I, Jeep Active Drive II and Jeep Active Drive Lock for the Trailhawk models. All three feature selectable terrain modes, and the Active Drive Lock adds more modes for off-road situations, like sand and rock.

It's likely that serious off-roaders will still frown upon the Cherokee. They see nothing wrong with the Wrangler and its even more capable nature. The Trailhawk Cherokee will likely be sold to outdoorsy types looking for a little extra capability. And let's be honest; some people are going to buy it just for the looks.
 Interior
 
There's no denying the Cherokee is a polarizing car to look at from the outside. It has stirred debate on our site for months. But inside there's nothing that should cause controversy.

If anything, the Cherokee's interior is perhaps Chrysler's best-executed one to date. The materials in even the second-tier Latitude trim level were top-notch for the class. The look and padding of the dash are beyond what you find in a Honda CR-V or Toyota RAV4, while the overall design of the interior is stylish instead of rugged.

Touches of metallic flash exude luxury, and in fact nothing inside really speaks to this being a Jeep in the traditional sense. There was no attempt to make the inside look like it belongs in a military vehicle.

Beyond the design, the seats are comfortable, the backseat roomy for the class at 40.3 inches of rear legroom, and all the controls are laid out in the straightforward fashion we've come to appreciate in other new Chrysler products, like the Dodge Dart and the latest Jeep Grand Cherokee.
Cargo
Where the Cherokee comes up short against the competition is in cargo space. Even with the sliding second row moved to its forward-most position, cargo volume is rated at 29.7 cubic feet. That's less than the Equinox, at 31.5 cubic feet, as well as the Subaru Forester at 33.5, Escape at 34.3, CR-V at 37.2 and RAV4 at 38.4 cubic feet. 

With the rear 60/40-split seats folded, the Cherokee's cargo volume extends to 54.9 cubic feet, again slightly behind the Equinox, at 63.7 cubic feet, but farther behind the rest of the field.

I still think most shoppers will find the cargo area spacious enough for most needs, and there is enough space for a full-size spare tire under the floor on Trailhawk models. The 4x4 versions of the other trims get a compact spare, while the rest get a large storage compartment underneath along with a tire inflator kit.

There's also a standard cargo management system that features a rail installed on the side of the cargo area that serves as an attachment point for hooks and other items shoppers can buy through the dealer, like removable grocery bags, a cargo bin, a cooler, a first aid kit and an off-road accessory kit for Trailhawk models.

I'm not sure many people will take advantage of this system, but I have de facto "storage" bags in my own wagons at home that prove invaluable. The Cherokee's look much nicer.
 Features & Pricing
The 2014 Cherokee comes relatively well-equipped at a starting price of $23,990, including destination, for the 4x2 and $25,990 for the 4x4. That gets you the base Sport trim with cloth seats and 17-inch steel wheels, as well as a six-speaker stereo with a 5-inch touch-screen, Bluetooth and USB.

Most buyers will opt for the Latitude model, which is next up the chain at $25,490 and adds more content. The Limited has even more convenience features, while the Trailhawk is the "performance" model. You can see a detailed explanation of features and trim prices here.
 Safety
As an all-new model, the Cherokee has not yet been crash-tested by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration.

The Cherokee comes with 10 standard airbags including driver and front passenger knee bolster airbags. The rear seats also have side, seat-mounted airbags as well as curtain airbags.

There are a number of optional active safety systems, like lane departure warning, forward collision warning, blind spot monitoring and rear cross-path detection. 
Drop your comments if this meets your taste

New or Used: What Should I Do?

Many car purchases start with one decision: New or used? It's hard to remember a better time to buy either. There are plenty of good vehicles out there either way.

In the end, the decision to buy new or used boils down to what you can afford and what will give you peace of mind.

If you're on a tight budget, then buying a used car gets you the most vehicle for the money. You can count on one hand the number of new cars that list for less than $12,000. For less than half the price of the average new car, you can buy a 3- or 4-year-old used vehicle that is larger and loaded with more features than a small, bare-bones new one. But buying a used vehicle has its own risks, which could cost you over the life of the vehicle. The fact is, you are buying a vehicle that someone else has owned and driven. You don't know how it's been driven or how well it's been cared for. A used vehicle will almost certainly require maintenance and possibly expensive repairs sooner than a new one, and those repairs probably won't be covered by a warranty.

The Case for Buying New

For some people, buying used isn't an option; they want a brand-spanking-new car. They want to select the color and the features in it. There's definitely a pride of ownership and peace of mind in being a vehicle's first owner. Some other advantages include:

• Reduced maintenance expense: A new vehicle won't need maintenance for the first several thousand miles, and then only an oil change and tuneup will be required. More manufacturers are covering the cost of those routine maintenance items. The new vehicle likely won't need new tires, a battery, exhaust system or brakes during its first few years of ownership, or even longer.
• Warranty coverage: The manufacturer covers its new vehicles under warranty for at least three years, and some warranties last much longer. Under a manufacturer's warranty, if something goes wrong with the car, it's the responsibility of the dealer and manufacturer to fix it. Typically, these bumper-to-bumper warranties last from three years or 36,000 miles (whichever comes first — an important detail to note) to five years and 60,000 miles. In addition to comprehensive warranties, many automakers provide warranty coverage for powertrains. These often extend past the bumper-to-bumper warranties and are often valid for years longer. Some extend up to 10 years or 100,000 miles. It's good to be aware of these powertrain warranties; if you buy a used car, what's left of the warranty may (or may not) be fully transferable.
• Peace of mind: If you encounter problems with your new car, you have legal recourse through state lemon laws. If you can prove that your new car is a lemon (definitions differ), you could receive a replacement vehicle or get your money back. Lemon laws apply only to new cars. You also can find out if your vehicle was returned to the used-car market as a lemon by looking at the vehicle's title or checking out a vehicle history report.
• Roadside assistance: In addition to a comprehensive warranty, virtually all mainstream new cars and light trucks come with some level of free roadside assistance while the vehicle remains under warranty. In addition, some automakers reimburse you or provide alternate transportation if you are stranded far from home.

The Case for Buying Used

If you're not married to the idea of buying a new car, used vehicles have their own appeal:

• Improved reliability: Although used vehicles typically don't carry the same warranties as new ones, the original factory warranty on a new car is often transferable to a second owner. Buyers of certified pre-owned cars from an authorized dealer can purchase a late-model used car and get the balance of the original warranty. Often, a manufacturer will offer a longer-term warranty for certified cars, or some buyers choose to add their own extended warranties. Of course, cars have been getting more reliable over the years, as consumers have demanded it.
• Just like new: Another trend that makes buying used a better option is the proliferation of certified pre-owned programs. The idea started with luxury brands such as Lexus and Mercedes-Benz and has become a popular alternative for car buyers.

If this article helps you, or you find it beneficial, then feel free to comment

2014 Kia Cadenza

 
When it comes to premium vehicles, the old adage that "you get what you pay for" applies not just to style, comfort and performance, but to the subjective perception of brand value. Cars.com reviewer Joe Wiesenfelder says the 2014 Kia Cadenza boasts features that are comparable, sometimes even superior, to competitors — if only would-be buyers can go without the luxury name-dropping value of, say, a Lexus.
The front-wheel-drive sedan comes with a 293-horsepower, 3.3-liter V-6 mated to a six-speed automatic transmission and is good for a 19/28 mpg city/highway rating. It starts at $35,900 and tops out at $42,160, including an $800 destination charge. Our model totaled $41,900, adding Nappa leather upholstery and the Luxury Package, which includes a powered bottom-cushion extension and ventilation for the standard heated driver's seat, a heated and power-adjustable steering wheel with driver's-seat memory, a power rear-window sun shade and a panoramic moonroof.

World's first wedding car will get you to the church on time... but with a top speed of just 11MPH you'll need to set off early

The year Queen Victoria celebrated 60 years on the throne - the first British monarch to celebrate a Diamond Jubilee - the world's first wedding car was built.
This vintage 1897 Daimler Wagonette is believed to be the world’s first wedding transport after a black and white photograph of the car during a 1903 wedding ceremony has been uncovered.
The Haynes Motor Museum in Yeovil, Somerset has swept the cobwebs off this stunning British-built classic and now allows newlyweds to recreate the vintage look by having their wedding photos onboard the historic car.

World's first wedding car: This photograph taken of the 1903 wedding of James Andrews and Rosa Gough suggests that this is the first example of cars being used as wedding transport

The 1897 British-built Daimler Wagonette, with a top speed of just 11mph, dates back to the first days of motoring when cars were better known as ‘horseless carriages’.
Its basic two-cylinder petrol engine only generates 6.5 horsepower but in its day it was at the forefront of technology.

 

It did however have a tendency to backfire, which earned it the nickname ‘Fiery Liz’.
The car boasted all the mod cons of the time - a ‘handbrake’ that comprising of a metal rod that digs into the ground and cart wheels with solid rubber tyres.

Trendsetter: The car cost £373 new, equivalent to £42,000 today, and was nicknamed 'Fiery Liz' for its tendency to backfire

It even has leather mud flaps and brakes that are rubber blocks that grip the tyres.
But it came at a price – the car cost £373 new, equivalent to £42,000 today.
The museum received the car as a donation from the Bristol Museum, prompting curious staff to delve into its history.
Research revealed the car was the centre of attention at the wedding of Mr James Andrews and Miss Rosa Gough in Weston-Super-Mare in 1903.
Mike Penn, the museum’s curatorial director, said: ‘When the car first arrived we knew that it was one of the very first motor cars to be used in Somerset and that it had previously been owned by a Mr J H Pruen from Burnham-on-Sea.

Carmageddon: Hundred car pile-up on foggy bridge lasted 10 minutes - but incredibly, NO ONE was killed

When the fog finally lifted it revealed a trail of carnage that stretched for almost 500 yards.
More than 100 cars were involved in a massive ten-minute pile-up after  visibility fell to just a few feet during rush hour yesterday morning.
Eight people were seriously injured and 200 walking wounded needed treatment at the scene. Police said it was ‘truly miraculous’ that nobody died in the biggest ever  accident caused by fog on British roads.
Motorists described their ‘blind terror’ in the seemingly endless succession of screeching tyres, crunching metal and smashing glass as cars, lorries and vans ploughed into each other and crumpled like concertinas.

Foggy: According to police around 100 vehicles were involved in the pile-up on a bridge in heavy fog, leaving at least eight people seriously injured

Astonishing accident: At the scene on the Sheppey bridge in Kent, motorists caught up in the accident milled around in hot sunshine waiting to get their cars back

From above: Those caught up in crashes were looked after by the emergency services and voluntary organisations who attended, such as the British Red Cross

Classic Mercedes models worth £20million up for auction

The UK's biggest ever car auction will see 74 of Mercedes-Benz's most important models from the past century - and is set to fetch £20million.
The 'Ultimate Mercedes-Benz Collection' includes limousines, sports cars, convertibles and even an ambulance.
The enormous fleet has been put together by an ‘anonymous European collector’ who has put the entire collection up for auction in London next weekend.

Super car: A 1954 Mercedes 300S Coupe worth £350,000 is included in the giant auction

Rolling in it: The most valuable out of the 74 cars are the two Mercedes 540K Cabrio A from 1938, expected to fetch up to £2.5million each

Headlining the auction are his two 1938 Mercedes 540K Cabrios which should sell for between £1.3 and £2.5 million each.
The 540K is regarded as one of the most sought-after German cars, representing the pinnacle of pre-war automotive engineering.
A 1905 Mercedes Simplex which was a 60bhp luxury vehicle capable of an impressive 68mph at the time is the oldest car available.
There are also three of the company's iconic 300 SLs, including a 1956 Gullwing which should fetch £900,000.

Old school: A replica of the world's first car - the 1886 Benz Patent Motorwagen - should sell for £55,000

The anonymous seller is getting rid of all of his cars, including a £900,000 Mercedes 300 SL Gullwing

Classic cars: A Cabriolet worth around £400,000 help make up the £20million collection

An 81-year-old Mercedes 370S is expected to sell for £1.2 million while a 1936 500K Cabrio should fetch £900,000.
There is even an old ambulance, with 1952 emergency vehicle offered with a guide price of £50,000 to £70,000.
A replica of the world's first car - the 1886 Benz Patent Motorwagen - should sell for £55,000.
The incredible collection will be going under the hammer as part of RM Auctions' Battersea sale on September 8.
It is expected the 74-strong fleet of Mercedes should net the owner a staggering £19 million.
Peter Wallman, car specialist at RM Auctions, said: ‘As with all collections of this size, there is a car to suit everyone - pre-war, post-war, open or closed, two door, four door, supercharged, normally aspirated, large cars, or small cars.

All models must go: A Mercedes-Benz 300 SE Cabriolet from 1963 is expected to sell for at least £60,000 at the London auction

So fly: The 'anonymous European collector' will also be selling his 1956 Mercedes 300 SL Gullwing worth £900,000

‘The Ultimate Mercedes Collection includes a variety of rare and fun models, including a very sweet 170V Roadster, a beautifully presented 1952 170DA Pickup, and an interesting 170 SV Ambulance.
‘To round things off, no Mercedes collection would be complete without the evergreen and hugely popular 190SL, whether the 230 Pagoda models or the luxurious and advanced 1966 600 Limousine.’
The overall sale could be the most valuable car auction to ever take place in Europe.
On top of the £19 million Mercedes collection, there is a £17 million haul of sports cars owned by Lord Laidlaw alongside Ferraris, Rolls-Royces and James Bond's submarine car.
In total, sales could top £40 million - beating the £36 million achieved by Bonhams at the Goodwood Festival of Speed this year.

2014 Dodge Dart: What's Changed?

 
Most significant changes: 2.4-liter four-cylinder available on more models; more standard features for Limited
Price change: No change on SE or GT models; SXT increases $500, Aero by $600 and Limited up $3,000
On sale: Late fall
Which you should buy, 2013 or 2014? 2013; with prices going up and an abundance of them on dealer lots, shoppers should consider the 2013 unless they want the 2.4-liter engine
The Dart debuted for 2013 to revive a long-dormant Dodge model name with an upscale interior and lots of customization options. Shoppers didn't seem to like all the choices, so for 2014, Dodge is reshuffling the features you get with each trim level. And a 2.4-liter four-cylinder engine becomes more widely available on the compact sedan.
The Limited model's price climbs by $3,000 to $23,990. Prices are unchanged from 2013 on the SE at $16,990 and the GT at $21,990, but they increase by $500 on the SXT to $19,490 and $600 on the Aero to $20,990 (all prices include a $995 destination charge).
The 2.4-liter engine was a late addition for 2013, arriving with the GT model (originally supposed to be called the R/T). For 2014, this 184-horsepower engine becomes standard on the SXT and Limited models as well. A 2.0-liter four-cylinder remains standard on the base Dart SE, and the Aero still uses a turbocharged 1.4-liter four-cylinder.
Among the new standard features on the Limited are a six-speed automatic transmission (a $1,250 option last year), keyless entry and push-button start, leather upholstery, heated front seats and steering wheel, sunroof, navigation system and the Uconnect system with an 8.4-inch touch-screen.
Dodge says 2014 models will go on sale in the third quarter (late fall).

2013 Chrysler 300 A Must Buy?

The 2013 Chrysler 300 may not be as brash as its predecessor, but its mix of quietness, comfort and highway composure makes it an ideal road-trip car.

The base Chrysler 300 with rear-wheel drive and a V-6 engine starts at $31,340, including a $995 destination charge. All-wheel drive is available, as is a V-8 engine. Our test car was the 300S Glacier Edition, a new version for 2013 that features unique exterior and interior styling as well as all-wheel drive. Its as-tested price was $40,335. To see the Chrysler 300's specs compared with the Chevrolet Impala, Ford Taurus and Toyota Avalon, click here.
For a photo gallery, click here.
More Mature StylingChrysler shocked the automotive world when the first-generation 300 debuted as a 2005 model, and the car's bold design made it an instant hit. The current design first appeared for 2011, and while it lost some of its predecessor's in-your-face attitude, it gained a more mature, sophisticated appearance befitting a car with luxury aspirations. The original 300's cool-factor might be long gone, but this is a design that still has a lot of street presence and will wear well for years to come.

One of the car's signature features is its standard LED daytime running lights, which form the shape of a C in the headlight assembly. I like the accenting quite a bit, as it adds to the car's distinctiveness.

The 300S Glacier Edition builds upon the sedan's design with unique elements, including gloss-black mirror caps, darkened headlight trim, black chrome grille blades and special 19-inch aluminum wheels. For an extra $1,500, Chrysler will paint the roof black, too.
Ride & HandlingChrysler has found a nearly ideal equilibrium with this car's suspension tuning, as the 300 manages to provide a comfortable ride without devolving into a wallowing driving experience that lacks composure. The sedan's long, 120.2-inch wheelbase deserves some of the credit for the refined ride quality, but the suspension handles bumps well, too, with refined reactions, though you still feel road imperfections. The ride isn't soft like full-size cars were a few decades ago, but by modern standards it's comfortable.

Perhaps the 300's best attribute is its highway manners. This is a car that tracks confidently and doesn't ask the driver to constantly make small steering corrections. This, in turn, makes the driving experience less fatiguing. More than anywhere else, the 300 feels at home racking up miles on the highway.

While it's a great highway companion, the 300 does not enjoy being tossed into tight curves at speed. It'll handle the task reasonably well, with limited body roll that would show up some smaller cars, but it never feels like a small car, and you get the sense that if the 300 could ask you one thing, it would be: "What are you doing?"
Going & StoppingThe pairing of Chrysler's eight-speed automatic transmission with its 3.6-liter V-6 engine produces impressive performance. Though not always the case, this is one of those times when extra gears really do make a difference in the real world. The 300 moves out well from a standing start and the automatic helps keep the engine in its power band, which is helpful when merging with fast-moving highway traffic. Shifts are smooth and unobtrusive when cruising from stoplight to stoplight.

While the transmission delivers exceptionally quick part-throttle kickdowns, when you mash the gas pedal to the floor it takes its time dropping down through the gears. It gets to the right gear after a few seconds, but the delay isn't ideal because it occurs when you've indicated that you need to accelerate immediately.

Like all 300S models, the Glacier Edition's V-6 is rated at 300 horsepower. That's 8 hp more than the base V-6 thanks to a sport exhaust and cold-air induction. It's a strong engine, and I didn't miss the available Hemi V-8 at all. High praise, and it's deserved thanks to good off-the-line quickness and reserve power for high-speed passing. 

The 300 and its sibling, the Dodge Charger, are tied with the Toyota Avalon for the best highway gas mileage estimates among mainstream, V-6-powered full-size sedans with two-wheel drive. The cars get an EPA-estimated 31 mpg on the highway, but the Avalon gets 2 mpg better in city driving — 21 mpg to the 300's 19 mpg. Choose all-wheel drive like our test car, however, and the EPA estimates fall to 18/27 mpg city/highway.

The 300's brake-pedal feel could be better. As it is, it's a bit spongy, as if a marshmallow were stuck between your shoe and the pedal. Braking response is reasonably linear, but more direct pedal feel would be welcome.
The InsideThe 300's dashboard doesn't incorporate a lot of frills, and its controls are concentrated in an area just in front of the eight-speed automatic's electronic gear selector. All trim levels get Chrysler's Uconnect 8.4 entertainment system, which features an 8.4-inch touch-screen, an SD card reader, Bluetooth streaming audio, an MP3 jack and iPod connectivity. Our test car had the optional Uconnect 8.4N, which adds a Garmin-based navigation system to the setup for $995.

The Uconnect system manages the stereo, climate system and more through the dashboard touch-screen. It's one of the most user-friendly multimedia systems available today thanks to its intuitive onscreen menus with large icons and snappy processing speed, making switching between menus nearly lag-free; there's no waiting around for the computer like there is with Ford's MyFord Touch, a competing touch-screen interface.

There's good space for adult passengers in the front and outer rear seats. Glacier Edition versions get seats finished in cloth with leather bolsters. One editor thought the driver's backrest was especially hard.

The thing about the backseat, however, is that it might make your passengers feel claustrophobic. While there's lots of legroom for outer-seat passengers and it's a comfortable place to sit, the roofline and C-pillar intrude on the view out the side window more than in most full-size cars. The hump in the middle of the floor is especially tall, too, limiting center-passenger foot space.

As for the electronic gear selector, I'm not a fan. It's simple, really: It never seemed to go into the gear I wanted on the first try. There aren't any of the usual detents to indicate Drive or Reverse by feel alone, and it's doubly annoying because Chrysler had a great gated gearshift that it ditched in favor of this. Sometimes supposed progress is really a step backward.
SafetyThe Chrysler 300 has been designated a 2013 Top Safety Pick by the Insurance Institute for Highway Safety and received the highest overall rating, five stars, from the National Highway Traffic Safety Administration.

Standard safety features include side-impact airbags for the front seats, side curtain airbags for both rows of seats and a driver's knee airbag. Antilock brakes, an electronic stability system and traction control are also standard.

The optional SafetyTec Package bundles a number of active safety features including adaptive cruise control with forward collision warning, blind spot warning with rear cross-path detection, front and rear parking sensors, and rain-sensing windshield wipers. A backup camera is also optional. 
To find out how well child-safety seats fit in the 300 see the Car Seat Check.  
300 in the Market
Full-size sedans once ruled the day but have fallen far from favor in recent years. Today, though, the segment is experiencing a rejuvenation of sorts, with familiar nameplates like the Chevrolet Impala and Toyota Avalon getting full redesigns while newcomers like the Kia Cadenza aim for a piece of the action. While the competition is strong — and getting stronger — the Chrysler 300's comfort and refinement, along with easy-to-use tech features, set it apart. The car is yet more evidence that Chrysler's newfound product focus is paying off.

Wonders! 2013 Ford Edge

The 2013 Ford Edge is a solid, if flawed, model in the highly competitive family SUV category. It rides and drives well, but is ultimately let down by the unreliability of its electronic gizmos.

Midsize SUVs are a common sight on American roads these days, having largely taken over for minivans as the top choice for family-hauling duties. In the Ford lineup, the five-seat Edge occupies the middle ground between the compact Escape and the larger Explorer and Flex. The Edge has been around a while, introduced for the 2007 model year and last given a major update for 2011, when it got a new front and rear end and an upgraded interior featuring Ford's controversial MyFord Touch multimedia system. No major changes were made from 2012 to 2013, but the popular SUV didn't really need any, as its update for 2011 prompted many automakers to scramble in an attempt to catch up. Now that so many competitors have come up with their own new models, we figured it was time to take another look at whether Ford's family-hauler is still fit for duty.

Power Aplenty & Choices Too
The Edge offers three engines — a level of choice uncommon in the American market. The base engine is a strong, 3.5-liter V-6 making 285 horsepower and available with either front- or all-wheel drive; a turbocharged, EcoBoost 2.0-liter four-cylinder engine is an extra-cost option on front-wheel-drive models only. The EcoBoost makes 240 hp but is meant to be a fuel economy champ instead of a torque monster. A Sport trim level is available, bringing a larger 3.7-liter V-6 out of the related Lincoln MKX and bumping horsepower up to 305, which can be channeled to either just the front or to all four wheels. All engines are mated to a standard six-speed automatic transmission, and the Sport model adds flappy-paddle manual shifters behind the steering wheel.

Our test model came with the 3.5-liter V-6 engine, which is a smooth and perfectly adequate motor to power the Edge around town and an even better one for highway motoring. Off the line, the Edge feels heavy, with acceleration coming in a smooth but unhurried wave. At highway speeds, the Edge requires a kickdown in the transmission to get adequate passing power but never feels lacking or underpowered. Long-distance interstate cruising is where the Edge truly shines, providing an amazingly smooth, quiet experience.

It's when the road starts to twist that the Edge feels out of its element. A vault-quiet ride in a straight line turns into a noisy venture through the curves, as the tire scrub in corners is loud and pronounced. Even low-speed tight curves send lots of noise up through the wheel wells. The SUV's weight feels even more pronounced in such conditions, too, with the Edge rolling on its suspension, feeling tippy and top-heavy. The truck has plenty of electronic safety measures to prevent rollovers and skids, but you'll quickly realize that this is not a vehicle made for driving with enthusiasm.

Fuel economy for front-wheel-drive models is rated by the EPA at 19/27 mpg city/highway for the base V-6 — not stellar by today's standards but not awful for the category. The turbocharged EcoBoost four-cylinder engine is meant as the fuel-economy option, rated a better 21/30 mpg, but it costs extra to get the EcoBoost motor, and spending more to save money makes it something of a wash.

Inside
The Edge's interior was updated for 2011, and it still looks and feels like a modern, quality setting. A soft-touch dashboard with respectable imitation-wood trim combined with leather seating on my test car to present an upscale environment. It's not as fancy as a Jeep Grand Cherokee, but it's not quite as low-rent as a Toyota Venza, either. What's curious is why Ford would pad things that rarely get touched, like the dashboard upper surface, but keep areas that contact body parts (like armrests and door panels where elbows lie) hard plastic. Overall, the interior material quality looks good. Unfortunately, it doesn't work as well as it looks.

Quibbles are numerous, starting with the elephant in the room: the infamous MyFord Touch system. Ford has done away with many of the switches and controls in the vehicle, replacing them with a touch-sensitive flat panel and voice controls for many systems like navigation, climate control and audio. Ford bills it as high technology, but in reality the touch-panel is simply cheaper to manufacture. The problem I have with the touch-sensitive controls is that you need to take your eyes off the road to use them nearly every time, both to ensure you're hitting the right spot on the console to turn on the climate control or switch on the defroster, as well as to make sure you're not accidentally hitting the wrong button. There is no tactile feedback, so you have to look to see if a corresponding light is illuminated. You can try to operate these systems with your voice, but in the Edge that worked maybe one attempt out of every three — a success rate backed up by others in our office. The whole thing just doesn't work as well as it should and remains a poor solution to a problem nobody had.

To Ford's credit, the company has realized that the touch-panel movement just isn't taking hold and has announced it plans to reintroduce buttons to models as they come up for redesign in the next couple of years. Finding oneself sinking rapidly through initial customer quality surveys can be a powerful motivating force, it seems. See the story on that here.

Seats are my next complaint, and it's a common one with Fords: The front seat bottoms are too short, lengthwise. They don't even extend to mid-thigh, making it feel like you're sitting on the edge of the seat all the time. I've had the same experience in the Fusion, Explorer and Taurus, as well, but oddly not in the Flex. There's also no lateral support in the Edge, meaning turns throw you against the door unless you brace yourself. The rear seat cushions are low and very pillowy, making passengers sit in a knees-up position that might get uncomfortable during a longer voyage. For some reason, Ford is using a European-style turn-signal stalk in some of its cars but not in others. When activated, it doesn't stay in position but rather bounces back to neutral, even if the turn signal is blinking. It's another cost-saving measure designed to communize parts among Ford globally, but it feels awkward and out of place on an American-brand vehicle. (Even most European luxury cars don't use it here.)

On the upside, a high seating position and lots of upright windows aid in viewing around the vehicle. Cargo room is average among competitors, with a spacious rear area that gets even bigger and more useful when the rear seats are folded. That action could not be easier to accomplish, with two buttons in the cargo area of our Edge Limited that motored the seatbacks down or up with a simple touch.

Safety
In National Highway Traffic Safety Administration crash-testing, the Edge scored better in side-impact crashes than in front impacts, earning three out of five stars in the frontal and four stars in the side impact. Regardless, the Edge earned a four-star overall rating. The Insurance Institute for Highway Safety rated the Edge a Top Safety Pick, scoring it Good in all relevant tests. The Edge features dual-stage front airbags, front-seat side airbags and side curtain airbags for all passengers. Electronic stability control is standard, and a backup camera with backup sensors is optional. See the Edge's safety ratings here and all its safety features listed here.

Edge in the Market
Pricing for the Edge is typically on the higher end of the spectrum, as most Fords tend to be these days — before the common rebates are tacked on, anyway. Base price for the cheapest Edge, the SE trim, is $28,595, with the midlevel SEL trim ringing in at $31,995 (all prices include an $895 destination charge). All-wheel drive is a $1,950 option on every trim level.

My test car was a Limited trim with front-wheel drive and had an as-tested price of $37,125. Major options were a blind spot warning system for $480 and the voice-activated navigation system for $795. Features like dual-zone climate control, a backup camera, satellite radio, leather seating and power-folding rear seats are all standard on the Limited. See full pricing here.

There are a lot of contenders in the marketplace that are similar to the Edge in price and function. Main competitors are other five-passenger, front-wheel-drive, car-based SUVs like the Hyundai Santa Fe Sport, Nissan Murano and Toyota Venza, as well as more trucklike offerings such as the rear-wheel-drive Jeep Grand Cherokee. (See the Edge compared side-by-side with its main competitors here.) All of them offer similar amenities, some offer superior handling characteristics and fuel economy — and none of them feature the maddening MyFord Touch system or the touch-sensitive consoles. In fact, most now offer multimedia systems with voice commands that operate better than Ford's, which is ironic considering Ford was a pioneer in these systems. To its credit, the Ford is quieter than many of these competitors and features more engine choices as well. If you do opt for the Edge, just make sure it comes without MyFord Touch if you want to be satisfied with your purchase in the long run.

Classic 2013 BMW 328

With its exceptional acceleration, handling, braking, gas mileage and interior accommodations, the 2013 BMW 328i is the best luxury sport sedan you can buy. Period.

When I evaluated the 3 Series sedan after its 2012 redesign, I concluded that, for the first time, the 328i was all anybody needed, thanks to its new turbocharged four-cylinder engine. For 2013, what's new is a more affordable 320i (reviewed separately), an M Sport trim level — and the results of our sport-sedan comparison test, in which the 328i took first place over five other sport sedans less than $46,000 (as equipped).

This review covers the 328i sedan, which was redesigned for 2012. The coupe, convertible and top-performing M3 versions remain unchanged, but the redesigned wagon hits dealerships this spring as a 2014.

Balance Defined
Take a look at any Cars.com review and you'll notice we're practical, never fixating exclusively on performance. The 328 would have never come out on top in our competition if it didn't balance its excellent drivability with some mainstream benefits. One example: It had the best observed gas mileage at 28.1 mpg combined. That was 1.7 mpg better than the next-most-efficient Audi A4 2.0T Quattro and 7.7 mpg better than the worst, the Volvo S60 T5 AWD.

That's pretty impressive, and only becomes more so when you know the 328i was also the quickest to 60 mph, making it in 6.6 seconds. (All our test cars had automatic transmissions and were clocked with two adults onboard.) It beat the next-best S60 by almost 0.2 second, and the worst, the Mercedes-Benz C250 Sport, by more than 1.6 seconds. The BMW proves that a trade-off between acceleration and mileage — exemplified in our test by the Volvo and Acura TL 3.7 — is no longer a valid excuse.

The notion of a turbocharged four-cylinder delivering the goods remains difficult to fathom, but direct injection gives the BMW's 2.0-liter adequate torque at low rpm — long a failing of small engines, even turbocharged ones. There's nothing wrong with the more powerful 335i, but outside of a racetrack the additional power doesn't seem necessary. In previous generations, the six-cylinder 328 and 325 versions were too poky. Not anymore. (Any six-cylinder 2013 model 328 that appears in Cars.com's specs represents the coupe or convertible.)

Though the 328i sedan also comes with a satisfying six-speed manual transmission, we were impressed with our car's eight-speed automatic. The extra gears allow the 328i to launch confidently off the line without sacrificing efficient cruising.

Specifications don't always reflect real-world performance, but it's likely the Cadillac ATS' use of a six-speed automatic played a part in its less impressive results in our Sport Sedan Challenge, despite the car's lower weight: The ATS went from zero to 60 mph in 8 seconds and achieved an observed mileage of 25.0 mpg combined.

The BMW eight-speed delivered smooth, confident shifts and reasonably responsive kickdown. Eco Pro, Comfort and Sport modes vary the accelerator and power-steering responsiveness along with the transmission's willingness to downshift and hold lower gears.

The abrupt engine stop/start feature I detailed in my 2012 review remains universally loathed and was habitually switched off by all judges in our Challenge.

Braking
The 328i had the shortest braking distance in our test at 118.9 feet, 3.7 feet shorter than the next closest, the A4. But panic braking isn't something you deal with on a regular basis (I hope!); all the cars stopped short enough to be reasonably safe. What also matters is how the brakes feel, and here again the 328i beat the others, with effortless stopping power, good pedal feel and linearity on both application and release.

I was most pleased by the transmission's transparency; in BMW's larger cars, "EfficientDynamics" provisions include a Brake Energy Regeneration feature that causes the transmission to downshift awkwardly through the gears during routine braking, causing uneven braking response.

Ride & Handling
Our test car was the new M Sport Line, which joins last year's trim levels: base, regular Sport Line (no "M"), Luxury Line and Modern Line, which are treated as option packages when you order. The most expensive such package at $3,850, M Sport adds a sport suspension along with 18-inch wheels and summer tires; a more menacing front end and enhanced aerodynamics; different exterior and interior trim; and some "M" badging, which attempts to steal some cachet from true performers like the M3.

Without a doubt, the M Sport suspension sharpened the 328i's reflexes without sacrificing ride quality too much. Though the ATS' handling wowed us, the 328i was still the champ with precise steering, excellent front/rear balance and driftability that begged us to drive it hard. The BMW wasn't unique in having rear-wheel drive; half of our Challenge contestants had it too, but it's tough to beat rear-wheel drive when it's well-executed. (As of 2013, the 3 Series sedan once again offers all-wheel drive as well, called xDrive.)

The only real complaint is how the 3 Series has less overall "feel" than previous generations, but that's not a new gripe, and the BMW stood up well among its current competition.

Interior
After driving the 328i, our judges began to express a willingness to overlook other shortcomings. Truth be told, we didn't find many. Though not as large as the Acura on the outside, it has good interior space, including serviceable front-seat legroom, above-average backseat legroom and the most front- and rear-seat headroom in our comparison test. The trunk was also the largest at 13 cubic feet.

The 3 Series sedan now has a standard 40/20/40-split folding backseat, making it one of the only cars in this class where it's included at no charge — a change from the previous 328 generation. That's right; even lower-priced luxury cars often give you the opportunity to pay for features that are standard from more modest brands. Another eye-opener for new shoppers is that most of these cars have imitation leather upholstery rather than the real thing in their base models (the A4 is an exception). For what it's worth, the imitation stuff is often convincing and may age more gracefully. Leather comes in all the 328i's Line packages, including our M Sport.

The interior quality was universally respected, if not always loved, and I think BMW does a good job offering different approaches in its various Lines. While the base model is austere, each of the others is classier and suits a particular taste, from classic — with wood trim — to contemporary or sporty with more metal and a cooler color palette.

Even at our car's $45,745 as-tested price (including the destination charge), it didn't include a backup camera or navigation system; neither did three of the other five cars in our Challenge, though they're optional on all of them. For all the grief BMW legitimately earned for its iDrive multifunction controller in its earlier years, it's not so bad now, especially in our car's simple, non-navigation version. We're less impressed with turn-signal and gear-selector levers that spring back to center rather than stay in place. They're awkward and sacrifice desirable tactile feedback while adding no apparent improvement.

Features
Conspicuously absent from our 328i was Bluetooth streaming audio capability, which comes only with the navigation option. Standard equipment in the base model includes keyless access, auto-dimming rearview and heated side mirrors, HomeLink, rain-sensing windshield wipers, headlight washers, dual-zone automatic climate control, 17-inch alloy wheels, a 40/20/40-split folding backseat and a four-year, 50,000-mile free regular maintenance warranty — generous for this class.

Options include adaptive cruise control, in-vehicle assistance (similar to GM's OnStar), adaptive headlights, parking assist, an adaptive suspension, a moonroof, shift paddles for the automatic transmission and active-safety features that are detailed in the next section.

A 328i sedan loaded with every possible extra-cost option, including all-wheel drive, comes to $57,370.

Safety
The 2013 3 Series sedan was named a Top Safety Pick by the Insurance Institute for Highway Safety, having scored Good in frontal, side, rear and roof-strength tests. The National Highway Traffic Safety Administration rated the sedan and wagon with five out of five stars.

Standard safety equipment includes frontal airbags, front knee airbags and side curtain airbags that protect front and rear occupants in side impacts. The front seats also have side-impact airbags and active head restraints. As is required of all 2012 and later models, the 3 Series includes antilock brakes and an electronic stability system with traction control.

Blind spot detection, a backup camera, side/top-view cameras and proximity sensors come in an optional Driver Assistance Package. A lane departure warning system is also optional.

Wonders Of The 2014 Infiniti Q50

The 2014 Infiniti Q50 sedan is a fitting successor to the popular G37 it will eventually replace; its boundless power, athletic road manners and elegant interior raise the bar in the class.

Infiniti's compact sedan probably looks familiar, but thanks to a brand-wide nameplate overhaul, you might have trouble putting the face with the name.

Aside from its new place in the Infiniti alphabet, the car wears more fluid styling, gets additional safety features and loses its manual transmission for 2014; a hybrid sedan is also new this year. Rear- and all-wheel-drive sedans return; coupe and convertible body styles are not yet available, though they will eventually join the lineup under the Q60 name. Compare the 2014 Q50 and the 2013 G37 here.

Automakers are keeping the compact sport sedan segment fresh; several key players are either all-new or redesigned within the past year. Q50 competitors include the Cadillac ATS, Lexus IS and Acura TL. Compare them here.
Evolutionary Styling
The G37 has always exuded muscular character. It still comes through on the Q50, but it's nicely balanced with some new softness. Glaring, hooded LED headlights and a shapelier version of Infiniti's double-arch grille add to its brawniness, but there's a new slipperiness to its profile. More dramatically sculpted wheel arches and subtle body-side wave lines give it a fluid, always-in-motion look.

Standard LED headlights, running lights and taillights are new this year. Seventeen-inch wheels are standard, and the Sport trim level gets 19s; run-flat tires are standard on both. Sizewise, the Q50 retains the G37's wheelbase, but grows 2 inches wider and loses less than an inch of height. Power
An unfamiliar name and face camouflage an old favorite; the sedan's 328-horsepower, 3.7-liter V-6 has been tweaked for 2014 for a higher level of refinement and better fuel economy. It feels both spirited and grounded; power is robust from a stop, and a light tap calls up nearly boundless reserves for effortless passing and merging. It also sounds more refined — the sporty exhaust burble still headlines the soundtrack, but it's more muted than the outgoing model.

Two-wheel-drive versions are EPA-rated at 20/29/23 mpg city/highway/combined, up from the G37's 19/27 mpg rating. The numbers stack up favorably against two-wheel-drive V-6 versions of the Cadillac ATS (18/28 mpg), Lexus IS 350 (19/28 mpg) and Acura TL (20/29 mpg). A new Eco mode can boost fuel economy by around 5 to 10 percent, depending on how often it's engaged, Infiniti says. Eco is part of a new standard Drive Mode selector system that alters shift patterns and throttle sensitivity to benefit fuel economy or sportiness; choices include Standard, Sport, Eco, Snow (for all-wheel-drive versions) and Personal. Eco delivers a dull, stymied throttle response. In Sport mode, the throttle sensitivity sounds and feels more aggressive.

The smooth and responsive seven-speed automatic transmission returns for 2014. It teams nicely with the 3.7-liter; prompt and gentle shifts make for seamless transitions. We're lucky it's so good, as there's no manual transmission option this year. Infiniti said too few buyers selected the six-speed manual in the previous generation to justify offering the option. It will be back eventually — though Infiniti isn't saying when — and will likely debut on the coupe.

Fans of the G37, I mean Q50, will have plenty of models to choose from. Aside from the regular sedan, a hybrid version is also available. Infiniti bills it as a "no trade-off" vehicle, offering more power (32 additional hp) and better fuel economy (29/36/31 mpg) than the 3.7-liter. Despite the 3.5-liter's 360 hp in the hybrid, it isn't as much of a powerhouse as its gas-only sibling. It's still strong, but not nearly as smooth; shifts feel much more abrupt. At low speeds, it'll operate in EV-only mode and is nearly silent, save for some subtle mechanical whirrs. The transfer from EV to gas mode is nearly imperceptible. 
Handling
One of the biggest — and most surprising — differences between the two models is their steering behavior. The all-wheel-drive Q50 S I tested used Infiniti's traditional mechanical steering setup, vastly different from the new Direct Adaptive Steering system on the hybrid: Its electric by-wire architecture uses sensors and signals to steer the car. Although it's standard on top-level hybrid trims or as a pricey option on non-hybrids (starting in a $3,100 package), it's worth it.

The standard system required a heavy amount of driver correction; finding a comfortable center at highway speeds was fatiguing. The overall feel was light and twitchy rather than connected to the road. It seemed at odds with the sedan's sporty mission.

In contrast, the Direct Adaptive Steering system provided a firm, direct feel along with quicker, more responsive reflexes. Despite the vastly different steering systems, both cars exhibited a controlled ride with decent bump isolation, though the S model, with its 19-inch wheels and sport suspension, rode more firmly. Overall, however, the Q50 felt as lithe as its predecessor — confident around corners with impressive grip and little lean. The Controls
Infiniti says the Q50 is its "most connected" vehicle, and the new InTouch multimedia system indeed takes connectivity to a new level. Its two touch-screens take up much of the futuristic, command-center-like instrument panel. The 8-inch upper screen displays navigation and vehicle info, while climate, audio and app displays live on the 7-inch lower unit. Two expansive readouts mean the audio and climate systems don't need to jockey for the same piece of real estate.

The screens function like an iPad or tablet — pinch to zoom, swipe to scroll. InTouch is customizable and can store up to four driver preference profiles, remembering navigation, audio, climate and app settings. Infiniti says it'll be compatible with around a dozen apps, including Twitter, Facebook and Pandora. Twitter while driving will never be a good idea, but Infiniti says the apps can be controlled via voice prompts to minimize distractions; the software was unavailable on the preproduction models we tested.

All this technology may sound daunting, but it's not. Infiniti makes the technology available but not overwhelming. The menu structures are intuitive and there's no need to panic about the loss of physical controls — most of the audio and climate buttons are still there if you want to opt out of the screens. The optional navigation system was easy to use; entering a destination and canceling a route can be done in only a few steps. 

A couple minor gripes: The Q50 still has a traditional audio volume knob, but gone is the radio tune knob. In its place is a touch-screen button — going from SiriusXM 28 to 95 will give you finger fatigue. Also, the touch-screens' response time was sometimes sluggish and their actions delayed, though I was told it was a preproduction glitch.
Comfortable Elegance
The cabin retains the G37's classy and sporty vibe, with an added dash of modern elegance. The front seat's twin-cockpit setup is re-imagined with an asymmetrical division of space and an emphasis on the driver; a metal dividing line runs the length of the center console. High-gloss maple wood trim or textured matte-finish metal complement the supple leather for a stylish and sophisticated interior. Everything looks and feels first class; Infiniti's attention to detail is evident in the padded surfaces, contrast stitching and expertly fitted panels.

Although the Q50's footprint is similar to the G37's, the sedan is wider and sits a bit lower. This translates into less rear headroom but more front headroom and legroom. It still compares favorably against competitors, though. Even taller drivers will find the front seat spacious. The bolstered front sport seats are abundantly comfortable — they're deep, wide and long, with a thigh extender for additional support. At 5-foot-5, I easily had enough headroom in the backseat, but my 6-foot-6 passenger rode with his head brushing the ceiling — a common occurrence, he assured me.

	2014 Infiniti Q50	2014 Cadillac ATS	2014 Lexus IS 350	2013 Acura TL
Front headroom, inches	40.2	38.6	38.2	38.4
Front legroom, inches	44.5	42.5	44.8	42.5
Rear headroom, inches	37.5	36.8	36.9	36.7
Rear legroom, inches	35.1	33.5	32.2	36.2
Source: Manufacturers

There's 13.5 cubic feet of space in the trunk, much roomier than the ATS (10.4) and the TL (13.1), but a smidge less than the IS 350's 13.8 cubic feet. A pass-through to the trunk is standard; a 60/40-split rear seat is optional (which strikes me as a cut-rate move). Neither is available on the hybrid, where trunk space shrinks to 9.4 cubic feet to accommodate its battery.Features & Price
Base rear-wheel-drive versions of the 2014 Infiniti Q50 start at $37,605 (all prices include destination charges). It's available in base, Premium, Hybrid Premium, S and S Hybrid trims, and all-wheel drive adds an extra $1,800 across the lineup. The hybrid model is pricey, starting at $44,855. In a strange twist, Infiniti announced it'll continue to sell the G37 model until mid-2015. It will now start at $33,455, much lower than the previous price.

The V-6 versions of the 2014 Cadillac ATS ($42,020) and 2014 Lexus IS 350 ($40,360) clock in a bit higher, the 2013 Acura TL a bit lower ($36,800). The Q50 is at the low end of the price spectrum, but not after adding safety and convenience features. The Deluxe Touring Package, for example, adds the upgraded steering, Around View Monitor and a few other small features for $3,100. Many of the active safety features are bundled into the $3,200 Technology Package. Navigation is an additional $1,400, and leather seats add $1,000. Safety
The 2014 Infiniti Q50 has not yet been crash-tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. The Q50 comes standard with a full complement of airbags, including side curtain airbags that protect front and rear occupants. A backup camera is standard. Click here for a full list of safety features.

The options are where things get interesting. The Q50 offers a host of active collision-preventing safety features, including predictive forward collision warning with automated emergency braking, blind spot warning, blind spot intervention, backup collision intervention, lane departure prevention and active lane control. The latter uses cameras and steering sensors to help keep you in the center of the lane if you've wandered too far; it also makes smaller adjustments to keep you straight in case of crosswinds and road imperfections.Q50 in the Market
Executives at the press preview called the Q50 "the best sedan we've ever built," and though the hyperbole prompted an automatic eye roll, I have to concede their point. The G37 was already a standout, and the Q50 builds on that foundation with a compelling blend of sport, comfort and class.

Fans of the original should have no problem welcoming this iteration to the family — as long as they know just what the heck they're looking at.