Hyundai ix35 Review

There's an old saying that "those who rest on their laurels get prickles in their bum." I'm not sure who came up with it, but there's an element of truth in it for the ix35, Hyundai's replacement for the Tucson.

APPEARANCE

It's not in the European styling department, as the new ix35 - in our case a Highlander - looks sharp and modern, rakish and almost curvaceous from the outside. The ix35 is nothing like its boxy predecessor, although it still looks a little big for its 18in alloy wheels, but that's something the styling departments at several Korean brands are overcoming.

INTERIOR AND EQUIPMENT

Inside, the Highlander has comfortable leather seats and enough room in the back to accommodate two adults without any real concerns - with an easy entry height as well.

The ix35 Highlander gets plenty of features - automatic headlights, dual front, side and curtain airbags, helm-mounted controls for the sound system and cruise control, full length glass sunroof, keyless entry and go, iPod plug-in capability and dual-zone climate control, heated front seats and an auto-dimming rear vision mirror.

The mirror also has the reversing camera's display within it, which is a small but clear LCD display - polarising sunglasses can make it a bit fuzzy but with familiarity it becomes easier to use.

Something of an oversight - that the Korean carmaker says it's addressing - is the absence of Bluetooth as standard. Given all the other fruit on the features list it seems odd that something that is fast becoming mandatory - and worthwhile if you don't want to blow 3 points and more than $200 - isn't included as standard on the range-topping model.

The top-spec sound system puts out a reasonable noise, but was let down by a temperamental 3.5mm auxiliary input jack and a vibration in the right rear door.

ENGINE AND TRANSMISSIONS
The ix35 flagship is only available in automatic with the two-litre R-Series turbodiesel, which produces a healthy 135kW at 4000rpm and 392Nm between 1800 and 2500rpm.

The little diesel is a little chuggy at idle when cold but improves with temperature, displaying a lively demeanour - it has a bit of lag as pressure builds through the turbo system but once it has composed itself there's strong low-down grunt that doesn't taper off in a hurry.

Hyundai claims a combined 7.5 litres per 100km, but the trip computer returned a metropolitan-based 9.3litres per 100km. That offers a 600-700km range, which is a little on the low side for modern-day diesels, thanks to its tiny 55-litre fuel tank.

The six-speed auto is smooth but sometimes is a little tardy, overall the drivetrain was one of the highlights.

ALL-WHEEL DRIVE SYSTEMS

The ix35 runs an electronic AWD system automatically controls front to rear power distribution depending on driving conditions, running front-wheel drive most of the time - meaning its a reactive system.

The driver has the ability to lock it into 50/50 mode, but given the low-slung nature of the wagon and its road-biased rubber, A-grade dirt roads and hard-packed beaches would be about as far off road as you'd want to go in this Korean wagon.

DRIVING

Ride quality is one of the areas where it seems Hyundai might have skimped a little, as it felt a little choppy on broken suburban bitumen; body control is acceptable and the over-assisted numb steering (which lacks reach adjustment) is easy enough to live with, but some more control and compliance is needed.

A little design niggle that made itself obvious at night was the rear eye-level brake lights, which  reflects heavily on the rear windscreen at night, when the headlights also showed that they aren't up to par.

There's much to like about the ix35 but some elements don't feel like as much forward progress has been made - particularly in light of the brand's improvements in other segments.

SCORE: 70/100

HYUNDAI IX35 HIGHLANDER

Price: from $37,990
Engine: two-litre DOHC 16-valve turbodiesel four-cylinder
Transmission: six-speed automatic, all-wheel drive
Power: 135kW @ 4000rpm
Torque: 392Nm between 1800 & 2500rpm
Fuel consumption: 7.5 litres/100km, on test 9.3l/100km, tank 55 litres
Emissions: 198g/km
Suspension: MacPherson strut  (front); multi-link (rear)
Brakes: four-wheel discs, front ventilated, anti-lock, stability, hill start/descent control
Dimensions: length 4410mm, width 1820mm, height 1685mm
Wheelbase: 2640mm, track fr/rr 1585/1586mm
Cargo volume: 591/1436 litres
Weight: 1706kg
Wheels: 18in alloys.

Mazda CX-5 Akera Review

Mazda's CX-5 is a runaway sales success. They're everywhere, bought by young 'uns and not-so young 'uns in vast numbers. But chart success is not always a hallmark of quality, as a brief glance at what passes for a music chart will attest.

The CX-5, though is different. Along with its cheery sales numbers comes handsome looks, some clever tech and a reputation for ride and handling. The top-spec Akera though is a test – priced where the Germans start (Audi Q3, BMW X1, Mercedes-Benz GLA), it has to fight badge snobbery as well as a crowded field from Japan and Korea.

VALUE

The CX-5 range starts at a very modest $27,880 for a two-wheel drive manual petrol 2.0-litre and goes all the way to nearly $50,000 for the diesel Akera. This petrol Akera is the last stop before that high water mark, weighing in at $46,570.

The Akera's long list of standard features include leather interior, keyless entry, nine-speaker Bose-branded stereo with Bluetooth and USB, reversing camera and parking sensors all round, cruise control and a cluster of sensors inside the windscreen for auto-wipers, headlights and lane departure warning.

The headlights are of the adaptive bi-xenon variety (and very good, too), the seats up front are electrically adjustable, heated and have two memory slots.

DESIGN

The Mazda CX5 is a lot of car and the Akera's big 19-inch wheels add to that big look. Sadly, its rather lovely styling causes a couple of little problems. The first is that over the shoulder, you can't see a thing through those tiny windows. On the Akera, blind spot monitoring is a very welcome addition.

Secondly, the rear doors are not an easy proposition for smaller kids. They don't open very wide and it's a bit of a climb up. Once they're in, though, there's plenty of space and they sit up nice and high and they can easily see out.

It's not bad in here, but a car that costs the same as an Audi Q3 or a BMW X1 could do with a bit more luxury than what's on offer.

Having said that, it's all perfectly functional. It just doesn't feel all that special. In its defence, neither does the X1.

It isn't the biggest inside, either. On a hardware trip to gather a lot of wood, our long-term Hyundai ix35 fitted more in. The Mazda does have the better finish by a country mile, better than Honda, Hyundai, Kia or Ford and not far away from the Germans.

SAFETY

ABS, dynamic and stability control, six airbags, city brake assist, lane departure warning, blind spot monitoring all add up to five ANCAP stars.

INFOTAINMENT

The nine-speaker stereo is unbelievably slow when plugging in an iPhone. You get a swirly thing on the screen and whatever you choose on the device is not reflected on the screen and the audio matches neither what you chose on the device nor what's displayed car's screen. Which is, to say the least, perplexing.

That screen isn't really big or smart enough for you to use, it's actually quite fiddly. Once you've deciphered it, though, it's not bad and sounds quite good. Needs work, though.

ENGINE / TRANSMISSION

The Akera is powered by the larger SkyActiv 2.5-litre four-cylinder. There's no turbo, but it pushes out 138kW and and 250Nm through all four wheels and with a very good six-speed automatic.

Mazda claims a combined fuel figure, aided by stop-start, of 7.2L/100km but this seems a distant possibility with our 12.2L/100km figure that didn't include an undue amount of hard acceleration.

DRIVING

The CX-5 is without doubt one of the better SUVs and holds up pretty well against a lot of lower-slung sedans.

The power and torque figures don't suggest it, but together they do an impressive job of pushing the 1650kg Akera down the road at a very decent pace. The transmission is very responsive to the right foot and there's some real fun to be had behind the wheel.

Passengers will be very happy with the good ride and lack of body roll that one or two competitors suffer from (Honda CR-V and Subaru Forester). On the freeway, they will also appreciate the quietness of the engine and the well-suppressed wind and tyre noise.

From the driver's seat, you could be driving a well-sorted hatchback with some kind of clever dimension-shifting windscreen. It is hard to believe it's a high-riding SUV, which is quite an achievement.

The wheel is well-weighted for the most part, so banging around the 'burbs is never going to cause the CX-5 any trouble. The throttle is pretty soft to aid smooth progress but on the plus side, this means that there won't be any embarrassing lurching when it wakes from stop-start.

VERDICT

The Akera's biggest problem is the price. Up at the $45,000 mark, it's not out of line to expect a bit more plushness. Aside from that, it is packed full of stuff, including a very decent set of safety features.

Price aside, it's definitely one of the top three SUVs for anyone's list and its dynamic abilities more than justify how many of these cars that fly out of Mazda showrooms. There's a few flaws, but none fatal or even significant for that matter.

It looks good, drives well and does the job without looking like a box on wheels. More to the point, it does the job just as well as the European, Japanese and Korean competitors, if not better.

Specifications
Price:     From $46,570
Warranty:     3yr/unlimited km
Engine:     2.5-litre 4-cyl petrol, 138kW/250Nm
Transmission:     6-spd automatic; AWD
Thirst:     7.4L/100km, 172g/km CO2 Tank 58L

Bugatti Veyron Review

One quickly run out of superlatives when trying to describe the Bugatti Veyron. I'm not even sure if we should use the word "car" to refer to such a monster. Endowed with absolute power and a maximum speed of scary, the Veyron looks and sounds like it just came out of some possible future inhabited by giant gas pump. 

 50 years after the death of Ettore Bugatti, Volkswagen uses the magic wand to evoke the legendary company, and to say the least, the German car manufacturers do the job mindblowing.

Fan motor will directly take you to the mythical Bugatti Royale from the 1930s, a colossal and majestic work, sold at high prices so that only three people were able to afford it at the time. The Royale turned out to be one of the rarest cars and prestigious of all time, but despite record-breaking appearance, silhouette endless and fairy-like being on top of all the symbols of luxury unequivocable able to make a Rolls Royce look like your everyday sedan. Instead of trying to match the extraordinary legacy with Royale, back Volkswagen decided to seek inspiration in the history of racing Bugatti Veyron to design, the right to use the name of a famous driver who won at Le Mans in 1939 behind the wheel of a Bugatti Type 57.

We have to ride this incredible vehicle for several miles at a country club parking lot of San Diego. It's easy to feel intimidated by this incredible machine, so we carefully and promptly handed back to the official teachers, the French race car driver PierHenri Raphanel.

Veyron is unbeatable. Wide shape and very large sets it apart from other supercars like the Mercedes McLaren SLR lean or angle Ferrari Enzo. But the real thrill comes from unmatched performance Veyron: the engine delivers 1,001 hp and a top speed of 250 mph neighbor, the new Bugatti fly over the road like a rocket in the sky in the morning. Veyron goes from 0 to 62 mph in 2.5 seconds, which is not less than one second faster than the Ferrari Enzo. Pedal to the metal, you can reach 200 mph in less than 15 seconds. This is the first in the field of street-legal vehicles, and you have to steal a car Champ had a chance to catch up with the Veyron. Frankly, at the end of the day, I still would not put a dollar on you.

Revolutionary techniques involved in making Bugatti 21st. To collect 1,001 horsepower necessary to create a new automotive legend, Volkswagen has designed the 8-liter W16 engine by mating two V8s narrow angle. The peak torque of 922 pounds / ft at 2200 rpm No fewer than four turbochargers decoration powerhouse bustle and engineers have to come up with a dual-clutch seven-speed specifically to allow all this wild energy is transferred to the road. Needless to say, fuel efficiency has never been a problem in the process, and you will be pleased to know that the Bugatti Veyron has given new meaning to the term gas-guzzler to settle for a little more than 2 miles per gallon on top speed. In this configuration, the tank will go from full to empty in less than 12 minutes. All kinds of rumors surrounding this incredible ride: to push hard on this monster will make one set of tires lasted about 125 miles.

It took several years of trial and error to achieve the final version of the Bugatti Veyron. Launched by flamboyant CEO Ferdinand Piëch in 1999, the project began with a prototype equipped with a W18 engine (three sides flatV6 by side).

Soon, engineers realized that they needed a more compact structure, and W16 adopted and installed in mid-rear position. Fine tuning of the animals is a long and difficult task, and many incidents occurred during testing. The lack of stability at high speeds even trigger accidents and damage to the prototype. In 2003, Piëch was replaced by Bernd Pischetsrieder at the helm of Volkswagen, and the new leadership took the project back to the drawing board. Under the supervision of the engineer Wolfgang Shreiber, Veyron becomes more stable and drivable. Gordon Murray, the father of the famous and brilliant of astounding McLaren F1 of the early 90's who in the past have strongly criticized the initial concept and prototype Veyron, recently revealed his thoughts on the final version of the Bugatti: "One thing that is really good, and I just never expected this, is that it changed direction. it almost does not feel heavy. Driving on the circuit I expected a sack of cement, but you really can throw it at tight chicanes. "

Only 300 Bugatti Veyrons will be conducted over the next five years. It will cost no less than $ 1.5 million to get your hands on one of them, but apparently, Bugatti has received 70 firm orders. In a classy move, Volkswagen Bugatti moved back to the original headquarters in Saint Jean Castle Ettore in Molsheim, Alsace, and the company raised even have to increase its production in 2006 to meet demand. Believe it or not, all in all, the Veyron is a good bargain: the cost of production far exceeds the sale price. Here are the steps honorable ancestors, this unique car is first and foremost a magnificent study and decadent announced the end of an era. Away from the cockpit of this machine unforgettable, lost in a state of denial, it's almost hard to remember that the days are numbered gasoline engine.

Bugatti Veyron 16.4 Super Sport Review

The fastest production car in the world - Bugatti Veyron 16.4 Super Sport is a successor of Bugatti Veyron 16.4, but a sportier car with the experience of a more extreme driving.

Launched in August 2010, the Super Sport version is best known for having overtaken the American fastest supercar SSC Ultimate Aero with the top speed of 257 mph and breaking the record of the fastest production car in the world that reached the average top speed of 267 mph.

The Super Sport is so exceptional not only of its every single detail and the application of advanced technology of motorsport but of its close connection with the founder of the company Ettore Bugatti, who always sought to achieve the combination of the beauty of the exterior with mechanical perfection of the car. As a result, every alteration made to this concept car, such as the expansion and reshaping of the front air intakes, the double diffuser and exhaust system that is arranged centrally, the use of two NACA ducts set that gives the air to the engine, serves to reach its greater performance.

To raise Veyrons SS's top speed by 14 mpg (23 km/h) was not a matter of making of few simple modifications to the standard Veyron 16.4 super-car for Bugatti. The following list of improvements has turned Veyron into the fastest road-legal super sports car:

• The turbochargers and intercoolers have become bigger.
• The cars fuel pump number has increased from two to four.
• A new seven-speed dual-clutch gearbox which shifts a gear in less than 150 milliseconds has been developed.
• A new exhaust system witch is less restrictive has been developed.
• Air scoops have been replaced by air ducts to have more cool air to the quad-turbocharged W16 engine.
• The roof has become longer for better aerodynamics.

To increase the power of the engine, bigger inter-coolers and four enlarged turbochargers have been applied in this version. As a result, Bugatti Veyron 16.4 Super Sport has become a unique supercar because of its W16 quad-turbo engine demonstrating the performance of 882 kW (1.200 bhp) and 1.500 Newton metres of torque, which actually offers new dimensions and a new experience of driving to its drivers. In order to protect the tires, all production models have been electronically limited to 257.9 mph. The car reaches a speed of 60 mph in only 2.5 seconds.

What concerns the chassis of the car, it has been redesigned in the way to increase the safety at the extreme driving. The car has an intelligent four-wheel drive system which offers a perfect handling. The Super Sport demonstrates a complex architecture which has been originally created for racing cars. To better the efficiency of aerodynamics and to ensure perfect balance in different driving situations, the body of the vehicle has been fine-tuned and a new fibre structure of the all-carbon monocoque has been used.

Bugatti Veyron 16.4 Super Sport has been introduced in four different editions, namely, Dark Blue Tinted Carbon, Dark Blue Tinted Carbon/White Silver, White Silver and World Record Edition. 

The first five Veyron Super Sport cars have been painted with a black and orange "world record" color pattern to introduce a new Guinness record of a top land-speed for a production car.

Specifcations of the Super Sport edition.

This supercar by Bugatti, with its powerfull 1,200 hp engine, reaches 60 mph speed in only 2.5 seconds. The top speed of the Super Sport's is 268 mph, but it has been electronically limited to 258 mph in order to protect the expensive tires.

The base prise for the Super Sport version is $2.3 million.

Officially presented at Pebble Beach Concours d'Elegance, California in August 2010
Base price:$2,700,000

8.0 litre Quad-turbocharged W16 gasoline engine specifications Arrangement:W-engine
Number of cylinders:16
Valves per cylinder:4
Total displacement:7,993 cc (487.8 cu in)
Compression ratio:9:1
Rated output:1,200 hp (882 kW) at 6,400 rpm
Rated torque:1,500 Nm at 3,000–5,000 rpm
Drivetrain Drive type:All-wheel drive
Clucth:Automatic
Transmission:Dual Clucth automatic 7 Gear DSG (direct-shift gearbox)
Shift time:150 milliseconds
Performance Top speed (limited):258 mph (415 km/h)
Real top speed:267.856 mph (431.072 km/h)
Acceleration:   0-62 mph:2.5 sec
  0–100 km/h:2.5 sec
  0-124 mph:6.7 sec
  0–200 km/h:6.7 sec
  0–186 mph:14.6 sec
  0–300 km/h:14.6 sec
Fuel Consumption Fuel type:Super lead free 98 RON/ROZ
Fuel tank capacity:26.4 G (22 Imp. G, 100 l)
Urban fuel consumption:6.32 US MPG (7.59 Imp. MPG, 37.2 l/100 km)
Urban CO2 emission:867 g/km
Extra-urban fuel consumption:15.79 US MPG (18.96 Imp. MPG, 14.9 l/100 km)
Extra-urban CO2 emission:867 g/km
Combined fuel consumption:10.18 US MPG (12.23 Imp. MPG, 23.1 l/100 km)
Combined CO2 emission:539 g/km
Dimensions and Weight Wheelbase:106.7 in (2710 mm)
Vehicle length:175.7 in (4462 mm)
Vehicle height:46.5 in (1155 mm)
Vehicle width:78.7 in (1998 mm)
Curb weight:4,052 lbs (1838 kg)

How Significant Car Insurance Quotes Are

Planning to buy car insurance is really just easy but the situation is how to select the correct company. Some people have no single idea regarding how to do it while some are simply confused on which among the businesses should they go for. A lot of companies are there too which provides assorted interest rates. So the smartest thing to accomplish here is to collect lots of auto insurance quotes so it is also possible to match them. This way, choosing probably the most perfect insurance policy for the car could be done smoothly.

The best venue for clients get started on with these auto insurance quotes is nowhere else than the internet. A lot of insurance firms have created their websites which give and explains important information that revolves around their insurance policies. In order that you can lessen the doubts, you need to visit online companies that have reigned success for consecutive years. It is vital to choose those who have gained popularity and whose reliability will not disappoint you. Definitely they really are the safest and most perfect choices for auto insurance.

Once you visit their websites, it is also possible to come upon a web based insurance quote form that you are required to fill out in order that getting your quote from the company will likely be done. All you should do would be to type in some essential information that talks about yourself such us your name, address, etc. Right after filling out the form, the auto insurance quote will show up in a blink.

Aside from making use of the internet to know your auto insurance quotes, it is also possible to get them through approaching a good car insurance company. This step obviously requires you to exert effort making sure that requesting for the quote shall be done. Just exactly the same as what you are likely to do in the internet, you are likely to fill out a vehicle insurance quote form and supply some basic information. You will receive your quote once the company will post it. However, gathering car insurance quotes with the use of such step is indeed time consuming and you may not have the capacity to gather a lot. That is the main reason why the majority prefer to go online as compared with exerting too much effort without even getting assured.

You have to be aware of that vehicle insurance policies are not guaranteed by any auto insurance quotes. It only provides the chance to get an estimate with regards the car insurance policy. Gathering quotes gives you the chance to check them and you are required to select the very best among the businesses which provide the best interest rates.

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Article Source: EzineArticles.com

2015 Mercedes-AMG C63 Review

Say hello to the 2015 Mercedes-AMG C63. That's right, it's no longer the Mercedes-Benz C63 AMG – its a formal Mercedes-AMG product, just like the GT that just launched earlier this month. Coincidence? Hardly. The new C63 packs the same twin-turbocharged 4.0-liter V8 and features some of the same new-age tuning that AMG used in creating its new Porsche 911-fighting coupe. And boy, are we excited to drive this one.

Much like the AMG GT, the C63 will be offered in two states of tune. The standard C63 will pack 469 horsepower and 479 pound-feet of torque, able to propel the 3,615-pound sedan to 62 miles per hour in four seconds flat. And if that isn't enough, Mercedes will also offer the C63 S, with 503 hp and 516 lb-ft, which shaves a tenth of a second off that 0-62 time. (The C63 S weighs in at 3,648 pounds, according to European specifications.) Both versions route that power to the rear wheels via Merc's seven-speed AMG Speedshift dual-clutch transmission, which has been retuned for the C63 application and is said to be "even faster in its reaction times."

Like the AMG GT, the C63 uses dynamic engine mounts, and along with its three-stage adjustable damping system, features four AMG Dynamic Select driver-selectable modes – Controlled Efficiency, Sport, Sport+ and Race. The car rides on either 18- (C63) or 19-inch (C63 S) wheels, and ceramic-composite brakes are available as an option. There's even an optional performance exhaust, which should no doubt create a sound capable of waking not just your neighbors, but everyone else on the block.

Both Mercedes-AMG C63 models arrive in the US in March, with a special "Edition 1" series being offered at launch, set apart by unique exterior and interior treatments. Pricing has yet to be announced as of this writing. Have a look below for the full scoop in Mercedes' press blast, and check out the gallery above for more views. You'll also notice a slick wagon in our stash of images, but note, Mercedes hasn't said anything about the longroof making its way to the US, and honestly, we wouldn't get our hopes up.

2015 MERCEDES BENZ GLA 45 AMG

A Mercedes for the boy-racer in you
Mercedes-Benz: A storied, legendary luxury and innovative brand, the three-pointed star carmaker is well-known for designing and building some of the most finely crafted automobiles and trucks in the world.

They are also revered for putting together some seriously potent performance sports cars such as the SLR and SLS supercars. Mercedes and AMG’s power and performance enhancing abilities are equally transmitted to their fleet of saloons and coupés such as the E 63 AMG and the CLA 45 AMG. They’ll even put the hurt on the fast SUV crowd with the likes of the ML 63 AMG, but on a hot hatchback? This seems too playful for the gang from Stuttgart.

It isn’t. The new 2015 GLA 45 AMG is more playful and boy-racer-ish than anything the 125+ year-old brand has ever unleashed on our shores, and I’m very thankful for it. The GLA 45 AMG is the result of Mercedes letting its hair down and partying until the wee hours of the morning. Even so, there are still a few things that they won’t do, but a good time will always be had.

What is a Mercedes-Benz GLA 45 AMG?
The GLA 45 AMG is the pumped version of Mercedes-Benz’ latest arrival, the GLA-Class. The sensible compact CUV has gone through the amazingly capable hands of the crew from Affalterbach and has come out the other side a track-ready grocery getter.

2015 Mercedes-Benz GLA 45 AMG Price and Specs
For a vehicle to wear the coveted AMG logo, it must be special if not monstrously powerful. The GLA 45 AMG utilizes the same hardware as the GLA 250, although severely beefed up.

The autographed, hand-built turbocharged 2.0L 4-cylinder pumps out a mighty 355 horsepower at 6,000 rpm and 332 lb-ft of torque between 2,250 and 5,000 rpm. The charger is a twin-scroll type and draws air through an air-water intercooler and will produce 26 max psi (or 1.86 bar).

An AMG SPEEDSHIFT 7G-DCT 7-speed dual clutch automatic sport transmission transmits the power to all four wheels via Mercedes’ 4MATIC AWD system.

The results generated by all this technical wizardry is a 0-100 km/h sprint is over and done with in 4.8 seconds and will reach an electronically limited top speed of 250 kmh.

Where pricing is concerned, it will be announced closer to the release date which will be sometime in late summer or early fall.

Driving the 2015 Mercedes-Benz GLA 45 AMG

I expected to be scalped. I thought I was not going to be able to walk away from driving the 2015 Mercedes GLA 45 AMG. I was convinced that I was going to need an oxygen mask, some downers, and a wheelchair. But none of this happened.

I had a great time carving a sampling of the Spanish mountains located in the Parque Natural Montes de Malaga, north of the city, but I never scared myself or thought I was going to go flying over the ledge. And that’s slightly unfortunate. I know my colleagues at the office were sad to see me return…

Despite my tested Edition 1’s flamboyant exterior, the GLA 45 AMG remains a Mercedes, albeit a badass civilized Mercedes. The 4-pot’s power is what is most surprising. With all that boost, I was anticipating (hoping) for a kick in the backside at WOT -- but it never came. Some turbo spoolage noise occurs, and before you know it the speedo reads ludicrous speeds. Granted, speed does not pile on in an S-Class-smooth sort of way, but it’s almost underwhelming while blasting on the highway.

One way to remain involved is by setting the transmission to “M” manual mode and slamming away at the gears. This is a must on the tight, rapid switchbacks where selecting the right gear for exit acceleration is crucial, and bloody rewarding. The 2015 GLA 45 AMG is especially alive somewhere north of 4,000 rpm and when pushed this way, it feels like a proper hot-tempered hot-hatch. The AMG sport exhaust does wonderful things with the gases off-throttle and flat-out; this is when the AMG comes unto its own.

The AMG sports suspension is calibrated for even road surfaces, and preferably the banked type. Most of the back-to-back esses were free of imperfections and here the 2015 Mercedes-Benz GLA 45 AMG shone like the Spanish sun. In the city, the older tarmac and stone roads demolished the driving pleasure. I’m not so convinced that this setup will be “nice” in Canada.

My major gripe with the drive was the steering, which felt over-assisted and under-communicative. Precision and response were quick and on-the-spot tight, but the whole process was cold and discombobulated. Never were the car’s abilities in doubt, but I wanted it to play a bigger role in the process.

Inside and Out of the 2015 Mercedes-Benz GLA 45 AMG
The 2015 Mercedes GLA 45 AMG gains so much thanks to the AMG-specific exterior styling that includes a front splitter, 19” wheels, side sills, and rear bumper.

The tested Edition 1 in the gallery includes unique 20” wheels, red exterior accents, an oversize hatch-mounted spoiler and some questionable side decals. This thing is a must for that boy-racer that lurks within… Yeah, I like it a lot.

The cabin is all Mercedes. The Recaro seats are insane on every conceivable level, and I love the low-slung driving position. The AMG-specific shifter fits perfectly in the middle of the center console and the partially alcantara wrapped steering wheel fits the car’s character.

Comparing the 2015 Mercedes-Benz GLA 45 AMG

The new 2015 Mercedes GLA 45 AMG blurs many lines as far as who it plays against. The Audi S3, the BMW M235i and the all-new Porsche Macan all fall in the AMG’s crosshairs.

Once more, I’ve not driven any of these vehicles, however, pricing will play a huge roll in where the GLA stands.

2015 Mercedes-Benz C-Class Review

Sense Meets Sensuality

Revamping the popular C-Class was a risky move for Mercedes-Benz. After all, the compact luxury segment is loaded with highly competitive and fierce challengers. However, the new generation looks like another home run thanks to fresh, aggressive styling and enhanced comfort.

Out on the roads of Provence on a pleasantly warm yet not-so-sunny day of spring, the redesigned 2015 Mercedes-Benz C-Class feels right at home. Twists and turns come and go as elevation changes, and the car moves along effortlessly, never wavering or relenting.

It never aims for the extreme, either. Mercedes-Benz engineers preferred to create a cool, calm and collected sedan rather than working on a more spirited driving experience. Make no mistake: While the new C-Class can be pushed to the limit and tossed like a nimble, sporty compact, it's not the primary objective and never has been. Sometimes you do get the urge to crank things up a notch (especially on mountain passes), but it's best to just take in the scenery and savour every single minute spent in those beautifully supportive German seats.

Hot new looks

In terms of styling, the 2015 Mercedes-Benz C-Class is unquestionably the direct heir to the large S-Class (redesigned for 2014). The silhouette and front grille are similar, and overall the family ties couldn't be more obvious. By essentially miniaturizing its full-size sedan, the company somehow created a softer, rounder profile that I find slightly better sorted at first glance.

The C-Class has gained eight centimetres in total length, with most of that coming from the extended wheelbase. The result is a more solid, more planted feel on the road, not to mention extra passenger room, particularly in the back.

The interior of the 2015 Mercedes-Benz C-Class is completely new, as well. The circular air vents derive from the S-Class, which I like, and the centre display sitting atop the dashboard (like in the CLA) is functional, although not exactly attractive.

Interestingly, the new centre controller that provides access to all the vehicle's functions and settings is now paired with an innovative touchpad your fingertips will love to play on. It makes browsing much simpler.

The C-Class cockpit is a very lovely place to be in, and the multi-way adjustable seats and steering column make it easy to find an ideal driving position, whether you're a tall driver or a stocky, short-legged guy like me.

Lively and dynamic
Unfortunately, I did not get to try the 241-horsepower, turbocharged C 300 model that we'll be seeing in Canada. My first experience with the 2015 Mercedes-Benz C-Class mostly involved a European-spec C 250 with just 208 ponies under the hood.

While it proved lively and dynamic thanks to a 7G-Tronic autobox and 4MATIC all-wheel drive system, this particular model made quite a bit of noise. According to engineers, you can blame that on early production issues; they assured us it will all be fine when the car lands on our shores.

Meanwhile, the 329-horsepower, V6-equipped C 400 felt more explosive under acceleration, yet a tad less sharp and responsive in terms of handling and braking.

In both cases, the chassis is spectacularly stable, and the 2015 Mercedes-Benz C-Class tackles some of the most demanding roads with impressive ease. Kudos to the new Agility Control system, which allows the driver to select any of the various modes (from Eco to Sport+) to alter the handling characteristics of the car. My driving partner and I sampled each and every mode, but were happy to spend most of the drive in Comfort.

The new C-Class is exceptionally manoeuvrable. At one point, we ended up in a fairly tight area of Aix-en-Provence that's usually reserved for pedestrians, but the small sedan was up to the task and we managed to get out of there like it was no big deal.

Safety first
The 2015 Mercedes-Benz C-Class comes with all the German automaker's technological advances. Active Parking Assist helps a lot, while Attention Assist, Collision Prevention Assist, and Distronic Plus (adaptive cruise control) are like a guardian angel for drowsy and/or distracted drivers.

When a risk of collision persists and the driver fails to respond, the system is able to carry out full autonomous braking. Enhanced Active Lane Keeping Assist and Active Blind Spot Assist are also part of the company's Intelligent Drive concept to enhance comfort and safety.

When it arrives in Canada this July, the 2015 Mercedes-Benz C-Class will be available in two trim levels including C 300 and C 400. A diesel-powered C 300 BlueTEC will join the lineup next year, followed by a C-Class Plug-in Hybrid a few months later (likely for the 2016 model year).

In the end, the more refined and more comfortable 2015 Mercedes-Benz C-Class reaches new heights not as a balls-out sports sedan, but rather as a sleek and smooth performer.