2016 Mercedes-AMG GT S Test Drive: A Gorgeous High Performance Grand Touring Machine [Review]

By

-

November 12, 2015

The latest great sports car to come from the Tri-Star camp in AMG’s Affalterbach home base, is the 2016 Mercedes-AMG GT S. There are no gull-wing doors, but this AMG performance craft can still fly, capable of zipping from 0-60 mph in a mere 3.7 seconds. A car worthy of Grand Touring supercar status must deliver on several fronts: provide a stunningly beautiful and alluring design form; provide lofty and impressive levels of performance; serve up stellar handling characteristics; incorporate the latest state-of-the-art technological features and equipment; and finally, envelop the occupants in luxurious opulence. The Mercedes-AMG GT S accomplishes all of the above, achieving the highest marks in all categories.

2016 Mercedes-Benz AMG GT S
Engine	Power	Torque	Transmission	MSRP	Price As-Tested	Rating
4.0-liter, DOHC, 32-valve AMG bi-turbo V8 with Direct Injection.	503 @ 6,250 rpm	479 @ 1,750-4,750 rpm	Seven-speed SPEEDSHIFT® DCT Transaxle with paddle shifters.	$129,900.	$153,080.	Buy it!

Power for the GT S is generated by a hand-built 4.0-liter, DOHC, 32-valve AMG bi-turbo V8 with direct injection engine that makes 503 horsepower at 6,250 rpm, while also developing 479 lb-ft of torque in a range from 1,750 to 4,750 rpm. The engine’s motive force drives the rear wheels featuring a limited-slip differential seven-speed SPEEDSHIFT® DCT transaxle with paddle shifters. There’s an auto stop/start feature that may be turned off as well.

The Mercedes-AMG GT S rolls on Michelin Pilot Super Sport 265/35 R19 tires up front and 295/30 R20 rubber in the rear, mounted on staggered 9 “Y”-spoke Anthracite finished alloy wheels. Suspension componentry consists of AMG Adaptive suspension – 4-wheel independent double wishbone with forged aluminum arms forward and rear with electronically controlled shock absorbers with two driver-selectable modes (Sport and Sport+). Slowing and bringing the spirited fastback coupe to a halt are power-assisted four-wheel vented disc brakes (front brakes are also perforated) with ABS, ESP, Traction Control and BA.

Old world craftsmanship is in evidence throughout the 2016 Mercedes-AMG GT S Coupe, particularly in the engine assembly, where AMG’s “one-man/one-engine” philosophy still lives, with a single, expert technician responsible for the complete assembly of the engine, who then affixes a personally signed plate, proudly identifying the builder who thusly guarantees his work.

The coachwork is based on a lightweight aluminum space-frame. In terms of styling, the new AMG GT S is patterned after the old, with a long front hood, short body overhangs, compact cabin and abbreviated tail section. Also reminiscent of the 1950s 300SLs, is the wide front grille with its large Mercedes-Benz three-point star and wing-like lamella.

The interior is a highly refined personal space with a supportively comfortable layout that’s executed in both a sophisticated and intuitively functional format. A small T-handle mounted on the center console, serves as an electronic shift lever for the AMG Dynamic Select unit, which also includes a shift mode knob and buttons for selecting engine operational driving modes, starting and stopping the engine and manually raising the rear wing. One touch back on the T-handle engages drive, while a touch forward engages reverse. Pushing the “P” button when the car is stopped, engages the park lock, which also automatically activates whenever the engine is shut off.

The rotary knob on the AMG Dynamic Select unit is for selecting the RACE START feature and specific drive modes – Individual custom settings, Comfort, Sport, Sport Plus and Race. AMG shift paddles mounted on the back of the steering wheel control manual shifting. An automatic rev-matching feature makes for smooth downshifting, automatically metering engine speed for load-free downshifts, resulting in the elimination of lunging and jerking, even in power-on turns or during heavy braking. There’s also a button for activating the Sport Exhaust in modes other than Sport, Sport + and Race, which, when engaged automatically activate the melodious sound.

My test 2016 Mercedes-Benz AMG GT S Coupe wore a rich Cardinal Red metallic exterior complemented by a black Nappa interior with contrasting red stitching and piping, along with generous amounts of carbon fiber trim elements. The base sticker read $129,900., while the final tab after factoring in optional features, but before tax and license, was elevated to $153,080. It’s certainly possible to spend more for other custom personal treatments, but really unnecessary.

SUMMARY: Acceleration is astoundingly lightning quick – particularly for a naturally aspirated engine, and the steering is a spot on delight, with instantaneous response. The ride quality is driver (or passenger) adjustable, and the Comfort selection seemed to be the right setting for normal conditions over varying pavement surfaces.

If there are shortcomings at all for the AMG GT S Coupe, I can’t think of them, and in the final analysis, the 2016 Mercedes-Benz AMG GT S Coupe is an incredible automobile that is a thing of beauty. The melodious and thunderous exhaust note is audibly stimulating at virtually any rpm level, which for me rendered the Burmeister high-end surround sound system virtually useless, as incredible as it is. All of the safety and technological features and equipment of the Mercedes-AMG models are covered by a new car 4-year/50,000 mile warranty, the Mercedes-Benz maintenance system and 24-hour roadside assistance. Yes, the original 300SLs were gorgeous, and were a stellar performer in their heyday, but they lack the finesse, brute force and technological features of the latest examples. The new AMG GT S Coupe is sure to become a classic in its own right.

On the TFLcar scale of:
Buy it!
Lease it!
Rent it!
… or Forget it!

I give the 2016 Mercedes-AMG GT S a heartyBuy It! if you can afford it. If not, take out a second mortgage on your home.

2016 Mercedes-AMG GT S Specifications:

Base Price: $129,900
Price as Tested: $153,080
Engine Type and Size: 4.0-liter, DOHC, 32-valve AMG bi-turbo V8 with direct injection
Power (bhp): 503 @ 6,250 rpm
Torque (ft./ lbs.): 479 @ 1,750-4,750 rpm
Transmission: Seven-speed SPEEDSHIFT® DCT Transaxle with paddle shifters
Drivetrain: Longitudinally mounted front engine / Rear-Wheel drive limited slip differential
Suspension: AMG Adaptive suspension – 4-wheel independent double with forged aluminum arms front and rear hub carriers. Electronically controlled shock absorbers with two driver-selectable modes (Sport and Sport+)
Brakes: Power-assisted four-wheel vented (front also perforated) discs with ABS, ESP, Traction Control and BA
Tires: Michelin Pilot Super Sport 265/35 R19 front / 295/30 R20 on 9 “Y”-spoke Anthracite finished alloy wheels
Wheelbase: 103.5 inches
Length Overall: 179.0 inches
Width: 76.3 inches
Height: 50.7 inches
Curb Weight: 3,683 lbs.
Turning Circle: 37.7 ft.
Fuel Capacity: 19.8 gallons
EPA Mileage Estimates: 16 mpg city / 22 mpg highway
Drag Coefficient: 0.36
0 – 60 mph: 3.7 seconds – Top speed=193 mph

Arv Voss is a Northern California based freelance motoring Journalist and member and past officer of several noted Automotive Journalist organizations who contributes regularly to a number of national and international media outlets. He reviews not only cars, trucks and SUVs, but motorcycles and unusual wheeled vehicles as well.

Honda to Unveil Next-Gen Civic Coupe in Los Angeles

By

Brian Waring

-

November 12, 2015

Honda has announced its plans to debut the redesigned Civic Coupe at the 2015 Los Angeles Auto Show. We expect the production version of the coupe to resemble the concept version shown above (and below) fairly well, given the sedan’s similarities to its concept counterpart. What will likely change is the aggressive styling of the front and rear fascias, the continuous taillamp running across the trunk, as well as the large wheels and single exhaust tip on the concept.

The coupe should be powered by the same choice of engines as its four-door sibling, a naturally aspirated 158 hp 2.0-Liter DOHC i-VTEC^® four-banger, or the first ever turbocharged engine for a U.S. Civic, a 1.5L four-cylinder churning out 174 horsepower and 162 lb-ft of torque (the outgoing model had a naturally aspirated 1.8L that produced 143 horsepower). Choice of transmissions will probably be the same as in the sedan, which includes a 6-speed manual or, gasp, a CVT. Strangely, the CVT is the only transmission offered in sedans with the 1.5L turbo. Honda’s decision to only include the manual on the 2.0L may be to encourage buyers to jump up to the yet-to-be-released high performance versions, the Si and Type R. For now we can only hope the turbocharged coupe will be available with a manual but we aren’t holding our breath.

In addition to the aforementioned Si and Type R, there is a hatchback (!) model that will be debuted at a later date. Generally hatchbacks have not done well in the U.S. market, so we have to commend Honda in its decision to give us one. Until we can bring you more details from the 2015 L.A. Auto Show next week, enjoy this video of Roman Mica test driving the 2016 Civic sedan and comparing it against its main competitors.

2016 Scion iM Automatic and Manual Hit the Test Track [Video]

By

John Inama

-

November 12, 2015

The all-new 2016 Scion iM is the brand’s latest compact hatchback and spiritual successor to parent company Toyota’s discontinued Matrix.

Both the Matrix and the iM are Corolla-based hatchbacks, although the iM has a few tricks up its sleeve. First off, even though it shares the basic architecture of the Corolla, it actually shares the independent rear suspension with the Scion tC coupe, making it a much better handler.

The iM isn’t new for those who live outside the United States. It is basically a Scion-ized version of the Toyota Auris, and shares that car’s styling and chassis. The Scion version, however, has extra sporty bits like the full body kit and aggressive front air dam, along with nicely styled alloy wheels.

Under the hood is a 1.8-liter four cylinder making 137 horsepower and 126 lb-ft of torque. These numbers are a bit low, and the iM is predictably tepid off the line. The power is sent to the front wheels through either a six-speed manual or a CVT automatic. TFLCar took both of these to Bandimere Speedway in Colorado to see which one was faster.

Handling is predictable if not exciting. The CVT tends to push more thanks to the extra 88 pounds over the front wheels, although the independent rear suspension helps save the iM from being a total bore. The manual feels significantly sprightlier than the CVT and enjoys corners more, although neither one is a performance standout.

The six-speed manual, while being much more entertaining than the CVT, isn’t a particularly stellar manual. It’s an economy car all the way, with long throws and a soft, high clutch take-up. Compared with the iA – the iM’s Mazda-built stablemate – there’s no contest, as the iA’s manual is a joy to use.

The iM is a very practical car. The front seats are roomy and comfortable and there is room in the back for real people to sit. Space behind the rear seats is on par for the class, as is the space with the seats folded. Others in the class, especially the Hyundai Elantra, have more room, but the iM is perfectly usable for most tasks.

2016 scion iM toyota corolla hatchback — 2016 Scion iM

Scion has a one-model, no-haggle sales model, so the only real option is the transmission. The as-tested price for the iM manual is $19,594, while the automatic is $20,334. They represent solid value in the compact class.

At the pump, the CVT gets slightly better mileage than the manual, at least on paper. The six-speed is rated at 27 mpg city, 36 mpg highway and 31 combined, while the CVT is rated at 28 city, 37 highway and 32 combined.

On the TFLcar scale of

Buy It,
Lease It,
Rent It,
or Forget It,

The 2016 Scion iM manual gets a Lease It, while the CVT gets a Rent It.

Check out the full video review for more information on the 2016 Scion iM:

Hoonigan Shenanigans with Ken Block and Ford Focus RS [Video]

By

Derek Mau

-

November 11, 2015

Ford Performance has been steadily building the hype around the rally-capable Focus RS and teasing information along the way. And what better way to show that the Focus RS can deliver the goods by putting Ken Block, Rally Car champion and Gymkhana superstar, at the wheel.

Developed by a small team of Ford Performance engineers in Europe and the United States, the 2016 Focus RS is the 30th car globally to wear the vaunted RS badge, joining such legendary models as the 1970 Escort RS1600, the 1984 mid-engine RS200 Group B rally car, 1985 Sierra RS Cosworth and 1992 Escort RS Cosworth.

Here is Block testing the capabilities of the new Focus RS at Goodwood Festival of Speed’s famous hillclimb and some insight to the car’s development.

So far the Ford Focus RS is shaping up to be quite a driver’s car that is sure to put a permanent grin on anyone’s face. The 2.3-liter EcoBoost engine has a generous output of 350 horsepower and 350 lb-ft of torque. Peak horsepower will hold all the way to the engine’s 6,800 rpm redline.

Setting up for success is done by sending all the power to a new high-performance all-wheel drive system. The AWD system is capable of sending up to 70 percent of power to one or both rear wheels. There is a special “drift” mode that will allow the driver to hang the tail out for his/her own hoonigan maneuvers.

Available only with a 6-speed manual transmission, Ford Performance engineers came up with an innovative idea called Stall Recovery. A new engineering technology that automatically restarts the engine by simply pushing in the clutch after a stall.

Watch for the new Focus RS to arrive in dealerships Spring 2016.

Non-Profit Dominates Cancer with Compassion and Awesome Jeeps

By

Brian Waring

-

November 11, 2015

DC Strong Jeep Wrangler Cancer Response Units — DC Strong’s Cancer Response Units

Michigan-based DC Strong (DC stands for Dominate Cancer) is a nonprofit organization that focuses on helping childhood cancer patients get through their battle with the terrible disease. To do so, it puts together personalized care packages for the children that tie into each child’s hobbies and dreams with items that relate to what they want to be when they grow up to help keep their eyes focused on the future. The organization also crafts a dream day for each child.

For example, if the child wants to be a race car driver, DC Strong might arrange a track day at the track nearest to the patent’s location. If they have a girl that wants to be a princess, they might put together a ballroom dance party for her.

According to Nate Smith, the most important thing the organization does for each patient is provide help and support to the families throughout the entire fight with cancer. It is DC Strong’s mission to follow up with the children and their families to continue to give them days of fun to help take their mind off of the battle.

Smith took his passion for Jeeps and created what are called “Cancer Response Units”. “When the kids see them, not only do they see an awesome ride that gets to escort them to fun places, but they see a symbol of hope and strength rolling up to their doorstep,” Smith says. He goes on to explain that he personally created one of the largest off road events in Michigan, known as “Timber Crawl”, from which 100% of the proceeds benefit DC Strong patients and gives participants a chance to go on custom-made off-road courses built for that one special day of the year.

DC Strong Jeep Wrangler Cancer Response Unit

2016 Chevy Camaro: Snowy Road Trip Review [Video]

By

Brian Waring

-

November 10, 2015

Recently TFLcar’s Nathan Adlen had the chance to take a 2016 Chevrolet Camaro RS on a road trip from Salt Lake City, Utah to Bozeman, Montana. Along the way he encountered mud, sleet, snow, and even met some wildlife. He had ample opportunity to test some of the vehicles amenities such as traction control and OnStar, as well as taunt hyperthermia by refusing to wear a coat.

The RS trim level reviewed has a redesigned 3.6L V6 power plant with cylinder deactivation capability, which put out 335 horsepower and 284 lb-ft of torque paired with a 6-speed manual gearbox. Based on Cadillac ATS and CTS platform, the sixth-generation Camaro looks as if it has shed some holiday weight leftover from last year and starting working the heavy bag at the gym. It’s smaller in almost every way; a wheelbase that’s been shortened by 1.6 inches, 2.3 inches shorter nose-to-tail, 0.8 inches narrower, and an overall height that’s been reduced by 1.1 inches. These smaller dimensions result in a car that boasts a curb weight that is roughly 200 pounds lighter than the outgoing model, depending on trim level.

How does Nathan think the new Camaro stacks up against the Mustang? Watch the video below as he makes his way from Salt Lake City to Bozeman to find out!

2016 Chevrolet Camaro RS Specs:

Engine: 3.6L V6
Power: 335 hp @ 6800 rpm
Torque: 284 lb-ft @ 5300 rpm
Transmission: Tremec TR3160 6-speed manual
Curb weight: 3,467 lbs.
EPA Estimated fuel economy (mpg): 20 city / 29 hwy

	2016 Camaro	2015 Camaro
Length (in /mm):	188.3/ 4784	190.6 / 4841
Width (in / mm):	74.7 / 1897	75.5 / 1917
Height (in / mm):	53.1 / 1348	54.2 / 1376
Wheelbase (in / mm):	110.7/ 2811	112.3 / 2852
Front track (in/mm):	63 / 1601 (SS)	63.6 / 1616 (SS)
Rear track (in/mm):	62.9 / 1598 (SS)	63.9 / 1622 (SS)

2016 Scion iA: A Budget Sports Sedan [Review]

By

John Inama

-

November 10, 2015

The 2016 Scion iA is one of those new cars that comes along, seemingly out of nowhere, and vaults right up to the top of its class.

Most of the credit for that should go to Mazda, as the iA is essentially a Mazda 2 with a restyled nose and a different badge.

About that nose. It’s the most controversial part of the car. It’s not that it’s an unappealing design, although the trapezoidal, angry Cylon look has been overdone. The problem is that it clashes with the rest of the car.

The Scion iA looks like a miniaturized Mazda 3, and as such employs Mazda’s flowing, organic KODO design philosophy. The front grille, though, is clearly a product of Toyota’s angular design philosophy, and because of that the front end sticks out and looks a lot worse than if it were on a Toyota-designed body. It lacks stylistic cohesion.

It’s also not very photogenic, but it does look a lot better in person than in pictures. After a while it isn’t even noticeable.

The two iA sedans tested here came in two different colors. The manual was in graphite, which is a nice dark grey but not necessarily stunning. The Pulse Red on the automatic, however, is stunning. It’s a deep metallic red that brings out the best of the iA’s design.

Inside, the style is all Mazda, which is a very good thing. Mazdas have some of the best interiors in the business, and the iA should be on that list too. It has the same iPad-like touchscreen and crosshair-styled air vents as other Mazdas. In fact, except for some trim elements and the badge, the iA’s interior is nearly indistinguishable from the Mazda CX-3 crossover’s interior.

The horizontal trim piece under the vents is soft vinyl with blue stitching. The rest of the interior is mostly rock-hard plastic, although at this price point that’s not surprising. The faux carbon fiber around the center stack is a nice touch and adds some variation in texture.

There are some negatives. The blue stitching and blue-ish seat inserts are the only splashes of color in an otherwise black interior. The tiny digital tachometer, which sits to the left of the large central speedometer, is hard to read and gets washed out in almost any light.

The seating position, though, is excellent, and the seats are more comfortable than ones in some cars that cost a lot more. All adjustment is manual, but again that’s not a surprise in this segment. The climate controls are also all manual, but there’s a certain simplistic elegance to that.

The infotainment system is easy to use and has a very shallow learning curve. The redundant control knob and buttons – the only way to navigate the system while the car is in motion – are equally easy to use and intuitive. Mercedes-Benz could learn a thing or two from this economy car.

Like some recent Fiat-Chrysler cars tested at TFLcar, the iA’s system has no audio off button. However, it does remember whether the sound was muted when the car was shut off, so it won’t turn on the radio on full blast when the car is turned back on.

On the road is where the iA shines. Economy cars shouldn’t be this fun to drive. The iA’s steering is precise and gives proper road feel and feedback from the wheels. Body motions are well controlled for spirited driving, but not at the expense of ride quality, which is above average for a short-wheelbase economy car. Brakes are also strong and easy to modulate.

Under the hood, the iA has a 1.5-liter, four-cylinder engine making 106 horsepower and 103 lb-ft of torque. That’s not much, but the iA only weighs 2,385 pounds with a manual transmission and 2,416 with an automatic, so it never feels sluggish.

Both transmissions are geared well for the engine and give the illusion of torque. The automatic is a real automatic – no CVT here – with six speeds and a sport mode that alters shift points. It changes gears smoothly and has a manual shift gate in the proper racing pattern of forward for downshifts and back for upshifts.

The six-speed manual, though, is a revelation. It’s one of the best manuals ever put into an economy car. Throws are short with rifle-bolt precision. It’s a joy to row through the gears and the combination of transmission, engine and chassis makes even the most mundane commute something to relish.

The fringe benefit of the low power and light weight is good fuel economy. The iA is rated at 33 mpg city and 42 mpg highway for the automatic and 31 mpg city and 41 mpg highway for the manual. In the real world, however, the automatic averaged 31.4 mpg, while the manual averaged an impressive 38.1 mpg. Each car was driven for one week with a near-identical mix of city and highway driving.

The iA’s back seat is a little tight, but typical for cars in this class (the segment-busting Honda Fit notwithstanding). The trunk, however, is absolutely huge, fitting everything that was thrown at it, including four full bags of leaves, with room to spare.

The Scion iA is neck-and-neck with the aforementioned Fit at the top of the subcompact class (also known as the B-segment in Europe). The Fit’s hatchback design and otherworldly packaging make it the utility king of the class, while delivering about 90 percent of the driving fun of the iA. The Ford Fiesta is getting a little old, but still delivers a solid mix of fun and utility. The Chevy Sonic, with its available turbocharged engine, is the definite hot rod of the group. The iA belongs among these top contenders and is a much better car than others like the Nissan Versa and the Kia Rio/Hyundai Accent siblings.

As for price, the iA starts at $16,495 for the manual and $17,595 for the automatic. Scion has a single-model, no-haggle pricing scheme, so the only option is a $419 navigation card for the infotainment system.

buy it On the TFLcar scale of:

Buy It,
Lease It,
Rent It,
or Forget It…

The 2016 Scion iA gets a Buy It!

The iA is one of the best new cars of the year and one of the best new subcompacts to come along in quite some time. Even with the polarizing grille, the iA has a stellar combination of style, performance, economy and utility all at an affordable price. Its road manners are without peer in its class. It truly is an affordable sports sedan.

Check out this TFLcar first drive review of the 2016 Scion iA:

This is the true face of the Scion iA, thanks to this pic of the Australian-market Mazda 2 sedan:

VW Engineers Added Diesel to Motor Oil in Gas Engines to Cheat on CO2 Emissions

By

Andre Smirnov

-

November 10, 2015

What? The VW cheating story keeps getting worse every week. New information came to light recently. VW engineers confessed that they also cheated on carbon dioxide emissions in up to 800,000 gasoline powered cars. That’s right. This is in addition to the “dieselgate” with the complicated software that defeated the test procedure.

This time, the engineers turned to physical modifications for cheating. The VW management demanded low CO2 numbers, and when the engineers could not achieve the numbers – they raised air pressure in the tires and added diesel to the motor oil in the gas engines to burn less fuel and run cleaner. It’s not immediately clear about how diesel oil additive works to reduce fuel usage in the test vehicles.

Low CO2 emissions numbers are especially important in Europe where taxes are dependent on these numbers. VW stated that it will correct the problem by paying the tax different and/or fee for the affected customers. The cost of this additional scandal stands at $2.2 billion.

The engineers confessed this to management in late October of 2015. This cheating began in 2013 and lasted until the spring of 2015. How deep does the rabbit hole go? We already know that the “dieselgate” scandal was expanded to the 3.0-liter TDI engined in Volkswagen, Audi, and Porsche vehicles. We will have to wait and see how the story develops from here.

Here is the TFLcar investigation of the “dieselgate”.

TFLcar

2016 Mercedes-AMG GT S Test Drive: A Gorgeous High Performance Grand Touring Machine [Review]

Honda to Unveil Next-Gen Civic Coupe in Los Angeles

2016 Scion iM Automatic and Manual Hit the Test Track [Video]

Hoonigan Shenanigans with Ken Block and Ford Focus RS [Video]

Non-Profit Dominates Cancer with Compassion and Awesome Jeeps

2016 Chevy Camaro: Snowy Road Trip Review [Video]

2016 Scion iA: A Budget Sports Sedan [Review]

VW Engineers Added Diesel to Motor Oil in Gas Engines to Cheat on CO2 Emissions

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