By Judy Colman

The hills around Denver, Colorado were alive with music, but not with the voices of the von Trapp family. This music emanates from the humming engines of Audi’s eighth version of their ‘B’ Segment lineup – the Audi A4, S4, A5, S5 and, again, the Audi allroad.
For 2013, Audi reintroduces the allroad, last available in the US in 2005. This new version replaces the A4 Avant in Audi’s model line. Now based on the A4 platform rather than the A6, the new allroad is faster and more energy efficient than its predecessor. A 211 horsepower, 2.0-liter, direct-injection I4, turbocharged engine provides plenty of oomph to tackle the Rockies while still delivering 23 (combined) mpg. 258 lb.-ft. of torque are generated at 1500 rpm. Audi links the 2.0T motor with an eight –speed Tiptronic automatic transmission. A manual transmission is not currently available. We tested quattro, Audi’s permanent all-wheel drive system, when afternoon thunderstorms all but obliterated the roadway. Grip on the slick, mountain curves never wavered on the standard 18-inch wheels shod with 245/45 all season tires.
The 2013 allroad receives the distinctive Audi “Singleframe” grille with vertical chrome struts and angled upper corners. That feature appears also on all ‘B’ Segment cars for a homogeneous look. Newly designed headlamps, fog lamps, side mirrors, taillights, and exhaust add to the fresh appearance. The new allroad’s longer wheelbase adds ride comfort and an additional 1.5 inches of ground clearance. That and a widened track makes off road trekking a little easier. Body cladding, traditionally a matte finished gray/black is also available in full paint finish.

Technology abounds in the 2013 allroad. If you are travelling at less than 19 mph, the Audi Adaptive Cruise Control system can fully stop the car if it senses a collision. An electromechanical power steering system, Audi Dynamic Steering, replaces a traditional hydraulic system. It requires no additional energy from the engine, if it is travelling in a straight line, and thereby reduces emissions. Factory installed wireless internet, called Audi Connect, a 3G online connection, is now available on the allroad as well as all ‘B’ Segment models. Paired with Audi’s MMI Navigation, Google Earth maps will be joined in 2013 with Google’s street view technology. While you’re busy looking at the mountain scenery, your tech-obsessed passengers can take full advantage of their electronic toys. Your allroad is now a Wi-Fi hotspot capable of connecting up to 8 devices. Who said the hills aren’t alive with music, and games, and movies, and texting?
Despite the fact that the 2013 allroad is now based on the smaller A4 platform, overall height increases by 2.3 inches offering more front passenger headroom than in previous models. Driver seat memory, heated front seats, a panorama sunroof, and an available sports interior package welcome passengers. The revised instrument cluster looks modern and crisp. Fold down the 40/60 split rear seat and load the 50.5 cu. ft. of cargo space with everything you need for your mountain adventure. Interior design is sophisticated and refined. Standard leather seating alone puts allroad ahead of its rivals, notably the BMX 328i xDrive and the larger Volvo XC70.

Three trim levels of the 2013 allroad are available: the Premium starting at $39,600, the Premium Plus starting at $42,900, and the Prestige model at $48,800.
Because the 2013 allroad has few competitors in the market, Audi is betting the American public is again ready for this revised version. As an alternative to the crossover or small SUV, the Audi should appeal to anyone needing a little extra space without compromising handling and comfort. The hills may not be alive with “Do-Re-Mi” but maybe with a little Zac Brown Band, or Black-Eyed Peas, or the sweet sound of a 2.0T motor humming up a mountain pass.

By David Colman
For: Do-It-All Nature, Space, Grace, Pace
Against: Exterior Rear View Mirrors Too Small
If you need a sportscar and a high performance sedan, look no further than Bimmer’s 650i. Granted, it’s a tad pricey at $101,675. But if you perceive it as 2 cars in 1, you’re on the right reasoning track. If you’re willing to alot $50,000 for each purpose the 650i fulfills, then you’ve saved yourself from buying an extra car. Let’s examine this genteel beast from the sportscar perspective first. Are 400hp and 450 lb.-ft. of torque enough to slake your thirst for V8 twin turbo power? They should be, considering the 650i will turn 107mph in 13.4 seconds through the quarter mile, and post a 0-60mph time of 5.1 seconds on its way to an electronically limited top speed of 150mph. If that isn’t serious sportscar territory, than nothing is.
But what about the handling? In a word, superb. BMW’s Driving Dynamics Control (DDC) system, which is standard on this car, allows you to dial up just the right amount of steering feedback, suspension control, throttle response and traction control permissiveness you need when pushing the performance envelope. An easily accessible button on the standard “Fine Line Oak Wood” center console allows you to bump the default DDC setting from Comfort to Performance or Performance+. If you hold the button down for 10 seconds in the Performance+ setting, you disable Dynamic Stability Control (DSC), putting your enthusiasm and talent in control of the situation. You’ll want to be exceptionally careful in this DSC-deleted Performance+ mode, because many of the safety net override systems are disabled, making it possible to lose control of this heavy and powerful vehicle if you don’t know what you’re doing.
 
Even though it weighs 4,380 pounds, the 650i feels much more agile than its weight would lead you to believe. That’s because a number of optional systems work in consort seemingly to defy the limits imposed by mass and gravity. Leading the way is Integral Active Steering ($1,750) which really translates into 4-wheel-steering. As you enter a turn, the rear wheels cock slightly in the direction of the turn to augment the adhesion of the huge 20 inch diameter alloys and Dunlop Sport Maxx run-flat DSST tires (245/35/20 front, 275/30/20 rear) which are standard on this model. At 37mph, rear wheel steering turn entry enhancement ends. Further aiding handling agility is the ingenious Active Roll Stabilization ($2,000), which tailors anti-sway bar tension according to need. The faster you drive, the stiffer the sway bars become.
Now let’s examine this coupe’s contribution to family harmony. Although access to the rear seats is by definition limited in any 2-door vehicle, this BMW does its best to make back seat usage feasible and comfortable for all concerned. An oversized latch on the top of the front seats allows back seaters to tilt their way into the plush pair of rear lounge chairs. Even better are the exquisitely crafted front 20-way power Multi-contour chairs, complete with Nappa leather covering and optional ($500) 3-stage heaters. The commodious 16.1 cubic foot trunk, unencumbered by the need to house a spare tire thanks to the run=flat Dunlops, will hold enough baggage to take three adults and their suitcases across country. And what a fine trip it promises to be. On the open highway, the twin turbo V8 settles into a relaxed gate that nets you 23 MPG. Slip the Dynamic Driver Control system into Comfort+ mode, and the 650 metamorphoses from a backroad burner to a freeway cruiser extraordinaire. The optional Bang & Olufsen Premium Sound Package ($3,700) provides an endless array of entertainment options, from 1 year of free Sirius Radio to iPod and USB integration. So if you need a concert hall on wheels with the ride comfort of a ‘60s Cadillac, then give this Bimmer a close look. Because it’s the very same car that will run with a Turbo Porsche on any backroad of your choice.

2012 BMW 650i Coupe

• Engine: 4.4 liter V8, Direct Injected and Twin Turbocharged
• Horsepower: 400hp at 5,500rpm
• Torque: 450lb.-ft. at 1,750rpm
• Fuel Consumption: 15 MPG City/23 MPG Highway
• Price as Tested: $101,675
• Star Rating: 9.5 out of 10 Stars

Posted by: D.Colman

If silent travel is chief among your priorities for an ecofriendly vehicle, the Audi A8 hybrid is not for you. There isn’t much in the way of quiet, electric-only operation, which makes sense, of course, given that this isn’t a fully electric car. (You can run solely on electrons for about two miles at a constant 37 mph, and if you awaken the engine, EV mode will reengage automatically when you relax on the accelerator. Top speed in all-electric mode is 62 mph.) And although you might never notice its internal-combustion heart beating if you dawdle at or below the pace of traffic, the engine brings attention to itself with a subdued but noticeable growl once you call for any real power.
We estimate the A8 hybrid can reach 60 mph in about 7.2 seconds; Audi claims a drag-limited top speed of 146 mph. It is not governed, and we found you can easily reach 155 or more mph on downhill sections of the German roads on which we drove. This kind of performance should be sufficient for most markets and customers. But it does not compare to the relentless power you feel when you step on the throttle of the 2011–12 BMW ActiveHybrid 7 (since neutered for 2013) or Lexus LS600hL. Nevertheless, piloting this A8 can be satisfying for hybrid lovers who drive without urgency. At that point, this A8’s hybrid system goes about its business unobtrusively. Up to 99 mph, you can do what VW Group brands like to call “sailing,” that is, if you take your foot off the gas, the electric motor doesn’t aggressively recapture energy, allowing for a smoother coasting experience. You’ll be all smiles at the gas station. At 37 mpg in the European combined cycle, the A8 hybrid is the most efficient gasoline-powered luxury sedan. For comparison, on the same test cycle, the Mercedes-Benz S400 hybrid gets 30 mpg, the LS600hL returns 25 mpg, and the 2011–12 ActiveHybrid 7 achieved 25 mpg. (We estimate ratings for the A8 hybrid on the somewhat more realistic EPA cycle at 24 mpg city and 34 highway.)

Audi is bullish about the A8 hybrid's potential in the European market and particularly in China, but it doesn’t believe enough buyers could be found in the U.S. to justify bringing it here. In Europe, it costs less than the 372-hp, 4.2-liter V-8 Quattro but more than the diesel 3.0 TDI with either front-wheel drive or Quattro, as well as the 290-hp version of the gas-fired 3.0T Quattro. All of these, in our opinion, would be more attractive choices, and American A8 buyers looking to scratch an efficiency itch will get by just fine with the 3.0-liter diesel model scheduled to arrive in the next year or so.

July 2012 || BY JENS MEINERS || MULTIPLE PHOTOGRAPHERS

Perhaps the new benchmark in performance compacts.

In the absence of those vehicles for a direct comparison, the Focus ST is, well, pretty amazing. Our drive route took us through southern France, and on both highway and two-lane mountain roads, the Focus appears to fulfill the promise of the affordable daily-driver performance car. When you first sit down in the driver’s seat, you notice the unique interior pieces immediately. A trio of gauges—oil temperature, boost pressure, and oil pressure—sit atop the dashboard. The steering wheel is covered in soft leather with wax paper–like grippiness and thin, high-density foam padding underneath. Less obvious is the stability-control switch in front of the shift lever, absent on lesser Foci, which toggles between full on, sport mode, and fully off.

The Focus, then, exploits some of that weakness. Where the GTI can be criticized—a softness in suspension and brakes when pushed hard, some lack of power—the ST simply cannot. And where the Mazdaspeed shows its rough edges—wheel-wrestling torque steer and a harsh ride—the ST is smooth. In terms of feel, the Ford splits the gap between these two cars, delivering a good deal of the creamy usability of the VW and much of the balls-out raucousness of the Mazda. An inevitable comparison test will show where the Ford ranks in direct competition, but we can say with certainty that the Focus ST should be on any car enthusiast’s shopping list.
By. BY MICHAEL AUSTIN, June 2012