Automobile Magazine CorvetteBlogger.comrecently posted a video of Corvette chief engineer Tadge Juechter lambasting Automobile Magazine for our story on the next-generation Corvette. Juechter implies that our article was sensationalist and misattributed information to him. Automobile Magazine stands by its story.
It is clear that, in his appearance before the Corvette faithful in Bowling Green on May 1st, Corvette Chief Engineer Tadge Juechter regretted speaking as freely as he did to our reporter, industry veteran and Corvette owner Don Sherman. Mr. Juechter can spin his comments all he wishes, but a careful reading of our story, which is reprinted here, reveals that 75% of the story consists of verbatim quotes from Mr. Juechter himself. At the end of our piece, Don Sherman prognosticates about the future Corvette; it is crystal clear to the reader that at this point in the story,
Ford has smartly sharpened its product portfolio in the past three years, yet the same can’t be said for the Blue Oval’s supporting brands. Just this June, it was announced that Mercury would be put out to pasture after decades of carbon-copy engineering, and Lincoln’s lineup suffers from virtually the same indifference. However, Ford tells us that the 2011 Lincoln MKX is the first vehicle in a product revolution that is planned for the luxury brand’s lineup.
Ford says that the new models will bring genuinely distinctive bodies — not just fascias and soft points — over shared mechanicals, much like Lincoln’s MKT three-row crossover related to the Ford Flex. But for now, the new MKX is simply a refresh that follows the same old formula: a Ford with a nicer interior, different looks, and more premium features.
General Motors has to have the most underrated navigation system in the business. We have other automakers advertising various touch pads, voice recognition systems, and scrolling wheels that are supposed to make finding a destination on the fly easier – assuming the vehicle doesn’t lock out the nav screen altogether when you’re moving. But in this Cadillac, all I had to do was press the blue OnStar button. That called up this innovative device called a “human being,” who found my destination for me and sent turn-by-turn directions to my vehicle. I never had to look away from the road and didn’t need to read the owners manual to find the correct voice commands. This feature is available, by the way, even if you don’t have a nav system (the directions come through your radio display). In case I’m not being clear enough, this is a HUGE
Of the current Volvo offerings, the XC70 is the most station wagon-like of the bunch. But the fact that the XC60 handily outsells the XC70 is proof that what the market wants is different from what many purists and I believe Volvo should be building.
To its credit, though, the XC60 has attractive, modern styling, particularly in the beautiful lamp housings. It drives pretty well as crossovers go, and the turbocharged six-cylinder engine provides plenty of oomph. This Volvo is comfortable and spacious inside. I personally have a hard time falling in love with the XC60 because I love old-school Volvo wagons, but I can easily see how lots of people more hip than I am could dig this car.
The Buick Envision made its official debut in China this week, revealing even more details about the brand’s new midsize crossover that could potentially preview a new model for our shores.
GM’s new intelligent all-wheel drive system comes standard on all four trims, which includes the AWD Elite, AWD Luxury, AWD Versatile Flagship, and AWD Versatile Sport Flagship. Buick boasts that the new system makes the Envision more responsive and flexible since it can send 100-percent of the engine’s power to the front or rear wheels as necessary and vary torque distribution between the rear wheels as well. The Envision also comes standard with a 2.0-liter turbocharged I-4 that makes 256 hp and 260 lb-ft of torque matched to a new-generation six-speed automatic. With that amount of power on tap, the Buick
A bumpy gestation
The 9-4X is a five-seat crossover — Saab’s first — and a sister car to the Cadillac SRX. The two were developed together back in the days when Saab was a member of General Motors’ (much larger) family. But just when the 9-4X was about to launch (as a 2009 model, like the SRX), the General, as you may have heard, hit some rocky financial shoals. While the SRX proceeded to market, the 9-4X was put on ice and Saab was put on the block. A newly independent Saab is now finally ready to roll out its crossover SUV.
Breaking up is hard to do
Saab may be emancipated from General Motors, but the companies aren’t completely free of each other, and that’s particularly true than in the case of the 9-4X. The 9-4X is being built alongside the SRX at a GM
As before, the 2015 Cadillac CTS-V is fully obscured under that befuddling wrapping. High-performance front and rear fascias, as well as sportier side skirts, give the CTS-V a much more aggressive presence than the standard model. If the gaping front intakes and thick-slatted vertical grille make it to production, it’ll be considerably easier to spot on the road than previous iterations of the CTS-V.
I’m torn about the Cadillac SRX. On one hand, there are the Cadillac’s strengths: it finally has a capable and entertaining engine, which provides adequate low-end grunt and sings arias when you stamp on the loud pedal. When you get to a corner, it has plenty of grip, and doesn’t roll like one would expect from such a big vehicle. The seats are comfortable, and the on-board tech is pretty good.
And yet, driving a Cadillac SRX, especially in this trim level, is a game of numbers. The SRX is 4400 pounds, which puts it in the upper quadrant of crossovers in terms of weight. Nearly all of its crossover competitors — the Acura RDX, Volvo XC60 T6, Audi Q5 3.2, and Mercedes-Benz GLK350 4MATIC, even the Range Rover Evoque — weigh less, despite having similar passenger and
After the demise of the Dodge Magnum, it’s refreshing to have a wagon offering from a domestic manufacturer. It’s likely that the CTS wagon will find very few takers — if the slow-selling Magnum and the now-redesigned wagon-like first generation Cadillac SRX are any indication — but in my opinion, this CTS wagon looks great and is hard evidence that Cadillac is willing to take chances to regain its world class status.
The interior has some shortcomings, though. The nav graphics could use an update but I really like the retractable screen for its space saving benefits. To me, the flat, unsupportive seats are the biggest interior flaw. They have no side bolstering and the bottom seat cushion is hard and too short to provide much thigh support.
I thought the ability to adjust the extension of the hatch door was a bit gimmicky until
As the saying goes, 47,000 customers can’t be wrong. Nearly four years after Acura launched its second-generation MDX, 47,210 customers lined up in 2010 to bring home the company’s midsize crossover. Not only does that make the MDX Acura’s best-selling vehicle in 2010 (it beat the TL by nearly 13,000 units), but also one of the best-selling luxury crossovers currently available in North America.
That’s impressive, considering the market is flooded with premium crossovers, many of which launched after the MDX’s original debut. How then does the MDX manage to woo so many buyers in an extremely competitive segment? We slid behind the wheel of a 2011 model to find out for ourselves.
Macroscopically speaking, midsize luxury crossovers tend to fall into two different categories: smaller models, like the Lexus RX and Cadillac SRX, and larger vehicles — the Buick