2013 Chevrolet Spark 2LT: (Review)

The 2013 Chevrolet Spark is equipped with a 16-valve, 1.2L four that develops 84 hp and 83 lb-ft of torque. Those numbers sound rather low these days, and they are; only the smart fortwo is less powerful -- and if you count EVs, so is the i-MiEV.With a 0-100 km/h time of 14.1 seconds, the Spark isn’t exactly rapid. However, it doesn’t feel that slow under normal driving; not once during the test did I complain or swear about the car’s lack of grunt, especially with the car’s mission as a city dweller.

Usually, minicars are cramped inside, but not the 2013 Chevrolet Spark. Despite rear-seat occupants rubbing their knees a little on the front seatbacks, four adults will sit comfortably. The i-MiEV is almost asroomy as the Spark, while the iQ and Fiat only sport two doors and a miniscule rear-seat area.

The cheeky Spark is so small you can park like a douchebag and still keep it between the lines of a normal parking space. In addition, its pip-squeak size is a clear advantage for parallel parking on crowded city streets. Despite rather fat A-pillars, outward visibility is pretty good.

You get 15” alloys; fog lamps; ten airbags; roof rails; power windows; A/C; heated front seats; leatherette upholstery; Bluetooth phone and streaming audio; a 6-speaker sound system with 7” touchscreen and a USB port; cruise control, and keyless entry. Still, 20 grand is a lot of dough for a minicar. Although that doesn’t seem to stop the Fiat 500 from selling like hotcakes.

2011 Ferrari 458 Italia Track Test

Ferrari has a story – and what a story it is – that will be told over and over again for decades and centuries to come. Much like you, as a car-friend I've read bits and pieces of Enzo's life and legacy, and have always been fascinated by how he reluctantly ended up making and selling cars in order to support his Scuderia Ferrari. Now, 64 years later, his name is associated with some of the outright best cars in the world.

Now, more about the car. Actually, you're probably well aware that this gorgeous-to-behold piece of Italian art sports a mid-mounted, 570-hp, 4.5L V8. And yes, this output is all motor, no juice. In fact, the 458's 127 hp-per-litre represents one of the highest output ratings per litre of any normally aspirated car in the world.

Power is nothing without control, so would say Pirelli who happen to supply rubber for this fantastic car. The 458 is all about control. I've never experienced a transmission that so positively strong-armed an engine like the F1, 7-speed, dual-clutch gearbox in this car does. Even at WOT, the box swaps cogs with mind-boggling smoothness, speed and efficiency. Never is power cut or lost unlike the vicious E-Gear found in the Lambo. Beyond that, regardless of the position of the manettino, the E-Diff maintains and distributes the perfect amount of torque to the rear wheels.

All this electronic wizardry makes the driver feel as though they are Michael Schumacher – really. This super supercar is so trackable that only the most novice idiot could make a mistake; that is, if all the safety nets remain on.The rush of power from the V8 is instantaneous, despite max torque showing up at 6,000 rpm. I found that much of the car's 398 pounds of torque do come on as low as 4,000 rpm, and therefore up- or downshifting madly is not necessary. It is, however, a highly desirable action. All 570 hp are on tap at 9,000 rpm and tugging on the paddles anywhere in the 6,000 to 9,000 rpm range is met with intoxicating bursts of speed

Through corners and switchbacks, the 458 stays flat, poised and thanks to the trick E-Diff and high-performance ABS brakes, the car makes the driver feel constantly in control. Grip going in and coming out of the “S” turns is phenomenal and unwavering. This allows the pilot to get on the go pedal sooner, allowing for quicker exit speeds and higher trap velocities. A few more laps at the wheel of the Italia and I'm certain I could have hit 240+ km/h on the other side of the Hump by perfecting my line through corner 8.

Audi: A1 e-tron With New Dual-Mode

Germany, Audi is now moving onto the next stage of its electrified vehicle research with the announcement today of a new trial using an updated version of the A1 e-tron. The latest version does away with the previous rotary engine range-extender and adopts a more conventional three-cylinder engine.

For the new car, which Audi calls a Dual-Mode Hybrid, the layout of the drive system essentially comprises a combustion engine, two electric motors and a single-speed transmission.The combustion engine is a specially developed three-cylinder engine displacing 1.5 liters and developing a healthy 130 horsepower thanks to turbocharging and direct injection technology. It is connected directly to a 68-horsepower electric motor that functions as a starter and alternator-generator. Importantly, this electric motor doesn’t actually drive the wheels.

The second electric motor, which is rated at 116 horsepower, is used for driving the wheels, either exclusively or together with the gas engine. A special single-speed transmission enables the combustion engine, including the alternator-generator, to be engaged or disengaged as required from the rest of the drivetrain by means of a claw clutch.

In this way, Audi’s Dual-Mode Hybrid setup can allow various operating modes. The vehicle can either drive on electric power alone, its 17.4 kWh lithium-ion battery giving it a range of about 55 miles, or it can drive in extended-range mode where the combustion engine is used to top up the batteries while on the move, or it can drive in parallel hybrid model where both the combustion engine and an electric motor send power to the wheels.

2013 Dodge Charger SXT Plus AWD (Review)

With a choice of V6 and V8 engines, as well as seven trim levels to suit your style or budget, the Charger impresses by the way it drives like a smaller car, and unlike conventionally styled rivals such as the Chevrolet Impala and the Toyota Avalon, it draws attention and compliments from people of all ages.

Our 2013 Dodge Charger SXT Plus tester was painted in arrest-me red, the perfect colour for displaying the car’s athletic looks. The angry face, the hood and door creases as well as the full-width taillights with LED illumination create a strong visual impact. As well, you’ll see obvious styling cues that remind us of the 1968-1970 Charger.

Bluetooth phone and streaming audio is included in the 2013 Dodge Charger SXT Plus as well as satellite radio, a USB port and a navigation system. And you still get big, rubber-wrapped volume, tuning and climate control fan speed knobs for quick adjusting; not particularly stylish, but highly functional.In addition, the dashboard’s design and finish isn’t mind-blowing, yet it doesn’t look cheap either. Chrysler has reduced the number of assembly bits and pieces, and the result is less dash squeaks and a cleaner look.

Up front, the seats are very comfortable and there is plenty of room. In back, two adults will be at ease, although headroom isn’t all that generous, and the transmission tunnel prevents a middle occupant from getting comfortable. In a car this big, there should be more space back there, although the Ford Taurus is no better. On the other hand, the 467-litre trunk is pretty big and includes grocery bag hooks.Kudos to Chrysler’s Uconnect 8.4N infotainment system. The touchscreen responds instantly to the slightest tap of a finger, while the big icons and buttons make it easy to use while driving. I’d take this system over Ford’s MyTouch interface any day.

Our test car also benefits from an 8-speed automatic transmission, which provides smooth and quick gear changes. It also keeps the V6 humming along on the highway; at 100 km/h, the Pentastar spins at only 1,500 rpm. Fuel economy is decent at best around town, and gets better on the open road. We averaged 11.7L/100km in this AWD Charger.

Speaking of all-wheel drive, the system favours the rear wheels, disconnecting the front axle under normal driving conditions. It’s a $2,200 option on SXT, SXT Plus and R/T trims.The 2013 Dodge Charger is also easy to drive and park, despite its size, thanks to a decent turning radius and good outward visibility. The steering is nicely weighted for both parking-lot speeds and higher velocities, while the suspension easily soaks up the nastiest cracks, bumps and potholes. The car feels refined beyond its asking price.

2014 Audi R8 First Impressions

To its credit, the 2014 Audi R8 I'm piloting scarcely puts a tire wrong on the slippery cobbled tarmac. A couple of heart-stopping seconds of hydroplaning are quickly taken under control by the quattro all-wheel-drive system, although the rear end's occasional squirming adds unneeded drama on the hairpin roads.Our destination is the mountainous principality of San Marino, and thank heavens for the navigation system whose screen resembles a plate of spaghetti thrown at a wall. The windshield wipers flail furiously on the front windscreen, but visibility is close to nil. Too bad, because the ancient, crenellated walls barely visible through the thick fog would have made a terrific photo backdrop.

The 2014 Audi R8 is certainly lighter. Thanks to an extensive use of carbon fibre on inlays, bumpers, even the mirror housings, and the aluminum "space frame" body, the R8 sheds between 75 and 105 kg (between 166 and 232 lbs).There are a few subtle changes to the 2014 Audi R8's exterior, some slight bumper modifications and standard round exhaust pipes throughout the model range.

The 4.2L V8 returns in the 2014 Audi R8, with an output of 430 hp, while the 5.2L V10 also remains at 525. Now offered in coupe-form only, is the R8 V10 Plus that puts out 550 hp and 398 lb-ft instead of 391. The power differences come courtesy of some creative engine management software.

Before we hit the drive route, we had a few laps around the Misano World Circuit in the 2014 Audi R8 V10 Spyder. A fast track roughly the shape of a crossbow, it would have been an exhilarating experience had we not been deluged by sheets of driving rain. The quattro system has the extraordinary ability to keep the R8 from going sideways through hairpin turns in two inches of water -- and I did manage speeds of up to 180 km/h in the straights. The flat-bottomed, leather-wrapped steering wheel is heavy, but is reassuringly substantial and delivers good feedback

The racing-style seats are highly bolstered and supportive, if on the hard side. Absolutely perfect for track days, probably not so much for long, luxurious cruises.All controls are simple and straightforward, and there's a truly marvellous Bang & Olufsen sound system in the unlikely event that you tire of listening to that glorious V10 behind your back. There's even a back-up camera -- a nod towards everyday practicality.

2013 Volkswagen CC 2.0 TSI Highline Review

These elements along with a fantastically designed cabin, supreme seats and great powertrain options are all still present. The for-2013 aesthetical lift softened the sharp creases and plunging-wedge nose, and made the 2013 Volkswagen CC less of a bold choice: the CC is now mainstream.

The Comfort Coupé’s new shell is softer, less extravagant (if ever a German car could be qualified as such) and it’s the 2013 Volkswagen CC’s front end that has suffered the most from the generic facelift.To be straight, the remainder of the car has changed very little. The tails are now in line with the current crop of Vdubs. The car’s new fascia betrays what is otherwise the same car as it was, without the initial visual punch. It’s a shame, really.

The cabin is gorgeous; it has always been, and I expect it always will be. In fact, in the sub-$40k range, the $35,125 base Sportline 2013 Volkswagen CC has the nicest interior on the market.The highlights are the seats that have seemingly been pulled out of an $80,000 Audi. Not only do they look good, but their firmness and support make them very comfortable. The dashboard’s simple and symmetrical layout is pleasing to the eye and the materials, fit and finish, to the touch.

Another example are the powertrains: Most trims of the 2013 Volkswagen CC are motivated by one of my favourite 4-cylinder engines in the business; the turbocharged 200 hp 2.0L TSI. It’s so good that I bought one. What I also like is Volkswagen’s DSG transmission. This combination is found in the GLI, GTI and Beetle Turbo. That particular engine is even found in other configurations elsewhere in the lineup.

The Last Stand: Movie Review

The Governator is reduced to a border-town sheriff but still brandishes some big guns in The Last Stand, Arnold Schwarzenegger's first starring vehicle in 10 years. The title is already a misnomer: The 65-year-old action icon has completed two additional films and has two or three more in the pipeline as he attempts to engineer a viable comeback after his detour through Sacramento. Preoccupied with the the caliber and firepower of its arsenal of artillery to an almost weirdly obsessive degree, this often jokey and sometimes abstract shoot-'em-up also, under present circumstances, makes conspicuously tasteless use of a school bus in one of its most violent scenes

Getting behind the wheel of the 'vette with a female FBI hostage (Genesis Rodriguez) in tow, Cortez zooms across the desert at night, busting blockades and going so fast that he's gone before radar guns can track him, on his way to a secret border crossing near Sheriff Owens' town, sleepy Summerton Junction, Ariz. Learning Cortez is heading his way, Owens enlarges his motley crew, initially consisting of the enthusiastic Figgie (Luis Guzman), the level-headed Sarah (Jaimie Alexander) and the inept Jerry (Zach Gilford), by reluctantly recruiting jailbird Frank (Rodrigo Santoro) and local nut job Lewis (Johnny Knoxville)

In a prolonged gun battle, these down-home characters dispatch Burrell's goons, but not before a big yellow school bus (empty of students, fortunately) becomes the focal point of much of the most intense shooting, which can't help but bring to mind thoughts of the recent tragedy in Connecticut. As Agent Bannister's crew lags far behind their escaped prey, all Owens has to do is wait and the arrogant handsome devil will come to him.