Live pics of 2014 Mazda3 from NYC, sedan on its way

Here it is, ladies and gentlemen, straight from the memory cards of our own cameras. As you can see, the only version of the 2014 Mazda3 that the automaker is showing off at the moment is the hatchback, but we've gotten confirmation from Mazda that the sedan version will be shown sometime within the next five weeks.

So far, Mazda isn't commenting on whether or not we can expect a higher-performance Mazdaspeed3version of the car, but we've got our fingers crossed. In any case, we're quite drawn to the appearance of this new hatchback from Mazda, with its flowing lines and character creases setting it apart from the rest of the compact segment in which it competes.

We also appreciate the sound engineering that went into the new 3. Despite boasting a wheelbase that's longer than the car it replaces, we're pleased to see that Mazda has kept its exterior size in check – it's actually shorter overall than the last-gen model – while also reducing weight by about 200 pounds. That's bound to be good for the new 3's dynamic properties.

Have a good look at our live image gallery above, click here to read about the car's new specs, and let us know what you think of Mazda's latest compact hatchback in the Comments.

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2014 Maserati Ghibli

In its 99-year history, Maserati has arguably never made a vehicle as important as this all-new Ghibli.
Of course, there have been countless styling breakthroughs, mechanical advances and technical innovations, but no single passenger car has been required to bear the weight of the Italian company like its brand-new sport sedan. If the Ghibli succeeds, Maserati will welcome tens of thousands of new customers and, most importantly, celebrate a rekindled relationship with demanding North American buyers. If the Ghibli fails - well, the truth is, nobody has written an option for failure.

Maserati officially introduced the Ghibli at the Shanghai Motor Show earlier this year, promising a driver-focused sedan that was smaller and more agile than its redone Quattroporte flagship, one capable of battling BMW, Audi and Mercedes-Benz in quality, performance and most importantly, price.

After months of staring at the pictures and poring over the specifications, it's finally time to drive it. To end the speculation, I boarded a new 747-8 and flew one-third of the way around the world to land in beautiful Tuscany. My task? Put the all-new sport sedan with a heart built by Ferrari through its paces on Europe's demanding asphalt.

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2013 Infiniti QX56

Some things appear much smaller in pictures than they do in person. The Eiffel Tower, Space Shuttle orbiters and the statue of Abraham Lincoln in the National Mall come immediately to mind. The 2013 Infiniti QX56, however, isn't one of those things.

The Infiniti flagship sport utility looks massive in pictures, and it grows to simply colossal when you are standing next to it.

Even at an arm's distance, the QX56 has the physical presence of a Clydesdale horse – its styling cues project power and strength, says the automaker, and the designers apparently made no attempt to downplay the full-size SUV's massive V8 engine and cavernous eight-passenger cabin. There are other passenger vehicles on the road that are physically larger, but none visually cast their mass as well as Infiniti's traditional body-on-frame QX.

We recently spent a week with the heavyweight in an effort to determine whether three tons of substance is overkill or handy to have around. In a nutshell, does bigger always equate to better?

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2014 Mercedes-Benz CLA45 AMG

Mercedes-Benz has AMG on an impressive growth curve these days, the official name of the effort being Performance 50. By the 50th anniversary of AMG in 2017, the Mercedes performance division will produce 30,000-plus units per year, up from today's 20,000 or so. In addition, AMG will boast a catalog of 30-plus models, and a greater dedication to making AMG cars truly nimble performers in every sense will be a priority. Within that very full agenda, this new CLA45 AMG is certain to be an important contributor on all accounts.

The thrill monitors at AMG have a long-established reputation for creating large, open-road rockets that err on the side of brute force and everyday comfort over zippy, tight-feeling sports car finesse and balance. The strategy has worked wonders for the company's sales ledger and created handsome levels of profit per unit, but entire developing sectors of the premium hot-car market have been knowingly left out of the AMG equation. While there are exceptions, AMG has never been considered a maker of truly agile machinery that's easily tossed around.

The very first thing that we notice while driving the CLA45 AMG – on schedule for North American deliveries beginning in November with a reported starting price of $47,450 – is exactly how lively its new 4Matic chassis can be. It's an entirely new feeling for an AMG, and it's entirely welcome by us. Some will complain about the price being asked for this super CLA-Class, but this little sedan is a true AMG of the new genre, and as such, it might just be something of a bargain.

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2014 Aston Martin Vanquish

As far as unexpected encounters with wild animals go, squirrels don't normally rate. The furry little nut-smugglers are omnipresent fixtures in my neck of the woods – literally – so normally a chance meeting doesn't warrant caution the way a bear or even an ornery raccoon might. But one's list of priorities can't help but change a bit at 175 miles per hour. That was exactly the case when I drove this Aston Martin's predecessor, the DBS, a few years ago.

I was hammering around a closed course – Ford's Romeo proving grounds – on the company's high-banked track, 25 mph shy of the double ton, when a little red dot appeared on the surface of the track, far up the straight. It was a squirrel, which, lacking the good sense not to be on the track at that particular moment, was at least smart enough to flatten itself into a pancake (perhaps it heard the Aston's mighty V12 closing in). I prayed it wouldn't dart from its adjacent lane into mine, because at my closing speed, I figured I wouldn't have time to retaliate. Naturally, the kamikaze rodent skittered on its stomach directly into my trajectory at the last minute, leaving me no choice but to issue a critical hair's breadth correction at the wheel. Roadkill manufacturing is normally a momentary wince-inducing affair – a grimace, a quick appeal for the universe's forgiveness – and then on with one's day. Yet in a car as low as an Aston Martin, at the velocity I was traveling, a bit of fur flying and battered karma would've been the least of my concerns.

2014 Mercedes E-Class Coupe

Though the S-Class is the profit-per-unit world champion, Mercedes' stalwart E-Class is still the company's most reliable producer of profits. The latter tends to represent the model that most humans on Earth think of when they think of Mercedes-Benz. The taxi version of the E-Class sedan used in Europe and elsewhere is the usual reason given for this familiarity we all have with the E, but c'mon, it also happens to be a pretty stunning piece of work in its market segment.

Today we're trying the upgraded and massaged fourth-generationMercedes E-Class Coupe (known internally as C207). Specifically we're driving the 329-horsepower E400 coupe that arrives in the US next summer (2014) to eventually replace – in all body variants – the current V8-powered E550. Starting price for a base E350 coupe should scare up $51,500 when it arrives a little later this year, while this E400 two-door will hit US soil at around $56,000 as a futuristic-sounding 2015 model.

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2013 BMW 135is Coupe

Every once in a while, I find myself, despite my solitary leanings and inherent modesty, working out in some kind of class setting. The tone and tenor of these classes ranges wildly – from the quiet, follow-the-leader variety, to those with a kind of Cult of Personality man or woman calling the shots, usually with idiom-laden shouting and theatrical hair. Despite their personal variation and range of professional effectiveness, there's one common concept that most instructors bring up at some point: working with intention.

The idea, as it relates to physical fitness, is that focusing your brain on the movement at hand ­– the rate of your own breathing, or the muscle groups being worked for instance – helps to perform the act efficiently and correctly. Having spent a happy majority of the last decade in an exercise-free near-debauch, I was a bit surprised to find out that this kind of mental game really works pretty well.

All of this is relevant to my current task at hand, telling all of you what it's like to drive the 2013 BMW 135is Coupe, because this is very clearly a car that rewards being driven with intention. Here, of course, I don't mean simply keeping both hands on the wheels, eyes on the road, and such, but actively judging your own inputs and the car's reactions to them. Good drivers (at least) are attentive most of the time, but it's rare that we have the patience for applying such purpose to this everyday act, unless, as is the case with the 135is, the car rewards us for it so fully.

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2014 BMW M6 Gran Coupe

The BMW 6 Series Gran Coupe is already an issue of large debate. The essential business case for the car is that it's more distinctive than a straight 5 or 6 Series, and has much of the sense of space and luxury of a 7 Series. It has the wheelbase of a 5 Series, the relative width of a 6 Series, and an exterior length close to the standard wheelbase 7 Series. And, as we reported in our drive of the 640i Gran Coupe in May 2012, the 6 Series Gran Coupe costs pretty much the same as the 7 Series, engine trim for engine trim. The sedan (coupe?) is therefore a proposal clearly meant for an extremely particular clientele. There's no news yet on how well exactly the 6 Series Gran Coupe is selling in its chief markets, but we are curious. The Germans frequently tend not to break out their sales figures that way, mixing sales of the Gran Coupe in with the two-door 6 Series.

And, so, we have now arrived at the inevitable point where the M version must be introduced. Say howdy to the $113,000 2014 BMW M6 Gran Coupe (actually $115,195 for starters with all of the taxes added). That's $4,650 more than the also highly priced M6 coupe. Let the vehement debates begin. The upcoming 2014 Audi RS7 should be priced right at this level as well, and the Mercedes-Benz CLS63 AMG(perhaps with an S iteration in the next allotment we get Stateside) should go for roughly the same.

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2013 Jaguar XF 2.0T

Jaguar is moving to modernize its XF engine lineup – once the exclusive territory of V8 mills – with a range including a turbo four, a supercharged six and supercharged V8s of various potencies. Personally, I'll miss the combination of this smooth looking and driving XF sedan, and the lazy power of the naturally aspirated 5.0-liter engine, even if the super six has earned some praise in other applications.

The truth is that the four, six, eight lineup for the XF makes a lot of sense, and this 2.0T version of the sedan is far better than I expected it to be. In fact, there's a legitimate argument to be made for it as the XF that works the best for the largest group of customers.

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Nissan Juke-R

he handler strapped into the carbon fiber race bucket next to me is the only other person outside of yours truly who looks like he thinks this is a bad idea. I've just finished situating myself in the cabin of the very first Nissan Juke-R ever constructed. There are literally thousands of man hours in this single prototype and only four examples of the car total in the entire world. Each one carries a price tag of around $656,400 at current conversion rates, making this both the rarest and most expensive piece of machinery anyone has ever let me get close enough to sniff, let alone drive.

And that's exactly what I mean to do.
I'm not puttering around some parking lot, either. Nissan has seen fit to let me hammer this thing around a road course set up on the infield of the now defunct Nashville Superspeedway for as long as my passenger will let me, and I'm keen to oblige. I send out the familiar and threadbare "Please don't let me crash this car" one last time, and with the engine already running, I click the shifter into gear and let the Juke-R grumble its way to the pit exit.


The brave young man in the passenger seat next to me shoveled hours of his life into stitching this car together alongside his coworkers at a shop in Wellingborough, a small village just north of London, so when he recommends we take a few laps to get cozy with how the Juke-R drives, I'm happy to do so. At first punch of the accelerator out of the pits, the machine reveals itself to be Godzilla spawn in the truest sense. Thrust comes on in that same boundless swell that makes the GT-R such a mind-boggling creation, and the fact that I'm looking out over a set of alligator turning indicators instead of a long supercar hood forces a slight mental disconnect.

The first long left-hand sweeper has me braking early, terrified that 545 horsepower wed to a 99.6-inch wheelbase will see me pirouette right up that banked turn and straight into the tire wall backwards. As much as I'd hate to see all this carbon fiber go skittering across the Middle Tennessee landscape, I'd hate even more to see my teeth do the same after the build team got finished using my head for a rugby ball.

"You can carry a bit more speed through there," my handler says. "Just make sure all your accelerating and braking happens in a straight line."

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2013 Mercedes-Benz CL65 AMG

Rather than fuss with the seemingly pedestrian, entry-level Mercedes-Benz CL550 4Matic, starting at just $116,205, we recently straightened our tie and climbed right into the burly flagship at the other end of the CL-Class range – the most exclusive entry behind the velvet ropes that goes by the name CL65 AMG.

With a price of $214,105, the bad-boy of big Benzes soars in rarified air – the same stratosphere occupied by Aston Martin and Bentley. Like the S65 AMG, its sedan sibling, the coupe is fitted with a handcrafted 6.0-liter bi-turbo V12 that delivers 621 horsepower and a mind-boggling 738 pound-feet of torque. Mirroring the sedan, the CL65 is also equipped with the automaker's robust five-speed "AMG Speedshift" automatic transmission sending power to just the rear wheels. Loaded with nearly every option in the automaker's arsenal, but all fitted as standard equipment, the four-place cabin is a cocoon that keeps its occupants isolated from the outside world while coddling them with the world's finest upholstery and trim. The CL65 AMG is elegant, spectacular and very exclusive.

Driving Notes

• The V12 engine provides thrust levels that are more common to small jets. Despite the large displacement, there is slight turbo lag as the turbochargers build up their 22 psi of boost. Once pressure hits, a fraction of a second later, the driver plays spectator to a ferocious battle between the engine and electronic traction control system as the 4,940-pound coupe launches to 60 miles per hour in about 4.2 seconds. Triple digits on the electronic display arrive effortlessly and its passing power leaves everyone giggling. The engineers have restricted its terminal velocity to only 186 mph, apparently to prevent it from going into orbit.

• Mercedes calls the CL65's Active Body Control (ABC) underpinnings "arguably the most advanced suspension in production" as its hydraulic systems actively control squat, roll, vibration, pitch and dive during maneuvers - it even mitigates the effects of crosswinds. Despite its AMG-calibration, and a near lack of body roll, the suspension never felt harsh or rough. Truth be told, it was actually much softer and more comfortable than we had expected it to be.

• Twin-sliding front calipers, over 15.4-inch perforated rotors (the holes are cast in place), provide confident levels of stopping power and look great inside the forged 20-inch wheels. The high-performance tires are 255/35R20 front and 275/35R20 rear, with wide contact patches that contribute to stability. Those meaty rubbers are needed to keep the heavy coupe planted on the pavement, but noise from the tires annoyingly permeates the cabin on certain road surfaces.

• Four adults will fit comfortably inside the CL65 AMG. Front passengers have an enormous amount of room to stretch out, but backseat passengers will need those up front to move forward a bit for the most comfortable accommodations. We marveled at the fit and finish, but would pass on the slick steering wheel and gloss black trim in favor of carbon fiber or wood.

• The CL65 AMG feels more athletic and slightly more nimble than the strapping Bentley Continental GT, but not as agile and spry as the smaller and lighter Aston Martin DB9. The Mercedes-Benz CL-Class is a better four-passenger vehicle than both of its competitors, but its discreet badging may not warrant the same attention from an ignorant valet - lest it be confused with a visually similar CL550 – possibly damaging a fragile ego.

2013 Ford C-Max Hybrid

As much as we enthusiasts like to rail on the lowly Toyota Prius as the harbinger of death for all we hold dear, there's no denying the machine's absolute and interminable grip on the hybrid market in the United States. Toyota has so thoroughly sunk its teeth into the segment that you can clearly hear the automaker's incisors clacking against one another with the conclusion of each financial quarter. And there's little wonder why. Buyers can plop down less than $25,000 and have a runabout that can return up to an estimated 51 miles per gallon in the city, leaving every other entry on the market with precious little gristle to gnaw on.

Enter the 2013 Ford C-Max Hybrid. With its claimed 47 mpg combined, the funky little hatch from Europe already falls behind the 48 mpg city offered by the Prius, but that marginal sacrifice in fuel economy could be a small price to pay for buyers who want a credible alternative to the stalwart Toyota. Unfortunately, like the Fusion Hybrid, the C-Max Hybrid had trouble even approaching its Environmental Protection Agency estimates during our time with the car.

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2013 Audi RS5

I imagine spending time with a sexy sports coupe is similar to a first date with a supermodel. Before she arrives, there's a buildup of excitement mixed with nervous anticipation. Even though the background work is done, there are many concerns and unanswered questions about how the two of you will get along. What about compatibility, engagement and dynamics?

The big day arrives, and you answer the door to find her waiting in the driveway wearing a form-fitting Misano Red Pearl dress and sleek Anthracite stilettos. As you shake your head in disbelief, you swear she just winked her... ah... xenon headlight at you.

Relax big boy, you've been fantasizing about the 2013 Audi RS5.
Like all of its German counterparts, Audi sells its A5 coupe and cabriolet in several different flavors. All share the same basic chassis, and most of the cabin appointments, but mechanically they are all a few yards apart. And each is distinguished by its individual performance envelope.

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2013 Mini John Cooper Works GP

Back in February, Mini invited me to come try out its brand-new Paceman coupe-crossover-hatchback thing in Puerto Rico, and not long after, I spit out a Quick Spin detailing my impressions of the little-big two-door. But here's what I didn't tell you: Mini also let me loose on those fine, curvaceous, tropical roads in its hottest hatch, the John Cooper Works GP. And while that behind-the-wheel gigglefest would have no doubt made for a story laden with positive notes and warm regards, the truth is, I only drove it for 15 minutes, so I couldn't in good conscience offer much of a story to you. (European Editor Matt Davis also got a short stint behind the wheelof the GP late last year.)

So for the sake of due diligence, I buckled down and spent a full eight days with the JCW GP back home in Detroit, just as springtime was starting to stick here in southeast Michigan. But after my time with the Mini, I was wishing that I could have just been left with my GP memories from Puerto Rico, where I was pushing the little hotbox hard around smooth corners and flexing every one of its muscles to eke out the full JCW GP experience in only a short timeframe.

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2015 Volkswagen GTI

North American car buyers get a bit of a slap in the face when it comes to delivery schedules for new the Volkswagen Golf and pumped-up GTI models. We'll just repeat the old chestnut: It's worth the wait... even though it still stinks. This time around, Western Europe is taking deliveries of the new Golf as we speak, and GTI deliveries start between May and July. North America doesn't get the Mk7 Golf or GTI until about July of 2014.

So we approached our first drive of the new GTI with this chip on our shoulder: "You're making us wait? Well, then at least give us the exact car we'll be able to buy. No compromises, mein freund." And so it was that we extracted nearly all of our drive impressions from behind the wheel of what, for the United States, will technically be a model year 2015 two-door Volkswagen Golf GTI Performance with the standard six-speed manual.

This time around, Volkswagen in Wolfsburg and in Herndon, VA, explain the wait in very practical terms. Whereas before it was just a long wait while Volkswagen slowly realized it needed to properly invest in North America, the wait this time is because VW needs to get its Puebla, Mexico, factory completely on-line to build all of North America's Golfs and GTIs. The deadline for this happening is... July 2014. We're still gonna whine about it though, because that's how we roll.

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BMW Shanghai: Driving in mega cities, designing the future and more

A few days before the Shanghai Motor Show kicked off, we were part of an international group of media that was invited to have a look at the BMW Designworks Shanghai Studio and ConnectedDrive Lab facility. The building that BMW found to house its Chinese think tank is in a lovely part of Shanghai known as the former French Concession. The late 1890s and early 1900s French architectural style, brick-paved streets and tree-lined spaces feel a world apart from the ultra-modern heart of Shanghai, and the BMW enclave is a suitable mix of high-tech and throwback cool.

We were visiting, in short, to understand just why BMW has found it important to have design and research capability in China. As it turns out, answering those questions also served to shed some light on the Chinese auto market as a whole – what it looks like today and where it's going over the next few years.

Of course, the basic idea of developing new facilities and human resources in a foreign market is to be able to better design and build cars for that market. In terms of design, this isn't a new concept. In terms of BMW design, and more specifically its DesignworksUSA team, the concept has been a reality for more than ten years now. In Shanghai, the process is just getting going, with the BMW team getting a late start, setting up shop just last year.

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