Prior to the show was the typical hyperbole about how great the car is (While the A380 is the “Queen of the Sky”, the S-Class is the “Queen of the Road”), it was obvious the presenter was stalling.  The presentation was in German, but clearly something was going on.  Taking off the earphones provided for translations, you could hear the rain pounding on the roof and claps of nearby thunder.  According to people on the support team, they were working on alternative approaches to the presentation minute-by-minute.  In the final analysis, they chose the right approach.  Mercedes kept it as natural as they could.

Some things to look for in the Premiere… the curtain came up with an Airbus A380 in the background and a Mercedes SLS gullwing in the foreground.  It was pouring down rain and the thunder storm had just subsided a bit.  Standing next to the SLS was The Stig from BBC’s Top Gear.  The Stig stepped into the SLS with practiced flexibility, shut the gullwing door and spun a donut in the water.  He drove towards the A380 as the Mercedes lineup all in white lined up to provide a corridor for the new S-Class to approach the stage.  Still raining, two S-Class sedans parked on the stage dripping wet.  Hats off to Mercedes for not having the cars immediately wiped off as most car companies would have.  Very classy!

What is new for 2014?  Front-end sheetmetal is the big news.  A fresh pedestrian-friendly snout has been styled that is more Mercedes-like, but also more SUV-like.  The grille opening is more aggressive.  The headlamps are more stylish and more contemporary.  The whole front end goes better with the new Mercedes family style.

While the front-end style is the big news on the outside of the otherwise carryover Sprinter, the vehicle gets a new base 2.1L 4-cylinder twin turbo diesel with 161HP and 265lb-ft of torque mated to a 7-speed automatic. This engine is projected to get 18% better fuel economy than the optional 3.0L V6 diesel that has improved from 7.3l/km to 6.3l/km.  You would expect this smaller base four banger would be a slug, but at urban speeds it is more than adequate.  The question is whether MB will lower the base price with the new engine or maintain base pricing and increase the price of the V6?

On the interior, the Sprinter gets a complement of new safety features as standard or optional.  Crosswind Assist will be standard equipment beginning in 2014.  Optional as part of the safety package will be collision prevention assist, blind spot monitoring and lane keeping assist.

Overall driving 2014 Sprinter was a very enjoyable experience.  The big van handles as you’d expect is very quiet, very  comfortable and will be very competitive in the US Full Size Van market.  It expected that the Sprinter will hold its own in the face of new entrenched competitors like the new Ford Transit and new-to-market Ram Promaster both coming in the Falla, 2013.

VehicleVoice recently surveyed its panel to find out how much of the vehicle-driving population still drives a manual transmission. Looking specifically at enthusiasts (after all, aren’t they primarily the ones driving a stick shift?), the data reveals that, despite a significant portion of our sample claiming stick-shift know-how (89%), only a fraction of them (24%) are actually driving one today.

Men are driving them more than women (25% vs. 14%) and younger drivers slightly more so than older drivers (28% of under-40 drivers vs. 23% of over-40 drivers). So why are so few still driving a manual transmission?  Simple: automatic transmissions are merely easier and more convenient to drive, according to those surveyed.

The driving population exposed to manual transmissions decades ago are getting older, so the engaging driving experience that once came with driving a manual transmission is diminishing as drivers grow weary of continuously shifting gears, especially in today’s traffic. One survey respondent pointed out that “Though manual transmissions are more fun to drive, they are a real nuisance when one gets caught in congested stop-and-go traffic.  Since I run the risk of getting in such traffic jams from time to time, I would select an automatic.  If I opted to get a second “fun” car, I would probably get a stick shift.”

New-vehicle buyers are also becoming more aware that the greater fuel economy and performance does not necessarily come from the manual transmission variant of vehicles today as did in the past. “For driving around town, the automatic transmission is more convenient.  With modern automatic transmissions, performance and gas mileage is almost the same as a manual,” noted one survey respondent. So it seems that even enthusiasts are shying away from manuals: only 17% surveyed say they want to buy a manual transmission they next time they are out shopping for a vehicle. Besides being “more fun to drive”, these drivers also want a manual transmission for the feeling of being more in control of their vehicles. However, a staggering 83% would opt for an automatic transmission the next time they acquire a vehicle, 17% of whom want an automatic with paddle shifters. For most drivers surveyed, driving convenience ultimately trumps fun-to-drive.

Another survey taker stated “I just purchased my 2013 Dodge Challenger and made a conscientious decision not to have a manual transmission.  At 45, I am through shifting–it is more trouble than it’s worth for day-to-day driving.”

Some naysayers are already preparing their eulogies for the electric car. They say that have failed. They say that consumers don’t want them. They say the market’s not ready for them. Our view?  To date, they’ve been a tough sell, but there’s some real progress being made. We’re not ready to start cuing Mozart’s Requiem just yet.

Consider if you will the new Fiat 500e, the Italian brand’s new entry into the electric car segment.  It’s great to look at. It’s fun to drive. It’s quick. It’s well equipped with lots of features. And the whole package incorporates some very convincing and innovative motivators to consider one.

From our point of view, there are two major reasons why electric cars haven’t taken off yet. One is price. Electric cars cost far more than their gasoline powered counterparts. The other is range anxiety. Consumers are (rightly) concerned that electric cars won’t get them where they need to go and that they could be left stranded, with no backup in sight.Fiat is addressing both of these concerns in some very persuasive ways. Let’s talk price, first. The 500e is fully loaded, with no options available save for an appearance package and a sunroof. It’s equipped like the 500 Lounge, which is the top trim level for non-turbo gasoline-powered 500s. It is priced at $32,500, but that price is mostly irrelevant as Fiat chooses to focus on the lease price, as their data show that 80% of EV owners have leased their vehicles. The 500e leases for a paltry $999 down and $199 a month. That incidentally is the exact same lease price as the base 500 Pop, Fiat’s entry level and somewhat Spartan gasoline-powered 500 that retails for $15,500.

Effectively, that makes the 500e one of the cheapest cars one can lease, period. There is absolutely zero price premium for going electric; in fact it’s quite the opposite. Going electric actually results in a substantial discount from a comparably equipped gasoline-powered Lounge model.

What about range anxiety? The 500e has you covered there too. How? Does it have a range extender engine, like a Chevrolet Volt? Hardly. Rather, Fiat provides every 500e owner or lessee with a corporate account at Enterprise Rent a Car. The account provides 12 rentals per year (up to a mid-size car) for three years, which can be rolled into subsequent years if the annual allotment isn’t used up. Need a larger vehicle, like a minivan or pickup? No problem – those simply cost more “points”.

We think these are very innovative ways to address two of the biggest issues that dissuade would-be EV customers. And therein lies a key point: Fiat is not going after early adopters or “fanboys”. They are trying to reach out to a more mainstream consumer – a driver who appreciates style, design, and driving enjoyment, but probably wouldn’t have considered going electric up to this point in time due to the aforementioned hurdles.

The attractiveness of the “deal” would be all for naught if the 500e weren’t a good car. Fortunately, it is very good EV (and developed entirely by Chrysler engineers in Michigan, not Fiat engineers in Italy), and a very good car. The lithium ion battery pack, mounted under the car, does not intrude at all into passenger or cargo space (see Ford Focus Electric as an example of how to do it wrong), which is just as well considering the 500 doesn’t have a ton of room to begin with. That low-mounted battery means that the center of gravity is low and that the car’s weight balance has been shifted more rearward, resulting in fun and surefooted handling. That 24 kWh battery pack, combined with a 111 HP electric motor, means powerful acceleration too, with 0-60 mph coming up in under 9 seconds. Combined city/highway range is EPA rated at 87 miles, which is best in class.

It’s great to look at, too. Visual differentiation is light, to preserve the 500′s iconic looks, but there are just enough visual cues to identify it as a special model. Unique front and rear fascia inserts with a dot matrix motif combine with aerodynamic side sill extensions and a roof spoiler, all of which can be painted in black or an eye-popping white.

Inside, there are unique colors and trim as well as a new circular screen display that replaces the traditional gauge cluster. The high-resolution display shows speed, range, power, state of charge, and much more in a very legible manner. A dash-top mounted Tom Tom navigation system with unique EV status displays and a comprehensive smartphone app are standard too.

Unfortunately, the 500e will be sold in California only – at least initially. With such a compelling combination of price, style, and EV performance, we wonder if Fiat will have a bigger hit on its hands than the brand’s corporate leadership thinks it will. Fiat/Chrysler CEO Sergio Marchionne has publicly said the company will lose lots of money on each one built, and has implied that the company is building them only because it has to (because of California’s Zero Emissions Vehicle mandate, which requires automakers to sell and progressively increase the number of zero emissions vehicle sales year after year).

The company’s leadership thus views the 500e with some contempt. Fortunately, it is clear that those who actually engineered and developed the car do not. With as convincing of an EV package that Fiat and Chrysler have developed, they might have an unexpected hit on their hands.

Ford’s MyFordTouch system uses a touchscreen center screen.  This is good, but it shows finger prints and with the way the screen is situated in the Taurus it is particularly objectionable.  When reversing and trying to use the back-up camera, the sun washed out the backup image and the fingerprints further obscured the view.

In Googling “Veiling Glare”, I found an SAE (Society of Automotive Engineers) paper titled “Fundamental Issues of Automotive Veiling Glare” written by Ford Engineers in conjunction with the University of Florida back in 1997.  Clearly, they understand the issue, but did not use their own institutional knowledge when launching this model of the Taurus SEL.

Veiling glare is a situation mostly missed by European manufacturers developing cars in gloomy, overcast conditions.  American manufacturers, even those developing their products in the Mid-West, usually don’t miss this. 

Smaller EcoBoost 4-Cylinder Transforms Taurus into a Much More Nimble Product While glare is more than a nitpick issue with the SEL, the car powered by the 2.0L gasoline direct injection turbocharged 4-cylinder engine with EcoBoost giving 240HP and 270 lb-ft of torque was very nimble.  Much moreso than the Taurus with the 3.5L V6 – even in 3.5L V6 EcoBoost form.  The car still suffers from an interior too small for the exterior size of the car, but it is good looking and well-appointed.

Audi Takes the Safe Route with A3: The 2015 Audi A3 really was not at the New York Auto Show.  The A3 will be officially introduced at the Shanghai Auto Show in late April 2013, but there was a reveal for about 120 journalists the evening before the first press day.  It will be launched in the USA in early 2014.

The smaller Audi A3 has anchored the Audi lineup with a five-door hatchback (“Sportback”) that never had much sales potential in the USA.  American buyers continue to perceive liftback cars as cheaper, flimsier and less desirable.  In Europe, the five-door is the preferred bodystyle primarily because European car-owners do not have the American-style family fleets where there is a vehicle for every purpose. For a one vehicle family,  the hatchback can carry out a multitude of duties.

Recognizing that to really succeed in the USA market, the 2014 Audi A3 becomes a much more traditional three-box four-door sedan.   This gives Audi an opportunity to really step up sales in the face of the upcoming front wheel drive Mercedes-Benz CLA and the already-on-the-market BMW 1-Series.  Audi did not stray from its own winning formula.  Audi DNA is present in the exterior styling and the interior with an A8-like sweep at the front of the instrument panel.  Very nicely done, but not one obvious risk.

The A3 comes with four 4-cylinder engine choices – 170HP 1.8L turbo, 2.0L turbo (we’re guessing at about 230HP), 150HP 2.0L turbo diesel and high output 2.0L turbo (we’re guessing at about 275HP).  The high output goes in the S3 model.  The Sportback will return in the 2014 calendar year with e-tron plug-in hybrid technology.

The A3 will not be a Spartan A-Segment car.  Audi is positioning it as a fully-featured Audi – just smaller.  It will offer Audi’s MMI system, 4G LTE connectivity and even Audi’s Bang & Olufsen audio system.

One key takeaway from the A3 reveal is that the car is the same size as 1994 model year A4.  A very successful car with solid sales results, the A4 was key in establishing Audi as a very desirable premium brand in the USA.

Something tells us that the A3 will not be an inexpensive car with its impressive standard equipment load (leather seating, bluetooth, rain sensing wipers and panoramic moon roof standard).  With the slightly larger Mercedes CLA announced at a sub-$30,000 price we are wondering where the new A3 will be positioned?

Jeep Cherokee Returns While the Audi A3 is a low risk opportunity for volume growth, Jeep’s new Cherokee is at the polar opposite on the risk scale.  Jeep describes the Cherokee’s styling as “polarizing” and it certainly is.  Mike Manley, President of Jeep cautioned journalists in a December briefing before the Detroit Auto Show that “you might not understand” the vehicle.  This was somewhat reminiscent of Wayne Cherry’s (head of GM styling in the late ’90s) statement that “you are too old to understand the (Pontiac) Aztek.  In Manley’s defense, he describes the styling direction for the Cherokee as “something that will be fresh in 2019″.  So Jeep has not taken this path lightly.  It is a calculated step.

What is so polarizing about the Cherokee?  First, it takes the name of one of the most successful SUVs ever produced.  The 1980s Cherokee was the first high volume SUV to add a 4-door bodystyle to the lineup and soon proved that 4-doors, not 2-doors, were the way to go.  The Cherokee had the seven vertical slot grill that is part of Jeep’s DNA, but it had rectangular headlamps that, while modern for the time, broke away from the traditional round headlamps Jeep used.

While the new Cherokee is relatively conventional from the A-Pillar rearward, its front end design is the most surprising and, yes, controversial.  Instead of round headlamps, the Cherokee has horizontal units styled into the front fascia and fenders.  Cherokee still has the seven vertical slots in the front fascia – part of Jeep DNA since the beginning – but they now are bent in the center giving the vehicle a more aerodynamic appearance.  The story of the capability of the vehicle is being lost in the commentary about its front end styling.

Under the skin, the Cherokee uses the same Alfa/Fiat platform used by the new Dodge Dart.  It has a 9-speed automatic transmission and three advanced 4×4 systems.  The Trailhawk model is fully “Trail Rated”. Think of Trailhawk as the Cherokee Rubicon.  Powered by a 184HP 2.4L Multi-Air TigerShark 4-cylinder engine, Jeep claims a cruising range of up to 490 miles and highway fuel economy of 31mpg.  The optional 3.2L Pentastar V6 gets 271HP.

Cherokee has a full array of Chrysler’s latest features available from its UConnect information system with an 8.4-inch center screen and programmable instrument cluster, new steering wheel controls, parking assist systems, blind spot monitoring, cross path detection and adaptive cruise control with stop and go capability. These features are becoming the price of entry in mid-size vehicles and even some smaller entries.

When Bob Lutz was a Chrysler he once said (of the early 2000′s Peterbilt style Ram pickup), “I don’t care if people love it or hate it as long as 15% of them love it enough to buy it”.  That may be the case with the new Cherokee.  A Polarizing design will certainly get people talking and writers writing.  So far, it seems that the negatives are outweighing the positives on the Cherokee.  It won’t take long to tell if the vehicle is a sales success.  It begins production in April 2013.

So, with the excitement of the track experience out of the way, we were able to drive the IS on the great Texas Hill Country roads around the area.

Larger – Now in Mid-Size Car Sweet-Spot The 3rd Generation IS is an an all new car – new platform and all.  The IS is a larger car than before.  Length is up by 3.4-inches.  Wheelbase is up by 2.7-inches yielding better rear seat legroom.  The width is up slightly by 0.4-inches and height is up slightly by 0.2-inches.  While the car is larger, it has much more presence than its predecessors and arguably more distinctiveness than the BMW, Mercedes or Audi entries.  Once upon a time, AutoPacific studied the basic package attributes of the perfect mid-size car.  We came up with a 110-inch wheelbase and 184-inch overall length with a width of 72-inches.  The IS is practically ideal with a wheelbase of 110.2-inches, overall length of 183.7-inches, overall width of 71.3-inches.  Maybe they got hold of our study.

In 2012, Lexus sold about 27,000 IS models in the USA.  With the new car, they are raising volume expectations to 3,000 units per month beginning with the 2014 calendar year.  Given its larger size, more distinctive styling and excellent performance Lexus should be able to place that many IS units per month in 2014.

Head Turner Styling adopts the Lexus spindle grille treatment in its most aggressive execution to date.  The bodysides have much more sculpturing than before with an upswept character line from the rocker panel through the rear wheel opening up to the cut line for the taillamps.  The rear end styling is also much more aggressive with highly styled taillamps.  The 3rd Gen IS will not be accused of being milquetoast from any angle.  And, sporting the new Lexus DNA styling cues, the IS promises to turn heads of auto enthusiasts around the country.  Gone is the anodyne styling of its predecessors that never moved the needle from a styling standpoint.

IS Interior the Latest and Greatest The IS interior is somewhat reminiscent of a BMW interior.  There is a standard 7-inch high mounted center display over a horizontal feature line that includes the air conditioning vents and a Lexus analog clock.  The instrument cluster for the IS250 and IS350 includes the basic gauges in two round bezels – speedometer, tachometer, temperature and fuel.  Between the bezels a 4.2-inch color multi-function display with various information functions is mounted.  In the F-Sport model, the instrument cluster is programmable and similar to that found in the LF-A supercar.

While not as daunting as BMW’s original iDrive system (what could be?), there are two controller alternatives for the IS console.  The first comes with a car without the navigation system and is a simpler controller for audio, climate and phone.  When you pop  for the navigation system a haptic controller allows you to select the basic functions of navigation, audio, climate and phone.  Standard on the car is the latest in voice recognition technology that allows voice commands that are more similar to casual conversation.

Enhanced HD Radio Standard – Go for the Navigation/Mark Levinson Audio System In a significant move, instead of XM radio standard, the IS has HD Radio with weather and traffic information standard.  This will be rolled out for future Lexus models.  When an owner selects the Lexus Enform App Suite, fuel prices, stocks and sports information is included.  Following our philosophy of checking all the boxes, getting the optional Navigation/Mark Levinson audio system makes sense.  This includes a weather forecast, weather radar map and traffic information display.

Powertrains The powertrain lineup includes the IS250 with a 2.5L DOHC V6 with 204HP and 184 lb-ft of torque, the IS350 with a 3.5L V6 at 306HP and with 277 lb-ft of torque.  The stated 0-60mph times are 7.9 seconds for the IS250 and 5.6 seconds for the IS350.  The IS250 gets a 6-speed automatic transmission in both rear wheel drive and all wheel drive versions.  The IS350 gets an 8-speed direct shift automatic standard.  The IS350 AWD and F-Sport AWD models get the 6-speed auto.

F-Sport The F-Sport is somewhat a trim level on steroids.  While the visual differences between the F-Sport and the basic IS250 and IS350 include more aggressive front end design, unique wheels, upgraded sport seats and LFA-style instrument cluster, the main news is in the sports suspension tuning.

Expected Tech Features Available The new IS does not scrimp on advanced technology features.  Blind Spot Monitoring with Rear Cross Traffic Alert, Lane Departure Alert, Pre-Collision System and an “Intuitive” Parking Assist System are available.

What Were They Thinking? Lexus has lowered the drivers hip point by about an inch to “create a sporty driving position similar to the cockpit of a sports car, where the driver’s hips sink comfortably into the seat”.  As advocates of higher, more command seating style, seating positions, this move goes in the opposite direction than we would have preferred.

The 3rd generation Mitsubishi Outlander will be introduced in mid-2013 as a 2014 model year product.  The new Outlander is based on carryover architecture, but has all new sheetmetal giving it a much more mainstream look.  Where its predecessor has a very distinctive front end theme – admittedly controversial because of its “shark nose” style – the new Outlander goes decidedly mainstream.  This is an example of Mitsu taking a very conservative approach and attempting to sell a style that no one will find controversial.

Viewed from a lower angle, the lower grille opening reminds some of Lightning McQueen in Disney/Pixar’s Cars movies.  The key distinguishing feature for the new exterior style other than the toned-down front six inches is the deep character line stretching from the front fender through the doors and ending at the rear quarter. There is a horizontal bright trim piece on the liftgate stretching between the taillamps that looks like a bit of an afterthought.

Overall, the new Outlander is not displeasing, it just doesn’t grab you with its styling.  For a vehicle Mitsubishi hopes will be a strong seller, the Outlander blends in rather than stand out.  One way to make a statement is through pricing and it appears that Mitsubishi will drop the base price of the Outlander while adding equipment providing a stronger value statement.

While the skin may not turn heads like the 2nd generation, Mitsubishi has substantially upgraded the crossover SUV under the skin.  While the aluminum roof panel of the 2nd generation is gone, other actions have yielded a 220-pound weight reduction.  This weight reduction helps the Outlander get better fuel economy from its new 2.4L 4-cylinder base engine.  The new engine drops double overhead cams for single to provide a “more lightweight and compact engine”.  The new 4J12 4-cylinder has 166HP down from 168 in the 2nd generation (torque is down by 5 lb-ft to 162lb-ft compared to 167lb-ft).  Mated to a CVT, the new engine achieves 31MPG on the highway for the seven passenger version (up from 28MPG previously).  The GT model gets the carryover 3.0L V6 with slightly less oomph than before – now 224HP/215lb-ft compared with 230HP/215lb-ft.  With a conventional 6-speed automatic, the V6 gets 28MPG for 2014 compared with 26MPG on the highway for the 2013 iteration.

Mitsubishi has added a slew of advanced technologies as part of the optional Touring Package.  The addition of these to the equipment list demonstrates how former high tech luxury features are now moving down into more mainstream vehicle classes.  Some of these features are an ECO Drive Support System that has a green leaf graph to reward you with more leaves when you are driving economically.  Advanced safety systems like the Forward Collision Mitigation System will stop the car from a slow speed before it hits an obstruction.  This is great in stop and go traffic where you might not be paying sharp attention.  Lane Departure Warning System will audibly and visually warn you when you are drifting out of your lane above 40mph.  Adaptive Cruise Control maintains distance from the vehicle in front.

All AWD Outlanders will get S-AWC (Super-All Wheel Control) for 2014.  The GT gets S-AWC as a standard part of its package.

Unique to most previews of crossover SUVs, Mitsubishi provided an opportunity to drive the new Outlander off-road.  While the off-road course was not the equivalent of the Rubicon Trail, it was worthy of challenging Trail Rated Jeeps.  That Mitsu was confident enough to let us drive the course in their crossover is testament to their confidence in the S-AWC system.  The vehicle had no trouble with any of the surfaces, rocks, climbs or descents.

The 3rd generation Outlander gets an upgraded interior with new instrument panel design and upgraded trim.  Special attention has been paid to improving NVH (noise, vibration and harshness) in the Outlander.  This shows in most driving conditions, but there are some road surfaces where the tires just sang.

While the Outlander does have 7-passenger seating capability, it has a mid-size body really designed for five passengers.  While the spaciousness of the 3rd row seat has been improved (+2 inches fore and aft, 5 inches in width), the third row seat is still appropriate for occasional use by young children.

Developed in Time of Hardship The 2011 Grand Cherokee was developed during the dark days of the reign of Cerberus Capital Management.   Their ownership of Chrysler steered the firm to the bankruptcy courts and a bailout by the U.S. and Canadian government, UAW and CAW.  Ultimately, Fiat took control of Chrysler and Jeep and the firm is now prospering.  It is surprising that under the eyes of Cerberus, the 2011 Grand Cherokee turned out to be such a good vehicle.

Best Gets Better Like other Chrysler products (Chrysler 300, Chrysler 200, Dodge Charger, Ram 1500), Jeep’s product team has reinvigorated the vehicle but mostly under the skin.  The front fascia is new.  Taillamps are new.  A couple of wheel designs are new.  And the interiors are new and much more upscale.  Grand Cherokee gets Chrysler’s latest iteration of its excellent and easy to use UConnect system.  Gone is the 5-speed automatic transmission replaced by a silky smooth 8-speed unit.  A 240HP 3.0L V6 diesel is available for the first time.  So, the Grand Cherokee is a substantially upgraded version of the 2011 vehicle.  And it works!

Powertrain Lineup Other than the addition of the 3.0L V6 diesel, Grand Cherokee’s powertrain lineup remains basically the same… 3.6L V6, 5.7L Hemi V8 and 6.4L Hemi V8 for the Grand Cherokee SRT.  The gasoline V6 gets 290HP with 260lb ft torque.  The diesel gets 240HP with 420lb ft torque.  The “small” Hemi puts out 360HP and 390lb ft torque.  But the star of the power plants is the 6.4L Hemi in the SRT with 470HP and 465lb ft torque.

Each of the engines is matched with the new 8-speed automatic transmission that yields about 2mpg better highway fuel economy on the V6 and V8s.  The diesel can claim best in class highway fuel economy at 30mpg.

Driving the Grand Cherokee But that’s the grimble.  How is the Grand Cherokee to drive?  Dynamically, the vehicle is excellent.  The performance with each engine is excellent.  The V6 is more than adequate even in the premium trim level Overland that we drove.  The 5.7L V8 Summit proved to be just the ticket at the expense of much worse fuel economy.  The SRT is a huge sports car… gobs of power, great stance, booming exhaust note at full throttle.  If you are an adrenalin junkie and have the cash, the SRT is the ticket at $68,000 in the example we drove.

Ride quality is very good – almost luxurious – and certainly not what you’d expect in an off-road capable SUV.   The Grand Cherokee feels very stable and planted on the road.  Cornering is flat with little body lean.  Even at higher speeds the vehicle tracks exactly where you want it to go.  My co-driver noted that the electric power steering felt a bit loose, but if it was I didn’t notice it.

New Interiors Upscale to Luxurious The seats are wide, supportive enough and very comfortable.  The interior trim is upscale with four different “attitudes” fitting the exterior color and trim level of the vehicle.  The Overland I drove had an interior with a Grand Canyon theme – dark, dark brown door trim panel uppers and instrument panel trim contrasted with dark, dark blue lower door trim panel trim and seats with light piping.  Sounds weird, but the combination works very, very well.

Interface Tour de Force Each Grand Cherokee, no matter Laredo, Limited, Overland or Summit, comes with a center screen and reconfigurable instrument cluster with a 7-inch TFT (thin-film transistor) screen.  The Laredo and Limited have a 5-inch touch screen for AM/FM/CD/MP3/SiriusXM.  Optional on the Laredo and Limited and standard on the Overland and Summit is an 8.4-inch center screen with navigation and UConnect.  That’s the way to go.  Without the big center screen the interior looks bare boned.

Off-Road with the Diesel We selected the diesel version to drive off-road at Inks Ranch near Austin, Texas.  The diesel is quiet and with 420lb ft of torque will go anywhere.  Even with street tires the Grand Cherokee climbed a 60-degree rock face, traversed, and came back down using hill descent control.  Coming down felt almost vertical.  Very impressive and this is why the Grand Cherokee has such solid credentials as an all-around vehicle – very comfortable on road and very capable off-road.  This is what Jeep used to call “the occasional use prerogative”.

And, Now, For the Bad Stuff I’ve been on the press previews for each generation of Grand Cherokee.  I once owned a 1st generation Grand Cherokee Laredo.  Liked it a lot except for the rear seat room.  After owning one and studying the segment for years, at the preview for the second generation the rear seats were still cramped.  The chief engineer admitted that, if he could have done one thing differently, he would have added more room to the rear seat (which would have required a longer wheelbase).  So, here we arrive at the 2011/2014 model and the rear seat is still the same.  The front seats are great and the roominess there is outstanding, but the rear seat is coupe-like.  Maybe the Grand Cherokee is an SUV Sports Car designed only for two passengers?

Audi A8 Headlight Graphics - Dramatic

Audi A8 Running Lights - Instantly Identifiable

Well… this qualifies for a “What Are They Thinking” category!

New Audi Headlamp Cues Shown on Crosslane Concept

The Crosslane running light graphics are shown in the image above.  As can be seen, this is a much more linear interpretation than the swoopy design Audi is using today.  Is this as distinctive?  Is this as head-turning?  Is this a design that can immediately identified when you glance at the car behind you in the rear view mirror?

I guess time will tell, but it appears that Audi is taking a more conservative and possibly less expensive direction with their signature headlamp theme.