2014 Mercedes-Benz CLA250: Motoramic Drives


For the first time, the United States has overtaken Germany as Mercedes-Benz’s biggest market, which means America is becoming ever more important to the world’s oldest automaker. Yet the Supersize Me phenomenon of expanding girth common to fast-food burgers and automobiles alike has created a void below Mercedes-Benz’ entry level C-Class — one now filled with the CLA250.

 And Benz is banking on the CLA to become the affordable temptress that will woo young buyers into its otherwise out-priced lair. Crucially, it is performing this seduction first and foremost via design. 
Consider a quartet of design choices: the upright grill, a windscreen that is pushed back 4-5 inches creating a longer hood, a raked A-pillar leading to an avant-garde coupé-like roofline, and the implementation of Mercedes’ “dropping line” — a crease that starts at the headlights and then swoops back and down towards the rear wheels. The dropping line was first introduced in the CLS and is making its way through the entire stable. “It’s kind of like the signature in every great painting, in every Mercedes you will see the dropping line,” explains Mercedes-Benz Head of Design Gorden Wagener.

 The look hides the bulky front-wheel-drive architecture around the front axle, giving the CLA a much more brutish look. As the CLA is the first front-wheel-drive car Benz will ever sell in America (not counting the ultra rare F-Cell B-Class only leased in California), Mercedes didn’t want to pull a Maker’s Mark and water down its reputation.

 “It was an active decision to move away from the ‘wedge’ design of the 90s, which we see as kind of old-fashioned, and transform it into a more streamlined 1930’s Art Deco design,” explains Wagener.

 There are other nice touches: black pillar lines that run along the edge of the roof from the A-pillar back not only provide the car functional roof-rack latches, but also lend optical continuation to vertical rear air intakes now becoming standard across all AMG bumpers. The windows are frameless. The steering wheel is hearty, leather-wrapped with contrast cross-stitching.

 And yet Mercedes has managed to squeak the CLA into the United States under $30,000. Usually when a luxury manufacturer strives to build a car with a particular price threshold in mind, all sorts of corners are cut; cheap materials, plastics and stripped interiors abound. Yet the CLA is robust with stylish accoutrements even in base form: aluminum pedals with rubber racing studs, power seats, anthracite trim, all standard, along with typical German luxury tech such as a 7-speed dual clutch transmission, start-stop fuel saver and a 5.8-inch display.

 Even if you tick a couple of options — navigation, sunroof or the inevitable “sport appearance” package with the so-called “diamond” grille — you’ll still slip in somewhere under $35,000, a good $5,000 cheaper than a comparably equipped C-Class (which, naturally, will be growing larger in its next generation). You can tick some options and get a Volkswagen Passat up to that level, as well as a Kia Optima SX, Hyundai Azera, etc. But with the CLA you’re getting an actual luxury brand, not a value brand gussying itself up to achieve luxury status. If that matters to you, it’s a categorical difference.

 There are tricks to this affordability. First, the CLA will be built in Hungary with considerably lower labor costs than Europe or the United States. More importantly, its expenses are decreased by building several models off the same chassis (A-Class, B-Class, the upcoming GLA, etc.) This production technique Benz execs reticently admit nicking from their nemeses over at VW, who across Audi, SEAT, Skoda and their own brand can build a dozen cars on a single platform. 

 While the CLA250’s turbocharged 2.0L 4-cyclinder won’t blow any minds with its 208 hp, its 25/36 mpg (city/hwy) is notable. Still the 258 ft-lb of torque provides plenty of get-up should you need to downshift the paddles to overtake Sunday drivers. With the optional 4MATIC torque on demand all-wheel-drive, all the power could theoretically go to the rear wheels, although that’s not going to happen in real life.

 On a Mediterranean-hugging routes of the Côte d’Azur from Marseilles to St. Tropez certainly provided plenty of driving pleasure. The electromechanically assisted power steering delivered nice driver feedback, and in conjunction with the sport-tuned suspension handled all but the hairiest of switchbacks at admirable speeds. The array of standard safety technology worked well too, which we discovered when a car we were following turned right, and we attempted to overtake it on the left. In the close quarters the CLA’s Collision Prevention Assist engaged and slammed on the brakes, interpreting an impending crash. I don’t know if this is a good thing or not, as we were in no danger of hitting anything, so the braking in that instance seemed intrusive. Had it been caused by a moment’s distraction, I’m sure owners would be thrilled for the added protection.

 In the end convincing new customers to add the Tristar to their shopping list requires more than just building a lust-worthy car. Benz also has to offer one that a new level of buyer can afford, and maybe that’s the real incantation of the CLA. Clearly for Stuttgart the CLA is a statement of purpose. It is also a potent statement of Mercedes-Benz design, for the present and future.

No comments:

8 sneaky-fast cars that won't punish you at the pump

 Drive a BMW 3 Series on America's highways and byways at 10 mph over the speed limit and you're asking for a ticket. Do the same in a Honda Accord and Smoky might not even see you. Call it the Hot-Car Tax. And since complaining about it likely won't have much affect, here are eight alternative rides that are quick, handsome (though never flashy), and won't torture you at the pump.
Ford Focus SE Hatchback
Price: $19,995 
0 to 60: 7.4 seconds 
EPA estimated fuel economy (city/highway): 26/36 

 The chassis of the latest Focus is fantastic, and it's remarkable that Ford is able to repurpose this platform for so many other vehicles. The car is solid on highway hauls, forgiving over massacred pavement, yet capable in corners. The steering, too, is sharp without being high-strung. But you'd better vote manual gearbox or you'll be missing out on half the party. 

 The Focus is a great little speedster that is the opposite of a Golf (especially a GTI): Cops don't see a Focus and think "tuner," and that's exactly why it belongs here.
Hyundai Elantra GT
Price: $18,545 
0 to 60: 8.3 seconds 
EPA estimated fuel economy (city/highway): 26/37 

 We hear all the time that Americans don't buy hatchbacks. Wrong. Every crossover in America is a hatchback in diguise (especially now that so many of them are sinking back to carlike ride heights), so hatchbacks rule the road. Part of the reason we love these cars is that a carmaker can squeeze more utility out of a smaller vehicle by adding a fifth door. This is why the Elantra GT is appealing. It's a compact sedan with extraordinary utility, plus 51 cubic feet of storage space with the rear seats folded (the latest lot of small crossovers coming along don't do much better). The Hyundai boasts excellent fuel economy too. 

 The Elantra may not beat its competitors to 60 mph, but unlike a lot of midsize and compact sedans, it will stand up to a reduced-radius on-ramp at 70 mph with minimal lean and highly predictable steering. For more grip, ditch the all-seasons in favor of summer performance tires. 

 Hyundai and Kia designs are growing exceedingly easy on the eye, prompting people to react to cars like the Elantra GT with, "but that doesn't look like a Hyundai." That lingering bias against the brand could be your friend, allowing you to drive on by while a car with more prestige gets pulled over.
Mazda 3i SkyActiv
Price: $19,495
0 to 60: 7.9 seconds 
EPA estimated fuel economy
(city/highway): 27/39 

 The fact that you can get a Focus-size Mazda 3i with a five-speed manual for $15,200 should make a lot of budget-conscious driving enthusiasts happy. But the 3 you want gets the direct-injected SkyActiv engine, which is more fuel-efficient and adds a sixth gear. Like the Elantra GT, the 3i doesn't stake its driving reputation on horsepower; it's here because it's probably the most engaging compact sedan for the money. Steering, transmission, handling—they all come up face cards if not outright aces on the 3i. 

 Just get it in a mild-mannered color so the flashy looks don't attract unwanted attention from law enforcement. Sensible people drive silver Mazdas. Speeders drive bright orange ones.
Lexus GS450h
Price: $59,845 
0 to 60: 5.6 seconds 
EPA estimated fuel economy (city/highway): 29/34 

 Yeah, that's a lot of bones for a hybrid, but we're talking about one of the highest-performance hybrid cars you can buy. The combo of a 3.5-liter Atkinson cycle direct-injection V-6 and a pair of electric motors adds up to 338 hp, an eye-popping time off the line, and acceleration on par with or better than many of its conventionally powered competitors. 

 The 450h is only 0.2 seconds slower to 60 mph than the fastest GS, yet the best gas-powered version of this car only manages 19/28 fuel economy. It might take you a while to earn back the extra money you spent on the hybrid through fuel savings, but Lexus is betting that a good many customers are willing to pay the premium, and don't want to suffer the horrid fuel economy a V-8 delivers in stop-and-go traffic. 

 And while it might not be fair, it's going to be easier to argue your way out of ticket or avoid getting one at all if you're driving a hybrid Lexus as opposed to the F-Sport edition (not to mention any car with an AMG or M on its trunk).
2013 Infiniti M35h
Price: $54,595 
0 to 60: 5.2 seconds
EPA estimated fuel economy (city/highway): 27/32 

 Mate the 302 horses of Infiniti/Nissan's ubiquitous 3.5-liter V-6 to a 67-hp electric motor and you get serious mojo. And, for folks allergic to CVTs, a seven-speed autobox comes with this car. No typo: The champion of CVTs, Nissan/Infiniti, goes conventional for its transmission on the M35h. 

 Where the Lexus is serene, the M35h will withstand some horseplay. Power comes on quickly (even too quickly), and the car gets a nearly 50/50 weight distribution because of the battery placement. That yields more stable high-speed handling, all in a car that otherwise settles down for normal commuter mode. Neither BMW's $61,845 Active Hybrid 5 Series nor Porsche's Panamera Hybrid (a cool $96,000) is faster to 60 mph. 
Honda Accord LX
Price: $22,480 
0 to 60: 7.7 seconds 
EPA estimated fuel economy (city/highway): 27/36 

 Chuck the latest Accord hard around a few double-yellow country roads and you'll learn that the latest family mover from Honda is quick, capable, and consistently stable even when you're not driving it like a member of polite society. When pushed to the limit the Accord seems to shrink around the driver, feeling nimble right to the edge of adhesion. Remember: This Honda is meant to sell by the tens of thousands every month. That the Accord manages to be so much more than dull, reliable transportation is good news for fans of stealth speed. 

 Yes, a CVT stands between the Accord driver and more spirited shenanigans. But Honda will happily sell you a six-speed manual-transmission Accord, though it will ding your fuel economy down to 24/34. And at least this CVT is quite good; it responds at least as quickly as a six-speed automatic would. 
Buick Regal GS
Price: $34,980 
0 to 60: 6.4 seconds 
EPA estimated fuel economy (city/highway): 19/27 

 Buick sold ten times as many units in China last year as it sold in the U.S. That means the turbocharged, 270-hp edition of the Regal was not necessarily made with American buyers in mind, and that's just fine with us. A car like the GS shows that if the marketplace is more international, American carmakers can respond with products that are more engaging and flat-out fast. 

 Drive a GS and you'll find it corners like no Buick made in the 1970–2000 era. It may be front-wheel-drive, but torque steer is largely absent. Even the six-speed manual slots through its gates cleanly. Mash the throttle in third gear and watch the speedo or you'll get into trouble. The Regal GS is perfectly stable at very high speeds, hugging the Interstate like an alternate-universe Mercedes-Benz C-Class. 

 On the outside, though, Buicks still look Middle-America conservative, like they're primarily driven by men in plaid sport coats and yellow golf trousers. The blasé looks are a bonus if you're shopping for the un-3-Series.
Honda CR-V
Price: $24,045 
0 to 60: in 8.6 seconds 
EPA estimated fuel economy (city/highway): 22/30 

 Don't throw stupid money at the answer to a question nobody is asking (Porsche Cayenne Turbo, BMW X6M, etc.). For "normal" dough, the CR-V handles confidently with ride quality that is solid, never darty. 

 One huge but often overlooked factor in the midsize crossover category is good outward vision. Too many of these boxes have major aft-corner blind spots, but the Honda isn't one of them. It's also faster to 60 mph than a Ford Escape and doesn't require special fuel. The Mazda CX-5 delivers better fuel economy (26/32) and can play in the corners. But when you're trying to get out of a semi's way on the freeway, you'll wish you were in the Honda.


1 comment:

2014 Acura RLX, a techno remix of the original hit: Motoramic Drives


Jimmy Durante was born of humble circumstances on Manhattan’s Lower East Side in the dark days of the 1890s, but went on to become one of the most well-respected and highest grossing stars of the Jazz era. Yet however great was his regard, when he was eventually enshrined in pop music by Cole Porter with “You’re the Top,” Durante was memorialized solely for his signature sniffer. To quote: You’re a rose/You’re Inferno’s Dante/You’re the nose/On the great Durante.

 Similarly, though it began as the offspring of workaday Japanese automaker Honda in the dark days of the 1980s, Acura went on to become one of the most well respected and best-selling car brands of the post-Malaise era, producing immortal and beloved hits like the Integra, the first generation Legend, and the original TSX. Yet when reviewers write about the brand today, they’re always certain to lead with a reference to the straked and argent beak Acura designers stuck on their models in the late aughts. To quote: You’re an axe/You’re Charles Barkley’s razor/You’re a shield/That could block Spock’s phaser.

 This snooty reaction isn’t limited to the snoot. Neither is it solely the fault of the AutoCAD wielders in Tokyo and Torrance, Calif. Somewhere along the way, just as Durante lost his radio mojo to TV, Acura lost its keel to complacency, crossover dependency, the rear-wheel drive revival and an institutional sight-lowering that Honda once fought with innovations like CVCC instead of caving to catalytic converters, but has grown to accept in this century.

 Which brings us to the brand’s new flagship, which, despite Acura’s marketing tagline for it — "Luxury Defined by You" — is not called the UL, but rather RLX. As in, Frankie say.

 Sit down in its cushy captain’s chair, start up the actively noise-cancelled engine, roll up the insulating laminated windows, and begin coasting along on resonator-equipped frequency-reducing wheels, and you’ll see what we mean. As if there were any doubts about the car’s intent, at the launch, an Acura executive described it as providing the kind of “relaxed driving situation” wherein one could pilot it with one hand lightly touching the wheel, making it an ideal competitor for that 1978 Lincoln you were cross-shopping.

 The new RLX is actually slightly sportier than that, with an iVTEC V-6 that's smaller but more potent than the powerplant it replaces. The downsized 3.5 liter unit’s 10 hp bump to 310 hp is accomplished through Acura’s first use of direct injection, and when combined with a 76-lb steelectomy, should translate to slightly better acceleration than the old RL. Fuel economy rises as it must, from 17/24 mpg in the RL to 20/31 mpg. So to does the acronym count, with the requisite collision, lane departure, lane keeping, adaptive cruise, and low-speed following systems, all of which work appropriately well if you turn them on, which we mostly didn’t because, well, we’re generally in favor of being the ones to drive the cars when we’re driving them.

 The most relevant acronym here though is PAWS, which stands not for Prow All Wreathed in Silver (sorry), but Precision All Wheel Steering, a trick system that uses a pair of electronic actuators to provide unique toe-in or toe-out angles to each rear wheel. If this sounds like something Honda might have invented in the '80s, it is, kind of. But it’s much more sophisticated and computerized and magical than the four-wheel-steering setup on the 3rd-generation Prelude. In a wet slaloming comparison with a Mercedes E-Class and BMW 5-Series, we found PAWS to be seamless yet evident, providing the RLX with a more balanced feel than one would expect of a cushy, nose-heavy front driver.

 Speaking of heavy noses, the Acura still suffers from the aforementioned familial endowment, though its prominence has been dissipated by the distracting presence of its new Signature Jewel Eye headlights. These definitely look …distinctive, though the unique toe-in and toe-out angles applied to each of the lamp’s five sets of LED nodules give them the appearance of a pair of stacked engagement rings lumpily crafted by Jared after a few trips to the champagne fountain.

 Our own engagement with the RLX over a variety of roadkill-littered Northern California roads was sadly similar: gemlike, yet misaligned. The cabin is finely crafted, with clean lines and smart materials, and hosts a surprisingly roomy rear bench — the result of a two-inch wheelbase stretch back there. But the space feels '90s austere, lacking the flourishes of color and handcrafted richness one now expects in the category. The dual LCD screens—the lower one controlling ventilation and media, the upper dedicated to the nav and multifarious AcuraLink features that this car’s aging buyers will never use — nicely split functions you’d want to access simultaneously, but are no more user-friendly or less distracting than they’d be on one screen. (Whom do we have to bribe to get some knurled knobs up in here?) And the 6-speed automatic transmission couples well with the engine, but lacks the bandwith, sharpness, and efficiency of the 7- and 8-speeds in its competitors.
Overall, we kept thinking: this is a very nice car. But at $60,450 for the fully equipped models we were driving, we had to ask, is it twice as nice as Honda’s lovely $30,000 Accord V-6, or once as nice as a similarly kitted-out Audi A6? The answer was always no.

 Perhaps our minds will be changed by the addition of 60 hp and two more drive wheels when the range-topping Super Handling All Wheel Drive version arrives later this year. We hope so. With the enticing NSX 2.0 Concept it just displayed at Detroit, Acura has shown that it can sniff out its moxie, so it’s not impossible to imagine the brand blowing past its current limitations. It worked for the Schnozolla. As no less than Frank Sinatra sang in his 1955 revision to Burton Lane’s “How About You?” I’m mad about good books/Can’t get my fill/And James Durante’s looks/Give me a thrill. Thrill us, Acura. Please.

1 comment:
Subscribe to: Posts (Atom)