Posted in Vehicle Reviews on September 18, 2014 by tysonhugie
Odometer (Legend): 531,532
Odometer (ILX): 96,329
“Jetta” is a nameplate that’s carries a long history. Since the 1980 model year, the Jetta has made a name for itself as the best selling Volkswagen in the United States. Now in its 6th generation, the Jetta is undergoing what VW calls an “evolutionary refresh” for the 2015 model year. I was invited as part of the Phoenix Automotive Press Association (PAPA) to attend a special ride & drive program at the Phoenix Art Museum on Tuesday evening.
First Generation Jetta
Sixth Generation Jetta
When I think of “diesel,” my ears automatically start hearing the characteristic loud idle of my younger brother’s Ford F-250 PowerStroke pickup. It’s the kind of idle you have to raise your voice to speak over. But this Jetta TDI? Refined, quiet, and if it weren’t for the low-RPM tachometer and the characteristic diesel torquey driving demeanor, I would have not even guessed it was powered by diesel fuel. In short: 46 miles per gallon and still enough power to be fun to drive? This Jetta made me seriously rethink my perception of the VW brand.
Volkswagen representative Megan Garbis flew in from the company’s training facility in Herndon, Virginia and shared a few slides that captured the highlights of the newly-improved Jetta. The Jetta is made in Puebla, Mexico where VW has had production operations for over 47 years. I’ll share just a few standout points and driving impressions.
I like how they’ve started offering ‘upscale’ features to be purchased a la carte as opposed to grouping them with packages. HID headlights with LED treatment, for example, can be added to even the lower trim levels of the Jetta. The base model, by the way, starts at $16,215. Aside from that, there are some new features that are firsts for this class of vehicle – like an active radiator shutter that closes automatically at a certain speed to reduce wind drag.
There are a total of 5 engines available on the Jetta, but the clear pick for me would be the 2 liter diesel TDI. Volkswagen says that adoption of diesel-powered vehicles is on the rise in the U.S., with TDI sales roughly at 28% of overall sales from the VW family of vehicles. Some may overlook the Jetta TDI based on the fact that it only has 150 horsepower. But, as Megan stated, “People buy horsepower, but they drive torque.” Consider the fact that my ILX has 201 horsepower and 170 pound-feet of torque. The Jetta has 150 horsepower and 236 pound-feet of torque. This translates into a driving experience that I described to my friend Kyle during our test drive as “grabby.” The TDI shoots off like a rocket as soon as it hits about 2,000 RPM. I found the 6-speed gearbox fun to drive.
Equipped as a mid-$20’s car, too, the Jetta brings a lot of refinement. The doors close with a solid ‘thud.’ Fit and finish was good everywhere except the door panels, which had hard plastic materials up top. The glossy piano black trim finish that surrounds the radio is a nice touch, and there are matching trim pieces on the steering wheel (which, by the way, is carried over from the famous “hot-hatch” Golf GTI model).
The Jetta is a serious contender in this very competitive segment, and I’d encourage anyone looking for great MPG and plenty of optioning choices to give it a very close look. I thank the Volkswagen team for hosting me at the conference and for the chance to take the new Jetta for a spin! I left a little tread on the tires for you.
Rain, in Phoenix? I never thought the first feature I’d be experiencing on Acura’s most advanced vehicle ever would be its rain-sensing windshield wipers, but it was. I’ve been watching for this car to hit the streets since I saw the cover pulled off the prototype in January at the North American International Auto Show in Detroit.
My local dealership, Acura of Tempe, currently has 3 TLX demo cars in stock. All are V6, front-wheel-drive models with the Advance (top-line) trim package. My friend Daniel, who you’ve already met and who drives a sweet Acura TL, met up with me for this rainy-day test drive of Acura’s all-new midsize sedan. Most of my readers will already know that this car debuted as a replacement for the now-discontinued TL and TSX models, and it’s sized in between the two.
The TLX that I drove was powered by a 290-horsepower, 3.5 liter V6 engine and Acura’s signature “Precision All-Wheel Steering” (P-AWS).. A few dealer add-ons (window tint, wheel locks, and side moldings) drove the price to just above $44,000. The Crystal Black Pearl exterior was nicely complimented by an “Espresso” (fancy speak for “Brown”) interior. I liked the combination, and as crazy as it would be to own a black car in Arizona, I think that’d be my top pic from the color palette.
So how about that driving experience, eh? Well, I wasn’t even in the car for more than 3 seconds when my right hand went down to reach for a shift a lever that wasn’t there. That’s because the car I had was equipped with a push-button transmission. A pull-back on the “R” button sent me into Reverse, but not before I cranked my ventilated seat to “high” setting via the touch-screen climate control. In all, my drive route was no more than 5 or 6 miles, but it was enough to experience the driving dynamics in both surface street & freeway settings.
I found the TLX eager to accelerate and ultra smooth in doing so. Of the transmission’s 9 speeds, I think I only got it up to 5th. Tire spin from a dead stop comes easily with the torquey V6, especially on wet pavement. Fit and finish exceeds expectations, with tasteful woodgrain accents on the door panels and soft-touch materials throughout the cabin. Daniel commented that the level of refinement exceeded that of his 2012 TL by quite a bit. Wind & road noises were heavily muted in the cabin. Accelerating onto the Interstate 10 onramp, I dipped deeply into the throttle and loved the sound of the engine at 5,000 RPM, awakening from its refined state.
It’s tough to find fault with the TLX. Adam, the sales representative who accompanied us, reported that it’s entirely possible for even the V6 engine to achieve MPG in the 40’s in “Economy” mode. That kind of efficiency, coupled with the amenities that Acura is great at providing, make for a compelling package deal. Adam encouraged Daniel to engage “Sport Plus” mode during his test drive, and even from the back seat I could readily feel the difference in engine performance, shift points, and suspension as the car transformed into a more raw driving experience: higher revs, tighter handling, and more pronounced gear transitions.
If Acura were to offer a 6-speed manual transmission in the TLX I’d be pondering an upgrade from the ILX, but as for right now I’m content to row my own gears. I’m looking forward to checking out the 2.4 liter 4 cylinder TLX as soon as it’s available, as well as the Super Handling All-Wheel-Drive version, but for now I stand impressed at what the TLX offers. I’ll post a more detailed review as soon as I get access to the vehicle for more than just short test drive.
Huge thanks to Sales Consultant Adam Ferguson for taking the time to introduce us to the TLX. He mentioned during my test drive, “It’s nice to be on a test drive with people who already know about the car!”
Here we have the TLX in Crystal Black Pearl.
Rear perspective.
These gauges are familiar as the layout is similar to what I’m already used to in my ILX.
“Espresso” interior. Nice color!
Passenger side interior.
Just getting back from our test drive.
Parked with the 2012 TL & 2013 ILX.
Three Acuras in a row.
Great looking car from this angle.
Side by side: 2012 TL, 2015 TLX
Daniel at the wheel for a test drive.
Man, those Jewel Eye headlights on the TLX sure make my ILX projector HID bulbs look dim!
For those local to the Phoenix, Arizona area, drop Adam an email at adam.ferguson@acuraoftempe.com and he’ll show you around the TLX.
Here’s a video review on the TLX posted today by Sofyan at 2theRedline.
Hold your horses y’all – I’ve got a 2,500 mile road trip on tap for this weekend for those of you who are itching for some travel mania. In the meantime, on the heels of my 2014 Honda Accord review, I got a look a car that’s going head-to-head with it in the marketplace. On Wednesday, I got an up-close look at what Chrysler call’s the “new face” of the brand. I was invited to participate in a regional launch event at a boutique resort called Hermosa Inn, located in Paradise Valley, Arizona. The star of the show was a redesigned-for-2014 sedan called the “200.”
The 200 name first debuted at the 2009 North American International Auto Show in Detroit as a little brother to the flagship 300 sedan. It’s a true world-class car, even selling in Europe under the name Lancia Flavia. Now moving into its fifth model year, the 200 is newly refined and ready to duke it out in the crowded mid-sized sedan segment.
Chrysler has put a lot of effort into making the 200 stand out. The transmission is a 9-speed automatic and the chassis is based on an Alfa Romeo. There are two engine options and an available all-wheel-drive system. Pricing starts at $21,700 but extends all the way to the high $30’s depending on powertrain and equipment selections. That’s why Chrysler considers the 200 not just “a” car but a “family” of cars: 4 unique trim levels with different target markets and corresponding price points. The Sport model with upgraded suspension, wheels, and the V6 motor gets my nod as a top pick.
Mitch, a representative from Chrysler’s engineering team in Michigan, gave us the lowdown on some of the tech specs and what makes this Chrysler so special. Among some of the highlights are a “noise, vibration, & harshness” (NVH) score that’s the best in its segment, an extremely “slick” aerodynamic design (.27 coefficient of drag), and class-leading fuel economy with 36 highway according to the EPA rating.
I drove the 200 S (Sport) model in stunning Vivid Blue and put it through its paces for a 7-mile drive route around Paradise Valley. The V6 has 295 ponies that propel the sedan to speed with nice a nice sense of urgency. The instrument panel’s huge touch-screen is nice, but I liked that there are redundant “manual” controls below it for those of us who like buttons and dials for our climate control. In addition to the analog gauges, there’s a big digital speedometer with complimentary blue lighting around the periphery which I thought was a nice touch. Ride handling was nice – just enough to keep you in tune with the road, yet not completely isolated from it. From a fit & finish perspective, I liked the thickness of the steering wheel and the amount of padding in the soft-touch door panels. Comfort abounds.
This 200 is going to give that Accord a run for its money. The fact that it’s available in AWD is a big +1 in my book. Let’s watch this fight and see what happens. Thanks to the folks at Chrysler for having me over!
Let’s take a look inside.
“Sport” model gets two tone seats with a nice pattern.
Hey, what’s this classic Volvo doing here? Oh, that was spy photographer Brenda Priddy’s new hot rod. There’s a sliver of ILX in the top part of the screen, too.
You probably can’t read the street sign in the below picture from where you’re sitting.
But I had to hit the brakes hard (and they worked great!) when I saw it. Why?
The name of the road, in Spanish, translates to “road without a name”! I’m easily entertained.
Rotary shifter, electronic parking brake are big “firsts” for the 200 in 2015.
This is the AWD model. I’m liking those wheels and the dual chrome exhaust tips.
Interior designers have worked closely with engineers to maximize every available millimeter in the cabin.
“Excessive heat warning.” Welcome to Phoenix!
The back end of the 200 S that I drove.
Scott Brown, Western Region Manager at Chrysler, who made it possible for me to attend. Thanks Scott!
Fun history:
Some of my favorite memories from my younger years were in a Chrysler product. At one point, my mom owned a 1993 Jeep Grand Cherokee Limited. Its 5.2-liter V8 had more torque than I ever knew what to do with. Much like every other car the Hugies ever owned, we couldn’t leave well enough alone. What started out as a standard-issue Limited with a gold push-bar and cheesy chrome mudguards…
… Got lifted and tricked out. My brother was the mastermind behind this project: chrome grille, different fog lights, and removal of everything that was gold to replace it with silver. Nice looking results!
This weekend? Catch me if you can. Nevada + Utah + Idaho + Wyoming + Montana + the ILX.
Stare at them. Those directional 17″ alloy wheels had me hypnotized like spinning pinwheels at first glance. Maybe they’ll have the same effect on you.
Let’s take a ride in one of the most technologically-advanced cars that Honda has ever produced, which also happens to be one of the most “user-friendly” cars I’ve ever driven: the 2014 Honda Accord. I found myself quickly comfortable with its switches and controls. With the intelligent key in my pocket, I put my foot on the brake and hit the Power button (it’s not a “Start” button, like in my ILX). A sequence of lights and sounds initiated, and the gauge cluster populated with the text “Ready to Drive.” If it hadn’t been for the whirr of the climate control system, the car would’ve been dead silent. The level of refinement, build quality, and tech features made this extended week-long test drive a memorable experience.
Accord Background
I’ve been an Accord fan for quite some time. Here’s a picture from the year 2003 after I detailed my neighbors’ Accord LX. Eagle-eyed Acura fans will also spot the silver Acura 2.5 TL in the garage — with which my neighbors were replacing their Accord at the time.
It’s well-known that the Accords of this era are capable of seemingly immortal longevity, as evidenced by “Million Mile” Joe LoCicero’s 1990 sedan (pictured at right below) that went to 1,000,000 on the odometer and (as far as we know) is still rolling:
But where’d Honda’s volume-selling midsize sedan get its start? The first Accord debuted as a 1976 model year vehicle.
Thirty eight years, and 9 generations of bodystyles later, Honda is still cranking out the Accord. And the latest iteration (launched as a 2013 model) has been widely beloved: In fact, Honda has sold an average of over 30,000 Accords per month so far in 2014. To put that into perspective, that’s 20 times as many ILX’s as Acura has sold in those same 5 months. You’re going to be seeing these Accords around for awhile yet. A lot of them.
But here’s the kicker — and the whole reason why I think the Accord Hybrid that I was allowed to evaluate over the past week is an undisputed home run: In case you missed the fine print on the vintage ad above for the 1976 Accord, it boasted fuel economy as follows: 31 mpg city, 44 mpg highway from a 68-horsepower 4-cylinder engine.
Now, let’s see what what the 2014‘s number look like.
Holy smokes. And 196 horsepower, which is a far cry from those lonely 68 horses in the 1970’s. I put the Accord Hybrid through its paces to decide if it’s a vehicle I’d be able to own. Here’s my take.
Style
I mean, it’s an everyday Accord, right? Not supposed to “wow” anyone. This is Honda’s bread-and-butter sedan. Yet, this car is “handsome” from every angle. The new-for-2013 bodystyle carries on for 2014 and it’s easy on the eyes. Hybrid models get some special updates that I especially enjoy: blue accents in the headlights and fancy LED strips underneath them. A subtle lip spoiler rounds out the back end and LED taillights add an upscale look. Let’s talk about that paint color: Obsidian Blue Pearl. I’m a big fan, especially when the Arizona sun hits it just right.
Performance
“This is a hybrid?” was my first thought as I accelerated up the onramp to Scottsdale’s Loop 101 freeway. The beauty of Honda’s innovative hybrid system is that in low-speed maneuvers, the car glides around in “EV” (electric vehicle) mode, propelled only by its battery power. Torque from the electric motor is instantaneous and that makes the car accelerate briskly from a stop. In parking lot maneuvers, the car is peppy and despite being a heavier and larger than car than my ILX in all aspects, it somehow actually feels lighter.
When you dip into the throttle a little deeper, the gasoline engine steps in to assist. I found performance very good from the 2.0-liter, 16-valve engine. The best part is, unlike some other hybrids I’ve driven, the engine’s start/stop cycles are virtually undetectable. Part of the trickery behind achieving those 50 mpg city includes the deactivation of the gasoline engine when the car is sitting idle at stop signs and depending on engine load. Upon acceleration, the motor fires back up. During a gentle cruise at 65 mph on the Beeline highway, I saw EV mode alternate off and on depending on the grade of terrain as well as accelerator input.
The Accord’s drivetrain employs a Continuously Variable Transmission (CVT) with no ‘tangible’ gear shifts. When you stay heavy on the gas, the engine spins at a high RPM but never seeks another gear. Rather, the acceleration is linear and fluid. It takes some getting used to, especially for someone like me who’s used to driving a stick shift. Over the course of the week, I blew my fair share of Toyota Priuses (Priii?) off the line at stoplights. This Accord Touring is a hybrid that even a someone like me (who isn’t usually a “green car” fan) can still drive and enjoy.
Amenities
My Accord was outfitted with the Touring package and all sorts of creature comforts including heated leather seats, dual-zone automatic climate control with air filtration system, and rear console vents (important in Arizona!). The overall experience from the inside is one of Acura-esque quality, right down to the leather steering wheel which has a nice feel to it. Head room was more than adequate for me at 5’11” in height. Space in general is found in abundance, with storage cubbies throughout the cabin. The Accord has two power outlets as well as a USB interface to keep all your electronic toys charged and happy. All-in, my test car goes for $35,695.
Technology
Twenty miles of my workday commute last Thursday were on Highway 87. The speed limit goes from 65 mph, to 55 mph, to 45 mph as the road gets closer to the metro Scottsdale area. Just for kicks, I decided to see how well the Accord’s adaptive cruise control would manage my speed & distance in the flow of traffic, without having to intervene and override the system. Hovering a foot over the brake pedal just in case, I allowed the car to close in on the vehicle in front of me as the speed limit dropped. To no surprise, the Accord’s speed smoothly matched that of the slowing forward vehicle, even as speeds came to a near complete stop at the McDowell Road intersection. High five to Honda’s engineers for a flawless job on developing the adaptive cruise system.
Honda’s navigation system has voice recognition and the screen also doubles as a rear-view AND side-view camera. The camera system is called “Lane Watch”: A rear-facing camera mounted to the passenger side mirror that clearly illuminates the vehicle’s blind spot on the screen in the instrument panel when the right turn signal is triggered. It’s like having a GoPro camera zip-tied to your passenger mirror. I loved it! So much, in fact, that I frequently clicked the button at the end of the turn signal stalk that activates the camera at all times — not just when the right-hand turn signal is blinking.
Areas for Improvement
There’s a whole lot to love about this Accord Hybrid. Its shortfalls were few. Among them, in 105+ degree external temps, the air conditioning did (understandably) take awhile to cool down the cabin (I had it on “LO” for almost 10 miles before I got comfortable), especially in stop-and-go situations where the gasoline engine was turning off frequently. The instrument panel has 2 screens which are sometimes duplicative in nature (the Acura RLX and MDX employ a similar system). It would probably just take some training to get used to. I’d like to see fog lights on the car. And finally, those wheels… if I bought an Accord Hybrid I’d replace the stock wheels with something like the 17″ alloys from the Accord Sport.
Final Verdict
We have a winner. All-in-all, the Accord Hybrid is a fantastic car and one that I’d be proud to own and drive. I feel like it’s an outstanding “bang for the buck” midsize sedan, and I thank Honda for allowing me some time behind the wheel!
Here’s a short driving scenes video – just a few minutes of tooling around my neighborhood in style.
Following are a few more photos of some of the highlights of my week with the Accord.
“Ready to Drive” prompt upon ignition sequence.
Check out that range estimation on a full tank of fuel! 625 miles!
Lane Watch camera system: First, the button to activate, located at the end of the turn signal stalk.
Camera in operation:
I loved that the navigation interface displays real-time traffic patterns and alerts.
These 3 words are a big part of my childhood. As long as I can remember, my dad had a Ford pickup truck in the garage. I even learned to drive a stick shift in a teal green 1994 Ford Ranger.
Here was our F-150 at Lake Mead, Nevada where we frequently vacationed with our watercraft during the summer. My youngest brother Payton (pictured at left there, and now 26 years old) must’ve been digging in the dirt.
At some point we also had this bright red F-250. With its extended cab and long bed, it felt like driving a school bus. Forget about trying to park anywhere. And need I mention the fuel economy? This particular 1994 model year 3/4-ton Ford was powered by a 460-cubic-inch V8. I’d be surprised if my dad was getting anything north of 10 mpg around town.
What I did love the most about that truck, though, wasn’t just the fact that my dad had camouflage seat covers. It was the 5-speed manual transmission. Rare, I think. And man, it was fun to drive.
It’s now time for a whole new chapter in Ford pickups. Ford representative Brandt Coultas flew in from Dearborn, Michigan to share a presentation with the Phoenix Automotive Press Association (PAPA) on Tuesday evening about the all-new 2015 F-150. I attended the media presentation in Tempe, Arizona and learned a lot about F-150’s, past, present, and future. Did you know that this truck has been America’s best-selling pickup for 37 years and counting? Chances are, you’ve owned one – or at least known someone who has. A new F-150 is sold every 41 seconds on average. That’s 763,000 per year!
One of the hottest topics about this Ford is its all-aluminum construction. Much like the first generation Acura NSX, the F-150 will be made entirely of aluminum. This means that designers have helped the pickup shed over 700 pounds.
Brandt hit a button on the key fob and the tailgate dropped down smoothly. We are talking about a whole new level of technology and refinement. No “slam the tailgate down, make a running start, and hop up inside” here. The tailgate has a step-ladder built in. And, in all seriousness: a pole that extends to form a grab handle. Why, I never.
LED headlights pierce the nighttime darkness with ease – we received a demo of that later on. The glass moonroof in this truck covers nearly the entire roof.
Part of Brandt’s conversation centered around the durability testing that the prototype vehicles have undergone. The state of Arizona plays a key role in that process: Davis Dam, located in the western part of the state, is a 13-mile steep grade that Ford’s test vehicles must climb — in the heat of the summer, towing a full load, with the A/C on full blast. In all, Ford subjected its test vehicles to over 10 million miles of evaluation before giving this new model the green light.
Despite the fact that Ford is going for a “rugged” buyer, this truck will still have some luxury amenities. There are LED lights casting a light glow around the interior door handles: green when the door is shut; red when the door is ajar. Safety-minded or just for “wow” factor? You decide. Here, Joe Sage (Editor, Arizona Driver Magazine) gives that moonroof a look.
Thanks, Brandt for the preview! We all look forward to getting some seat-time in the new F-150 later this year.
Just for fun, a little more of my dad’s Ford pickup history, in chronological order.
1979 F-150 (circa 1983)
1989 F-250 (circa 1992)
1992 F-250 (circa 1994)
1994 F-150 (circa 1997)
2004 F-150 (circa 2007)
Now, how long before he buys a 2015 F-150 and puts camouflage seat covers on it?
A few weeks ago, I shared with you the write-up that my friend (and fellow automotive journalist) Ruben put together about my 2013 Acura ILX. Later on, he took to the streets in my 1992 Acura NSX and his impressions are now posted online. For a more detailed history on my 2.5 years of NSX ownership, that background is here.
That first generation NSX, which debuted a full 25 years ago at the Chicago Auto Show, has been getting a lot of praise in recent months. Acura’s next iteration of its iconic supercar will have some big shoes to fill. Check out these great articles by Blake Z. Rong of Autoweek and Steve Siler of Yahoo Autos about some of the merits of Acura’s mid-engined, aluminum-bodied beauty queen that’s aged better than virtually any other vehicle.
Here’s the link to Ruben’s piece about the NSX on RNR Automotive Blog. Thanks, Ruben, for the feature story!
Of the 14,296 new Acuras sold last month, 39% of them were this one single model. What makes it so special? After being coddled and pampered by Acura’s flagship RLX Advance sedan last weekend, I set out to put its SUV counterpart through a similar evaluation and find out.
When I was growing up, my family’s go-anywhere rig was this Grenadine Metallic 1988 Jeep Cherokee Laredo 4×4. My dad called it the “rattle trap,” and for very good reason. It was perhaps the most unrefined vehicle I’ve ever been in. We subjected it to multiple rugged hunting trips and I recall at least one time when the inline-6 engine overheated while pulling our 2 jetskis home from Lake Mead in Nevada.
Those 15″ Eagle Alloy custom wheels were so 1990’s, weren’t they?
It’s mind-boggling how far the SUV world has come in the 25 model years since that rickety 1988 Jeep rolled off the line. I got a brief taste of the all-new 2014 Acura MDX Advance at the Active Lifestyle Vehicle of the Year competition a couple of weeks ago, and the MDX reigned supreme in the “Luxury Family” division there. As over 100 athlete evaluators agreed, luxury is a role that the MDX fits very well. It provides so many creature comforts that the window sticker has 54 separate bullet points to describe everything that’s included.
Most journalists would probably be content to just drive the MDX for a week in their normal urban commutes (yawn). On Saturday, I decided to grab a few adventurous friends and take things a step further: I took the MDX off-roading.
Today’s Route
Arizona Highway 88 – the “Apache Trail” – has long been a favorite drive of mine. It’s a road with split personalities: for the first 20 or so miles, it’s a paved two-laner with hairpins and sharp curves in abundance. For the last 20 miles, it’s an off-road experience with some of the best desert scenery in the southwestern United States. I last drove this road in June in the ILX. On Saturday, I rallied a few amigos and headed for the Apache Trail hills in search of some MD Xcapades. Here’s the route we took from Apache Junction to Roosevelt Lake.
Fueled up on $7.95 “All American” breakfast combos from the Waffle House in Apache Junction, Arizona, 9 of us set out in 3 vehicles to explore these great back-roads: the 2014 Acura MDX Advance, a 2014 Nissan Pathfinder, and a 2013 Mitsubishi Lancer. For the first stretch of road, I took the lead and set the pace as we climbed the twisty switchbacks of the Apache Trail. I loved the MDX step-in height and its commanding presence on the road (I’m used to cars that sit much lower).
The 3.5 liter V6 was anxious to provide necessary torque. Did you know that its 290-hp powerplant has no scheduled tune-ups for over 100,000 miles? That’s something worth considering if you’re a hyper-miler like me. The degree of body roll was far less than I would have expected from a vehicle of its high profile. On the road, the MDX behaved more like a sedan than an SUV.
A Change of Scenery
Soon, we passed a yellow sign on the side of the road: “PAVEMENT ENDS 500 FEET.” I was unfraid.
As the blacktop ended and we passed a Saturn Vue that was crawling along at a snail’s pace, the MDX began to show its prowess as a mountain crawler. Super Handling All-Wheel-Drive (SH-AWD) gave me confidence and competence in conquering the road’s terrain. Right away, I noticed how helpful the MacPherson strut front suspension was at soaking up the washboard ruts on the road. The suspension tuning, coupled with the AWD system, enabled all 4 tires to grab even when I went heavy on the throttle. The MDX grips the road like it’s driving on fly-paper. I tried unsuccessfully for 22 dirty miles to get it to lose traction.
You know those grab handles attached to the ceiling above each door inside most vehicles? Better make sure those are tightly fastened before attempting to descend the “Fish Creek Grade” on the Apache Trail. The ruts in the narrow dirt road quickly increased in size, the grade led us sharply downward, and there was nothing but a wooden plank guardrail separating us from plummeting into the sandstone canyon hundreds of feet below. Still, the MDX was easy to navigate. Its ground clearance was more than ample for making this descent, and the steering wheel-mounted paddle shifters allowed me to keep the vehicle in 2nd gear without riding the brakes.
The MDX hauled 6 people down the dirt road with ease, and the truest testament to MDX people-hauling capability was this: Nobody got motion sick! After Nick and Kurt got settled into the far back seat, I heard Nick ask, “Now, where’s the button that I push for Tyson to bring me a drink back here?” He found accommodations adequate there, which is rare for anyone who’s ever been forced to squeeze into the tiny seats found in most 3-row SUVs. But I won’t be offering in-flight beverages any time soon. Sorry Nick.
Return to Phoenix
Our crew took but a few minutes to soak up the sights at Roosevelt Dam before setting out for the trip back to Phoenix. Roosevelt was, after all, the largest stone dam in the world when it was completed in 1911. My passengers were all too anxious to hop back into their seats and get cozy once again for the drive back home to Scottsdale. Paul took shotgun while Conor and Brad took the 2nd row – mastering the how-to of the MDX’s “Entertainment Package”. They watched a DVD featuring some classic Will Farrell skits from Saturday Night Live.
With plenty of amenities for driver and passengers, the MDX made our 2-hour drive home quick and painless. We quite enjoyed the heated/ventilated seats and the ELS audio system to the fullest. Even at 65-75 mph, the MDX was quiet and refined. The adaptive cruise control & lane departure systems (as also found on the recently reviewed RLX) added safety and ease to my driving experience. All-in, this MDX retailed for $57,400. For those interested in knowing, I averaged 20.7 miles per gallon with my lead foot, right in line with the EPA 21 mpg overall rating.
Pro:
Very solid, premium materials. “I love the feel of this leather,” said my friend Jason.
Cavernous (and very usable) storage. Even the center console is huge enough to accommodate a purse or small laptop. I stored a hooded sweatshirt and my camera in there.
Nice luxury touches. The interior door handles are backlit by blue LED lights at night.
Ride quality both on- and off-road. The MDX is extremely versatile – a true go-anywhere vehicle.
Comfort & convenience is top notch. Tri-zone climate control makes everyone happy.
Con:
Touch-screen is subject to glare and fingerprints, both of which impeded my visibility at certain times of day.
Entertainment system operation somewhat complex to learn. One of my passengers said, “Kids would never figure this out.” To which another said, “They’d probably figure it out faster than we are.”
Final Take
When the 2014 MDX showed up in my driveway last Wednesday, I text messaged a picture of it to a friend. “I’ve always liked the MDX,” he said, “… for upple-middle class mommies.” Indeed, this vehicle is a home run with families. It’s the SUV that moms choose when they’ve become too good for a Honda Odyssey minivan. But in my week with the MDX, I became convinced that there’s so much more to this vehicle than just being a complacent people-hauler. It’s equally at home on a dusty, remote mountain road as it is in a strip mall parking lot.
The MDX is the perfect match for anyone who needs all-terrain, all-weather capability but who doesn’t want to sacrifice creature comforts. I only wish it had rained torrential downpours on Saturday so I could return the vehicle to Acura wearing a thick layer of well-earned mud. Thanks to Acura for letting me take the MDX for a whirl!
Check out the rest of the pics and video from our day below.
Washing cars before the drive. Only a true car fanatic would do such a thing. Nick and Kurt wiping down the Nissan 300ZX convertible.
Matt’s Pathfinder was an Australian-spec, right-hand-drive vehicle.
Breakfast of champions. Or, breakfast of fatties. Waffle House is a great place to start the day.
Arrival at Tortilla Flat, Arizona: This place was once a stagecoach stop and is now a popular tourist destination for those exploring the Superstition Mountains.
We happened to arrive shortly after a group of Mustang owners, so we backed our 3-row SUVs in as if we belonged there.
Road conditions got progressively worse as we distanced ourselves from civilization at Tortilla Flat.
Corralling the troops for a quick chat before beginning our next leg.
Tyson, Paul, Conor. I don’t remember what I was gesturing for.
Finally, feeding the MDX a taste of Arizona dirt.
As the Apache Trail made its way toward Roosevelt Lake, there are dozens of opportunities for shots like these. Views are spectacular year-round. Here, the MDX was in the lead with the Pathfinder and the Lancer following behind.
We made a stop at the Fish Creek bridge to do a little hiking. It was perfect weather outside, after all.
The MDX “Jewel Eye” headlights mirror those found in its RLX sedan sibling.
This bridge dates back to the early 1900’s when construction workers used the Apache Trail to deliver supplies for construction of the Roosevelt Dam.
Hiking around a little – Nick, Alan, Matt, Ian, and Conor
Back to the vehicles we go.
A layer of dust descended on the formerly nice MDX paintjob.
Here’s where we tried out some of the MDX’s people-hauling skills, with rows 1, 2, and 3 each filled with 2 passengers. Nick and Kurt tried out the back.
Conor and I rode up front.
Kurt says I always capture him pointing. So, he found something to point at!
Ian’s Lancer looked right at home on the Apache Trail as well – ready to rally.
I was impressed with how well Ian’s car was able to keep up with the SUVs in our caravan.
I’ve blogged before about the 357-foot-tall Roosevelt Dam.
As well as the 1,080-foot-long bypass bridge on Highway 188.
I’d definitely say we were inspired by the Inspiration Point Interpretive Overlook.
On the way home, Conor and Brad test drove the Entertainment system, which came with a 16.2″ wide-screen monitor and wireless headsets.
Here’s that center console I was writing about earlier. Massive space!
Time for an MDX bath with the help of friends. I did a great job supervising this effort while Conor, Paul, and Brad slaved away.
Conor drives a silver Acura TSX so he knows all-too-well how to keep an Acura looking shiny.
The MDX and its sibling ILX share a family resemblance but each vehicle has a distinct purpose.
The Acura RLX greeted me with “Come on in, Tyson,” by illuminating its exterior door handle as I approached the driver’s side. I stepped carefully over the stainless steel door sill and settled into the ivory-skinned bucket seat. My index finger instinctively went for the start button and awakened 310 well-trained horses from their slumber. The subtle sound of Jazz music drifted through the airwaves via 14 high-end speakers, and the car’s automatic climate control immediately customized the cabin environment to my liking. This, my friends, was not just a car. It was a full-blown, Acura-fied luxury travel experience and I had just scored a front-row seat.
RLX Heritage
In its day, the Acura Legend was the biggest and the best that the Honda lineup of automobiles had to offer. When my Legend LS coupe was new in 1994, it sold for a whopping $41,885. For comparison, a top-line Honda Accord EX at the time was $19,950. The Legend flagship had features that were far ahead of its time. Twenty years later, the Acura RLX carries on that same mission: It delivers unsurpassed tech features, the most advanced safety systems in the industry, and performance levels that only sports cars could dream of in the 1990’s.
Here’s the RLX ancestry summarized in simple list form:
1986 – 1995: Acura Legend
1996 – 2013: Acura RL
2014+: Acura RLX
Generations 1, 2, and 5:
Generation 3: This was my mom’s 2000 3.5 RL that we loved dearly.
A year ago, I traveled to the Los Angeles Auto Show for the debut of the all-new RLX Concept. The world was mesmerized by its Jewel Eye headlamps and its innovative Precision All-Wheel Steering (P-AWS).
It’s time to now put that design to a real-world Drive to Five evaluation. The latest iteration of Acura’s flagship sedan brings more to the table than ever before; I shared the extensive list of features of this car in my post linked above, so I won’t go into those details again. Let’s cut to the chase: How’s it perform?
Where To This Time, Tyson?
The engineers of the RLX have gone to great lengths to give it optimal handling and balance. I thought it fitting that I would put that P-AWS to test in a drive with several friends on one of Arizona’s curviest roads: the Catalina Highway.
Constructed in 1933 as a way to reach the resort town of Summerhaven from Tucson, Arizona, the Catalina Highway climbs over 6,000 feet in a distance of 27 miles. And these aren’t leisurely miles. This is the type of highway where “both-hands-on-the-wheel” attention is critical. Catalina is loaded with hairpin curves, narrow shoulders, and blind corners — all great elements for a thrill ride. I took the ILX there last year.
My tester RLX was dressed in the color that every luxury sedan looks best in: Black. The Crystal Black Pearl RLX that I drove this week was equipped with both the Tech package and the Advance package.
After logging over 300 miles in the RLX on Saturday, I felt like I could hop back in the driver’s seat and easily do it all over again. To that end, I have discovered perhaps the RLX’s best attribute: It’s a car that makes every drive seem effortless. Its quiet, composed, and predictable behavior makes it comfortable for any distance. I would, without hesitation, drive the RLX to Fairbanks, Alaska and back. Twice.
My friend Ryan, who drives a 2006 Acura TL, stated, “The ergonomics are very Honda.” It takes just a few minutes to get comfortable and to become acquainted with the key controls. The interior design is masterfully executed in both form and function. Two-tone door panels add visual interest and the sweeping instrument panel gives a feeling of cavernous interior dimensions. I’m quite certain the rear seat leg room is better than any first class airline. Oh, and those back seats are heated, too.
Canyon Carving
Now here’s where I wanted to lure out the RLX’s alter-ego. Inside that chiseled body and vault-like interior, does this car have a heartbeat? Can it evoke any kind of performance driving excitement? I assure you, after absolutely mashing the RLX accelerator to the floor and flying up the Catalina Highway, the answer is a resounding YES.
Most people wouldn’t take a luxury car in hot pursuit of a more powerful 2-seater sportscar, but that’s exactly what I did. When Matt set an aggressive pace up Mount Lemmon in his Nissan 370Z 6-speed, the RLX was right there on his tail. Sport Mode, I discovered, changes the entire personality of the RLX. Shift points are modifed. Engine response is notably different. And when pushed, the RLX chassis is composed and firm. When others in our 8-car caravan were having to cut corners in the twisties, I was able to keep the car within my lane and retain absolute control over its direction. Dare I say it? This car was fun to toss around. And “toss” isn’t a word that you usually associate with a vehicle that weighs 4,000 pounds and has features like a power rear window sunshade.
With the stereo blasting Sirius XM channel 51 (BPM), all 4 windows down and the moonroof wide open, I was in my element, calling those 310 willing horses into action. On one leg of the trip, I had a passenger, Jack, comment, “This thing has some growl when you get on it!” He wasn’t kidding. The engine note from the direct-injected 3.5 liter V6 is addicting; one listen and you’ll want to hold the car in gear with the steering wheel-mounted paddle shifters and let it sing all the way to the redline. That’s what I did.
Return to Phoenix
After having my faith in Acura’s “Precision Crafted Performance” heritage reinforced, my friends and I headed back to Phoenix with our hodge-podge of vehicles. The RLX feels right at home at 80 mph on the interstate. In fact, the cabin was so quiet that Jack was asleep in the passenger seat for a good chunk of the drive.
The RLX is just about as close as you can get to an autonomous car: With the lane-keeping assist system (LKAS) activated, the car will retain its position in a lane. If the driver removes his or her hands from the wheel long enough, it will prompt with a message “Steering Required” to make sure he or she is awake. The adaptive cruise control made my trip a breeze – even with notoriously heavy traffic on the Tucson-to-Phoenix I-10 corridor. The car maintained a preset distance from the vehicle ahead of us. These types of features would make a long drive amazing.
Real-World Insights – Pros:
The ultimate cross-country ride. Very refined, quiet and smooth on the highway. Zero wind noise. The doors close solidly. The car has “substance” and feels quality throughout. Grant Road in Tucson is in horrible shape, but the RLX made it bearable.
Comfort is top-notch. Ventilated seats work almost immediately – a feature that would be used frequently here in Phoenix.
Safety and driver-assistance features are great helps, especially the adaptive cruise control and lane departure assist systems.
Competent canyon carver. Despite its size, the RLX suspension is confidence-inspiring. P-AWS is subtle yet important for helping this big car feel nimble in tight cornering situations.
Luxury is cutting edge. Love the little touches like power folding sideview mirrors. Jack said, “Now this is luxury” when he was playing with the rear window sunshades.
Cons:
Front-wheel-drive platform does exhibit some tire spin from hard acceleration. AWD will help this car launch with more authority.
Dual-screen instrument panel interface is often duplicative in nature. When I changed the music volume via the steering wheel control, it showed the audio level in 3 separate places! Also, the album art is teeny and there appears to be plenty of space to make it bigger.
For a $61k car, it should have foglights.
Final Take
The Acura RLX gets more than its share of criticism. I heard, “Looks like an Impala,” a couple of times this week while showing it off. And some people will never get over the front end styling no matter how much Acura refines it. But I honestly feel like if everyone who judged this car would take a few moments in the driver’s seat before declaring it a failure, their ballots would swing completely in the other direction.
The RLX brought just a huge grin to my face as I threw it around the corners at Mount Lemmon, and it pampered me in the process. The travel experience in the RLX can be as engaging OR as effortless as the driver wishes to make it. That’s the beauty of this car. Want to rocket up the mountain and hug those curves? Great. Feeling drained after a hectic workday? I can think of no better vehicle to commute in. The RLX can play many roles, and I can say with certainty that it’s a vehicle I would be proud to own. Thanks to Acura for the loan!
Here are the rest of the pictures & a video from Saturday’s adventure.
Kelvin, Jim, Brad pre-departure
Staging for the trip: NSX, 370Z, RS5, TL SH-AWD
The guys, chatting it up before leaving the Phoenix area
Kelvin checks out the interior of the RLX
I guess the Acuras didn’t get the “let’s back in” parking memo. Nick’s Aztec Red Nissan Z was by far the lowest vehicle of the bunch.
How’s that synchro-rev tranny treating you, Matt?
Taking a breather at Windy Point lookout, about halfway to the summit. Will, Matt, Alan, Paul, Kurt, Nick
What was Kurt pointing at here?
Little hike to a scenic overlook: Allen, Paul, Brad, Tyson
Soaking up the scenery: Kurt, Paul, Nick
The guys admiring some of those RLX lines
Two sport coupes with completely different missions
Lunch at Fortunato’s Italian Deli on Tanque Verde Rd in Tucson
Will gets cozy in the RLX driver seat
Kelvin takes a peek at its 3.5-liter engine
And Kurt… well, I don’t know what Kurt was doing here
A look at the RLX dual-screen interface
Rolling back home
And a sunset pic with the Acura brothers, Tyson and Paul
Thanks as always to my friends for joining for the drive, whether in person or via the blog.
Some of us thrive on being on-the-go all the time. Aside from being an avid road tripper, I juggle other hobbies including competitive long-distance running. People who have lifestyles like mine demand a lot from their vehicles. That is the notion behind the Active Lifestyle Vehicle of the Year program, now in its 10th year.
Each October, automakers enter vehicles to compete in this event that brings together athletes & autos for a day of evaluation. Last year, I was the team captain in charge of the group evaluating the hybrid & alternative fuel vehicles. This year, I assembled a team of 10 athletes and we spent the morning taking turns driving the 5 vehicles that were entered in the “Luxury On-Road” and the “Luxury Family” divisions. Those vehicles were as follows:
2014 Acura MDX
2014 Audi SQ5
2014 Jeep Grand Cherokee SRT
2014 Mercedes-Benz E350 Wagon
2014 Volkswagen Touareg TDI
There were a few key areas of evaluation that we focused on when casting our ballots:
How well did the vehicle’s design & size fit with my active lifestyle?
Could I find a comfortable seating position?
Were the climate, radio, and other features intuitive?
Was there sufficient room & security for athletic equipment?
Did the engine have sufficient power?
And so on.
ALV was hosted at Local Motors in Chandler, Arizona. Local Motors is a unique automaker that collaborates with buyers who help co-create their own vehicles, including the go-anywhere Rally Fighter. Here’s a little information on LM from the company’s YouTube channel:
Local Motors is the first car company to co-create vehicles online with its virtual community of designers, fabricators, engineers and enthusiasts from around the world. Through open-source principles, Local Motors helps solve local transportation-related problems, locally; makes transportation more sustainable, globally; and delivers, through distributed manufacturing, game-changing vehicles and components.
The Local Motors facility was the perfect venue for ALV due to the availability of an off-road driving course. The athletes on my team had a great time putting our test vehicles through their paces. In the end, the crowns for the divisions that my team evaluated went to the Audi SQ5 for “Luxury On-Road” and Acura MDX for “Luxury Family.” Check out the extensive photo gallery below for a closer look at the people and the cars that made this day memorable. Thanks for reading!
Video recap:
The day before the ALV program, Acura Western Region Public Relations representative Vincent Manganiello flew in. I was able to meet up with him for a bite to eat before heading to the ALV festivities. I proudly wore my blue 2013 National Acura Legend Meet (NALM) shirt for the occasion. Vince and I had a great discussion on Acura goings-on.
Ultra marathon runner Jenn Shelton also flew in to participate as a celebrity judge. She is sponsored by Hyundai and is the country’s fastest woman to run a 100-mile race. Yes, 100 miles. It takes about 15 hours for her to run that distance (achieved in 2007). Next weekend, she’s running the Grand Canyon from the South Rim to the North Rim… and back again. Where does she get all that energy? I had a great time visiting with her as I shuttled her in my ILX to ALV from the Phoenix airport.
Later that evening, a “welcome dinner” was hosted at The Gilbert House, in Gilbert, Arizona. It’s a 1928 Sears Roebuck home that was converted to a catering business in the 1980s. Famed automotive spy photographer Brenda Priddy (at left below) was on-hand to handle photography duties. My friend (and a fellow ALV team captain) Woody was thrilled to see her.
I sat at a table with Woody and Vince for dinner. The salmon entree was exquisite!
Always seeking ways to further tie together athletes & automobiles, ALV was pleased to welcome some retired NFL football players who served as celebrity judges. Here, Rob and Nina Russin sat with Mr. & Mrs. Bernard Wilson (Arizona Cardinals).
On Saturday morning, check-in was a frenzy of people but we got everyone squared away with nametags and packets of information including their ballot forms. From there, we were turned loose for walkaround presentations by the OEM representatives and then got behind the wheel for drive time.
Here I’m standing in front of some of the vehicles my team was assigned to evaluate.
Our ‘victim’ vehicles were ready to be put to the test. Here, the Acura MDX, Mazda CX-9, and Mazda CX-5 lined up.
My ILX tried to hide between a couple of 2014 Jeep Cherokees so that it could compete.
No such luck. What does everyone think of that new Cherokee front end? Pretty wild!
Some of the “Best Value – Family” vehicles lined up here for a photo-op:
The 2014 Toyota 4Runner took home the award in Best Value Off-Road. It’s a highly capable rig!
Audi representative John Shilling came to present two vehicles – the 2014 Audi SQ5 and the 2014 Q5 TDI (diesel).
We gathered for his walkaround presentation and learned about the SQ5. Its motor is derived from the well-loved Audi S4 and has over 400 horsepower.
Hands-down, Woody’s favorite vehicle was the SQ5. I think I smelled tire smoke when he rolled back into the parking lot.
Volkswagen representative Darryll Harrison presented the 2014 VW Touareg TDI (diesel) and its many features.
Diesel powerplants are becoming much more commonplace in new cars, and the level of refinement VW has achieved with the Touareg is remarkable. It doesn’t even sound like a diesel.
Darryll was also busy showing off the SportWagen TDI.
Jenn took the Mercedes-Benz E350 Wagon for a spin and was all grins.
In the back seat, Mercedes representative Diedra educated us on some of the many features of the wagon.
No local car event would be complete without a spy appearance. Brenda Priddy was there to capture the action on camera.
Ever seen a 4×4 Jeep with a Track setting LAUNCH CONTROL? You’re looking at a control panel on the console of the 2014 Jeep Grand Cherokee SRT. It was a crowd favorite for the entire day.
Jack’s grin can only mean one thing: He’s about to put those 470 horses to work. The SRT is powered by a 6.4 liter HEMI motor. This thing scoots, and as Chrysler representative Scott Brown put it, “It begs to be flogged.” At $68,000, Scott told me that it’s not uncommon for Corvettes to be traded in on one of these.
Chuck with the impressive $70k E350 4MATIC, highly optioned out with a Sport package and AMG wheels. Read more about this awesome wagon in my recent Drive to Five Review.
Check out this gorgeous 2014 Grand Cherokee “EcoDiesel.” This rig has a whopping 730-mile range on a full tank of gas. That would come in ultra handy on some of my cross-country drives. I posed for a picture with the Jeep and with Chrysler representative Kathy Graham.
At the other end of the cost spectrum, we had the 2014 Nissan Versa Note, entered in the “Urban” category. This car, at only $17k, was definitely a nice bang-for-the-buck ride. It even had heated seats for that pricetag!
The Kia Soul, at around $24k as-equipped, took home the award for that category, beating out both the Versa as well as the Fiat 500L.
Speaking of Kia: “Best Paint” was not an ALV award category, but if it had been, I would have definitely presented it to the Kia Sorento. The jewel-like red color was so stunning that a police officer pulled one of the athletes over in it.
Mike, Jim, Will discussing facts & figures about our competitor vehicles.
The blue Buick Encore was a much smaller ride in person than I thought it might be. Quite the fun rig!
Seat back and looking cozy in the driver’s seat, Will tested out the audio system.
The 2014 Durango was entered in the “Best Value – Family” category. Some of the athletes even brought their kids with them in order to properly evaluate its versatility.
Here are some of my team members: Jim, Tyson, Kevin, Cameron
Charles, Katy, and Woody
Mike, Tyson, Rob, Jack, and Paul
And Will, with the one vehicle (pictured at center) he would have LOVED to take home if Jeep had let him.
Many thanks to ALV Co-Founder Nina Russin for putting on an amazing event, 10 years and counting.
Since the core content of my blog is my love for Acura, I’ll share a little about the 2014 MDX Advance that participated in ALV this year. The MDX was popular with the athletes all day.
Redesigned 100% for the 2014 model year, the MDX is whisper quiet going down the road. That is, until you lay into the throttle and awaken the 290-horspower, 3.5 liter direct injection V6 engine which roars to attention. The MDX is chock-full of driver assistance technology, including a lane-keeping system that maintains position within a lane when the driver begins to veer.
Vince completed a brief walkaround presentation for the MDX and highlighted some of its features. This 7-seater even has tri-zone GPS-linked climate control.
“Let’s roll!” says Woody.
And they’re off.
Chuck and I were mesmerized by the signature “Jewel Eye” headlamps which have individual LED bulbs. At nighttime, this setup provides optimal illumination. Even the high beams are Jewel Eye.
Paul is an Acura guy through and through, since his daily driver is a 2013 TL SH-AWD, so he felt right at home behind the wheel of the new MDX. He said he liked that the touch-screen gave “feedback” feel when pushing buttons.
This MDX in particular was equipped with the Tech, Advance, AND Entertainment packages. Woody, Charles, and Rob (left to right, below) put it to the test. There is a gigantic 16.2″ DVD rear entertainment system with HDMI and wireless headsets. As-equipped, this vehicle goes for $57,400 including destination.
Congratulations to Vince and the rest of the Acura team on an outstanding vehicle!
I had a great time at the ALV program and look forward to participating again next year.
I think the Phoenix-based automotive press fleet company is trying to tell me something: the first two vehicles I’ve been been able to review (Mitsubishi Outlander, and now the E-Class Wagon) have been family-hauling 7-seaters. Time for me to think about settling down perhaps?
I fell in love with the Mercedes E-Wagon at first sight. My first thought when I approached it was, “AMG sport wheels and cross-drilled rotors… on a wagon?” It was 2:30 p.m. on a Wednesday and the E350’s Palladium Silver paint was blinding in the Arizona sunlight, but I wanted to study each and every one of the body’s curves. The best way I can describe this car: It’s a sports car with seating for seven.
The E350 Wagon hadn’t been in my driveway longer than 5 minutes when a neighbor from across the street came over to check it out. He’s a former Mercedes-Benz E320 owner and marveled at the advancements.
“This is really new,” he said. I assured him that, indeed, the car had just 1,363 miles on the odometer.
… And that new car smell, which I just can’t seem to get enough of.
Later that same day, I received this text from my roommate while I was out for a run:
Needless to say, this Benz gets plenty of attention!
But how does it drive? It took me some time to become acquainted with the cabin. In German fashion, the adjustments for the driver’s seat position are located on the door panel. I finally got comfortable and then had to figure out how to operate the transmission. A lever to the right of the steering wheel makes that pretty straightforward.
The sly grin on my face as I rounded the first corner was just the beginning. When held at higher RPM with the steering wheel-mounted paddle shifters, the E350 becomes a torquey monster. Its 302 horses and 275 lb-ft of torque are enough to make the driver forget that this is, after all, a wagon. Well done, Mercedes.
The engine has a nice tone and even though heavily sound-deadened, still growls when you really want it to. The cabin feels tight and quality. I enjoyed the solid feel of the doors as they closed.
My test car was equipped with a whopping $9,970 in optional equipment, including the following:
3-Spoke Sport Steering Wheel
18-Inch AMG Wheels
Heated Front Seats
High-Performance Tires
Premium 1 Package (Navigation, Traffic, Weather, Rear Side Window Sunshades)
Lighting Package (Adaptive Highbeam Assist, Full LED Headlamps with Curve/Corner Illumination)
Sport Package (Lowered Suspension, Sport Body Styling)
Parking Assist Package (Active Parking Assist, Surround View Camera System)
Driver Assistance Package (Steering Assist, Active Blind Spot Assist, Active Lane Keeping Assist, Cross-Traffic Assist, Pedestrian Recognition Braking)
That list of add-ons brought the as-tested price of my wagon to $70,215: roughly twice as-equipped price of my 2013 Acura ILX. It’s hard to say if this is twice the car, though. There are plenty of examples of Mercedes automobiles achieving mileage in the several hundred thousands, but how much does it cost in maintenance to get one there?
I talked with the local Mercedes dealership here in Scottsdale. This car’s first oil change is scheduled at 10,000 miles and costs $235.00. Thereafter, “major” maintenance is every 20,000 miles at around $600 each time. Doesn’t seem all that bad, but I’d like to put one of these to a long-term test and see how it fares.
Styling from the front 3/4 view is aggressive with a wide-mouth front bumper.
The back end of the Benz sure is beefy. Surprisingly, though, rearview visibility is good from inside the cabin.
My roommate’s brother currently drives a 2010 E350 Bluetec. He commented that the 2014’s seats are much better. He liked the gauges and the active front lighting system. Let’s take a look at our interior accommodations.
First class (front buckets):
Coach (2nd row bench). Nice leg room here and easy step-in.
And Economy (rear-facing 3rd row / bench in the far back). Forgive me for not raising the headrests for the picture. This cute little seat is best reserved for kids.
This Active Lighting System really is definitely all it’s cracked up to be. Instead of just shutting off immediately when you hit the switch, the lights actually dim out slowly. Kind of a neat feature.
Look closely underneath that gigantic star emblem on the grille and you’ll spy one of several cameras on this car.
Together, they make an “around-view” birds-eye-view of the car when it’s in Reverse (note left side of screen).
I do love these AMG 18″ wheels.
Here are my “Likes” about this E350 (Random Order):
Steering wheel grip & hand-holds. It’s one of the most comfortable wheels I’ve ever held.
Power is more than ample and this car is far more FUN than I anticipated it would be.
Paddle shifts command near-immediate reaction from the powertrain.
Handling is amazing for a vehicle of this size & profile.
For the most part, controls are intuitive.
Technology & driver-assist features are advanced. Back-up camera is very clear.
Elegant touches (example: strip lighting illuminates the lower half of the instrument panel at night)
Estimated 26 mpg highway is great considering the level of performance in this car.
4MATIC All-Wheel-Drive system gives all-weather capability and confidence.
Very tight turning radius for a vehicle of this size.
Dislikes:
Call/ “help” button is next to (and same size as) map light button on overhead panel. I accidentally activated a call when trying to hit the button for the light.
Active seat belt tighteners cinch up the belts after you click them into place. I’m guessing these could be turned off, though.
Car defaults to ECO mode when first started. When in ECO, the car’s engine shuts off at stop lights. The re-start is very smooth, but I didn’t like how ECO seemed to prevent the climate control from working full-blast in the hot Phoenix afternoon. Again, perhaps customizable?
Needs cooled/ventilated seats for a car of this pricetag.
Cruise control lever is hidden behind/below the steering wheel and no controls are on the wheel itself.
Other than those few items, there’s very little NOT to like about this Mercedes. $70k is a big chunk of change – and probably more than I’ll ever spend on a vehicle – but this car definitely delivers in ways that should make Mercedes proud. I’d rock this wagon on a cross-country road trip any day of the week.
Many thanks to Mercedes for the vehicle loan!
I flew to Dallas last weekend, so I need to play catch-up on mileage somehow. Don’t despair; a road trip is on the way. Tomorrow, I’ll depart for St. George, Utah to compete in the 37th annual marathon there.
The ILX will get a solid 800 or more miles on it by Sunday. And you can bet I’ll report back with the latest.
drivetofive 