2014 Mini John Cooper Works GP

About three weeks prior to this brief yet balls-to-the-wall drive on the Spanish island of Mallorca, I saw that Mini USA announced pricing for the keenly anticipated Mini John Copper Works GP. And that number would be – *a-hem* – $39,950 for starters.

I am always intent upon finding the pinnacle of what a certain car promises me, and almost at any cost. Almost. When I think "steaming hatchback," I think of something exactly like this Mini GP, and the steep price doesn't squelch my pleasure. They're only building 2,000 of them anyway, and the units coming to the US will start arriving in owners' hands on March 16 of next year. These buyers will be extremely happy and remorse-free.

Five scorched laps at the very Mini-perfect Circuito Mallorca RennArena showed me all.

Driving Notes

- To me, the previous Mini JCW GP edition (the one I'm driving here is referred to by the development team as the "Mk II") came off as one of those well-meant but less-than-satisfying brand exercises – too soft and not separated enough from the stock JCW hatch.

- The 211 horsepower from the 1.6-liter turbocharged four-cylinder are just three horses better than the $30,800 standard Mini John Cooper Works, and the 207 pound-feet of overboost torque between 2,000 and 5,100 rpm remains the same.

- The claimed 165 pounds shaved off, adjustable coil-over competition-grade dampers, 17-inch high performance (and not run-flat) Kumho Ecsta tires on lighter dedicated alloys, sturdy cross-brace where the rear seats used to be, sport brake system and GP aero pieces all have their desired effect on the hottest Mini two-door.

- Acceleration is now estimated at 6.3 seconds to 62 mph (i.e. 100 kmh) and top speed is let out to 150 mph.

- I talked in the pit area prior to my laps with Mini GP head of development Jörg Weidinger and asked him point blank if this GP was a soft porker like the first one. He assured me that, no, this one was the real deal. He says the adjustable suspension is extraordinary on this edition and both wheel camber and toe-in front and rear have been radically adjusted to improve turn-in response and straight-line thrust.

- Latched in to the GP's cabin, I felt right at home and eagerly awaited my laps. Mini chose to have the laps policed by one of their champion Mini Challenge drivers from Germany in his own Challenge car, and it was just me and Racer Boy out there.

- I obediently performed Lap One at about eight-tenths and did the responsible display to one and all that safety comes first and I was not out there to race. I was already reminded again why I love this six-speed Getrag manual shifter so damned much.

- Laps Two through Four turned into a downright Mini Challenge race weekend. The boy in front of me was good and I was sure he wasn't giving it his absolute all, but we were certifiably rocketing along. In some ways, I can see that dynamically the GP street car is better than even the Challenge car. This setup is killer.

- Each time we passed the main straight and headed into two speed-shaving hairpins that fed us into a fantastic long and drawn-out descending right-hander at full throttle, nothing I felt made me think Mini could have done better than this.

- All of the chassis notes engineer Weidinger shared with me in the pits came true under pressure: There is a near total lack of understeer, and the hook-up and Velcro-like adherence of the Kumho tires is incredibly liberating. Losing the run-flats makes a huge difference.

- Heel-and-toeing is the order of the day and Mini knows about pedal placement. The coil-overs, too, are remarkable. I was cutting apexes immediately and with greater gusto on each successive lap. Coming down off the apex and back onto tarmac caused no jitter, no slide, and I didn't need to let up at all.

- The braking sections was where I got severe sphincter-pucker behind my German pal in the Challenge car, but the damned things kept on successfully reeling in all my straight-line enthusiasm.

- It's always difficult for me to tell whether or not all the aero dolling-up is actually helping me with downforce into curves or with neutral resistance on the straights. Some of the treatment seems a bit cosmetic.

My conclusion after this brief spin? We finally have a proper Mini GP car, kids. All of the tweaks do a soon-to-be-famous Mini make. It's no longer just a mild brand exercise.

Read more by Matt Davis at Autoblog.com

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2013 BMW Alpina B7

For the time being, BMW has left it up to close collaborator Alpina to create a turbocharged V8-powered rival for the Mercedes-Benz S63 AMG and Audi S8. We've been lucky enough to take a few spirited drives in Alpinafied BMWs on the no-limit Autobahns around the company's headquarters in Buchloe, Germany, over the years, and each experience has been solidly hair-raising.

Other than creating what may be the country's ultimate everyday Autobahn missiles, Alpina does wonders for the ride and handling of the BMW models they touch, along with providing impressively reworked transmission interfaces and improved overall responsiveness. In the case of this B7, Alpina turns the 7 Series into the best big Bimmer going.

In the niche of thundering bi-turbo V8 luxury sedans, only this 532-horsepower Alpina B7, 512-hp Audi S8 and the 536-hp Mercedes S63 AMG (563 horses, that is, with the $7,300 AMG Performance Package) really reach this particular level. The $139,625 Porsche Panamera Turbo and the $176,275 Turbo S are both fine rides, but they aren't traditional sedans, and their unusual aesthetics don't always appeal to the buttoned-down execs that buy traditional premium saloons.

It's not surprising that buying either the B7 Bimmer or the S63 Benz will likely set you back some $140,000 to $145,000 once they are spec'd exactly the way you'd want 'em (the SWB-only Audi is a bit cheaper, at about $124k happily optioned). Base price for the Alpina B7 short wheelbase is $127,600 or $131,500 for the long wheelbase model, with a further $3,000 premium for xDrive. Following these, as a curveball, there's the 503-hp Jaguar XJ/XJL Supersport at around $126,000. The US comes closest with its Chrysler 300 SRT8 at 465 hp and a price of $60,000 tops in your driveway. It's like two separate worlds.

We were expecting greatness in our 750Li-based rear-wheel-drive Alpina B7, but it went a bit beyond our expectations. Its overall composure, grace and sophistication, even while in the sportiest of setups, are impressive. The N63B44 4.4-liter twin turbo engine with Valvetronic now pumps forth 540 hp between 5,200 and 6,250 rpm and 538 pound-feet of torque from 2,800 to 5,000 rpm. The pre-facelift B7, you may recall, offered but 493 hp and a "paltry" 516 lb-ft. For shame. Official 0-60 time is now listed at 4.3 seconds, while top speed has jumped from 175 mph in last year's car to 194 mph, a number that we tested ourselves on the latest episode of The List. Take your new B7 to a track with a really long straight; you'll be astounded at the pulling power the V8 pours out right up until the braking point – and the Alpina compound brake set is forever up to the task.

Alpina has done extensive aero work to the standard 7 Series bodyshell for big increases in cooling air flow to the engine and brakes. The whole front chin has been redesigned with larger intakes and each passage ducted to cool one specific portion of this finely tuned high-performance mix.

There is, of course, the reworked engine control electronics. Aside from this mandatory software upgrade, Alpina fits the engine's two turbochargers with larger flow-through turbines that are two millimeters greater in diameter. That seems like little, but, lord, is it much. Our first track session in the B7 happened with expert Andreas Bovensiepen at the wheel. He is now effectively the boss at Alpina, following in his papa's footsteps. Bovensiepen also just happens to be one hell of a track star, having won various GT championship titles. Out on the circuit at Mazda Raceway Laguna Seca, just as a front passenger, we could feel a dramatic improvement versus the stock 750Li. In fact, the B7 already struck us as a finer track car than either the M5 or M6, something we'd bet that BMW doesn't really want to hear. That's particularly impressive considering how much the B7 weighs – models vary between 4,655 pounds up to 5,055 pounds, depending on wheelbase length and whether xDrive is fitted.

Couple this sensation with the fact that the revamped Alpina suspension lowers the car by six-tenths of an inch while also providing a stiffer spring set all around, and some of the improvement starts to makes sense. Even in the B7's firmest Sport+ damper setting, the springs are still surprisingly compliant, while the anti-roll control does its part to keep this big boy on the straight and level in hot corners. Another fine helper? The Michelin Pilot Sport tires – 245/35 ZR21 front, 285/30 ZR21 rear. Again, one would rightly assume that 21-inchers at the corners would make the B7's ride and cabin noise a little too Euro, but that's not the case thanks to Alpina's fine tuning expertise and the fact that they aren't stiff-sidewalled run-flats.

As far as we're aware, Alpina can take the credit for introducing steering-wheel-mounted shifters on a road car, having added the technology way back in 1993. Never content with the clutter caused by having large-enough shift paddles, Alpina uses slick little pushbuttons for swapping cogs in the eight-speed ZF. The hidden switchgear is on the backside of the steering wheel spokes, right for upshift and left for downshift, clean and simple. The custom steering wheel itself is a wonderful piece under all circumstances – steering action is calibrated to be easier than on the standard Bimmer 7 Series while in Comfort/Efficiency mode and heavier than on the series car when in Sport+ mode.

Alpina is also somewhat known for doing swell interiors. We tried both the Alpina B7 and the latest iteration of BMW 7 Series, and the work by Alpina is superior. Other than the terrific new and functional sport steering wheel with Switch-Tronic shifting, the Alpina-specific gauge cluster should be robbed by BMW and used on all of its cars; the current ages-old BMW dial graphics are boring and not as legible.
We're still waiting for BMW's M6 Gran Coupé, which will frankly hold almost no surprises for us. We know we'll generally appreciate it, but it's a derivative of the M5/M6 mix, pure and simple. If you want something utterly distinctive and to stay in a BMW, get the Alpina B7 and enjoy yourself in hot luxury.

Who needs an M7?

Read more by Matt Davis at Autoblog.com

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2013 Mazda MX-5 Miata Club

In what could have been my final time reviewing a current-generation Mazda MX-5 Miata, I'll have to say it was like saying a bittersweet farewell to an old friend. You see, the third-generation Miata (NC) is my favorite iteration of the fun little roadster, and with the next Miata being co-developed with Alfa Romeo, I fear the car might lose some of the "jinba ittai" that has made it incredible track car for the last 23 years. If this was to be my last extended drive in the MX-5 Miata, I couldn't have asked for a better send-off with it being a black-on-red tester with a soft top, manual transmission and the all-new Club trim level.

Perhaps as a tip of its proverbial hat to the car's cult following among club racers, the 2013 model year for the MX-5 Miata sees the new Club model replace the Touring trim level in the middle of the car's lineup. This new model should also be a welcomed sight for buyers who were late in snagging one of the 450 Miata Special Edition units that were sent to the US this year, and with a starting price of $26,705, it is substantially less than the Special Edition car. Like the Special Edition, though, the Club comes with black wheels and black door mirrors, and other key elements helped give the car an eye-catching look that got the car noticed almost everywhere I took it.

Driving Notes

- The first thing I notice every time I drive a Miata is how balanced the car feels. A low curb weight (less than 2,500 pounds) and an almost perfectly even weight distribution make the car fun to drive in just about any conditions.

- More fun, of course, is driving with the top down, and the Miata's manual soft top has to be one of the simplest tops to operate in the history of convertibles. One central latch holds it in place, and it is light and hassle-free to raise and lower. You can even just reach back while at a stop light and raise the roof in about five seconds with one hand.

- The six-speed manual transmission not only makes the Miata more engaging to drive, it also gives the car more power. Cars equipped with the automatic transmission are rated at 158 horsepower and those with the manual get 167 ponies under the hood, and while I've yet to drive an automatic Miata, at no point does the manual's power feel insufficient. Even better, it is still decent on gas with fuel economy numbers 21 miles per gallon city and 28 highway; I had no problems hitting either number even with a healthy dose of spirited driving.

- Aside from maybe a Tesla Roadster, there are few cars on the road that feel as small as the Miata. To some, this might be a good thing, but when the average SUV bumper is at face level and getting into and out of the car feels like it should be a part of the Insanity Workout, the Miata might not be an ideal primary vehicle.

- The 2013 Miata Club represents a slight price increase ($875) over the 2012 Miata Touring, but what you get is a truly unique look without having to make any modifications yourself. The Gunmetal Black 17-inch wheels do a lot for the car, but the Club also gets black side stripes, black headlights, a front lip spoiler, rear diffuser, "Club" fender badges and chrome trunk brackets; inside, the instrument panel gets a new body-color-matching insert and red stitching to accent the black seats.

- In today's tech-savvy world, the Miata's option list is devoid of many options available on most entry-level cars, but for a car that shouldn't even have cupholders (especially on the manual-equipped models), the lack of technology inside the Miata makes the car feel even more raw and refreshing.

Read more by Jeffrey N. Ross at Autoblog.com

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F1 Race Stars

There are those of you who have, at one point, played and loved some version of Mario Kart but wished there were a port of it that was playable on your Xbox 360 or Playstation3. This game is for you.

There are also those of you out there who are obsessed with all things having to do with Formula One, especially video games. You pick up each new F1 title as it comes out, follow the season and the championship with close interest, have a favorite driver and a favorite team. This game is for you.

There are even those of you who dig easy-to-play racing games – sort of casually or every once in a while – but wouldn't consider yourself a "racing gamer." This game is for you.

We could continue, but you'll probably get the idea after those first three paragraphs: F1 Race Stars is a game that has broad appeal, largely because it is very entertaining as soon as you pick up a controller. We encourage you to continue reading the rest of this review, but we'll tell you right off the bat that this is one of the coolest little racing games that we've played all year (and we've played quite a few).

F1 Race Stars may be pretty brilliant in its execution, but it's far from an original idea. The reason all of the world's Mario Kart fans should be interested, in fact, if because this new F1 experience is basically a differently branded copy of that Nintendo juggernaut. Rather than seeming somehow lessened by the similarities, however, Race Stars provides proof of the whole "imitation is the sincerest form of flattery" idea.

The game starts by sort of defying the conventions set by almost all of the F1 racing games that we've ever played. Instead of offering dense, technical and difficult-to-understand gameplay, F1 Stars is a pick-up-and-go title that will appeal to even casual console gamers. All of the pantheon of F1 race drivers are here and accounted for, but rendered in charming caricatures that look like digital bobble heads. You can choose any driver from Formula One's 2012 grid, but you're more likely to want to call them "Kimi" or "Schumi" than "Raikkonen" or "Schumacher" when you're playing.

Taking the cartoonification of the ultra-serious F1 still further, the game designers have basically stuck with the locations and tracks that racing fans know so well – Monza, Monaco and Austin are all accounted for, in a way. While the tracks still maintain some of their elemental character (you won't have a problem knowing when Monaco's iconic tunnel is coming up, for instance), they're mostly genre-appropriate fun houses of jumps, loops, shortcuts and the like.

As you might expect, gameplay strives to blend the fun of a standard "kart" racer, with more familiar bits from the F1 circuit. Each track has sections of blue-and-white-striped "KERS corners" for instance, where the driver is required to pull the right trigger in quick succession to charge up the KERS system, and get a sort of turbo boost for his trouble. Pit stops play a critical role in keeping your car fast after it has been damaged by enemy power ups, the DRS power up gives your racer a brief increase in top speed, there's a safety car to slow down the leader and gather the pack, and you'll actually have to use your brakes effectively to win. In fact, everywhere you look, Race Stars has incorporated real world F1 bits and pieces into a game that's pretty bonkers to actually play.

Of course, one of the reasons that we think the game will be as easy for newcomers as it will be for dedicated sim players, is that it has largely lifted its game mechanics from the aforementioned Mario Kart. Different colored "time bubbles" are fired from your car as power ups, and basically reprise the roles of the various shells in MK. The tracks are similarly set up, too, with secret short cuts that are slightly more difficult to maneuver, and various surfaces and obstacles (static and dynamic) that must be avoided lest they hang you up. The tracks are a bit longer and the races more time-consuming in F1 Race Stars than we're used to from Mario, but the general gist is the same, almost everywhere you look.

Race Stars has the same three-tiered racing as Mario Kart (1000cc thru 3000cc classes), too, but with even more total events. 1000cc events are fairly easy to do well in right away, while 3000cc races will challenge your skills quite a bit – knowing the track layouts will be key, as always.

Online play via Xbox Live was sort of a mixed bag for us. The races themselves seemed lag-free and fast flowing and we seemed to always end up with about a 50/50 split of human players and bots to race against, but racing against random humans wasn't all that different from being challenged by the game's best AI. As a party game, with a group of friends online or all together at home, there's a lot of promise for the multiplayer, though.

And, of course, the graphical design of the game is just as far-out as the play itself. Environments are bright, colorful and intentionally goofy in proportion. We'll admit that the menu design and layout isn't exactly cutting edge, and the sound engineering is far quieter and more subdued than we'd expect based on the cheeky visuals. But overall the game looks wonderfully rich in a circus-tent kind of fashion.

In total, F1 Race Stars is a very well done karting-themed racer that offers surprising depth and breadth of play. It's a title that we think we'll reach for a lot when we've got multiple friends to entertain, or when we've got a hankering for a session of casual laughs. As long as you're not turned off by the borrowing of Mario's formula, we think you'll find this tongue-in-cheek F1 racer to be both charming and addictive.

Read more by Seyth Miersma at Autoblog.com

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2013 Audi S5 Coupe

It's hard to believe, but 2013 marks the sixth model year for the Audi S5 (it launched as a 2008 model). I've loved this coupe since the day it debuted, but if I'm honest, the thing that really made the S5 special at launch was its awesome 4.2-liter naturally aspirated V8. You know, the one from the old RS4. And the R8.

Audi started building S5 Cabriolet models with a 3.0-liter supercharged V6 starting in 2010, and for 2013, that super-six is the only engine available for both models. Don't get me wrong, I like the 3.0T engine. (Oh hey, Audi, please stop calling it a 3.0T. There isn't anything 'T' about it.) And I've said plenty of nice things about this engine in my reviews of the A6 and A8. But do those same sentiments carry over to the S5?

Driving Notes

- In terms of power, there's nothing to complain about here. The 3.0T Quattro engine makes 333 horsepower and 325 pound-feet of torque – the same numbers as all other 3.0T-equipped cars. Compared to the old 4.2-liter, that's down 21 horsepower (the torque number remains unchanged), but fuel economy is improved by three miles per gallon in the city and four mpg highway.

- Despite the reduction of 21 horses, Audi still claims a 4.9-second 0-60 time for the 2013 model – same as a 2012 S5 with the 4.2-liter.

- That said, getting to 60 miles per hour isn't nearly as dramatic in the new car. Perhaps the best part about the S5 4.2 package was the fact that you could rev the naturally aspirated engine all the way up to 7,000 rpm, and the noise it made was awesome. There wasn't a ton of low-end power, but that engine was seriously fun to play around with, especially above 3,500 rpm.

- I do like that with Audi Drive Select (part of the $3,250 Driver Assist package), one of the things you can adjust in the 2013 S5 is the exhaust note. In Dynamic mode there's definitely an audible grumble, and it sounds really good if you're hard on the throttle. It doesn't quite have the same roar as that old V8, but it's a lot better than what originally came on the 3.0T Cabriolet. There's a whole lot more low-end torque with this new engine, though it doesn't rev quite as high.

- The S5 isn't quite as tantalizing with its more flaccid mill, but it's hardly impotent on the road. The Quattro all-wheel-drive formula is still top-notch, and the optional 19-inch wheels and summer tires of this test car ($800) improve grip while cornering.

- With the car's other adjustable functions in Dynamic mode – powertrain, steering, etc. – the S5 is fantastic to drive. The steering has great weight and crisp turn-in (though it does feel a bit dead on-center), and the suspension damping isn't at all harsh but offers lots of feedback. The brakes are great, and though there's a good deal of travel to the clutch pedal, the six-speed manual transmission is still all sorts of sweet to use.

- Inside, there's more to love. Quality and materials are top notch, and the seats are both comfortable and supportive, while looking great too.

- Audi hasn't yet updated the A5/S5 with its new MMI Touch interface, but the navigation system in our Prestige model did have the cool Google Earth mapping display. We've played with this before, but it still has that gee-whiz coolness about it, simply because no other automaker is offering something like it.

- Other updates for 2013 include the revised front fascia with new headlamp clusters. Audi pioneered the LED daytime running light hotness, and the new shape to the front graphic is pretty great. LED lights are fitted out back, as well. Also of note is the new Estoril Blue paint color seen in these photos. It's damn pretty, and photos don't do it justice.

- The 2013 S5 is still a truly sweet package, but at $66,570 fully loaded, people seeking a true enthusiast machine would do better with a lighter, quicker, more powerful BMW M3. But with the beauty of Quattro on hand, handsome good looks and a high-quality interior, the S5 has a lot going for it. Now if it just had the 4.2...

Read more by Steven J. Ewing at Autoblog.com

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2013 Lexus GS 350 F Sport

The Lexus GS has been chasing the BMW 5 Series for more than two decades. This year, it may have finally leapfrogged its benchmark prey.

Rewind your clock back to the late 1980s, when the midsize four-door sport sedan segment was dominated by BMW. The Bavarian automaker was selling rear-wheel-drive sedans (with manual transmissions, no less) that were every bit as powerful and agile as they were luxurious and comfortable – the best of both worlds, felt many buyers. Of course, it didn't take long for other automakers to get in on the action.

Lexus made its first legitimate attempt at the segment in 1998, with the introduction of its second-generation GS sedan. Despite many accolades, the sporty four-door arrived just in time to compete against BMW's E39, a 5 Series platform that was arguably one of its all-time best. Even after the third-generation GS (2006-2011) went head-to-head with BMW's Bangle-styled E60, the Lexus was still playing catch-up despite its strong performance and loads of new and innovative technology.

But today things are very different. There are now a handful of genuine players in the segment, including very capable sport sedans from Audi, Infiniti and Mercedes-Benz. BMW recently released its sixth-generation F10 5 Series, but the applause has been notably muted. Will that automaker's arguable misstep allow the all-new third-generation Lexus GS to capture the lead? We spent a week with the Japanese sport sedan to find out.

After a slew of early teasers and leaks, Lexus officially introduced its all-new 2013 GS 350 at Pebble Beach in August of 2011. Its bold new appearance (complete with the automaker's new signature spindle grille) hid a sophisticated new platform even more rigid than its predecessor. The track was also widened and the suspension redesigned to further improve handling. While the V6 engine was only slightly massaged and the V8 was dropped completely, the clean-sheet interior would be almost unrecognizable to a previous-generation GS driver.

First out the gate at the Concourse event was the rear-wheel-drive GS 350, fitted with a 3.5-liter V6 rated at 306 horsepower. It was soon followed at the 2012 Frankfurt Motor Show by the GS 450h, a gasoline-electric hybrid with a total system power of 338 horsepower, and then came all-wheel-drive variants. Most interesting to us, however, were the enthusiast-tuned F Sport models that debuted the following month at SEMA.

The F Sport models, in the words of Lexus, are "designed to engage driving enthusiasts with factory engineering and the ability to take performance to an entirely new level." To accomplish this mechanically, GS F Sports are fitted with 19-inch alloy wheels with performance tires, F Sport-tuned Adaptive Variable Suspension (AVS), upgraded suspension bushings, thicker anti-roll bars and larger front brakes with high-performance brake pads. Rear-wheel-drive models also gain the automaker's Variable Gear Ratio Steering (VGRS).

Cosmetically, the GS F Sport models are visually identified by their distinctive sport front bumper (with unique mesh grille inserts) and rear lower valance. There is also a rear lip spoiler on the trunk decklid and F Sport badging on each front quarter panel. Inside the cabin, the performance tuned models feature 16-way power driver's sport seats and other minor cosmetic upgrades, including available Cabernet Red leather.

Our test car, a 2013 Lexus GS 350 F Sport, was painted Liquid Platinum over black leather with Striated Aluminum trim. It arrived carrying a base MSRP of $46,900 and its costliest option was the F Sport package ($5,690), including 19-inch staggered alloy wheels, Adaptive Variable suspension (AVS), Variable Gear Ratio Steering (VGRS), upsized brakes, F Sport driver's seat, black headliner, F Sport aerodynamic package and more. The Mark Levinson Premium Surround Sound Audio System ($1,380) added a 17-speaker, 835-watt sound package and the Navigation package ($1,735) introduced the 12.3-inch high-resolution split-screen display. Lastly, our car was fitted with Intuitive Park Assist ($500) and an Accessory package ($242) with trunk mat, cargo mat and locking wheel locks. Add in the destination fee ($875), and our total was $57,332. Sadly, our test car was missing the Lexus Dynamic Handling System, including its rear steering actuator that is capable of turning the wheels up to two degrees to improve handling.

Its aggressive pricing structure places the Lexus right where it needs to be when pitted against the pricing sought for its sporty competitive set such as the Infiniti M37 (base price $48,200), Audi A6 3.0T ($50,400), Mercedes-Benz E350 ($51,000) and the BMW 535i ($53,100) – we don't need to remind anyone that there isn't a single poor choice on that list.

After more than a year, we have had plenty of time to get used to the GS's bold new look. Whether one approves of it or not, it is unquestionably aggressive and sporty from just about every angle. And, to the designer's credit, it has lost none of its trademark "Lexus" profile. The F-Sport enhancements integrate well with the design, serving to improve its overall appearance without looking forced, cheap or aftermarket. The staggered wheels (painted a hue that hides brake dust) are also attractive and the rear spoiler blends cleanly with lines of the trunk.

On paper, the new GS 350 F Sport reads like a midsize sport sedan champ – especially in specification.

Carried forward from last year with only a few tweaks is a naturally aspirated all-aluminum 3.5-liter V6. The four-valve engine takes advantage of the automaker's dual Variable Valve Timing with intelligence (VVT-i) to generate 303 horsepower at 6,200 rpm and 274 pound-feet of torque at 3,600 rpm. A six-speed automatic transmission (Toyota's A760E) delivers power to the rear wheels in one of three electronically controlled modes (Eco, Normal and Sport). Despite a lack of launch control on the traditional torque converter gearbox, the 3,795-pound sedan will still break the 60 mph benchmark in about 5.7 seconds. Keep your right foot planted and the Lexus won't run out of steam until about 142 mph.

Underpinning the redesigned sport sedan is an all-new suspension engineered to improve cornering precision and respond better to irregularities in the road surface. Up front, the upper and lower control arms are cast in lightweight aluminum, while the rear multi-link setup (mounted in a completely redesigned subframe) uses the same alloy in its control arms. Even the oil within the dampers has been changed to a lower viscosity in an effort to improve its responsiveness. Standard on the F Sport is the AVS with driver-selectable shock absorber damping.

The front brakes utilize four-piston calipers over ventilated rotors and there are single-piston sliding calipers over ventilated rotors on the rear. The F Sport also wears upgraded 19x8-inch cast aluminum alloy wheels at all four corners. For grip, Lexus had configured our test vehicle with Bridgestone Potenza RE050A summer tires (265/35YR19), but production rubber will also be supplied from Dunlop, Michelin and Yokohama.

Before pressing the 'Start/Stop' button, drivers should familiarize themselves with the four different driving configurations offered by the new Lexus Drive Mode Selector, which is located just behind the traditional console-mounted transmission lever (PRND+/-). In a nutshell, the engineers have incorporated a slew of electronically controlled performance settings into the vehicle that may be accessed through the puck-sized round dial.

By default, the system reverts to Normal mode (blue dash illumination, standard throttle mapping, comfort-oriented gearshifts, standard AVS damping and full power to all accessories) when the vehicle is started or the button is pushed straight down. Those seeking a bit more dance in their step will need to turn the dial to the right to activate Sport S mode (red dash illumination, quicker throttle mapping, firmer AVS damping and full power to all accessories).

If that doesn't get juices flowing, some models (including our high-end GS) also allow yet another turn to the right for enthusiast-tuned Sport S+ mode (red dash illumination, sport throttle mapping, sport AVS damping, sport steering effort, sport VSC logarithms and other powertrain enhancements), On the complete opposite side of the spectrum, a turn of the dial to the left will initiate ECO mode (blue dash illumination, slow throttle mapping, reduced seat heating and reduced climate control operation). Understandably, ECO mode is configured for those who are most concerned with reducing fuel consumption.

Lexus has done a fine job with its GS passenger cabin as it is roomy for up to five passengers and very comfortable. Gone is any hint of wrap-around styling, but the 90-degree panel angles are fresh, stylish and well... youthful. The primary instrument cluster, with its two large Optitron analog dials (tachometer and speedometer) and a TFT multi-function display, remains familiar. Not so for the truly massive 12-inch split-screen infotainment display on the center console. It is positively eye-opening, and in a very good manner. Everyone marveled at the colorful and easy-to-read display, although it does take some time to become familiar with its joystick-like interface – now controlled via the current Lexus Remote Touch haptic joystick on the center console – and not everyone will like the amount of light pollution the large screen puts out at night, even on its dimmest setting.

Read more by Michael Harley at Autoblog.com

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2013 Audi A5 2.0T Quattro

Any car tasked with taking on the BMW 3 Series has a tough road ahead of it – both in the showroom and, literally, on the road. Such is the fate the Audi A5 has faced since hitting the scene in 2008, going up against one of the most cheered and revered coupes on the market. To take on BMW's two-door titan (as well as a growing number of luxury coupes), Audi has spent every year since the A5's debut tweaking and changing it, giving the range a lineup of trims and models that has been simplified almost to perfection: Those who desire a great-looking luxury coupe with solid fuel economy can have the A5, while those who want more power can spend more money for the S5, and then, of course, there's the monstrous new-to-the-US RS5.

For 2013, changes to the A5 and its sportier derivatives have focused largely on the car's design, which is a pretty important factor since customers in this segment are likely putting style and luxury at the top of their checklists. The mildly updated A5 borrows heavily from some of the newer design cues found on other Audi models, including newly angular headlights and unmistakable LED running lamps, while other slight changes bring modest improvements to the interior and fuel economy. With a new BMW coupe hitting the scene next year (reportedly switching its name to 4 Series) and recent additions to the segment including the Cadillac CTS Coupe and Mercedes-Benz C-Class Coupe, we spent a week in the updated 2013 A5 to see if these changes will be enough to keep the five-year-old A5 relevant while going up against much younger models.

With just a nip here and a tuck there, the A5's facelift is effective in differentiating it from the previous design without straying too far from what made the original car look so darn good in the first place, and Audi has done this with a subtlety that few other automakers can pull off. The biggest change to the car's exterior styling is a reworked front end with edgier lines around the signature single-frame grille and new headlights showing off a more angular shape. Audi has made LED running lights into an art form, and the these new headlamps make the A5 look mean day or night. To a lesser degree, the taillights have also been updated with a different internal lighting setup that also gives the car a good nighttime appearance. Our Ibis White test car sported 18-inch wheels with a sharp V-spoke layout that has a design very similar to a jet engine's turbine blades.

On the opposite end of the spectrum from the A5's aggressive new exterior styling, the changes made inside this car are far more restrained. As a testament to how great this interior was back in 2008, Audi has only made small tweaks to the interior, such as a new three-spoke steering wheel, reworked gauge cluster and a more ergonomic shift lever. It remains one of the best interiors of just about any car on sale, both in terms of styling and ease of use. In a day when interiors are either cramming in too many buttons and switches or getting rid of conventional controls altogether, the A5 is surprisingly minimalistic without being confusing or complicated. Designed to be a driver's car, the cabin is obviously built around the pilot with a clean cockpit look, easy-to-see gauges and readouts, and easy-to-use controls, but the entire interior shows Audi's attention to detail with just about every surface decked out in soft-touch materials, soft leathers and real metal accents. The oversized sunroof finishes off the sporty and open atmosphere by bringing plenty of light into the cabin, but it only tilts up about an inch or so, and can't slide back.

From the driver's seat, it's hard to find many faults with the A5's cabin, and those that we could dig up felt more like nitpicks. A thicker-rimmed steering wheel would be great to give the cabin a sportier vibe, and while the placement and button layout of the audio controls on non-navi-equipped models (like our tester) could take a little getting used to for people not familiar with Audi products, the operation of these controls are ultimately simple and not distracting. Even without navigation, though, the A5 still receives the same large display screen to view information for the audio system, and between this screen and the smaller digital multifunction display in the gauge cluster, it's easy for the driver to view all pertinent vehicle information.

As nice as it is to occupy the driver's seat is in the A5, the rest of the car's cabin is more of the same in terms of remarkable materials, design and even some practicality. Yes, we just said that a coupe is practical. Surprisingly, the A5 doesn't give up much in terms of headroom or legroom compared to the A4 sedan, making it possible for four adults to fit in the car. While we wouldn't want to be seated in the rear seats for a lengthy road trip, it's good to know that if needed, the rear seats can accommodate adult passengers in reasonable comfort. The trunk space of the A5 is also only just fractionally smaller than its four-door counterpart, so there is room for plenty of luggage as well.

Speaking of space, we know there is enough room underhood for a V8, but since 2011, the standard engine for the A5 has been the 2.0-liter TFSI turbocharged, direct-injected inline four-cylinder that helps balance power and fuel economy. The engine's 211 horsepower and 258 pound-feet of torque are sent to the ground using Audi's Quattro all-wheel-drive system, and our tester came with the company's optional eight-speed Tiptronic automatic transmission. For hardcore enthusiasts about to cry foul that we didn't test the six-speed manual gearbox, just remember that the A5 Cabrio comes in standard trim with front-wheel drive that offers a Continuously Variable Transmission as an option. On top of that, this transmission is one of the best automatics used by the Volkswagen Group in terms of shift points and response, and for a sportier feel, it's easy enough to just knock the shift lever into Sport mode for a bit more excitement. Thanks to plenty of low-end of torque, the A5 is still a lot of fun to drive, even in Standard mode.

That being said, the A5 isn't the fastest or quickest car in its class, but it is very well-balanced, which is improved upon in 2013 with a new electric power-assisted steering system that helps make the car both more sporty and fuel efficient. On the driving side of things, the steering response of this new EPAS system is just about perfect, giving good feedback at speed without feeling too heavy at lower speeds. As for fuel economy, out tester with the eight-speed auto improved its EPA estimate on the highway up to 30 miles per gallon (+1 mpg compared to the 2012 A5), though oddly enough it's decreased by the same amount in the city with a rating of 20 mpg. During our week with the A5 2.0T, we generally saw around 25 mpg in mixed driving when avoiding Sport mode.

Strong fuel economy is nice, but the name of the game has always been balance when it comes to the A5, and the 2013 model still delivers. In addition to the new power steering, the A5's engine, transmission and braking system all operate in a manner that doesn't feel too sports-car jerky or luxury-car numb. Even the actual balance of the car feels perfectly distributed from front to rear, even though Audi doesn't actually list the A5's weight distribution. Despite weighing a couple hundred pounds more than a comparable 3 Series Coupe, the A5 might be its closest handling rival thanks to a wider stance (both its track and width are about three inches wider) and standard all-wheel drive. The A5 does, however, weigh about 400 pounds less than a comparable Cadillac CTS Coupe and around 150 pounds less than an Infiniti G37x Coupe. On paper, Audi claims the car's acceleration from zero to 60 miles per hour is 6.2 seconds, which is far from quick these days, but between the lag-free turbo engine and quick-shifting transmission, the A5 doesn't disappoint. Besides, if it's off-the-line performance you seek, Audi dealers will gladly show you to the S5 or RS5.

Many people perceive the A5 as a sporty car, but it still has all of the qualities that we expect from Audi luxury, such as a smooth ride and quiet interior. We can't remember the last time a car with frameless windows was as quiet as the A5, and between the compliant suspension and comfortable seats, this car would feel good whether being driven on a winding back road or long highway. Regardless of how it's used, though, the A5 definitely doesn't look or feel its age.

Read more by Jeffrey N. Ross at Autoblog.com

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