2014 Toyota Corolla Commercial

Stylish then. Stylish now. The all-new 2014 Toyota Corolla has been completely elevated with advanced technology and premium features. Learn more at http://www.toyota.com/corolla/.

2014 Kia Soul Review and Video

The 2014 Kia Soul retains its fashionable flavor and “fun to drive” label while upgrading engine power, interior and ride quality.
The Soul is simply a fun, funky and a useful vehicle, which now, will come with the weight of success. The 2014 Kia Soul is nicely equipped with standard power accessories, Bluetooth, satellite radio and USB/iPod connectivity.
The 2014 Kia Soul will offer three trim levels when it goes on sale this fall. Those are: Base, Plus and Exclaim. Base comes with a direct injected 1.6 liter four-cylinder producing 130 horsepower and 118 pound-feet of torque.
Plus and Exclaim models, on the other hand, are equipped with 2.0 liter four-cylinder generating 164hp and 151 lb-ft torque.

The base model is priced at $14,700 while the Soul Plus demands $18,200. The top-of-the line, Soul Exclaim, will start at $20,300. It has additional LED running lights, LED taillights, 18-inch wheels and the Plus’s UVO package. Soul base is the only model that offers manual transmission.

The new Soul 2014 is slightly redesigned. It has new interiors, which Kia promises, will be made of higher quality materials and will have a more “driver focused” design. The Soul dimensions have also increased slightly. The new car has a little more boot space and more leg, head and shoulder room.

Kia indeed has spent a lot of time tuning this version of Soul, to have improved ride and handling. Based on 2014 Soul’s feature list, improved styling and various refinements it will continue to be a moneymaker and brand builder for Kia.

Ford recalls 370,000 cars

Ford is recalling 370,000 cars due to potential corrosion to their steering shaft that may result in loss of steering.

No incidents or injuries have been reported.
The cars include 2005 to 2011 Ford Crown Victoria, Mercury Grand Marquis and Lincoln Town Cars. About 355,000 are in the U.S. and 15,000 in Canada.

Dealers will inspect the cars and may replace the lower intermediate steering shaft and if necessary resecure a lower steering column bearing and replace the upper intermediate steering shaft.
Indiana and Ohio are among the states included in the recall.

Owners in other states can also ask for inspections and repairs.

2014 Volkswagen Golf - Review

The 2014 Volkswagen Golf will have a relative short life, as it's the last model year for the generation launched in 2010. The all-new, redesigned 2015 VW Golf will arrive early in 2014, so the 2014 model likely won't be on sale for a full 12 months. As such, it's a carryover model with few changes from previous model years.

The Golf hatchback--including the sporty GTI and high-performance Golf R models--is instantly identifiable, with almost four decades of Golfs having evolved in a recognizable progression to the current model. It retains a somewhat more premium look and feel than other compact hatchbacks, a segment that's growing as a new generation of U.S. buyers warm up to the benefits of five doors and a shorter but more flexible configuration. Now the Golf competes with the Ford Focus, Mazda 3, and Subaru Impreza, as well as newer entries from Korea, the Hyundai Elantra GT and Kia Forte.

The downside of the premium positioning and materials, along with its German manufacture, means it's one of the more expensive compact hatchbacks. Fitted with the TDI diesel and dual-clutch automatic transmission, plus a handful of options, you'll see sticker prices closing in on $30,000. Entry Golfs start below $20,000, but that only gets you a 170-hp five-cylinder engine that's neither fuel-efficient nor refined. The TDI diesel sits at the top model in the Golf line--it's a whopping $6,000 more than the base car--though the 140-hp 2.0-liter turbodiesel comes with either a six-speed manual or the DSG six-speed dual-clutch automatic, which shifts more quickly and crisply than a conventional automatic and is paired well with the efficient diesel.

The sporty GTI model, in fact, has a lower base price than the Golf TDI, along with the much smoother and more rewarding 2.0-liter TSI turbocharged gasoline four, putting out 200 hp. But the TDI diesel is the fuel-efficiency champ, with a combined 34 mpg (30 mpg city, 42 mpg highway)--and most owners report that the car handily exceeds its EPA ratings in real-world driving. The base five-cylinder only returns 26 mpg combined with either a five-speed manual gearbox or a six-speed automatic--far below most other compacts. Even the sporty GTI model does better than that (27 mpg combined) when fitted with the DSG automatic, though it falls to 25 mpg combined with the six-speed manual.

Across the range, the Golf remains a pleasure to drive, with a ride that's firm but compliant and quiet, taut cornering, and electric power steering that's responsive and conveys enough road feel to make the car feel sporty and connected to the road. The brakes are strong, and dynamically the Golf simply outguns the Korean competition--though the Ford Focus is within shouting distance. The higher price shows up in the ride and refinement, which are qualitatively and obviously better than cheaper and more mass-market competitors.

The GTI ramps those qualities up slightly, along with sportier design touches and the more powerful engine, but the interior fit, finish, and materials of every Golf are a cut above other compacts. Interior space is ample in the front, though tight in back, and the front seats are comfortable and supportive--with the GTI's sport seats the best of the bunch. The rear-seat disadvantage is particularly pronounced in the three-door model--it's the only three-door hatchback offered in the compact class that's not a specially styled variation--and that model sells in relatively small numbers against the more practical five-door version.

Even in its last year, the Golf range is fairly well equipped. It's not as plush or feature-rich as high-end models from some competitors, but you'll never mistake it for an economy model. Its one drawback is the lack of standard Bluetooth pairing, though these days the high-end models might also be expected to offer added safety features--from adaptive cruise control to lane-departure warning--that are moving quickly down from luxury models into more modest segments.

Touchscreen navigation and a sunroof are options across most trim levels, and the TDI versions add steering-wheel audio controls, Bluetooth, satellite radio, a multi-disc CD changer (remember those?), and an LCD audio interface. The GTI hot-hatch version ups the spec again, adding 18-inch alloy wheels, a sport steering wheel, heated side mirrors, the characteristic checked seat upholstery, and various other appearance upgrades.

2014 Volkswagen CC - Review

While Volkswagen has been able to get a more laser-like focus on the family sedan market with its mid-size Passat, it's "four-door coupe," the CC, has served a completely different role in the VW lineup. With more intrigue, fashion sense, and visual interest--as well as a few more luxury items and trims--it locks into the German automaker's lineup a notch above the Passat, while keeping the price (at least for most of the lineup) relatively affordable.

Last year Volkswagen gave the CC a mid-cycle refresh that kept its distinct profile but redrew some of the details in front and in back (adding LED lamps, among other upscale touches). Other noteworthy changes then included a rejiggered three-person back seat (in earlier model years you'll find a stylish but less practical two-person setup), and upgraded materials for the dash and cabin.

Even with the demise of the bucket-seat setup in back, VW still calls the CC a four-door coupe, and while up close it might look decidedly like a sedan, if you step back and view this model's side profile, it's easy to see why. it has proportions that hint 'rear-wheel-drive sport sedan' to some (and nod to the Mercedes-Benz CLS and Audi A7, among others), even though it's a front-driver.

While the CC might look like a serious sport sedan--or one with serious luxury credentials--it doesn't quite deliver to that impression. On the other hand what it does deliver, performance-wise, is better than what you might expect considering the 2013 CC's $31k base price: It essentially drives just much like the Passat in its more luxurious guises, with refinement clearly taking the priority over edginess or all-out performance.

We tend to think that there's only one way to get the CC: with the 200-horsepower, turbocharged 2.0-liter four-cylinder engine (2.0T). Models with it feel lighter and more nimble than their top-of-the-line VR6 and 4Motion counterparts. The four churns out plenty of low- and mid-rev torque with only a slight delay if revs are at the low end, while the narrow-angle VR6 is spirited but seems to take a moment more to build steam.

It's not all that surprising that you lose a little practicality in moving from a more upright design like that of the Passat to the CC's swoopier package. Headroom is a bit tight, and you'll either love or hate the somewhat 'scooped up' driving position. The three-passenger back seat is comfortable, but headroom is tight and the curvy roofline makes entry and exit tougher than you might think. But the interior trims look and feel luxury-grade, the ride is absorbent and controlled, and the trunk is huge.

The 2014 Volkswagen CC is now offered in Sport, R-Line, 2.0T Executive, and VR6 Executive models. Now for 2014, the big news is that you no longer have to get the V6 in order to enjoy the top Executive trim--allowing you to pair the more fuel-efficient engine with some of the top features like premium sound, massage seats, and leather upholstery. The VR6 model remains the only one in the lineup to get all-wheel drive. New for 2014, the Executive 2.0T steps up to those features plus navigation with Sirius XM Traffic, an 'Easy Open' motion-activated trunk opener, Keyless Access with push-button start, and a new 18-inch alloy wheel design. Sport models now get LED daytime running lamps, Adaptive Front Lighting, navigation, and a rearview camera.

2014 Toyota 4Runner - Review

With the world moving on to crossovers en masse, the authentic, rugged sport-utility vehicle has been pushed to the margins. Toyota sells thousands more Venzas and Highlanders each year than it does copies of its 4Runner SUV--but just try pushing either of those softer, car-based vehicles up a steep, rocky incline.
For enthusiasts that truly need and want an off-road vehicle, the 4Runner has few substitutes. And though we differ from other reviewers, we think it's still decently capable on road as well, though nowhere near the minivan alternative that crossovers have become.

The 4Runner's rugged SUV look isn't some conjured image. It's the reverse: a long time ago it was spun off from truck-based hardware and given a wagon body, with few concessions made to style. That's held true for decades now, and while we might like a ground-up fresh start every generation or so, the 4Runner at least remains honest to its mission. The beltline is high, the proportions are chunky, and the downward slope of the rear pillars are a direct callback to the ur-4Runner. Inside, the same fundamental approach works, and works well: the knobs and controls are big and laid out in an uncluttered way, and the controls and gauges are framed with simple materials and the barest dash of metallic trim. For 2014, the 4Runner adds more soft-touch trim inside on base SR5 and Trail models, and the SR5 gets Toyota's sharp, bright Optitron gauges.

Overall, the Toyota 4Runner drives much better—and more athletically—than its trail-crawling appearance might suggest. Steering feel and maneuverability are unexpected delights in the 4Runner; at low speeds especially, the 4Runner handles with better precision and control than you might expect from such a big, heavy model, and visibility isn't bad. But you'll be reminded you're in a tall vehicle with soft sidewalls and a safe suspension calibration if you attack corners too quickly. A 4.0-liter V-6 engine, makes 270 horsepower and 278 pound-feet of torque, and feels plenty quick either off the line or at highway speeds.
Fuel economy is estimated at 17/23 mpg for rear-drive models, and 17/22 mpg for four-wheel-drive versions.

V-6 SR5 models are offered either with rear-wheel drive or a part-time four-wheel-drive system, while Trail models are only offered with that 4WD system, with overhead controls. Limited models get a separate full-time four-wheel-drive system that's more road-oriented. The Limited gets standard 20-inch wheels and tires, while other models come fitted with 17-inchers.

In Trail grade (the off-road model), the 4Runner includes a host of electronics and systems meant to complement the sturdy off-road hardware. Base models can be a little pitchy on rough pavement, but Limited models get yet another setup: a so-called X-REAS system with electronically adjusting dampers, geared for flatter cornering and pavement surfaces. The Kinetic Dynamic Suspension System (KDSS) that's optional in the Trail model uses hydraulics to reduce motions on-road or increase off-road traction and riding comfort, with more wheel travel in that situation.

Interior space is where you might start to notice some of the shortcomings of the 4Runner's traditional body-on-frame layout versus models like the Ford Explorer or Dodge Durango. Simply put, while the 4Runner has smartly designed seating and is comfortable enough for long highway trips, it's not quite up to some of these alternatives in terms of cargo space or flexibility, due to its narrower body and rather tall floor. The front seats look and feel great with the available perforated-leather upholstery, and they're wide and supportive, to fit quite the range of sizes. The second row adjusts for rake (reclining 16 degrees in four stops), and adult-sized occupants will also feel at home, thanks to seat contouring that goes well beyond the stiff bench cushions in some rivals. As for the third row, it's hard to get back there, so leave it to the (small) kids; it's only offered on the more on-road-oriented models, not on the Trail edition.

The 2013 4Runner is also surprisingly refined inside--dodging some of the impressions of trucks and off-road-able vehicles and providing a tight, quiet highway cruising experience, with a reasonably smooth ride and very little road or wind noise. Safety is also not at all compromised compared to popular crossovers, with eight standard airbags, including front side bags, side-curtain bags for the second and third rows, and front knee bags for the driver and passenger. Safety scores from the IIHS and federal government have indicated that the 4Runner has relatively good occupant protection, but it's not quite in the top tier. A rearview camera is now standard on all models.

Base 4Runner SR5 models include plenty of standard equipment, including a power driver seat, a roof rack, power features, and an audio system with a CD player, satellite radio, a USB port, iPod connectivity, and Bluetooth audio streaming. Mobile-app connectivity is standard via Toyota's Entune services. The off-road purists who also sometimes need to haul the family will want the Trail model, which includes all the off-road goodies. Top Limited models step up to dual power front seats, navigation, and 15-speaker JBL premium sound. Other desirable features include sonar-based rear parking, a navigation system, and a subscription-based Safety Connect telematics system.

2014 Mercedes-Benz GLK Class - Review

Following last year's design update, the 2014 Mercedes GLK may look somewhat rugged, but it's actually a very comfortable crossover with pleasant driving manners. It's also available with a turbocharged diesel engine now, giving the GLK a greener demeanor than past models.

Nearly every angle, nook and cranny of the GLK was updated for 2013. Almost, that is, except very conventional SUV-style body. Where most other crossovers on the market have gone to the school of egg-shaped smoothness and sloping curves, the Mercedes GLK wears real sport utility design more outwardly than any other vehicle in its class, with exception to the Land Rover LR2. The taller, boxy design offers a little extra interior space, but belies its more gentle road-going experience. However, the interior carries the crossover message home–filled with soft-touch materials, and a large LCD screen that's surrounded by intuitively-placed controls.

Interior room is ample for passengers, and the front seats are supportive and nicely tailored. Finding a comfortable driving position isn't difficult, even for taller drivers. Knee room is fine in the second-row seat, and the angular roofline preserves head room, too. The rear seats fold forward to expand the GLK's cargo bin, leaving 54.7 cubic feet of space if just two passengers are present. With four people on board, the 23.3 cubic feet of cargo space is on the small side for the category. The standard upholstery in the GLK is a synthetic, and most passengers will never know the difference; leather is, of course, an option.

The GLK's standard-equipment list leaves no question that it's a luxury vehicle. It includes 19-inch wheels, dual-zone automatic climate control, power front seats, and Bluetooth connectivity. Satellite radio is available; so are a power liftgate; a navigation system powered by COMAND; and 20-inch wheels. New this year on all models is mbrace2, the Mercedes connectivity suite that puts mobile apps in touch with the vehicle--so that Yelp, Google search, and Facebook are a voice command or fingertip touch away. No SUV from the past ever did that--but more crossovers in the near future surely will.

After three years of chugging along with a sole powertrain configuration, the GLK divested that engine in 2013 in favor of a new six-cylinder shared with the E-Class, and adopted a long-awaited turbodiesel four from the European lineup. The six? It's more of the same quick-witted power, delivered to either the rear or all four wheels via a seven-speed, paddle-shifted automatic, and configured with stop/start control and direct injection to boost fuel economy (still unannounced as of yet). Performance is gutsy and vibrant, with more pleasant engine noise than before, and 0-60 mph times of 6.5 seconds--a couple of ticks quicker than the prior edition. The BlueTEC diesel is rated at 190 horsepower, 369 pound-feet of torque, shares the automatic and all-wheel drive, and pulls to 60 mph in about 8.0 seconds, with a hint of 30-mpg highway efficiency.

With either, really, the roughly 4,100-pound GLK feels relaxed and swift in everyday driving. On pavement, the GLK has a car-like cadence to its ride motions and its cornering forces. The steering's gone electric, but hasn't gone completely numb; it corners neatly, though with less heft and feedback than before. The suspension is tuned to be taut but well damped; it doesn't allow much body motion, but soaks up most roughness while the cabin stays tight and quiet. It's not anything like a hardcore off-roader, but its 4WD system will cut its way through foul weather, delivering power smoothly through muddy ruts and tackling the usual all-weather challenges pretty easily.