With VW leading the way in US diesel sales, there’s been one question on our minds. While we’ve enjoyed the Golf and Jetta TDI models, we’ve always lusted after the European GTD variant that blends GTI style with turbo-diesel economy and longevity.
Well it appears VW either read our minds or heard our prayers because they flew us over to Berlin to sample the brand new European Golf GTD. This is based on the latest Mk7 MQB platform, which can be part of VW’s new modular construction technology and offers several positive aspects over the outgoing Mk6 monocoque.
After listening to several technical and marketing briefings, it looks as if the North American GTD will certainly be a 2016 model, although Volkswagen of America representatives stressed that this was an estimate before final approval for the car’s introduction. But since we reasoned they wouldn’t have flown us all this way if the car wasn’t coming, we’ll proceed under the assumption that it will!184hp and 280 lb-ft looking at the 2.0L turbo-diesel – that’s up 28 and 14hp lb-ft on the Mk6 model, yet achieves 56mpg on the European test cycle. Obviously, it remains to be seen whether the US version would maintain exactly the same specification. We made a decision to strap ourselves into a six-speed manual GTD and hit the streets of Berlin, however.
To our delight and expectation, the low-end torque had us zipping through the city streets similar to a cyclist on cocaine. We couldn’t get enough of the power delivery and smooth shifting gearbox.
The gearing is shorter than the GTI to compensate for the 5000rpm redline, so rattling from the six gears was quicker than expected. This could have caused some problems on the autobahn, but simply planting your foot in sixth allowed us to overtake all obstacles.
We found ourselves grinning like hyenas as we reached terminal velocity inside a very short period of time, as we entered the unrestricted speed zones on the A2 autobahn. There’s an enormous satisfaction in hitting a 143mph speed limiter on public roads and neverto the picturesque Harz Mountains, where we could drop a few gears and see exactly how the new adaptive damping in the Dynamic Chassis Control (not previously available in the US) would handle the twisty roads when set in Sport mode. With its lighter and longer chassis, plus being .6″””” lower than a consistent Golf, we will see how the electronic XDS limited-slip diff and variable ratio steering of the GTD would hold up.
Its GTI-inspired suspension kept body roll to a minimum, with precise corner entry. Because of its prodigious torque, the car had true point-and-shoot ability. While a little inevitable understeer was detected, the GTD behaved similarly to its GTI counterpart, and provided one of the most pleasurable diesel driving experiences we’ve yet had.
One anomaly was the engine noise, or rather the simulated sound of a gasoline engine piped into the cabin. Because we were not familiar with the system, it may become confusing where you were in the power band when overtaking or downshifting into a corner. We found ourselves leaving our foot planted because the engine noise suggested we still had more to come, yet the engine had actually exhaust puff and required another gear.
If you overlooked that oddity, the rest of the car was actually a delight. The cabin, as an example, was covered withonly a few seconds to re-route us to the destination.
The seats have been redesigned, offering sportier buckets with heritage-inspired grey plaid cloth inserts.
With Europe’s high fuel prices and car taxes, sales of the GTD are about the same as the GTI. And having driven one, it’s easy to understand why since it offers many of the advantages and few shortcomings. With US city congestion at an all-time high, gas prices continually creeping upwards and road trips transforming into a regular option to air travel, the GTD offers maximum accommodation without having to sacrifice the fun factor.
While US pricing isn’t set, expect it to be near a well-equipped GTI when it finally arrives in 2015, assuming VW of America gives it the nod.
Like a final thought, the GTD will provide a lot of opportunities for your aftermarket, with a set of coilovers, sway bars and 19″””” wheels enhancing the handling. Also you can expect software upgrades for that TDI motor since Europe will have been tweaking them for several years before we see it. So stock or modified, the GTD can certainly make a very appealing package for people motorists because of the peace of mind diesel brings in the pump.@@@@@””Last month, we had the opportunity to drive the newest BMW M6 Gran Coupe for the first time in Europe, but this time we got it on the track with its optional carbon-ceramic brakes and had at it.
We were privileged to be on the wonderful Circuit of the Americas in Austin, TX, which fortunately has massive runoff areas to the F1 cars, so hopefully we wouldn’t be embarrassing ourselves with a visit to the kitty litter.
While excited to turn laps on this brand-new track, it’s high-speed, technical nature makes COTA rather intimidating. Even after a few laps following M5s from the BMW Performance Driving School, there was still a great deal being learned about lines and braking points.
Fortunately, we got some extra tuition from one of BMW’s PDS instructors and were able to thread the turns together, even though the endless Esses still had the ability to confound you.
The M6 Gran Coupe excelled within these surroundings. While its longer wheelbase can be less wieldy than the M6 Coupe, it handled the transitions with aplomb, transferring its weight with surprising agility.
Launching from an uphill left-hander, you can gather enough momentum to nudge past 150mph in the back straight before you needed the carbon-ceramics for the second-gear left turn at the bottom.
In 90? F weather and completing a series of hot laps, the cars suffered no harmful effects of the abuse. Neither did you feel beat up after the experience. The multi-adjustable seats were able to offer tremendous support with good lumbar in addition to side bolsters that can be tightened to suit.
Offering more cars with manual transmission options than some of its competitors – you will find 25 to choose from – BMW is rightly proud of its US-only six-speed stick shift. Modified from the 550i application, the car was equally a delight in the circuit and the street.
We won’t reason that the M-DCT seven-speed dual-clutch auto is simpler to operate but the manual puts you in charge, the master of your personal destiny.
Such as the M5 application of the same transmission, it gives a positive shift and requires a firm pedal push to engage the clutch, but nothing feels clunky or heavy. It’s well weighted for the nature of these 560hp machines.
2014 BMW M6 gran coupe front fascia
2014 BMW M6 gran coupe door pull handle
2014 BMW M6 gran coupe quad tip exhaust
Inevitably, the German engineers can’t leave anything alone, adding a throttle blip function on manual down-changes. In regular driving it keeps the operation smooth and brings a smile to your face each time, even though you can override it with a manual blip or a heel-n-toe downshift.
Having sampled the carbon-ceramic brakes on the M6 Coupe at Laguna Seca, and discovering how they allowed you to sail past a similar car on conventional brakes, they gave heaps of confidence. With each lap you could leave your braking later and later, waiting until the 150yd marker to hit the pedal at 150mph, knowing you could stop in time for the hairpin.
The car would overshoot the turn, the giant runoff area kept you on the tarmac, leaving the car in one piece; or even your pride, even though wait a little longer and.
The raft of M-button activated dynamic alternatives on all M cars gave us the ability to sample them in extremis and was an opportunity never to be missed. The Comfort mode for steering, power application (Efficient) and suspension was generally too soft to the track, but entirely suited to the street, where the Gran Coupe’s laidback attitude allows you to cruise without stress.
On the track, we preferred Sport Plus steering for extra heft, Sport throttle reaction to allow finer modulation, and Sport suspension to absorb the curbs we enjoyed rumbling over. We generally had the traction control in their M Dynamic Mode rather than off. This allowed generous slip angles but would catch a spin, that was remarkably easy in the Esses from Turn 3 to 10.
When driving the M-DCT-equipped cars we’d also selected the fastest gear-change speed but, as Albert Biermann, VP of M Engineering explained, this options is simply to “remind us from the former SMG transmission” and then make the drive more dramatic.
With the M5 being a popular track tool, it’s entirely possible that BMW M6 Gran Coupe owners will be less frequent visitors, but it’s good to know they may have the right tools for the job. In fact, BMW is giving the M5/M6 family a sharper track focus with its recently announced Competition Package. It wasn’t available for us to sample, but includes special 20″” wheels, a 15hp power increase (to 575hp) plus stiffer sway, dampers and springs bars. The cars get an M Sport exhaust system with black tailpipes, while the DSC, MDM and M differential are reprogrammed to allow greater slip angles.
The Competition Package is possibly BMW’s solution to the S option from AMG on the new E63, and should keep everybody on the toes.
Track fans must also read our story on BMW’s MPower iPhone app in this issue.
2014 BMW M6 gran coupe carbon ceramic brake disks
2014 BMW M6 gran coupe circuit from the americas
2014 BMW M6 gran coupe rolling shot
2014 BMW M6 Gran Coupe
Drivetrain six-speed manual transmission, Active M Differential
Suspension double-wishbone front, multi-link rear
Brakes optional 16.1″” carbon-ceramic rotors, six-piston rotors f, 15.6″”, single-piston r
Wheels & Tires 20×9.5″” ET31 f, 20×10.5″” ET19 r; 265/35 R20 f, 295/30 R20 r
MSRP $113000
Performance
Power 560hp at 6000-7000rpm (575hp with Competition Package)
Torque 500 lb-f t at 1500-5750rpm
-60mph 4.3sec
Top Speed 155mph
Weight 4395 lb
Economy 15/22/17mpg (city/highway/combined)””
Once the 2014 E-Class Sedan received its mid-cycle facelift @@@@@””A revamp of the E-Class Coupe and Cabriolet was inevitable. As a result, both the two-door models wear the four-door’s larger grille, along with headlights that dispense with the earlier “four-eyed” look in favour of two rows of LED on both sides. The gaping air intakes on each side of your front license plate also bring a sportier attitude to the handsome new appearance.
Although they’re card-carrying people in the E-Class family, the Coupe and Cabrio have almost no exterior parts in common with the sedan. The styling is sleeker, the windshields more raked, and optional 19″wheels fill their wells with purpose. They also have a shorter wheelbase: 108.7″ compared with 113.2”.
For MY14, North American drivers will see the E350 and E550 both in hard- and soft-top form. The previous packs a 3.5-liter V6 under its elongated hood, with 302hp and 273 lb-ft, which is shipped to the rear wheels through a seven-speed transmission (the Coupe also comes with optional 4Matic all-wheel drive). The E550 brings a V8 snarl, developing 408hp and 443 lb-ft from 4.6 liters of turbocharged displacement.
Whilst the E550 can reach triple-digit speeds within a ridiculously small amount of time, it’s the E350’s output that will match the demands of most drivers. The smaller engine also results in a lighter front-end, sharpening the steering and giving the nose a crisper turn-in to corners.
Select “Sport” mode to the two-stage adjustable suspension and things become even crisper. Nevertheless “Comfort” never relinquishes body control, it just soaks up irritating surface imperfections better. Think of them as two complementary flavors of the same dish.
Amidst its style and power, the E-Class is becoming legendary due to its inventory of safety equipment. Front-facing stereoscopic cameras as well as other radar sensors around the car report to your central “brain” that constantly assesses road conditions, driver alertness and behavior of other road users. It’s then capable to decide if you should brake a wheel or two, or four, to help you avoid a collision. It will flash a stern warning light on the dash or perhaps in the side mirrors to warn you of what it perceives as a potential problem.
2014 mercedes benz e class coupe cabriolet front fascia
2014 mercedes benz e class coupe cabriolet v6 DOHC 24v direct injection
2014 mercedes benz e class coupe cabriolet rolling shot
We reviewed several accident avoidance systems within our earlier E-Class Sedan reviews (EC 6/13 & 7/13), and Mercedes-Benz claims the Cabrio will be the safest in the class due to the equipment that also includes standard Collision Prevention Assist, Attention Assist and 11 airbags to put it beyond dispute.
If there’s a gripe, it’s that the large camera unit is set behind the rearview mirror and takes up a great deal of real estate. The rakishly sloped A-pillars already hamper visibility to an extent, and the two together mean you’ll sometimes crane your neck to find out pedestrians or traffic lights properly.
However, the E-Class Coupe is a fine machine. There’s even a respectable amount of space in the back for passengers. Getting into the back quarters might present a challenge, but it’s not terrible.
The Cabriolet also seats four and it is possibly the most interesting car of the two. The fabric roof has several layers to keep noise and weather out. It can be operated at speeds of up to 25mph and takes about 25sec to operate.
On top of the windshield is an (optional) retractable flap called Aircap. It deflects wind across the car, not just over the front seats. There’s also a small deflector in between the rear seats, which means you can conduct a conversation using the top down at freeway speeds.
The top seats house of one the Cabrio’s most widely used options: Airscarf. Hot air blows from the vent in the seat at neck level. Using the added comfort of heated lower cushions, the auto can easily be driven with the top down even on winter days.
The E550 Coupe will probably tempt hardcore drivers. It’s a great choice and we recommend a test drive. But think for a second: considering that the decision had been made to buy a two-door E-Class, why not go completely and have the fun of the Cabrio? And while the E350’s engine is potent enough, individuals who don’t mind waiting until next year could get a new 333hp E400 Coupe or Cabriolet, which will replace the E350 versions being a 2015 model.
2014 mercedes benz e class coupe cabriolet rolling shot
2014 mercedes benz e class coupe cabriolet center console interior
2014 mercedes benz e class coupe cabriolet airscarf option
2014 Mercedes-Benz E350 Coupe
Layout Longitudinal front engine, rear-wheel drive (optional E350 Coupe 4Matic)
Engine 3498cc V6 DOHC 24v, direct injection
Drivetrain seven-speed automatic, shift paddles
Suspension multi-link f&r, Agility Control, electro-mechanical, speed-sensitive steering
Brakes 12.7″””” discs f, 11.8″””” r
Wheels & Tires 17×7.5″”””, 235/45 R17
Performance
Peak power 302hp at 6500rpm
Peak torque 273 lb-ft at 3500-5250rpm
-60mph 6.1sec
Top Speed 130mph
Weight 3619 lb
Economy 20/28/23mpg (city/highway/combined)
MSRP from $52120