Latest from The Spokesman-Review
BMW’s midsize 5 Series sedan is a serious car, built for grown-ups and not easily outgrown.
Its 3 Series sibling is smaller, edgier, more spirited. The kind of car some buyers will age out of on their way to the 5.
One step above the 5, the flagship 7 is a statement car. It’s sybaritic, accommodating and comfortable as all get-out, but not an essential step up from the 5.
You could spend many years in a 5 and never consider the temptations of a comely stranger.
The 5 has always been the sportiest of the world’s family sedans — to this day, it’s the only midsize luxury sport sedan available with a manual transmission — but It also has a sober side, a grown-up charisma.
Since the 2010 debut of the sixth-generation 5 Series, BMW has been nudging the 5 along the latter path, with a growing focus on comfort, economy and utility.
For 2014, navigation and xenon adaptive headlights are standard across the line. Two new options packages enable buyers to put a personal stamp on their 5s, and a six-cylinder turbo-diesel powerplant comes aboard.
On the outside, there are modest sheet metal updates. Inside, storage compartments and cup holders boast increased capacity. Noise-reduction measures cut cabin noise to its lowest levels ever.
Four-door 5 Series variants range from the 241-hp 528i ($50,425, including delivery) to the 443-hp 550i Gran Turismo ($68,825), a sedan/crossover hybrid with elevated ride height, a huge rear seat and a two-mode hatchback.
Engine choices include turbocharged four-, six- and eight-cylinder gasoline variants, the new turbodiesel and a gas-electric hybrid. All 5 Series sedans are available in rear-drive or all-wheel-drive configurations.
Coupes and convertibles now fly under the new 6 Series banner.
We tested the 535d ($57,525). Its 3.0-liter diesel inline-6 engine makes 255 hp and 413 lb-ft of torque and is paired with an eight-speed automatic. It’s quick — 0-60 in 5.8 seconds — and thrifty. EPA-estimated fuel economy is 30 mpg combined (26/38) with RWD and 30 combined (26/37) with AWD.
The diesel’s performance is nearly identical to that of the six-cylinder, 302-hp 535i ($56,025), which sprints from zero to 60 in 5.9 seconds. Rear-drive models are rated at 24 mpg combined (20/30), with the automatic, and 23 combined (20/30), with the manual (the 535i is the only trim on which the stick can be had). The AWD 535i is automatic-only and achieves 23 combined (20/29).
The eight-speed gearbox works wonders with the torque-rich diesel. Shifts are smooth and quick and land the engine in the heart of its sweet spot. There’s abundant acceleration for passing situations and freeway on-ramps.
BMW's Driving Dynamics Control system is standard on the 5. It allows owners to customize engine, steering and transmission responses. Though BMW has blunted those responses to accommodate a broad range of tastes, the 5’s capabilities easily surpass those of all but an elite handful of drivers.
It’s a car to grow into, not one to grow out of.
Don Adair is a Spokane-based freelance writer. Contact him at firstname.lastname@example.org.
2014 BMW 535d
Vehicle base price: $45,540
Trim level base price: $56,500
As tested: $66,425
Options included M Sport appearance package; adaptive LED headlights; automatic high beams; keyless entry and ignition; multi-contour seats; sport automatic transmission.
EPA ratings: 26 city/38 highway/30 combined
Low-sulfur diesel required
Now that it has picked a fight with BMW, Cadillac has to put up or shut up.
As a taxpaying GM shareholder, I’m pleased to report it’s putting up.
Cadillac recently debuted the third-generation of its CTS midsize luxury sport sedan. It debuted in 2002 as a BMW fighter and has been in a state of evolution ever since.
The 2014 CTS ($46,025, including destination) is new from the ground up and presents the most convincing evidence yet that Cadillac is prepared to back up its bluster. The CTS is larger than its predecessor, or about the same size as BMW’s 5 Series. Its cabin grows in refinement and its infotainment and safety systems are more capable. A new platform and longer wheelbase boost ride and handling.
Two new engine choices — one thrifty, the other sporty — expand the CTS’s mission.
On the outside, Cadillac’s edgy Art & Science design language softens into a more organic — though no less bold — state. The CTS is longer by four inches and slightly shorter and wider. The grille, with the familiar Caddy crest front and center, is flanked by projection headlights, LED running lights and a pair of massive lower-grille intakes.
Counterintuitively, the new midsize rides on a platform developed for the compact ATS. It’s stiff and strong and is 200 pounds lighter than the one it replaces.
I haven’t tested the CTS’s base suspension, but by all accounts it’s a good one. The CTS is balanced, with 50 percent of its weight up front and 50 percent in back. Its steering is quick, accurate and communicative. Unwanted body motions are well modulated.
My test car added the available Magnetic Ride Control (MRC) system. MRC is a remarkable suspension damping system that produces an ideal — almost unreal — blend of ride comfort and tire grip.
The new base engine is a 220-hp turbocharged four (20 city/30 highway) that’s mated to a six-speed automatic transmission. Also new is a twin-turbocharged six that makes 420 hp and powers a new Vsport trim (17/25), which will compete with BMW’s 550i.
They flank the 321-hp 3.6-liter V-6 (18/29) that carries over from last year.
A new eight-speed automatic transmission is tuned to make aggressive shifts under acceleration but in normal conditions seeks the most efficient — i.e., fuel-sipping — gear.
All trims but the rear-drive Vsport are available in FWD and AWD configurations.
Inside, all but the base trim are finished in leather. Other materials — the wood, carbon fiber and aluminum — are the genuine item. Premium, hand-sewn, semi-aniline leather seating is available.
Despite its outward growth, the CTS’s interior dimensions remain largely unchanged. Tall passengers may run short on rear-seat legroom; otherwise the cabin is comfy for four.
Cadillac’s CUE (Cadillac User Experience) solidifies my distaste for touchscreen-based navigation and infotainment systems. CUE’s capabilities are vast but in operation it’s clumsy and distracting.
For Cadillac, success doesn’t hinge on outselling BMW. It’s almost enough to be considered worthy competition, and you’ll get no argument from here on that score.
Don Adair is a Spokane-based freelance writer. Contact him at email@example.com.
2014 Cadillac CTS Premium Collection
Vehicle base price: $45,100
Trim level base price: $64,500
As tested: $67,170
Optional equipment on our up-level Premium Collection tester included Black Diamond tricoat paint and 18-inch polished aluminum wheels.
EPA ratings: 18 city/29 highway
Regular unleaded fuel specified
Wearing the F Sport badge while rocking the same powertrain as a Prius gives the Lexus CT 200h a mixed bag of credentials to say the least. The concept of a “performance hybrid” is still regarded as more of an oxymoron than anything else, and for good reason.
But is the CT 200h really trying to posture itself as a sporty hybrid hatchback?
Consider the raw numbers. As mentioned above the 200h uses the same 134hp hybrid system found in the Prius. Each car reaches 60mph in 9.8 seconds. Those aren’t the sort of numbers that will throw Doc Brown back in his seat and leave a set of flaming tire marks on the ground.
Without digging much deeper it’s safe to say Lexus wasn’t very concerned with blowing the doors off a Volkswagen GTI or Subaru Impreza hatchback. In fact those cars aren’t even on the 200h’s radar. At its core Lexus is a luxury brand.
Starting at just under $30,000 the CT 200h is aimed at the burgeoning entry-level luxury market. With 43mpg city, 40mpg highway (only 8mpg less combined than the Prius) it boasts the best fuel economy in the segment.
Impressive as those numbers are they run the risk of losing their luster when compared to the 200h’s real competition: Audi A3, BMW 1 Series and Volvo C30. None of these cars come close to matching the 200h’s fuel economy but all will run circles around it any day of the week.
That isn’t to say there isn’t a healthy degree of fun to be had in the 200h. Using the same double A-arms found in the HS 250h, the suspension was retuned for sportier driving with a Yamaha front and rear damping system that firms up ride quality and reduces body vibration.
An optional F Sport package includes a tuned suspension, 17-inch wheels, mesh grill, larger rear spoiler, aluminum sport pedals and F Sport badging that insists sporty hybrids are sports cars too.
The first time I sat behind the wheel of the 200h, before pushing the start button to hear the soft hum of hybrid power, it gave every impression of being a car that was destined to have 300hp at the front wheels and an aggressive suspension to do battle with an Impreza STI – gas mileage be-damned.
In the driver’s seat the cabin fits like a glove. The steering wheel has the feel of a meaty performance car, the well-bolstered seats hold you snug in place. Switching to Sport mode cranks up the RPM’s, tightens steering response and increases battery thrust from 500 to 600 volts. The stability and traction control back off to allow for a bit more reckless abandon here and there.
When kept in Sport mode the car’s unimpressive power is far less noticeable, especially around town where there’s not enough room to wait for the Prius-esque acceleration to rear its eco-friendly head on a long freeway onramp.
That said, even when mashing the accelerator to the floor like a burning bag left on a front porch it’s hard to manage much less than 35mpg.
Handling is a mixture of what you should expect from a Lexus combined with hints of Toyota. It gets the job done in style and lives up to luxury segment standards but isn’t set up to handle any more fun than the synergy drive can muster.
By hybrid standards the 200h is by all means near the top the fun factor list. The closest comparable rival could be the 2012 Honda CR-Z hybrid. Then again, nether car is going to completely satisfy an enthusiast who doesn’t want to compromise performance for fuel efficiency.
Those who are willing to spend a bit more time at the pump in exchange for more jollies behind the wheel should look to the Audi A3 TDI, another fuel-efficient entry level luxury car starting at close to $30,000. The A3 bests the Lexus with 140hp and 236 ft-lb of torque.
On the comparative downside the A3 only manages 30mpg city, 42mpg highway for a combined estimate of 34mpg, or about the worst you can expect to get out of the 200h.
There lies the rub. In the entry-level luxury market buyers who want performance versus outstanding gas mileage would be better suited to look towards the cars mentioned above to quench their sports car needs.
Drawing on Lexus F-Sport and Prius DNA, the CT 200h deserves a serious look for anyone who wants best in class fuel economy and just enough thrills to keep themselves entertained during a week’s commute.
In the end, regardless of how much sport the F-Sport badge can exude from the 200h, most people still buy a hybrid to save gas and the planet, not because their supposed to be fun to drive.
Looking at it that way the 200h goes above and beyond the call of duty. That’s what a luxury car is supposed to do.
Lexus CT 200h slideshow: http://tinyurl.com/6wq6oea
From this morning’s paper:
OLYMPIA _ Trying to broker a truce in a long-running dispute, state lawmakers are considering stripping the state Fish and Wildlife Commission of its role overseeing commercial fishing.
The move – likely to be voted on in a House committee today – caps a tug-of-war with high emotions on both sides.
The nine-member citizen commission, appointed by Gov. Chris Gregoire, oversees fishing and hunting policy.
Critics – including some key lawmakers and Indian tribes – say the current members are biased in favor of sport fishing.
But the commission’s defenders say the group is simply doing the best it can to preserve struggling fish populations. And fishing with a rod instead of a net, they say, is far more selective at a time when the state’s trying to preserve wild fish runs.
The commissioners “are acting on behalf of conservation,” said Ed Wickersham, a sport fisherman from Ridgefield. “They’re frightening interests that have lived by exploiting these resources.”
One of the most high-profile critics of the commission is Sen. Ken Jacobsen, D-Seattle. He has allowed the Senate to confirm just one of the commissioners, Spokane’s George Orr.
Jacobsen is unhappy that agency director Jeff Koenings – perceived as a commercial-fishing ally – resigned under heavy pressure in December. He’s also offended that the commission snubbed commission vice chairman Fred Shiosaki two years ago, deciding against making the Spokane angler chairman. Shiosaki later resigned from the commission.
“He’s a wonderful gentleman, and they blighted his career at the end,” Jacobsen said.
This year, Jacobsen proposed a bill to shrink the commission, shorten the terms, and strip it of authority to choose the head of the Department of Fish and Wildlife. The governor would do that instead.
“They’ve managed to enrage the tribes, the commercial fishermen, the hunting community. And that’s pretty hard to do,” he said. “They’ve proved it doesn’t work.” The Senate approved the bill and sent it to the House earlier this month.
Jacobsen’s clear about the goal.
“If this bill passes,” he told lawmakers this week, “we neutered ’em.”